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HomeMy WebLinkAboutR25-046 Amended Eagle County Regional Airport Master Plan Docusign Envelope ID:2E480BA4-D29A-45F8-9C62-A458D05DDC9F Commissioner scherr moved adoption of the following resolution: BOARD OF COUNTY COMMISSIONERS COUNTY OF EAGLE, STATE OF COLORADO RESOLUTION NO. 2025-046 RESOLUTION APPROVING THE AMENDED AND RESTATED EAGLE COUNTY REGIONAL AIRPORT MASTER PLAN WHEREAS,pursuant to Sections 41-4-101 and 41-4-106, C.R.S., the Board of County Commissioners of the County of Eagle, State of Colorado (the"Board"), has the power and jurisdiction to promulgate a policy plan outlining principles to guide the future development of the unincorporated territory of the County of Eagle, State of Colorado (the"County")to include the establishment, improvement, operation,use and development of the Eagle County Regional Airport and facilities thereto (the"Airport"); and to exercise such powers as may be required or consistent in the promotion of aeronautics and the furtherance of commerce and navigation by air; and WHEREAS,the County previously prepared a master plan for the Airport to forecast and plan for future growth and expansion of Airport operations (the"Airport Master Plan"); and WHEREAS, the Airport continues to attract a volume of passengers and property that requires continued forecasting and planning of future aviation activities and related financial requirements to ensure the future of the Airport aligns with the values and vision of the County, its citizens, and the beneficiaries of the Airport; and WHEREAS, due to significant changes in the aviation industry and in the country as a whole, the Airport Master Plan has become outdated. The Board therefore desires to amend and restate said Airport Master Plan to set forth the type of growth anticipated in the next twenty years and identify the necessary infrastructure development needed to accommodate existing and future demands. In addition to identifying the basic needs of the Airport, the amended and restated Airport Master Plan also evaluates the cost implications to complete the recommended improvements; and WHEREAS, over the course of six months from February through October 2023,Airport staff held a total of six (6)public meetings with a planning advisory committee consisting of tenants, community members and users of the Airport. Airport staff solicited input on the draft amendments to the Airport Master Plan throughout these stakeholder meetings; and WHEREAS,the County has duly considered the comments received from the tenants of the Airport and community members regarding the proposed changes to the Airport Master Plan. Docusign Envelope ID:2E480BA4-D29A-45F8-9C62-A458DO5DDC9F NOW, THEREFORE, BE IT RESOLVED BY THE BOARD OF COUNTY COMMISSIONERS OF THE COUNTY OF EAGLE, STATE OF COLORADO: THAT,the"Amended and Restated Eagle County Regional Airport Master Plan", a copy of which is attached hereto as Exhibit A and incorporated herein by reference, is hereby adopted and approved as the master plan governing the Eagle County Regional Airport; and THAT, said Amended and Restated Eagle County Regional Airport Master Plan supersedes and replaces all previous Airport Master Plans governing operation of the Eagle County Regional Airport; and THAT,the Amended and Restated Eagle County Regional Airport Master Plan shall become effective upon approval of said plan by the Federal Aviation Administration; and THAT,the Board hereby finds, determines and declares that this Resolution is necessary for the health, safety and welfare of the citizens of Eagle County. [REMAINDER OF PAGE INTENTIONALLY LEFT BLANK] • Docusign Envelope ID:2E480BA4-D29A-45F8-9C62-A458D05DDC9F MOVED,READ AND ADOPTED by the Board of County Commissioners of the County of Eagle, State of Colorado, at its regular meeting held this 27thday of MaY , 2025. Signed by: a ,,c( i'ia COUNTY OF EAGLE, STATE OF COLORADO, By and Through Its (aoRaa° BOARD OF COUNTY COMMISSIONERS ATTEST: Signed by: (,Cost. BY: EBSBC 83Bc8A4C8... By: Clerk to the Board of Jeanne McQueeney County Commissioners Chair Signed,?by: Taw 6 ark. Tom Boy Commissioner Signed by: S.(kw g0e7B2D710C0473.rr .. Matt Sc Commissioner Commissioner Boyd seconded adoption of the foregoing resolution. The roll having been called, the vote was as follows: Commissioner McQueeney Absent Commissioner Boyd Aye Commissioner Scherr Aye This resolution passed by 2/0 vote of the Board of County Commissioners of the County of Eagle, State of Colorado. 3 Docusign Envelope ID:2E480BA4-D29A-45F8-9C62-A458DO5DDC9F EXHIBIT A Amended and Restated Airport Master Plan 4 toEAGLE COUNTY Regional Airport ,.. ,. .. ., . ..... . , . , , . , _.,• . ..,.. , . ,.. ,..,4 ... . " IMIlidd . .. 411 , .,„ ____ __. . -__ , 1 a i ...or -Es - ' ---- - in „,,,-..„. -.., . 1 Ilril , E , _. _ I I 11 - -IIMI - r `1 I sae M ----v-- I ,..,4 • ' : 'ir I . ikt--I 1 n WM I lk , . . Ai "ditiiii • _...A AIRPORT MASTER PLAN JVIATIDN® A WOOLPERT COMPANY : d A /'''' ---- - il A ihmimp lt . L. , AIRPORT MASTER PLAN for Eagle County Regional Airport Gypsum, Colorado Prepared for Eagle County, Colorado by Jviation, a Woolpert Company Gensler David Evans and Associates Narrator Group FINAL April 2025 "The preparation of this document was financially supported, in part, through the Airport Improvement Program as administered by the Federal Aviation Administration as provided under Title 49 United States Code, Section 47104. 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 indicate that the proposed development is environmentally acceptable or would have justification in accordance with appropriate public laws." MASTER PLAN EAGLE COUNTY Regional Airport Table of Contents 1.0 Introduction 1-1 1.1 Airport Master Plan and Airport Layout Plan 1-1 1.2 Airport Master Plan Purpose and Objectives 1-2 1.3 Federal Aviation Administration and the Colorado Department of Transportation 1-3 1.4 Airport Master Plan Context 1-5 1.5 Airport Master Plan Communication and Coordination 1-6 1.6 Study Elements 1-7 2.0 Inventory of Existing Conditions 2-1 2.1 Airport Overview 2-1 2.2 Airport Setting 2-2 2.3 Airport History 2-3 2.4 Airport Administration and Finances 2-5 2.5 Airport Role 2-5 2.6 Primary Airport Data 2-8 2.7 Airside Facilities 2-9 2.8 Airfield Lighting 2-14 2.9 Landside Facilities 2-16 2.10 Airspace System/Navigation &Communication Aids 2-28 2.11 Environmental Review 2-39 2.12 Sustainability 2-61 2.13 Environmental Resiliency 2-68 3.0 Forecast of Aviation Activity 3-1 3.1 Overview 3-1 3.2 Definitions 3-2 3.3 Impacts of the COVID-19 Pandemic on Aviation 3-3 3.4 General Aviation Industry 3-6 3.5 Commercial Aviation Industry 3-8 3.6 EGE Market Area 3-11 3.7 EGE in the State System 3-15 3.8 Based Aircraft 3-16 3.9 Operations 3-19 tipMASTER PLAN EAGLE COUNTY Regional Airport kik 101ENNI114' INII611\ 3.10 Enplanements 3-32 3.11 Peaking Characteristics 3-38 3.12 Forecast Summary 3-41 4.0 Facility Requirements 4-1 4.1 Airport Development Context and Considerations 4-1 4.2 Airfield Facility Requirements 4-11 4.3 Landside Facility Requirements 4-42 4.4 Analysis of Advanced Air Mobility Market Potential and Infrastructure Needs Assessment 4-68 4.5 Sustainability 4-85 4.6 Facility Requirements Summary 4-87 5.0 Alternatives Analysis and Development Plan 5-1 5.1 Development Goals 5-1 5.2 Alternatives Analysis 5-3 5.3 Airfield 5-4 5.4 Commercial Passenger Terminal 5-10 5.5 Roadways and Parking 5-31 5.6 Miscellaneous Airport Development 5-47 5.7 Development Plan Summary 5-59 5.8 Environmental Review 5-60 6.0 Airport Layout Plan 6-1 6.1 Airport Layout Plan Drawing Set Elements 6-1 7.0 Financial Implementation Plan 7-1 7.1 Capital Funding Sources 7-2 7.2 Financial Analysis and Implementation Plan 7-8 7.3 Financial Plan Summary 7-26 ti; MASTER PLAN EAGLE COUNTY Regional Airport !! 111616, List of Figures Figure 2-1: EGE Regional Map 2-3 Figure 2-2: Town of Gypsum Zoning Map 2-7 Figure 2-3: Eagle County Zoning Map 2-8 Figure 2-4: EGE Airside Facilities 2-10 Figure 2-5: EGE Pavement Condition Index Visual (2022) 2-14 Figure 2-6: North Landside Area 2-16 Figure 2-7: South Landside Area 2-17 Figure 2-8: Commercial Terminal Building 2-17 Figure 2-9: Commercial Terminal Schematic 2-18 Figure 2-10: Commercial Terminal Program Plan 2-19 Figure 2-11: Aircraft Deicing Areas and Corresponding Trench Drains 2-25 Figure 2-12: Landside Auto Parking Facilities 2-27 Figure 2-13: Airspace Classification Illustration 2-29 Figure 2-14: EGE Local Airspace 2-31 Figure 2-15: EGE Regional Airspace 2-32 Figure 2-16: Approach Plate— RNAV (GPS) 2-34 Figure 2-17: Approach Plate—LDA/DME 2-35 Figure 2-18: Part 77 Plan View Example 2-37 Figure 2-19:Area Airport Locations 2-38 Figure 2-20: 2019 Sensitive Species Exhibit 2-43 Figure 2-21: Section 4(f) Resources 2-45 Figure 2-22: NRCS Web Soil Survey 2-46 Figure 2-23: Cultural and Archaeological Survey Results 2-50 Figure 2-24: Eagle County Gross Domestic Product 2-52 Figure 2-25: Eagle County Personal Income 2-53 Figure 2-26: USFWS National Wetland Inventory 2-59 Figure 2-27: FEMA Flood Map 2-60 Figure 2-28: Summary of Recommendations for Climate Action 2-62 Figure 2-29: CAC Timeline for Action 2-63 Figure 2-30: Priority Actions to Achieve 2030 Goal 2-64 Figure 2-31: Carbon Emission Reduction Potential from Priority Actions 2-65 Figure 2-32: Observed and Projected Temperature Change for Colorado 2-69 Figure 2-33: Snow Water Equivalent at Berthoud Pass, CO 2-70 Figure 2-34: Fire Risk Map Near EGE 2-72 Figure 2-35: Rate of Temperature Change in the United States, 1901-2021 2-73 Figure 2-36: Historical Change in Snow-to-Precipitation, 1949-2020 2-74 Figure 2-37: Black Hills Energy(BHE) Environmental and Social Priorities 2-75 Figure 2-38: SWOT Results 2-76 Figure 3-1: Forecasting Elements and What They May Impact on an Airport 3-1 Figure 3-2: Operations by FAA Region (2019-2021) 3-3 Figure 3-3: Operations in Northwest Mountain Region (2012-2021) 3-4 Figure 3-4: Monthly Operations in Colorado (Jan 2017—Sep 2022) 3-5 Figure 3-5: TSA Passengers Screened Nationally(Jan 2017—Oct 2022) 3-5 Cip EAGLE COUNTY MASTER PLAN Regional Airportitti !! Figure 3-6: EGE Drive Time Map 3-11 Figure 3-7: EGE Commercial Air Service Catchment Area 3-12 Figure 3-8: EGE Paved Runway Catchment Area 3-12 Figure 3-9: County Population 3-14 Figure 3-10: County Employment 3-14 Figure 3-11: County Per Capita Income 3-14 Figure 3-12: State Commercial Service Airport Rankings (2021) 3-15 Figure 3-13: EGE Based Aircraft Forecast 3-18 Figure 3-14: EGE Historical Annual Operations 3-19 Figure 3-15: EGE Monthly Operations 3-21 Figure 3-16: EGE Originating Flights 2021 3-23 Figure 3-17: EGE Destination Flights 2021 3-24 Figure 3-18: EGE Operations by Time of Day 3-25 Figure 3-19: EGE Operations by Day of Week 3-25 Figure 3-20: EGE Operations Forecast 3-27 Figure 3-21: EGE Operations TFMSC and OpsNet Comparison 3-28 Figure 3-22: FAA Airport Design Codes 3-30 Figure 3-23: Boeing 757 Parked at EGE 3-32 Figure 3-24: EGE Enplanements 3-32 Figure 3-25: EGE Enplanements by Quarter 3-33 Figure 3-26: EGE Load Factor 3-34 Figure 3-27: Colorado Load Factor 3-34 Figure 3-28: EGE Available Seat Miles (ASM) 3-35 Figure 3-29: EGE, ASE, HDN Available Seat Miles(ASM) 3-35 Figure 3-30: EGE Enplanements Forecast 3-37 Figure 3-31: EGE Passengers Waiting for Baggage 3-41 Figure 4-1: 2020 CASP- EGE Airport Report Card 4-3 Figure 4-2: Pilot Activity by Geography 4-4 Figure 4-3: Adequacy of Existing Airfield Facilities 4-6 Figure 4-4: Pilot and Aircraft Owner Rating of Facilities and Amenities 4-6 Figure 4-5: HAATS Five-Year Facility Needs 4-8 Figure 4-6: HAATS Rating of Facilities and Amenities 4-9 Figure 4-7: EGE Commercial Passenger Survey Results 4-10 Figure 4-8: EGE Commercial Passenger Survey Results—Word Cloud 4-11 Figure 4-9: Monthly Temperature (1980-2010) 4-13 Figure 4-10: Monthly Snow Fall (1980-2010) 4-13 Figure 4-11: Monthly Precipitation (1980-2010) 4-13 Figure 4-12: Monthly Flight Conditions 4-14 Figure 4-13: Monthly Cloud Ceiling 4-15 Figure 4-14: Monthly Visibility 4-15 Figure 4-15: Monthly Percentage Below Minimums 4-16 Figure 4-16: Wind Direction and Speed Heat Map 4-17 Figure 4-17: Gust Direction Map 4-18 Figure 4-18: Wind All Weather Aerial Overlay 4-19 teMASTER PLAN EAGLE COUNTY Regional Airport Figure 4-19: Wind IFR Aerial Overlay 4-19 Figure 4-20:All Weather Bidirectional 4-21 Figure 4-21: IFR Wind Rose Bidirectional 4-22 Figure 4-22: Runway 7-25 RSA 4-28 Figure 4-23: Runway 7-25 ROFA 4-29 Figure 4-24: EGE Runway 7 Approach RPZ/Runway 25 Departure RPZ 4-30 Figure 4-25: Runway 7 Departure RPZ 4-32 Figure 4-26: EGE Runway 25 Approach RPZ 4-32 Figure 4-27: Runway 25 Blast Pad 4-33 Figure 4-28: Runway Markings 4-41 Figure 4-29: Boeing 757 at Gate 6 4-44 Figure 4-30: EGE Ticket Counter Area 4-45 Figure 4-31: EGE Departure Lounges 4-46 Figure 4-32: EGE Baggage Claim 4-47 Figure 4-33: EGE Inbound Baggage Area 4-48 Figure 4-34: EGE Baggage Make Up Area 4-49 Figure 4-35: EGE Food and Beverage Space 4-50 Figure 4-36: EGE Retail Space 4-50 Figure 4-37: EGE Rental Car Counters 4-51 Figure 4-38: EGE Departure Curb Front 4-56 Figure 4-39: Future EGE FIS Facility 4-61 Figure 4-40: EGE SRE Building 4-66 Figure 4-41:An eVTOL's Controlling Dimensions 4-71 Figure 4-42: EB 105 Basic Landing Area 4-72 Figure 4-43: EB 105 Vertiport imaginary surfaces. 4-73 Figure 4-44:Airport Electric Utility Coordination Process. 4-75 Figure 5-1:Taxiway Improvements (TW B,TW A2,TW A3, and TW A4)—Southwest Perspective 5-5 Figure 5-2: Taxiway Improvements (TW B,TW A2,TW A3, and TW A4)—Northeast Perspective 5-5 Figure 5-3: Runway Improvements (1,000' Extension) 5-6 Figure 5-4: Hangar and Airport Support Facility Improvements 5-8 Figure 5-5: Southwest Development Area Concept 5-8 Figure 5-6: Cooley Mesa Road Realignment Concept 5-9 Figure 5-7: Cooley Mesa Road Realignment Hangar Concept 5-10 Figure 5-8: Peninsula Alternative 5-12 Figure 5-9: Linear Alternative 5-13 Figure 5-10: Level 1, Overall Floor Plan 5-15 Figure 5-11: Level 2,Overall Floor Plan 5-16 Figure 5-12: Curbside, Massing Diagram 5-17 Figure 5-13: Curbside, Program Layout 5-18 Figure 5-14:Ticketing Hall, Massing Diagram 5-18 Figure 5-15:Ticketing Hall, Program Layout 5-19 Figure 5-16:ATOs,Airline Modules, Future Program Area 5-20 Figure 5-17:SSCP, Program Layout 5-21 Figure 5-18: Baggage Claim, Massing Diagram 5-21 EAGLE COUNTY MASTER PLAN Regional Airport Figure 5-19: Baggage Claim Device Alternative 1: Flat Plate 5-22 Figure 5-20: Baggage Claim Device Alternative 2: Incline Plate Option 1 5-23 Figure 5-21: Baggage Claim Device Alternative 3: Incline Plate Option 2 5-23 Figure 5-22: Baggage Claim Device Preferred Alternative 5-24 Figure 5-23:Administration, Level 2 Program Layout 5-25 Figure 5-24: GSE Storage, Level 0 Program Layout 5-26 Figure 5-25: Baggage Screening and Makeup, Massing Diagram 5-26 Figure 5-26: Baggage Screening and Makeup, Program Layout 5-28 Figure 5-27: Gates and Gate Lounges, Massing Diagram 5-29 Figure 5-28: Gates and Gate Lounges, Level 2 Program Layout 5-30 Figure 5-29: Gates and Gate Lounges, Level 1 Program Layout 5-30 Figure 5-30: Roadway and Circulation Alternative 1 5-34 Figure 5-31: Roadway and Circulation Alternative 1A 5-34 Figure 5-32: Roadway and Circulation Alternative 2 5-36 Figure 5-33: Roadway and Circulation Alternative 3 5-37 Figure 5-34: Roadway and Circulation Preferred Alternative 5-38 Figure 5-35: Conceptual CONRAC Layout 5-41 Figure 5-36: Parking Areas—Alternative 1 (Rental Car Onsite) 5-43 Figure 5-37: Parking Areas—Alternative 1A(Rental Car Offsite) 5-44 Figure 5-38: Potential GSE Storage Areas 5-49 Figure 5-39:Anticipated Progression of AAM Development 5-55 List of Tables Table 1-1: FAA Grant Assurances 1-4 Table 2-1: EGE FAA AIP History(2005-2021) 2-4 Table 2-2: EGE Primary Data 2-8 Table 2-3: EGE Airport Services 2-9 Table 2-4: EGE Runway Details 2-11 Table 2-5:Taxiway Details 2-12 Table 2-6:Apron Details 2-13 Table 2-7: EGE Runway Lighting 2-14 Table 2-8: Airline Service 2-19 Table 2-9: Hangar Facilities 2-20 Table 2-10: Equipment List 2-22 Table 2-11: Fuel Storage Tanks 2-25 Table 2-12: Parking Facilities 2-26 Table 2-13: EGE Communications 2-29 Table 2-14: NAVAIDS in Proximity to EGE 2-33 Table 2-15: Lowest Published Instrument Approach Minima at EGE 2-33 Table 2-16: Area Airport Data 2-38 Table 2-17: USFWS IPaC Species List 2-41 Table 2-18: NRHP Location List 2-48 MASTER PLAN EAGLE COUNTY Regional Airport Table 2-19: Eagle County Population by Racial Origin 2-54 Table 3-1: EGE Historical Based Aircraft 3-16 Table 3-2: EGE Based Aircraft Forecast Breakdown 3-18 Table 3-3: EGE Historical Annual Operations (OpsNet) 3-20 Table 3-4: EGE Operations Forecast Breakdown 3-27 Table 3-5: EGE Operations by ADG 3-31 Table 3-6: EGE Operations by AAC 3-31 Table 3-7: EGE Enplanements Forecast 3-38 Table 3-8: EGE Peak Period Operations 3-39 Table 3-9: EGE Peak Period Enplanements 3-40 Table 3-10: EGE Forecast Summary and TAF Comparison 3-42 Table 4-1:Visibility and Ceiling Criteria 4-14 Table 4-2: Crosswind Components 4-20 Table 4-3: Crosswind Component Wind Coverage 4-21 Table 4-4: Runway-Use Configuration and Capacity 4-23 Table 4-5:Airfield Demand v. Capacity 4-23 Table 4-6: FAA Runway Standard Specifications 4-25 Table 4-7: Critical Aircraft Runway Takeoff Weight Analysis 4-27 Table 4-8: Runway Pavement Strength 4-33 Table 4-9:Taxiway Dimensional Standards 4-35 Table 4-10: FAA Taxiway Design Principles 4-36 Table 4-11: Parking Utilization (Observed on 2/10/2023) 4-57 Table 4-12: Tiedown Requirements 4-62 Table 4-13: Hangar Requirements 4-63 Table 4-14: Key eVTOL Market Players 4-69 Table 4-15: EB 105 On-Airport Vertiport Guidance 4-74 Table 4-16: BETA (OEM) Battery Charging Information 4-75 Table 4-17:JOBY(OEM) Battery Charging Information 4-76 Table 4-18:Lilium (OEM) Battery Charging Information 4-76 Table 4-19: AAM and Comparable Facility Footprints 4-84 Table 4-20: Infrastructure Roadmap Takeaways 4-84 Table 4-21: Sustainability Categories and Potential Initiatives 4-85 Table 4-22: Facility Requirements Summary 4-87 Table 5-1: Potential Parking Organization with Alternative 1 (Rental Car Onsite) 5-43 Table 5-2: Potential Parking Organization with Alternative 1A(Rental Car Offsite) 5-45 Table 5-3: Parking Organization Summary 5-46 Table 5-4: Recommended Development Plan Summary 5-59 Table 5-5: Recommended Development Plan Environmental Summary' 5-62 Table 7-1: Capital Improvement Program 7-14 Table 7-2:Airport Operating Revenues and Expenses(Historical)for Eagle County Regional Airport 7-18 Table 7-3:Airport Operating Revenues and Expenses(Historical)for 7-20 Table 7-4:Airport Operating Revenues and Expenses(Historical)for EGE and ECAT 7-21 Table 7-5:Airport Rates and Charges (as of January 8, 2023) 7-24 ilicEAGLE COUNTY Regional Airport PIIIIIMPlaftwo • -. ^` EAGLE COUNTY REGIONAL AIRPORT MASTER PLA \ _ _J-1i [ H ' Y • EAGLE COUNTY MASTER PLAN Regional Airport 1 .0 INTRODUCTION The principal goal of this Airport Master Plan (AMP or Master Plan) is to provide the Eagle County Regional Airport (FAA identifer EGE, or the Airport) a carefully considered, systematic approach to the Airport's overall maintenance,development, and operation over the next 20 years. At its core, this planning effort is designed to identify and then plan for current and future airport activity in advance of the actual demand for new facilities in a manner that considers and incorporates overarching Airport and Eagle County initiatives related to environmental sustainability and resiliency. Proposed development should be driven by the aviation needs of current and future An Airport Master Plan documents Airport users,allowing the Airport to keep pace with aviation demand in a thoughtful an airport sponsor's short-,mid-, and cost-effective manner. Diligent planning will identify upcoming needs of existing and long-term strategies for infrastructure and ensure funds are spent appropriately and in the proper timeframe. operation and development over a This plan will help facilitate the Airport future coordination of project approvals, 20-year period. environmental permitting, design, financing, and construction, while avoiding the potentially detrimental effects of inadequate airport facilities. This Master Plan also assesses the Airport's current conformance with federal and state airport design and operational standards to help ensure safe operation. Note that pilot and passenger safety is paramount for any planning effort. Finally,this plan will also identify and consider important environemental factors with respect to future development as well as to ensure consistency with local sustainability and resiliency goals • 1.1 AIRPORT MASTER PLAN AND AIRPORT LAYOUT PLAN The master planning process produces two documents. The first is the AMP that starts with this chapter, an introduction to the EGE AMP. The rest of the AMP is comprised of numerous chapters and supporting data and analyses. It is structured, and written, linearly, so later sections utilize the context, data, and analysis from earlier chapters.The second document produced within the master planning process is an Airport Layout Plan (ALP): a drawing set that depicts existing Airport conditions and its preferred future development as defined by the AMP. (Note that the Federal Aviation Administration [FAA] formally reviews/approves the ALP and the forecast that is part of the master plan report.) As with any specialized industry,aviation uses many terms and acronyms rarely heard elsewhere.The glossary in Appendix A defines relevant terms and acronyms to assist The FAA requires that an airport the reader. Other appendices contain all other required reference material. undertake a master plan effort every five to ten years. Funding is This Master Plan, along with the accompanying ALP, have been prepared in provided by a combination of compliance with the FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans. federal,state and local sources. The previous EGE Airport Master Plan was completed in 2014.This current study has been funded by the FAA, Colorado Department of Transportation (CDOT) Division of Aeronautics, and Eagle County, Colorado (the Airport Sponsor). Technical work has _AVIATION1-1 MASTER PLAN EAGLE COUNTY Regional Airport NboirmIA been conducted by a project team led by Jviation,a Woolpert Company,that includes team members Gensler,and David Evans and Associates. 1.2 AIRPORT MASTER PLAN PURPOSE AND OBJECTIVES The overall purpose of the Master Plan is to define the Airport Sponsor's approach for long-term Airport development. The framework provided in this AMP will guide future development to satisfy current and future aviation demand in a logical and financially feasible manner, while also considering and incorporating relevant environmental and community factors. Consistent with this purpose,the Airport has established general objectives for the AMP: • Establish a vision for the future of Eagle County Regional Airport and develop An Airport Master Plan is a major an Airport Master Plan which codifies and validates that technically accurate, component of an airport's overall realistically executable, and financially feasible vision. planning process. To be effective,it must also consider the goals and • Engage key Airport stakeholders—airport tenants; users; the surrounding results of other existing or community; elected officials; relevant local, state, and federal agencies; and historical planning efforts. others. • Guide Airport development so it can continue to provide a safe,efficient,and effective facility designed to meet future aviation demand,changing market conditions, and evolving industry technologies. • Continue to comply with all appropriate federal and state regulations, obligations, and design standards. • Ensure consistency with Airport-related goals established by relevant local, state, and federal entities. • Inventory existing airport facilities to ensure all existing data,including digital base mapping, are accurate. • Categorize existing environmental resources in anticipation of additional environmental documentation and permitting required for future projects. • Recognize relevant local, state, and federal sustainability and resiliency initiatives to ensure the Airport continues to be an active and integrated partner. • Prepare reasonable and defensible aviation activity forecasts to serve as a basis for future airport development. • Evaluate existing Airport facilities to determine the ability to meet existing and future needs. • Assess the existing commercial service terminal's functionality, effectiveness, ability to meet current passenger demand, and establish a plan to meet future passenger demands/needs. • Establish a plan for surface transportation, connectivity, and convenience improvements on and around the Airport, including loop road safety and efficiency improvements. • Plan for vehicle parking efficiency and capacity enhancements. • Review and identify potential airfield safety, efficiency, capacity improvements (i.e., including addressing the Airport's lone Hot Spot). JVIATION 1-2 MASTER PLAN EAGLE COUNTY _ Regional Airport • Identify emerging aviation- and airport-related technologies (e.g., electrification,Advanced Air Mobility[AAM], Urban Air Mobility[UAM],etc.) and plan for their potential future integration into Airport operations. • Establish and analyze an appropriate range of development alternatives, including No-Build,for major initiatives. • Identify future capital improvements and prepare a 20-year Capital Improvement Plan (CIP)to assist the Airport meet existing and future needs, while maintaining financial self-sustainability. • Produce an updated ALP drawing set in a Geographic Information System (GIS)environment both for approval by local, state, and federal agencies;to serve as a baseline for future facility asset management; and for direct integration of the plan into multiple planning-related organizations. • Provide an updated Exhibit A property map for the Airport. 1.3 FEDERAL AVIATION ADMINISTRATION AND THE COLORADO DEPARTMENT OF TRANSPORTATION The FAA, part of the United States Department of Transportation, has a defined mission "to provide the safest, most efficient aerospace system in the world."' Airports in the United States that receive federal funding need to comply with FAA standards and regulations. From a federal planning and development perspective, EGE falls under the FAA Denver Airport Districts Office (DEN-ADO) which issued the grant for and was involved in this Master Plan process. FAA objectives with respect to this Master Plan are primarily focused in two areas. First, the AMP must fulfill the broad master planning goals and requirements established by the FAA in AC 150/5070-6B,Airport Master Plans2. Second, since the Airport receives grants through the FAA's Airport Improvement Program (AIP)3 - a federal program that provides grants to airport sponsors for airport planning and development - EGE is also obligated to meet a set of 39 grant assurances4. These require the sponsor to maintain and operate their airport safely and efficiently and in accordance with specific conditions. The duration of the assurances depends on the type of recipient,the useful life of the facility being developed, and other conditions stipulated in the assurances. Most assurances have a duration of the useful life of the project, with a 20-year maximum (starting when the funds were accepted by the sponsor). Some assurances last in perpetuity or as long as the airport continues to operate. Non-compliance with grant assurances can result in withholding of future grants and payments on existing grants as well as other consequences. The current grant assurances are listed in Table 1-1. 1 FAA. https://www.faa.gov/ 2 FAA.Advisory Circulars(ACs)—AC Search(faa.gov) 3 FAA.Airport Improvement Program(AIP). https://www.faa.gov/airports/aip/ 4 FAA Grant Assurances(Obligations).https://www.faa.gov/airports/aip/grant assurances JVIATION 1-3 ERr • MASTER PLAN EAGLE COUNTY Regional Airport AL Table 1-1: FAA Grant Assurances 1. General Federal Requirements 21.Compatible Land Use 2. Responsibility and Authority of Sponsor 22. Economic Nondiscrimination 3. Sponsor Fund Availability 23. Exclusive Rights 4.Good Title 24. Fee and Rental Structure 5. Preserving Rights and Powers 25.Airport Revenue 6.Consistency with Local Plans 26. Reports and Inspections 7.Consideration of Local Interest 27. Use by Government Aircraft 8.Consultation with Users 28. Land for Federal Facilities 9. Public Hearings 29.Airport Layout Plan 10. Metropolitan Planning Organization 30. Civil Rights 11. Pavement Preventive Maintenance 31. Disposal of Land 12.Terminal Development Prerequisites 32. Engineering and Design Services 13.Accounting System,Audit and Record 33. Foreign Market Restrictions Keeping 14. Minimum Wage Rate 34. Policies,Standards and Specifications 15.Veterans Preference 35. Relocation and Real Property Acquisition 16. Conformity to Plans and Specifications 36.Access by Intercity Buses 17. Construction Inspection and Approval 37. Disadvantaged Business Enterprises 18. Planning Projects 38. Hangar Construction 19.Operation and Maintenance 39.Competitive Access 20. Hazard Removal and Mitigation Source:FAA. State level aeronautical governmental bodies work in concert with the FAA. In Colorado, CDOT's Division of Aeronautics performs a multitude of services for To be effective,an Airport Master Colorado airports. CDOT was also involved in and contributed grant funding to this Plan must be designed to meet the Master Plan. CDOT objectives for this Master Plan align with those of the FAA. The individual needs of the Airport and state agency also has specific goals for all airports within the Colorado airport system its host communities. Federal and as defined in the 2020 Colorado Aviation System Plan(CASP): State agencies contribute to this process,but this is ultimately the • Safety and Efficiency: Advance Colorado's airport system by promoting and Airport's plan! preserving safe and efficient facilities,on and off airports. • Access and Mobility: Provide Colorado's airports with infrastructure and sufficient capacity to enable adequate public access and mobility utilizing the aviation system. • Economic Sustainability: Support sustainable economic growth and development to continue Colorado's existing status as a leader in technology,testing, and aerospace industry. • System Viability: Preserve airport system assets to promote fiscal responsibility and sustainable, cost-effective investments to ensure the system's long-term viability. The goals defined by the Airport for this Master Plan within Section 1.2 are consistent with those defined by the FAA and CDOT.Additionally,the Airport will meet all other federal and state requirements, including grant assurances, as part of this planning process. JVIATION 1-4 tOpMASTER PLAN EAGLE COUNTY , Regional Airport 141 1.4 AIRPORT MASTER PLAN CONTEXT A new Airport Master Plan is not conducted in a planning vacuum;rather,it is typically the most recent element of a continuum of multiple planning efforts that have previously been undertaken. While each of those individual planning efforts reflect the immediate circumstances, environment, and goals that existed at the time of their undertaking, when viewed holistically, they should also reflect a relatively consistent development arc of the Airport over time. Those previous efforts can provide important context for the development of a new AMP. EGE's last AMP was completed in 2014 and generally reflected the Airport's progressive planned development as the region's preeminent commercial service and general aviation airport. The AMP documented EGE's continued growth in aircraft operations and passenger enplanements,which then drove a series of airport facility improvement recommendations to meet the projected increase in demand. These included multiple airfield improvements including the construction of a commercial deicing pad and the initial development of a full-length parallel taxiway (Taxiway B) north of the existing runway. Other recommended improvements included expanding various elements of the commercial air service terminal building and various other general aviation initiatives. Based on AMP recommendations, EGE subsequently undertook a Terminal Area Planning effort in 2016.This study identified options for the long-term development of the terminal building in addition to other landside improvements associated with terminal area access: automobile parking, rental car operations, among others. Ultimately,these two most recent planning efforts,in combination with other efforts, resulted in the following improvements at the Airport being undertaken since 2014: • Construction of the new Army National Guard's High Altitude Aviation Training Site (HAATs)facility • Reconstruction of the commercial airline apron • Construction of a Snow Removal Equipment(SRE)facility • Installation of a runway weather sensor system • Improvements made to northside utilities • Construction of northside restroom and gazebo • Reconstruction of the north general aviation apron • Implementation of a new hangar development on the northside • Construction of the commercial deicing pad • Expansion of the commercial air service terminal building, including construction of a new concourse, hold rooms,security areas,jet bridges,etc. • Expansion of Vail Valley Jet Center (VVJC) aprons and hangars to the west and east of the terminal building • Initiation of the construction of the new Taxiway B • Initiation of the construction of a new customs facility • Rehabilitation of Taxiway A JVIATION 1-5 ti; MASTER PLAN EAGLE COUNTY Regional Airport 111116116. Those previous planning efforts successfully identified multiple needs and issues that EGE has either resolved or is in the process of addressing through specific projects. However,other issues have not been addressed by those prior efforts and/or require review and potential revision due to changing industry circumstances, market conditions, and other factors. The current AMP will be conducted with these development gaps in mind. Specifically, this AMP will review previous efforts, compare/contrast applicable goals from those plans to current conditions, revise previous recommendations as appropriate,and establish updated or new goals to be achieved. 1.5 AIRPORT MASTER PLAN COMMUNICATION AND COORDINATION Public involvement is an integral part of any airport master planning effort. Such participation encourages information sharing and collaboration among the community and the airport stakeholders to generate collective interest in the outcome of the study. Stakeholders typically include airport management, advisory boards or commissions, tenants, users, local businesses and residents, resource agencies, elected and appointed public officials, and interested members of the public. A highly diverse pool of participants requires a variety of forums to enhance the effectiveness of the project coordination effort: • A Project Management Team (PMT) has been established to provide management and oversight, and to ensure that the AMP is executed within the approved scope of work/budget and on schedule. • A Planning Advisory Committee (PAC) has been established as a resource to ensure the AMP addresses the key issues facing the Airport and its surrounding community.The PAC will convene three times during the course of the project in conjunction with delivery milestones. PAC membership includes representation from the following groups: o Stakeholders o Tenants o Users o Community Leaders o FAA and CDOT Division of Aeronautics Representatives • Focus Group meetings will provide input and feedback about the Airport in general, its services, its facilities, and its future. Participants in the focus group meetings include airport users, tenants, local business owners, and members of the public. • An online survey of key airport stakeholders(including users,tenants, based aircraft owners/pilots, transient pilots, commercial airline passengers, and airport users at large) has been conducted to solicit feedback regarding a variety of topics. The survey addresses Airport strengths and weaknesses, potential facility and service improvements, the future of the Airport, and the participant's individual activities at the Airport. The survey results guide planning actions documented in Chapter 4, Airfield Capacity & Facility Requirements. JVIATION 1-6 t; MASTER PLAN EAGLE COUNTY Regional Airport li - • Various public outreach materials have been created, and methods employed to generate public awareness of the AMP. Such materials and outreach programs serve as important sources of information for interested parties to keep them informed of the planning process, solicit input, and facilitate decision-making during the process. Outreach materials include a project website,press releases for local media, meeting advertisements,and social media campaigns. • Additional forms of public involvement include public briefings to the Eagle County Commission that coincide with the PAC meetings, two commercial terminal design workshops, two briefings to other area governmental organizations, and two community information meetings/workshops. The workshops provide an opportunity to engage the public in meaningful conversation about the Airport and the AMP. Other additional briefings and technical meetings include those with key agencies,stakeholders,and public officials as required. Presentations associated with these meetings are included in the appendices. 1.6 STUDY ELEMENTS The EGE AMP has been prepared consistent with the guidance provided in FAA AC 150/5070-6B, Airport Master Plans, and other industry-accepted principles and practices. Specifically, this Master Plan's chapters are designed to identify future facility requirements and provide the supporting rationale for their implementation. Chapter 1, Study Overview provides background on the purpose and intent of the AMP, including objectives, work products, and the overall structure of the project. Chapter 2, Inventory establishes a foundation for development of core components of the AMP. The inventory compiles essential data related to the physical, operational, and functional characteristics of the Airport. The Airport's environmental setting and corresponding impact is considered and weighed throughout the master planning process, beginning with this chapter. Chapter 3, Aviation Activity Forecast serves as an operational baseline for gauging existing airport functions and developing future airport systems.The forecast utilizes While an Airport Master Plan must local socioeconomic information and national air transportation trends to project the follow the federally defined airport levels of aviation activity that can be reasonably expected at the Airport over the 20- planning process, the FAA only year planning period. Because many of the proposals and recommendations in the approves the aviation activity AMP are based on the aviation activity demand forecasts, it is critical that the forecasts and the Airport Layout forecasts are reasonable and defensible. Note that the aviation forecasts must be Plan. officially reviewed and accepted by the FAA. Chapter 4,Airfield Capacity& Facility Requirements utilizes the results of Chapter 3 to assess the ability of existing airside and landside facilities to meet the projected level of demand for the five-, ten-, and twenty-year planning horizons. This analysis defines requirements for additional facilities, expansion of existing facilities, and determines whether the facilities will meet the forecasted demand over the 20-year planning period. Beyond this,airport facilities are examined with respect to potential improvements that may be needed to safely serve the type of aircraft expected to operate at the Airport in the future.This includes compliance with FAA airport design JVIATION 1-7 teMASTER PLAN EAGLE COUNTY Regional Airport standards, airspace clearance requirements, facility improvements, as well as possible navigational aids to enhance the safety and efficiency of aircraft operations. Chapter 5, Development Alternatives & Recommended Plan considers a variety of solutions to accommodate the anticipated facility needs identified within Chapter 4. Through this process, various facility and site plan alternatives are proposed and weighed with respect to their ability to meet the projected facility needs.This analysis ultimately results in a preferred development alternative deemed to best meet the Airport's facility requirements and its long-term goals in an efficient and appropriate manner.As a tool for the alternatives review and evaluation, matrices are employed to help identify the strengths and weaknesses of each proposed development alternative to determine a single direction for development.This evaluation method focuses on several key criteria including cost, efficiency, feasibility, and operational effectiveness, among others. An environmental screening of the preferred development plan is also included in this chapter. Chapter 6,Airport Layout Plan provides both a graphic and narrative description of the recommended plan for the use,development,and operation of the Airport.Note To secure federal and state grant that the Airport Layout Plan set must be officially reviewed, approved, and signed funding,all potential Airport by the Airport Sponsor, CDOT Division of Aeronautics, and the FAA. development must be reflected on an approved and signed Airport Chapter 7,Financial Plan focuses on the capital improvement program which defines Layout Plan(ALP). the schedules, costs, and funding sources for the recommended development plan. It is important that the development program is practical, reasonable,and capable of enhancing the economic viability of the Airport. JVIATION 1-8 1141F6:0*N EAGLE COUNTY Regional Airport ... ..,..z..- .. . ...., .,.. _ - ailt aj, Ilk . - ._ - - .-4121a• ''',111At ' c_ .... - .-,, ciliti`,` • .'• I 0 °- --- . , - . • • . , • • EAGLE COUNTY REGIONAL AIRPORT VASTER PLA \ (-II /\ D , , r--) 7 \ 1--_ J---._ _ 711 1 1 . , 1, illibitak— ,, „_,... _ tiON MASTER PLAN EAGLE COUNTY Regional Airport 2.0 INVENTORY OF EXISTING CONDITIONS The inventory consists of data collection and documentation of the existing conditions at Eagle County Regional Airport(EGE or the Airport)and its surroundings. This section of the Airport Master Plan (AMP) is the foundation for the later identification of facility deficiencies and proposed improvements.This inventory, like other study elements, follows the guidance outlined in Federal Aviation Administration (FAA)Advisory Circular(AC) 150/5070-6B,Airport Master Plans. This Airport Master Plan will provide a comprehensive 2.1 AIRPORT OVERVIEW evaluation of EGE and result in a long-term facilities and Eagle County Regional Airport is a premier aviation facility that serves resort operational plan for the communities in the Rocky Mountain region of Colorado. The Airport is located just Airport. south of Interstate 70 in the Town of Gypsum within Eagle County. It provides both residents and visitors with a full complement of aviation activities including commercial airline service and general aviation operations. The Colorado Army National Guard also uses the Airport as its High-Altitude Army National Guard Aviation Training Site (HAATS), preparing aviators from around the world to handle a wide range of helicopter flight scenarios. The Airport is a significant community asset as demonstrated by the findings in the 2020 Colorado Aviation Economic Impact Report, where it was estimated that EGE supports over 5,000 jobs and generates an estimated $640 million in economic activity. In 2019, the last year prior to the pandemic, the Airport accommodated nearly 200,000 passenger boardings and over 43,000 aircraft operations.By 2021,the Airport had recovered from pandemic-related impacts to exceed 57,000 aircraft operations, servicing more than 200,000 passengers. Visitors to nearby ski resorts and outdoor recreation areas drive much of that demand,while on-airport businesses host visiting aircraft and provide critical aviation services for customers. The previous EGE Master Plan was completed in 2014.Since the time of that planning effort,the Airport has instituted multiple improvements: the opening of a renovated and expanded commercial terminal building, construction of a deicing apron, and upgrading various apron pavements, among others. Additionally, the aviation industry itself is highly dynamic and experiences significant changes very quickly on local, regional,and national levels.These factors all have the potential to impact the need for existing and future aviation facilities and services at EGE. The initial step in the preparation of this AMP is the collection/identification of information pertinent to the Airport and the surrounding areas.This chapter gathers data from multiple sources to provide a solid foundation for subsequent analyses conducted as part of the AMP process. Specifically, this inventory chapter examines three basic elements that contribute to the existing and future development of the Eagle County Regional Airport: 1. The Airport's facilities (e.g., runways, taxiways, aircraft parking aprons, commercial passenger terminal, hangars, maintenance facilities, ground access, etc.) TlC:1I"i 2-1 te EAGLE COUNTY MASTER PLAN Regional Airport 2. The relationship between the Airport, the regional airport system, and the National Aviation System (NAS) 3. The Airport environs • Existing datapoints from associated planning documents were included in this chapter to ensure accuracy. The information collected and included in this chapter was obtained from many sources, including those listed below: • Airport site visits • Tenant and user interviews • Airport administration records and documents • FAA 5010 forms • EGE Airport Master Plan (2014) • Professional consultant-produced reports • 2020 Colorado Aviation System Plan (CASP) • Other pertinent data from the FAA, the Colorado Department of Transportation (CDOT) Division of Aeronautics, and the Eagle County Board of County Commissioners Subsequent chapters in the AMP detail forecasts for the Airport's aviation activity, the ability of the Airport's facilities to safely and efficiently meet the needs associated with that projected aviation activity,and the recommended future development plan (both within and around the Airport property)that"right-sizes"EGE to accommodate the future demands and requirements. 2.2 AIRPORT SETTING Located in the Town of Gypsum, the Airport serves residents from communities across Eagle County, from communities in neighboring counties, and visitors from around the world. While the Airport lies within the boundaries of Gypsum, its FAA- associated city is the Town of Eagle,which serves as the county seat and is comprised of approximately 7,500 residents. Located in the Eagle River Valley, the Airport sits on a small mesa just south of the Eagle River and surrounded by mountainous terrain. Eagle County, the Airport's namesake, is home to 55,700 residents. Other notable communities in the county include Avon, Edwards, and Vail. Two world-class ski areas, Beaver Creek Resort and Vail Ski Resort, are located in Eagle County and are major drivers of visitor activity at the Airport. The Airport can be accessed from Interstate 70 and is approximately three miles driving distance from Exit 140. General aviation hangars and the HAATS facility are located on the north side of the Airport and can be accessed by U.S. Route 6, also known as Grand Army of the Republic Highway, while the commercial service terminal building, the Airport's fixed base operator (FBO) Vail Valley Jet Center, as well as other general aviation facilities and supporting infrastructure can be accessed from Cooley Mesa Road. Figure 2-1 illustrates the general location of the Airport within Eagle County and Colorado. JVIATION 2-2 te EAGLE COUNTY '-'--- MASTER PLAN Regional Airport �— itti limmule* INIIIhilik. Figure 2-1: EGE Regional Map • )i, ilkl J ---------------- -r .,'tl it' — JrMOO It 1 � RE I AI T i C� EAR V- REG. ,tl: 1N1 F; ,�� A T ? � �w i3"was I- Source: Jviation,a Woolpert Company. 2.3 AIRPORT HISTORY Eagle County Regional Airport traces its history back to the 1920s with a purchase of a plot of land by Louise Ellen Cooley who would allow local barnstormers to perform The origins of EGE date back demonstrations. As Eagle County became interested in the development of fully to the 1920s barnstorming functional airport, plans were made on that land to formally establish the airfield in era with the first formal 1939. The initial 300-foot by 3,000-foot airstrip was constructed as an emergency airstrip being established in landing strip to support airline service between Denver and Los Angeles. In 1945, 1939 and its formal Eagle County officially purchased the land,which had been expanded over the years, dedication in 1947. and took over the maintenance and operation of the air strip. Eagle County Airport was officially dedicated on September 14, 1947. In 1962, the runway (identified as Runway 8-26)was paved at 50 feet wide by 5,000 feet long, and in January 1966, the Airport's first commercial service airline (Vail Airways) began operations. Commercial service development continued into the 1970s with short trips to Denver and Aspen being offered by Rocky Mountain Airways. The Airports first fixed base operator (FBO) opened in 1973 with a second JVIATION 2-3 CO EAGLE COUNTY MASTER PLAN Regional Airport opening in 1977.In 1985,the Colorado Army National Guard established an operation to provide high-altitude training for pilots, now referred to as HAATS.On October 11, 1986, a new runway (Runway 7-25) was opened at 150 feet wide by 8,000 feet long with a new, full-length parallel taxiway; the original Runway 8-26 was subsequently decommissioned. In 2003, the current air traffic control tower (ATCT) was constructed and in 2006, an instrument landing system (ILS) was installed. In 2009, Runway 7-25 was reconstructed and extended 1,000 feet, making its total length the 9,000 feet that it is today. During the 1990s,the Airport initiated regularly scheduled jet operations by mainline carriers. While the airline industry has experienced a series of mergers and acquisitions over the years,the Airport continues to accommodate service from the three remaining legacy carriers:American Airlines, Delta Airlines,and United Airlines. Two of these airlines, American and United, operate year-round routes to hubs in Dallas and Denver respectively,while seasonal routes to other hubs are added in the winter months. Additional data related to the historical development of the Airport can be gleaned by examining the history of FAA Airport Improvement Program(AIP)grants from 2005 through 2021, as shown below in Table 2-1. Table 2-1: EGE FAA AIP History(2005-2021) Fiscal Project FAA AIP Year Funding FY 2005 Extend Runway $10,879,927 FY 2006 Extend Runway $4,066,551 FY 2007 Extend Runway $4,861,299 FY 2008 Extend Runway $6,000,000 Rehabilitate Runway $14,520,381 FY 2009 Rehabilitate Runway $1,491,524 FY 2010 Rehabilitate Runway $1,010,652 Acquire ARFF Vehicle $601,372 FY 2011 Conduct Airport Master Plan $565,467 Rehabilitate Apron $852,834 FY 2012 Rehabilitate Apron $1,855,242 FY 2013 Construct Snow Removal Equipment Building $1,764,235 Rehabilitate Apron $8,333,090 FY 2014 Rehabilitate Runway $800,372 Rehabilitate Taxiway $300,000 FY 2015 Rehabilitate Apron $6,727,931 FY 2016 Rehabilitate Apron $8,085,814 FY 2017 Acquire Snow Removal Equipment $936,682 Reconstruct North GA Apron Design $375,489 FY 2018 Reconstruct North GA Apron $5,582,702 FY 2019 Construct Deicing Pad with Associated Facilities $14,641,891 FY 2020 Apron Pavement Maintenance/Pavement Joints $817,287 FY 2021 Rehabilitate Taxiway A Design $660,000 Source: FAA. JVIATIDIV 2-4 COEAGLE COUNTY , MASTER PLAN Regional Airport �— 11111 2.4 AIRPORT ADMINISTRATION AND FINANCES The Airport is owned and operated by Eagle County, which is governed by a three- member Board of County Commissioners(BoCC).The County owns and maintains the Airport facilities and functions as the Airport Sponsor for federal and state grant funding purposes.The commercial passenger terminal is owned and operated by the Eagle County Air Terminal Corporation (ECAT). ECAT is a non-profit corporation created under Colorado law that is owned and controlled by Eagle County and is authorized to both issue bonds to finance the terminal and impose and collect Passenger Facility Charges (PFC)to discharge the debt. Day-to-day operation of the Airport is handled by a dedicated, professional airport management staff.The BoCC designates a Director of Aviation to oversee the day-to- day operation and development of the airport. Airport staff is responsible for terminal operations, airfield operations, customer service, aircraft rescue and firefighting(ARFF), maintenance, and general administration, among others. The Federal Aviation Administration (FAA) requires that those airports that accept financial grants "maintain a fee and rental structure for the facilities and services at the airport which will make the airport as self-sustaining as possible under the circumstances existing at the particular airport, considering such factors as the volume of traffic and economy of collection."' Refer to Chapter Seven, Program Implementation Plan,for additional information on the Airport's financial structure. 2.5 AIRPORT ROLE The Airport is an important asset within the national and state air transportation systems as well as in its local host communities. At the national level, the FAA EGE plays a variety of roles maintains the National Plan of Integrated Airport Systems(NPIAS); at the state level, for the Town of Gypsum, the Colorado Department of Transportation (CDOT) Division of Aeronautics manages Eagle County,the State of the Colorado Aviation System Plan (CASP); and at the local level, Eagle County and Colorado,and the United the Town of Gypsum establish their own planning documents. Each plan defines the states. Airport's role within the context of larger aviation systems and helps outline expectations for how the Airport can contribute within those systems. 2.5. 1 National Plan of Integrated Airport Systems (NPIAS) The NPIAS includes nearly 3,300 public use airports that contribute to the national airport system.There are 49 airports in Colorado included in the NPIAS. Of those 49, ten are designated as Primary Hub airports,which include Large, Medium,Small,and Nonhub airports. EGE is designated as a Primary Nonhub airport in the 2023-2027 NPIAS. Nonhub airports receive less than 0.05 percent of the national share of enplanements but enplane more than 10,000 passengers on an annual basis. Other Nonhub airports in Colorado include those in Alamosa, Aspen, Durango, Grand Junction, Gunnison, Hayden,and Montrose. 1 FAA Order 5190.68,FAA Airport Compliance Manual. JVIATION 2-5 te EAGLE COUNTY _ MASTER PLAN Regional Airport 2.5.2 2020 Colorado Aviation System Plan (CASP) The 2020 CASP uses six different airport classifications to stratify its 66 airports into unique roles. In the CASP, EGE is considered a Commercial Service Airport,the most demanding role within the system. There are 13 other Commercial Service Airports in the CASP for a total of 14. 2.5.3 Airport Setting Comprehensive Planning, Land Use, and Zoning Appropriate local planning and land-use compatibility promotes the safety, health, and welfare of airport users and surrounding neighbors by protecting airspace and ensuring appropriate uses of lands both within and surrounding airport property boundaries.Typically,development actions that may affect surrounding land uses are changes in airport fleet mix, number of aircraft operations, air traffic changes, and new approaches.Eagle County Regional Airport property lies entirely within the Town of Gypsum, while some land adjacent to the Airport falls within the jurisdiction of Eagle County. In 2005, Eagle County published a comprehensive plan as a guiding visionary document to shape Eagle County Land Use Regulations and government actions. Under the plan's "Efficient Transportation" section, it states several policies for transportation development in Eagle County, including: • Eagle County's Regional Airport should continue to be the airport of choice for western-slope mountain and resort communities. (Eagle County Comp Plan 3.5.2. Efficient Transportation) • Investment in improvements to service at the Eagle County Airport should continue to be a focus. All other modes of transportation should be connected to the airport to allow full multi-modal access. • Provide for the expansion of wide-body commercial jet service. • Plan for and fund airport safety and reliability improvements. • Continue to provide and enhance world-class traveler amenities. • Refer to the Eagle County Airport Master Plan for policies related to design, marketing, and operations. • Discourage development that would potentially interfere with future expansions of the Eagle County Airport. • Create incentives for locals to use the Eagle County Airport., The Town of Gypsum published a Master Plan in 2017 to reflect the community's collective vision for long-term development. While EGE is in Gypsum, it is owned by Eagle County and as such, the Town of Gypsum's primary influence is on the development of land adjacent to the airport.The plan states: • A large portion of the land located south of the airport is designated for light-industrial use. Not fully developed,future development around the existing FedEx freight complex could allow for expansive growth of 2 https://eaglecounty.us/planning/adoptedplans JViATION 2-6 te EAGLE COUNTY _ MASTER PLAN Regional Airport• laki Nhismod* i AIIhIlft.. Gypsum's niche in the region as an industrial center offering service, commercial, light industrial, and manufacturing jobs in the Town of Gypsum.3 Airport property within the Town of Gypsum is zoned PUD, or Planned Unit Development. This zone is intended to provide a high level of flexibility for different uses and its lack of Airport-specific restrictions provides the benefit of flexibility for future development at the Airport. Figure 2-2 illustrates the Town of Gypsum's zoning map for property near the Airport. The area within the blue hatched overlay east of the Airport is defined as the Airport Gateway and consists of property in the Commercial Professional, Institutional District, and Light Industrial zones. Development that occurs within the Airport Gateway design requirements overlay requires separate architectural development and design requirements. While almost all Airport property and land adjacent to the Airport is within the Town of Gypsum, approximately 36 acres of land north of the Airport is within the jurisdiction of Eagle County. This portion of land is used as a quarry and for recreational vehicle storage.The land is zoned Industrial by Eagle County. Figure 2-3 illustrates Eagle County's zoning districts near the Airport. Figure 2-2:Town of Gypsum Zoning Map .•� -," vvvv� 1.7 0 I 111 :1j3I: t t;I r0 7 rJ _ 1�� ��,Sunny Ave _�.._ __ _ � \�, ;`P�e P��t Lindbergh Dr\. '�/ .. ' � jPaneSJ < ' 1 c4 ,. . _ .. . .3 . 4. .14 tit ,- -• -., 1 : 1 : ., ti gym L.. Id Source: Town of Gypsum. 3 https://www.townofgypsum.com/business/planning-zoning/long-range-planning JVIATION 2-7 tOp EAGLE COUNTY MASTER PLAN Regional Airport kit %\immidllb '411114111114/ Figure 2-3:Eagle County Zoning Map ti`) Agricultural Limited rAgricultural Residential Commercial General �•' Commerdal Limited 'y e , Industrial n Planned Unit Development "" Residential Suburban Low Density Gypsum Residential Suburban Medium Density T0 7prT°7 t / „LIResidential Multi-Family Resource y �-. ll gyp.. Resource Limited Resource Preservation r +� Rural Center Rural Residential Backcountry • ff \! Fulford Historic District F F :/j Town Boundary Source: Eagle County. 2.6 PRIMARY AIRPORT DATA Table 2-2 provides a summary of some of the important primary data elements for the Eagle County Regional Airport. Table 2-2: EGE Primary Data Associated City Eagle Addressed Town Gypsum Airport Owner/Sponsor Eagle County Management Director of Aviation Commercial Air Service Providers American Airlines, Delta Air Lines, United Airlines Air Traffic Control Tower Hours 0700-1900 Part 139 Classification Class I Aircraft Rescue and Fire Fighting C (ARFF) Index Airport Acreage 632 Airport Reference Point 39 38 33.9000N 106-54-57.4000W Airport Elevation 6,547.4 ft Area Mean Maximum 89F(August) Temperature FAA Sectional Chart Denver Source: Jviation,a Woolpert Company,FAA,EGE. JVIATION 2-8 teN EAGLE COUNTY MASTER PLAN Regional Airport 2.6. 1 Airport Services The Airport and businesses located on the airfield provide a range of services to meet the demands of its primary users. Table 2-3 provides a listing of services typically provided at airports of similar stature and the corresponding businesses at the Airport. Table 2-3: EGE Airport Services Services Provider American Airlines Commercial Passenger Air Service Delta Air Lines United Airlines Commercial Passenger Support Services Eagle County Regional Airport Fixed Base Operator Services - Aircraft support services(fueling,deicing, oxygen,GPU,lavatory,ground handling, Vail Valley Jet Center etc.) - Passenger support services(ground transportation,catering,etc.) Flight Training Alpine Flight Training Due West Aviation Aircraft Storage(based/transient)-Tie Eagle County Regional Airport Downs and Hangars Vail Hangair Vail Valley Jet Center Source: iviation,a Woolpert Company,EGE. 2.7 AIRSIDE FACILITIES Airside facilities Airside facilities accommodate the movement of aircraft and encompass runways, accommodate the movement taxiways, airfield lighting, and other facilities necessary to support flight activity.The of aircraft and encompass following figure illustrates EGE's existing airside facilities. runways, taxiways,airfield lighting,and other facilities necessary to support flight activity. _AVIATION 2-9 teN EAGLE COUNTY ,„sii... MASTER PLAN Regional Airport A %.......e* ,,r, Am i .„f.4. .. 4 ‘ t '4 •t-'4':',,...4Ze4 .,..; //' ,I. pi it.,/4 ,If '''''7::"'''.*";'4('4,,444*44k. if ,4.,, '02 '''' 4::: ''jt44,11:744,, .: if 4.4 ,..... ( r- i J i ' ' " 1..' e.--• .,.. ,.. ,ifr: , 4a:i -,.... '\T-.• -- -1,-; - ' :: A 2 , ". ,. •:,. -8! ,., .. . 3 . 0 4 44 . ' •!''7'1 1,. " t '''. ,i ''4- „4 L 4 : 1 i 1 , . - • : 7. ' ' 1.4 ''''' ,,, .-` i'• 1,. , i'':, '''', 1 1 . ,-". . • i4.:: ti „...., - , ( ' ( i... : ..... ..z < , _..," t ,,?il ,, ' — i 1 • , 3 4- i 4/) '. ' ' '4; '. , ' .. iiiik; 111 .F. •".------- - 8 c r., B (C1 1.1..'' ' 'l''' ' .'4#I ,O. . 1 / r ; ' L .... L- _ .1/1'1 4 4 Lit 4,- :: :# ''.,, ' ' ' ', lir LLJ e .zr.. • ' 1 1 t-4. 'f' 4', ..,..,. ,',. r . - \..Nt..1 ', .: 1,,„„i• t.9;0 ..! , ' ;„;,', '-4Y 4,,,41„:,,,, ,_ 4. ' , 1:''g' ' / •• . -11 1 I I • , \ ':-. 4;4-•.;.' ' 4- I ./‹...'' / '''' 4 -,..'""1.• / ' 4-0- ,4. ,;e‘ liteil , ...... . .. 4 . / .- „ . ...... , .,... , -74 t-t 4 'n*:-....1',I;'•:': '.. .: , i. - 4. „,. ) , I, ' ..4,.- --- .:,' '11 . \ ., :. .... .: 4.--. . . -,,k7 . .., , i 3;) - ''' •L''' r'i; VI. p \ •..«,..4e a , , ';''f .., , . . L. ,,,.. ' /./':'-'7-----4., - o r° c `i „ ' '.'.' .--;:-••/..1`*.4( -, . .7. 4 / ' kt:',..1.‘•4.fi (a s‘•4 7 :: .,.. . ; ,; i /..i ":".,V-.-: ,'• . . , • • '5 ‘, .314 ''. ' ' ..". ,•,, 5, .: r . •-•," • . `, . .--,..'''.1y,, .,•• !.• f 240 '-...-;:•'- -t ' .,... , ..‘ JVIATION ti; EAGLE COUNTY _ MASTER PLAN Regional Airport 2.7. 1 Runway Eagle County Regional Airport has one instrument runway, Runway 7-25, which is 9,000 feet long by 150 feet wide in an east-west orientation. The runway is paved A runway refers to a defined asphalt that is grooved and is in excellent condition. Table 2-4 provides additional rectangular area on an detail about Runway 7-25. airport, typically paved,that provides aircraft with the Table 2-4: EGE Runway Details necessary space and Runway 7-25 clearance for both takeoff Dimensions 9,000 ft x 150 ft with 25 ft shoulders and landing operations Runway Surface Type Asphalt—Grooved Pavement Condition Excellent Runway End Location (RW 7)39-38-27.7001N/106-55-54.3200W (RW 25)39-38-40.1800N/106-54-00.4424W Runway End Elevations (RW 7)6,460.9(MSL) (RW 25)6,547.4(MSL) Effective Gradient 0.010 Runway Markings (RW 7) Non-Precision Instrument (RW 25)Precision Instrument Pavement Classification 45/F/B/X/U Number(PCN) Single Wheel - 75,000 lbs. Runway Strength Dual Wheel - 140,000 lbs. Double Tandem Wheels - 255,000 lbs. Threshold Displacement (RW 7)0 ft (RW 25) 1,000 ft Visual Approach Slope (RW 7) NA Indicator(VGSI) (RW 25)4 Light PAPI Right Edge Lighting HIRL Approach Lighting (RW 7) NA (RW 25) MALSR Other Runway Lighting (RW 7) REILs Runway Design Code(RDC) D-IV-5000 Critical Aircraft Boeing 737-700/757-200 Source: iviation,a Woolpert Company,FAA. 2.7.2 Taxiways Taxiways are paved areas over which airplanes move from one part of the airfield to another with their primary use being providing access between the terminal/hangar Taxiways refer to defined facilities and the runways. There are two general types of taxiways: parallel and paths on an airport, typically connector. Taxiways that are located parallel to runways generally provide a route paved, that connects for aircraft to reach a runway end. Connector taxiways, which can connect runways runways with aprons, to parallel taxiways, provide paths for aircraft to enter the runway for departure or hangars, terminals,and leave the runway after landing. Connector taxiways also provide a means for aircraft other facilities,allowing to move among the various airside components of an airport including aircraft hangar aircraft to move safely and and storage areas, fueling area, and aircraft parking and aprons. Note that taxiways efficiently between these are generally identified by letters. areas JVIATION 2-11 EAGLE COUNTY .,4_ MASTER PLAN Regional Airport — Taxiway A is a full parallel taxiway located south of Runway 7-25 and is equipped with medium intensity lighting.Taxiway A is supported by nine different connectors,seven from Runway 7-25 and two from the commercial apron.Taxiway connectors B3 and B4 directly link Runway 7-25 to the north GA apron and HAATS facility, respectively. Table 2-5 provides information about each taxiway. Table 2-5:Taxiway Details Taxiway Description Condition Width A Full parallel taxiway south of Runway 7-25 Poor* 75 ft Al Taxiway connector from parallel Taxiway A to the Good 90 ft displaced threshold of Runway 25 A2 Taxiway connector from parallel Taxiway A to the Satisfactory/Poor 100 ft threshold of Runway 25 A3 Taxiway connector from parallel Taxiway A to Satisfactory/Poor 100 ft both Runway 7-25 and Commercial/FBO apron Taxiway connector from parallel Taxiway A to the A4 midpoint of Runway 7-25 and the Commercial Satisfactory/Poor 100 ft apron A5 Taxiway connector from parallel Taxiway A to Satisfactory/Poor 100 ft Runway 7-25 A6 Taxiway connector from parallel Taxiway A to Satisfactory/Poor 100 ft Runway 7-25 A7 Taxiway connector from parallel Taxiway A to the Satisfactory/Poor 100 ft threshold of Runway 7-25 B3 East connector to North GA Apron Good/Very Poor 35 ft B4 West connector to HAATS facility Good/Serious 35 ft Cl East connector to Commercial apron Good/Poor 140 ft C2 West connector to Commercial apron Good/Poor 150 ft *Taxiway A is scheduled to be fully rehabilitated in 2023. Source: lviation,a Woolpert Company,CDOT. Taxiway A is 75 feet wide and can accommodate aircraft from ADG-IV(maximum 171- foot wingspan) while the Taxiway B connectors can only accommodate ADG-II (maximum 79-foot wingspan). It should also be recognized that EGE has started the development of a new parallel taxiway (Taxiway B) to be constructed on the north side of Runway 7-25. Current activities include several permitting and enabling projects in anticipation of the ultimate construction of Taxiway B. It is important to recognize that EGE has one"Hot Spot,"defined by the FAA as safety- related problem areas on an airport that present increased risk to aircraft during surface operations. Typically, it is a complex or confusing intersection between taxiways or between a runway and a taxiway, or an area of increased risk that has potential for runway incursions or surface incidents. The Airport's lone FAA- designated Hot Spot directs pilots to avoid accessing Taxiway A east of Taxiway C2. The FAA description includes the following information: High density parking area on ramp east of Twy C2.Air carrier acft should not leave or enter Twy A east of Twy C2. 4 4 FAA Chart Supplements,SW,EGE,03NOV2022 JVIATION 2-12 EAGLE COUNTY MASTER PLAN Regional Airport Note that the high-density parking area referred to in the Hot Spot is typically used by the FBO for general aviation aircraft parking. 2.7.3 Aprons An apron refers to a An aircraft apron is used for aircraft movement and positioning, aircraft storage and designated area on an tiedowns,aircraft fueling,and vehicle movement and parking. EGE has aircraft apron airport where aircraft are areas on the north and south sides of Runway 7-25. There are three aprons on the parked,loaded,unloaded, south side and two aprons on the north side. Table 2-6 provides information about refueled,and maintained, r each apron including their approximate area. providing space for ground support equipment and Table 2-6:Apron Details facilitating safe and efficient Apron Area Condition aircraft operations North Side-GA Apron 252,300 sq ft Excellent North Side—Colorado National Army 308,000 sq ft Good Guard HAATS Apron South Side—Commercial Apron 435,000 sq ft Good South Side—GA Apron (East) 1,020,000 sq ft Good South Side—GA Apron(West) TBD sq ft Excellent Source: Jviation,a Woolpert Company. 2.7.4 Pavement Condition FAA AC 150-5380-6B, Guidelines and Procedures for Maintenance of Airport Pavements, recommends conducting a detailed pavement inspection that follows American Society for Testing and Materials(ASTM) D5340,Standard Test Method for Airport Pavement Condition Index Surveys. A detailed pavement inspection is conducted for airport pavements to employ a visual rating system for pavement distress. The condition and strength values are summarized in the Pavement Condition Index (PCI). The PCI scale ranges from a value of zero (representing a pavement in failed condition)to a value of 100(representing a pavement in excellent condition). The CDOT Division of Aeronautics maintains the state's Airport Pavement Management System (APMS). Airports are regularly scheduled for pavement inspections,results of which are then stored and displayed in an online dashboard for a complete picture of pavement quality throughout the state. The Airport's last inspection as part of the APMS was in 2022, in which the entire facility was scored as a 81,or Satisfactory. Since that time, EGE's lowest PCI values, indicating pavement in a very poor or failed state, are limited to portions of Taxiways B4 and B3, and a majority of Taxiway A which is in design stages for a full reconstruction. Figure 2-5 shows the pavement condition as displayed on the Colorado APMS website. JVIATION 2-13 teEAGLE COUNTY MASTER PLAN Regional Airport /IL INEmdll'' INIIIIIIM.. Figure 2-5: EGE Pavement Condition Index Visual (2022) , -, ,. . r r ---. U ( ,n . ^-'°"°"" * -'° p.n + 4, -ram"- t.. +• " y :. ✓^ ., is„ . „ .M s Y *n I PAVEMENT CONDITION INDEX(PCI)- INSIMIMMINI mimmImmmiMmM 100-86 85-71 70-56 55 41 40-26 25-11 10-0 Source:CDOT. 2.8 AIRFIELD LIGHTING 2.8. 1 Airport Identification Lighting A rotating beacon identifies the location of the Airport at night and during periods of poor visibility.This beacon projects alternating green and white beams from dusk to dawn. When activated during daylight hours, the beacon signals Instrument Flight Rule (IFR) conditions. The EGE rotating beacon is located on top of the air traffic control tower(ATCT) on the north'side of the Airport,west of the HAATS facility. 2.8.2 Runway Lighting Runway lighting aids are necessary to provide pilots with critical takeoff and landing information concerning runway alignment, lateral displacement, rollout operations, and runway distance remaining. EGE's existing runway lighting capabilities are detailed in Table 2-7. Table 2-7: EGE Runway Lighting Lighting Runway 7 Runway 25 Approach Lighting - MALSR Runway Edge Lighting HIRL HIRL Centerline Lights - - Visual Approach Slope Indicator(VGSI) - PAPI-4(Right) Other Lighting REILs - Source:FAA. JVIATION 2-14 te EAGLE COUNTY ;.,__ MASTER PLAN Regional Airport �. _— Runway edge lights are used to outline the edges of runways during periods of darkness or restricted visibility conditions. Runway 7-25 is outfitted with High Intensity Runway Lights (HIRL). When required, the runway lights can either be activated by the ATCT during its hour of operations, or when the tower is closed, by pilots operating at the Airport through the use of pilot-controlled lighting (PCL) over EGE's Common Traffic Advisory Frequency (CTAF) of 119.8 MHz. Once activated through PCL, the lights remain on for 15 minutes, at which time they will then automatically shut down. A Precision Approach Path Indicator (PAPI) is a series of lights that provide visual guidance during a runway approach. A four-light PAPI system is installed on the right side of Runway 25. The Instrument Landing System (ILS) on Runway 25 is supplemented by a Medium Intensity Approach Lighting System(MALSR). Runway 25 is also equipped with a localizer which provides the horizontal position of an aircraft relative to the runway centerline,and a glide slope that provides vertical guidance to the touchdown point on the runway. Runway End Identifier Lights (REILs) are high intensity white strobe lights located on each side of the runway threshold to enable rapid identification of the runway threshold, particularly at night and during periods of poor visibility. Runway 7 is equipped with REILs. 2.8.3 Taxiway Lighting Taxiway edge lights aid in providing visual guidance to pilots and ground service/maintenance vehicles accessing the taxiway in low visibility or night conditions. EGE has Medium Intensity Taxiway Lights (MITL) systems installed along all taxiways to guide aircraft from the runway to the apron areas. 2.8.4 Other Visual Aids Additional visual aids and instrumentation at EGE assist pilots in arriving or departing. The Airport's segmented circle and lighted wind indicator provide pilots with traffic pattern and wind direction and velocity information.This equipment is located north of the center point of Runway 7-25,just west of Taxiway 84. Signage provides essential guidance to identify items and locations on an airport. Airfield signage gives pilots visual guidance information for all phases of movement on the airfield. EGE is equipped with FAA-compliant signs that include instruction, location, direction,destination, and information signs. 2.8.5 Weather and Information An Automated Weather Observing System (AWOS) is in place at EGE. The AWOS configuration is III P/T, capable of measuring most basic meteorological conditions, and identifies precipitation type and detects thunderstorms.The AWOS is located at the air traffic control tower,which is just north of Runway 7-25 and west of the HAATS facility. Note that without on-airport weather reporting, aircraft may not be allowed to takeoff or land during instrument (poor) weather conditions. The AWOS collects -AVIATION 2-15 (FON EAGLE COUNTY ** .,_. MASTER PLAN Regional Airport �—�— IL IN1116111116. and transmits weather data to pilots on a frequency of 135.575 MHz and is also available by telephone (970-921-5042). Additionally, Runway 7-25 is equipped with sensors that provide real time data regarding the pavement surface condition. Five pavement sensors and one temperature probe are installed in the runway pavement surface and the data is wireless transferred to the Airport Operations command center for monitoring. 2.9 LANDSIDE FACILITIES Primary areas of landside development are split between the north side and the Landside areas and facilities south side of Runway 7-25.The landside facilities to the south of Runway 7-25 include encompass all other areas on a passenger terminal, Fixed Base Operator(FBO) facilities, a fire station, and aircraft the airport apart from airside hangars. Facilities to the north of Runway 7-25 include a National Guard HAATS activities and facilities. Facility and aircraft hangars. Development areas on the north side and the south side of EGE are shown in Figure 2-6 and Figure 2-7, respectively. Figure 2-6: North Landside Area Jns!1 .t. g . w� w , ' �� � _ Hangar 7 �s ..,"? +.L . • / J -. i , r rfi �� ' r ; .�. � i A r1.li:rj, = ifius_kr /1 ����.i JeJ iJlru ("r3U) )eJO) tk. '44, , F;'uriwaly j;.ei:f"swivEi itI.-5e -M Source:Jviation,a Woolpert Company. JVIATION 2-16 te EAGLE COUNTY ��_ MASTER PLAN Regional Airport Figure 2-7:South Landside Area tunway 75 fo,000 xiso) _ ..m L • .... • .. ..- r:.:... M '-t 4" r .. _. n r • .sue • _ r.� r.y -. r I ''' . • Ma/— \yy� 4/.,. I is— "•• ■ 1— —w..l t 41:, 1 . 'La 4 � � �1TiLNoM'+• I ! '" _ � �X'�1ils ... .:. .- -_ -.. F80Term nal.{nab,` •'�F� � � l'�oJs •,. �{ � C albs•ic * ♦� i ''lamina f Budding R US '� 1 I"`r nal Bull + Customs : •r t. -.� out) T (County) ?I,J.� _ iy `*11 r 4 .„. „4-, • Source:Jviation,a Woolpert Company. 2.9. 1 Commercial Terminal Building Located south of Runway 7-25 on the west end of the commercial apron, the commercial terminal building has over 126,000 square feet of space on two levels, supporting three commercial service airlines,Transportation Security Administration (TSA) services, a baggage claim area, a ticketing lobby, and ground-based transportation options. Additionally, there are four jet bridges and seven gates to facilitate passenger boardings. Commercial aircraft parking is available on the north side of the terminal building and can accommodate ten aircraft up to the size of a Boeing 757. Figure 2-8:Commercial Terminal Building y.- +lt'► * f`.ice '.rr•Rr+r'"..`L.., j . . �• K- . `� � ... —'�5/`q��^�—.16 } - •—...., Source:Gensler,photo by David Lauer. JVIATION 2 1 EAGLE COUNTY ,lisigiaaN4MASTER PLAN Regional Airport The terminal features counter space for Colorado Mountain Express, High Mountain Taxi, baggage drop areas and ticketing areas for United Airlines, American Airlines, and Delta Airlines,and several rental car companies including Dollar, National,Alamo, Avis, Budget, Hertz, and SIXT. Constructed in 1996, has since been renovated and expanded, with the most recent expansion being completed in 2019. This 50,000-square foot expansion to the concourse included the installation of the four jet bridges, enhanced consumer concessions, a reconfiguation of the TSA checkpoint, and expanded passenger hold rooms among others. Figure 2-9 shows the updated terminal configuration and Figure 2-10 shows the existing terminal program plan. Note that this master plan also includes a robust terminal area planning effort. A detailed inventory of the terminal building has been compiled and has been included in Appendix B. Figure 2-9:Commercial Terminal Schematic GATE 1 GATE 2 GATE 3 GATE 4 GATE 6&7 Door 5 40* Baggage Claim . Screening r s ISA Checkpoint Ticket lobby folhituhrr Source:EGE. JVIATION 2-18 A WOOLPERT COMPANY EAGLE COUNTY -,1114[...:0411 MASTER PLA N Regional Airport Figure 2-10:Commercial Terminal Program Plan to ..- • I . --t EEcuar.accwom / ----14E IN . . • �.:,b. 3� � BAGGAGE 3 BAGGAGE' i C NFTING NAI CLAM !1. iti 11 Ito • V 0? �. I f� IPORT ARGINEOPEMTITIONS STORAGE RENTALCA WM T AAGGAGEHANDLING MENTAL CARIGRDIINDTRANSVDRTAi10'. BULLdNGGPERATNINS STORAGE.4 NEON WNLESSONS o to]0 a!1 Rc TRANSPDRTAORNSECGRI'Y ApM %.8UC 9PAGE8 dRCIMigN ' Source:Gensler. Demand for commercial airline service at the Airport varies by season,typically with an increase in service during the winter months that accommodate travelers visiting local ski resorts. Table 2-8:Airline Service Airline Destination Availability American Austin (AUS) Seasonal American Chicago O'Hare(ORD) Seasonal American Dallas/Fort Worth(DFW) Year-Round American Los Angeles(LAX) Seasonal American Miami(MIA) Seasonal American New York Kennedy(JFK) Seasonal American New York LaGuardia (LGA) Seasonal American Phoenix Sky Harbor(PHX) Seasonal Delta Atlanta(ATL) Seasonal United Chicago O'Hare (ORD) Seasonal United Denver(DEN) Year-Round United Houston Bush (IAH) Seasonal United Newark(EWR) Seasonal United Los Angeles(LAX) Seasonal United San Francisco(SFO) Seasonal Source:EGE. JVIATION 2-19 EAGLE COUNTY �, .,____ MASTER PLAN Regional Airport .- 1 2.9.2 General Aviation Facilities Fixed Base Operator (FBO) Vail Valley Jet Center (VVJC) serves as the Airport's Fixed Base Operator (FBO), providing aircraft services from its 39,000 square foot facility on the south side of the A fixed base operator(F8O) airfield, just east of the commercial terminal building. VVJC provides aircraft line is a commercial business that service, apron parking, hangar storage space, on-site catering, and flight planning. provides a range of aviation Other important aircraft services offered by the FBO include fueling (both Jet and services to general aviation Avgas), deicing, and maintenance. aircraft,pilots,and passengers. These can U.S. Customs and Border Patrol (CBP) is available at the VVJC, normally operating include fueling,aircraft from 9 AM to 5 PM MST. Officers are also available after hours with advanced storage,ground services, notification. Eagle is a Customs "user fee" airport which requires fee payment for maintenance,amenities,and services provided by CBP. charter operations. VVJC owns and operates nearly 160,000-square feet of hangar space in five separate corporate hangars, which is primarily used to store transient aircraft in the winter months. Note that hangar space is in high demand due to the high traffic levels that o g p g g accompany the winter season and the frequent inclement climate during this peak time. Airport Hangars EGE has multiple hangars on the airfield.The FBO provides all of the hangar space on south side of the Airport with seven hangars currently and more planned. These An aircraft hangar is an hangars are mostly larger corporate style facilities that can accommodate the enclosed structure designed business jet traffic common to EGE. Options include twelve-month renewable leases to house and protect aircraft for hangar and tie-down rentals as well as short term hangar and tie-down parking when they are not in use for for transient aircraft. the purposes of storage, maintenance,and security. On the north GA Apron, there are three Airport-owned box hangars. Additionally, there are multiple privately-owned hangars with more in development. These are accessible via the north GA Apron and consist of box hangars of a variety of sizes.See Table 2-9 for a complete listing of hangars at the airport as well as their approximate sizes. Table 2-9: Hangar Facilities Name# Owner Type Location Size(sf) VVJC Hangar 1 Private Box/Corporate South Side 22,500 VVJC Hangar 2 Private Box/Corporate South Side 45,000 VVJC Hangar 3 Private Box/Corporate South Side 45,000 VVJC Hangar 4 Private Box/Corporate South Side 28,600 VVJC Hangar 5 Private Box/Corporate South Side 28,600 VVJC Hangar 6 Private Box/Corporate South Side 28,600 VVJC Hangar 7 Private Box/Corporate South Side 35,000 VVJC Hangar 8 Private Box/Corporate South Side 35,000 VVJC Hangar 9 Private Box/Corporate North Side 12,500 VVJC Hangar 10 Private Box/Corporate North Side 7,000 Lanham Hangar Private Box/Corporate North Side 2,700 • JVI/NTiOIV 2-20 EAGLE COUNTY y� MASTER PLAN 11 Regional Airport ALA L4 EGE Storage 1 County Box/Corporate North Side 1,200 EGE Storage 2 County Box/Corporate North Side 3,150 Skatefish Hangar County Box/Corporate North Side 5,250 Kokes Hangar 1-7 Private T-Hangar North Side 8,000 Lazier Hangar Private Box/Corporate North Side 4,250 Vail Hangair Al Private Box/Corporate North Side 3,245 Vail Hangair A2 Private Box/Corporate North Side 3,245 Vail Hangair B1 Private Box/Corporate North Side 2,860 Vail Hangair B2 Private Box/Corporate North Side 2,860 Vail Hangair B3 Private Box/Corporate North Side 2,860 Vail Hangair B4 Private Box/Corporate North Side 4,030 Vail Hangair Cl Private Box/Corporate North Side 3,900 Vail Hangair C2 Private Box/Corporate North Side 3,900 Vail Hangair D1 Private Box/Corporate North Side 3,900 Vail Hangair D2 Private Box/Corporate North Side 3,900 Vail Hangair,D3 Private Box/Corporate North Side 9,000 Vail Hangair El Private Box/Corporate North Side 3,900 Vail Hangair E2 Private Box/Corporate North Side 3,900 Vail Hangair E3 Private Box/Corporate North Side 6,400 Vail Hangair Fl Private Box/Corporate North Side 2,500 Vail Hangair F2 Private Box/Corporate North Side 2,500 Vail Hangair F3 Private Box/Corporate North Side 3,900 Vail Hangair F4 Private Box/Corporate North Side 3,900 Vail Hangair G1 Private Box/Corporate North Side 3,900 Vail Hangair G2 Private Box/Corporate North Side 3,900 Clair Hangar 1 Private Box/Corporate North Side 2,640 Clair Hangar 2 Private Box/Corporate North Side 2,640 TOTAL: 396,130 Source:EGE. 2.9.3 High Altitude Army National Guard Aviation Training Site (HAATS) HAATS specializes in training military helicopter pilots and HAATS is the primary training center for Army helicopter pilots for developing crews from all U.S.service experience for operating in high-altitude, mountainous environments. HAATS is the branches,as well as allied only Department of Defense training facility that teaches power management to nations,in high-altitude and rotary wing aviators. It utilizes Forest Service and Bureau of Land Management(BLM) mountainous flight lands to conduct training, ranging from 6,500 to 14,000 feet MSL.The HAATS facility operations. is located on the north side of the airfield to the east of the ATCT. It has nearly 90,000 square feet of building area that is comprised of a training center, administration offices, a hangar, and various other support functions. It also provides space for up to 56 personnel, and the storage and maintenance for six helicopters. Its associated apron provides parking for up to seven helicopters. An ATCT is an airport facility 2.9.4 Air Traffic Control Tower (ATCT) responsible for managing and coordinating aircraft Centrally located on the north side of the airfield and lying directly west of the HAATS movements in the airport's facility, the Air Traffic Control Tower (ATCT) at EGE has an above ground height of airspace and on its ground 117'. The ATCT is part of the FAA's Contract Tower Program with its controllers surfaces. JVIATION 2-21 teEAGLE COUNTY MASTER PLAN Regional Airport !! lkiii 1i employed by Serco North America.The tower provides air traffic control,separation, and sequencing services for aircraft within a four-mile radius of the Airport during its hours of operation (7:00 AM to 7:00 PM)on a tower control frequency of 119.8 MHz and a ground control frequency of 121.8 MHz. The Denver Air Route Traffic Control Center (ARTCC) provides approach and departure navigation for activity at the Airport. 2.9.5 Airport Rescue and Firefighting (ARFF) Building Aircraft Rescue and Firefighting(ARFF)facility The Airport Rescue and Firefighting (ARFF) building was constructed in 1989 and is provides specialized located at the southwest corner of the Commercial Apron. The building is emergency services at an approximately 12,000 square feet and also serves as administrative offices for staff airport designed to respond of the Airport. EGE maintains its own ARFF department consisting of three fire trucks. to aircraft accidents, incidents,or fires. 2.9.6 Snow Removal Equipment Building The Snow Removal Equipment (SRE) building was constructed in 2015 and is over 26,000 square feet in size. Located to the west of the ARFF facility, the building accommodates all Airport SRE storage and maintenance requirements. Additionally, the building includes administrative offices, a conference room, and other support areas. 2.9.7 Equipment and Related Storage SRE and other airfield maintenance equipment is stored within the SRE facility to the west of the ARFF building on the western edge of the south apron. Maintenance of equipment is also conducted at the SRE facilities within the vehicle bays.Table 2-10 provides a description of each piece of equipment used by Airport staff for airfield operations. Table 2-10: Equipment List Unit# Type Make/Model Year 20 SRE/Broom Oshkosh H-series 1992 22 SRE/Broom Oshkosh H-series 2006 23 SRE/Broom MB MB-3 2018 24 SRE/Broom MB MB-3 2018 25 SRE/Broom Oshkosh H-series 1999 26 SRE/Broom Oshkosh H-series 2003 27 SRE/Broom Oshkosh H-series 2003 28 SRE/Broom Oshkosh H-series 2003 29 SRE/Broom Oshkosh H-series 2003 31 SRE/Blower Oshkosh H-series 1993 32 SRE/Blower Oshkosh H-series 1992 33 SRE/Blower StewartStevenson RSS-1000 COP 1998 42 SRE/Plow International tandem w/dump bed 1989 43 SRE/Plow Cat 966 loader 2001 44 SRE/Plow JohnDeere 770CH motorgrader 2002 45 SRE/Plow WesternStar tandem w/dump bed 2012 46 SRE/Plow International tandem w/dump bed 1992 JVIATIDPJ 2-22 CO EAGLE COUNTY ..tsiAll MASTER PLAN ii Regional Airport 114%16116a 47 SRE/Plow Paystar 5000 4x4 w/dump bed 1992 48 SRE/Plow John Deere 624L loader 2020 50 Small Equip. FordNewholland 9030 tractor 1997 51 Small Equip. JohnDeere 7410 tractor 2000 52 Small Equip. JohnDeere 955 tractor 1997 53 Small Equip. JohnDeere F935 mower 1993 54 Small Equip. Bobcat T650 track skidsteer 2010 55 Small Equip. Doosan G25E-3 forklift 2006 56 Small Equip. Case Tractor 1997 57 Small Equip. Bobcat S630 wheeled skidsteer 2020 58 Small Equip. JohnDeere 1585 front mower 2018 16 Light Truck Chevy 1 ton w/dump bed 1986 9 Light Truck Ford 3/4 ton 4x4 PU 2001 13 Light Truck Dodge 3/4 ton 4x4 PU 2001 11 Light Truck Ford 1 ton 4x4 w/utility bed 2009 12 Light Truck Ford 3/4 ton 4x4 PU w/crewcab 2013 14 Light Truck Ford 3/4 ton 4x4 PU w/crewcab 2013 60 Special Ops Tymco 600 Vac truck w/gutterbrooms 1999 61 Special Ops R/W Closure lighted X trailer 2000 62 Special Ops R/W Closure lighted X trailer 2000 N/A Special Ops R/W Closure lighted X trailer 2007 N/A Special Ops R/W Closure lighted X trailer 2007 63 Special Ops Marathon Crackseal Trailer 2001 N/A Special Ops Superior Utility Trailer 1999 64 Special Ops Atlas Copco Trailer 2007 N/A Special Ops Wanco Message Board Trailer 2012 17 Special Ops Ford 1 ton stair truck 1988 15 Special Ops GMC 1 ton w/dump bed 1989 65 Special Ops Ford backhoe/loader SOLD 1981 66 Special Ops Polaris Ranger 6x6 1999 67 Special Ops Polaris Ranger 6x6 2000 68 Special Ops J.D. Gator 2014 N/A Special Ops Bobcat L28 2022 N/A Special Ops 910 Cat Loader 2022 ARFF 1 ARFF Oshkosh Striker 1500 2012 ARFF 2 ARFF Oshkosh T-1500 1993 ARFF 3 ARFF Oshkosh Striker 3000 2006 N/A ARFF Tote ARFF foam trailer 2004 10 ARFF Staff 10 Chevy Tahoe 2016 18 Director Jeep Cherokee 2014 Source:EGE. JVIATION 2-23 te EAGLE COUNTY ww� ;., _ MASTER PLAN r. Regional Airport �•�� 2.9.8 Support Facilities Security & Fencing According to 49 CFR, Part 1542,Airport Security, the County is obligated to have an implemented security plan including the following items: • Security of the secured area • Security of the Air Operations Area (AOA) • Security of the Security Identification Display Area (SIDA) • Access control systems • Fingerprint-based criminal history records checks(CHRC) • Identification systems • Training • Law enforcement personnel • Supplementing law enforcement personnel • Records of law enforcement response EGE must also take measures to ensure all TSA regulations are satisfied and inspected regularly to ensure proper compliance. To comply with Part 1542, the entire airfield is secured by a 12-foot-tall perimeter security fence.Additionally,airfield access gates are secured using a card reader system that monitors and records all access. Utilities The Town of Gypsum provides water and sanitary sewer service to the Airport. The Airport receives its water through mains located around the airfield, and primarily support the commercial terminal building and the FBO on the south side, and the HAATS facility, the ATCT, and other general aviation hangars on the north side. Wastewater is collected and processed through the Town's Aero Mod wastewater treatment plant,which can support up to 960,000 gallons per day. Communications capabilities including high-speed internet and telephone service is provided by CenturyLink, which is the primary provider for the surrounding communities. Natural gas is provided to the Airport by Black Hills Energy, while Holy Cross Energy, a non-profit utility, provides electricity to the Airport. The majority of stormwater runoff from Airport property drains to the north and west into the Eagle River in the direction of the Town of Gypsum,while the eastern side of the airfield drains east and eventually moves north to the Eagle River.Open channels and drains direct water to drainage basins to collect runoff. Fuel and Deicing The majority of fuel storage at EGE is contained in underground storage tanks located to the east of the FBO Terminal. Fuel types available include 100LL, Jet-Al, Jet A1+, SAF, and MoGas. These underground fuel storage tanks are equipped with Veeder JVIATION 2-24 EAGLE COUNTY *ems- MASTER PLAN Regional Airport ill toulme*. I i Root electronic monitors and monitoring wells with tank alarms.Table 2-11 contains the capacity and fuel type of each of the fuel storage tanks at the Airport. Additionally,the FBO owns and operates two above ground fuel storage systems on the north side of the airfield.The first of these tanks provides self-serve MoGas,while the second contains Jet fuel used in refueling trucks.The adjacent HAATS facility also utilizes these two above ground fuel systems owned by the FBO. Table 2-11: Fuel Storage Tanks Location Container Material Capacity(gal) Fuel Type South Fuel Farm Single Wall Steel 40,000 Jet South Fuel Farm Single Wall Steel 40,000 Jet South Fuel Farm Single Wall Steel 5,000 Jet South Fuel Farm Single Wall Steel 10,000 Unleaded South Fuel Farm Single Wall Steel 20,000 Jet South Fuel Farm Single Wall Steel 20,000 Jet South Fuel Farm Double Wall Fiberglass/Steel 30,000 Jet South Fuel Farm Double Wall Fiberglass/Steel 30,000 Jet North Fuel Farm Double Wall Steel 12,000 Jet North Fuel Farm Double Wall Steel 12,000 MoGas Source:EGE. General aviation and commercial aircraft deicing is available on the deicing pad located on the east end of the south apron.At this deicing pad,containment of glycol is achieved through the use of a trench drain located through the center of the pad. Glycol is then collected and stored in recovery tanks for disposal. Figure 2-11 shows an aerial view of the deicing area as well as the corresponding trench drain location. Figure 2-11:Aircraft Deicing Areas and Corresponding Trench Drains mon —Runway 7-25 tiro _ _. -_ OM 1 I , ,yam ! y t, ,,.• .. __.... Train Drat// \ .\ ,,,, �-�".- 2 (It iI \ -fir rEd► J,11ciuy.iran L7 Rr r 44, Fir L j {{ 1 lei'.L � Mom. Source:Jviation,a Woolpert Company. JVIATION 2-25 A V. ,I COMPANY ti; EAGLE COUNTY ; .,_ MASTER PLAN Regional Airport �--- 2.9.9 Airport Access Roadways and Automobile Parking Providing the main access route to EGE, Interstate 70(1-70) is located just under one mile north of the Airport and runs east-west.Travelers coming from the east exit 1-70 at Exit 147 and head south on Eby Creek Road towards Highway 6.Travelers then take Highway 6 west until turning left onto Cooley Mesa Road, which provides access to the south side of the Airport which includes the main commercial terminal and the FBO. Travelers coming from the west can access the Airport by taking Exit 140, following Highway 6 east until turning south on Valley Road toward Cooley Mesa Road,which again provides access to the south side of the Airport. The Airport accomodates short and long term parking,as well as overflow parking to be used during peak ski season. Payment for short and long term parking is completed via kiosks located inside terminal doors 3,4, and 5. Payment rates are$8 per day for short term parking and $6 per day for long term parking with the option to purchase 1-month, 6-month, or 12-month discounted permits. Table 2-12 below outlines the capacity of each of the parking lots at EGE. Table 2-12: Parking Facilities Lot Name Quantity Short-term 554 spaces Long-term 464 spaces Commercial 95 spaces Overflow 306 spaces Rental Car 240 spaces(Ready Lot) 163 spaces(Return Lot) Source:EGE. JVIATION 2-26 tip MASTER PLAN EAGLE COUNTY Regional Airport /IL 1> e ' { - r o i [ t ,,,. .. ,, ,. , , . .... ....._,., , ,__, , ,,,, .. , , , .„ . , , , ,, ." .• I '# ! • II ._ ; eke ,, , [ , . .,I;;"*. r i ;fi i ., VS•4;iZ4°I."" I a : 0 1, O r r°'• .. rr N I '1-1 L ® ! *—` I � • I 4• C.. . ItöV1IT ; : ., , . ., ,,,, , u it 11 .- ' I ta T11 , O I JVIATION 2-27 EAGLE COUNTY _ MASTER PLAN Regional Airport 2.10 AIRSPACE SYSTEM/NAVIGATION & COMMUNICATION AIDS Eagle County Regional Airport operates within the larger National Aviation System (NAS), which comprises a wide array of services, systems, and requirements for the airports and pilots that function within it.The following sections provide an overview of some of EGE's key considerations with respect to navigating and operating within the NAS. • Air Traffic Service Areas and Aviation Communications, • The National Airspace System, • Navigational Aids, and • Part 77 Airspace Surfaces. 2. 10. 1 Air Traffic and Aviation Communications Within the continental United States, there are 22 geographic areas that are under Air Traffic Control jurisdiction.Air traffic services within each area are provided by air traffic controllers in Air Route Traffic Control Centers (ARTCC). The ARTCCs provide air traffic service to aircraft operating on Instrument Flight Rules (IFR) flight plans within controlled airspace, and primarily during the enroute phase of flight. Those aircraft operating under Visual Flight Rules (VFR) that depend primarily on the "see and avoid" principle for separation, may also contact the ARTCC or other airport traffic control (ATC) services to request traffic advisory services. Traffic advisory service is used to alert pilots of other air traffic known in the vicinity of,or within the flight path of,the aircraft.The airspace overlying EGE is contained within the Denver ARTCC jurisdiction,which ranges from southwest South Dakota to northeast Arizona, along with portions of Utah, New Mexico, Kansas, Nebraska, and Wyoming. EGE can be found on the Denver sectional chart. Air traffic controllers primarily use computerized radar systems that are supplemented with two-way radio communications to direct aircraft. Altitude assignments, speed adjustments, and radar vectors are techniques used by controllers to ensure that aircraft maintain proper separation.The lateral and vertical separation criterion for aircraft used by controllers includes: • Lateral Aircraft Separation:three miles(radar environment) • Lateral Aircraft Separation:five miles(non-radar environment) • Vertical Aircraft Separation: 1,000 feet(below 29,000 feet)and 2,000 feet(at or above 29,000 feet) Traffic at EGE is controlled by the ATCT located on the port side of the airfield, west of the HAATS facility. The ATCT is part of the FAA Contract Tower Program and is staffed by Serco-employed controllers from 0700 to 1900, April through November, and 0700 to 2300 from December through March. Aviation communication frequencies associated with EGE are shown in Table 2-13. JVIATION 2-28 te EAGLE COUNTY MASTER PLAN Regional Airport Table 2-13: EGE Communications Communication Method Contact CTAF(Common Traffic Advisory Frequency) 119.8 MHz ATIS(Automatic Terminal Information Service) 135.575 MHz AWOS(Automated Weather Observation System) 135.575 MHz Eagle Ground 121.8 MHz Eagle Tower 119.8 MHz Clearance Delivery 124.75 MHz Ops 41.75 Eagles Nest Source:iviation,a Woolpert Company,FAA. 2. 10.2 The National Airspace System (NAS) The NAS is a complex To ensure a safe and efficient airspace environment for all aspects of aviation, the network of airspace, FAA has instituted an airspace structure through the Federal Aviation Regulations facilities,equipment, (FAR) that establishes and regulates procedures for aircraft that use the NAS. This services,and procedures airspace structure provides two basic categories of airspace: controlled (classified as managed by the FAA to Class A, B, C, D, and E) and uncontrolled (classified as Class G). ensure safe and efficient air travel.It governs all aviation Figure 2-13:Airspace Classification Illustration activities within U.S. airspace and certain international 18,000-60,000'(FL 600) Class A areas under U.S.control. Class E 17,999 14,500' Surface to 10,000' Class G Class B • Surface to 4,000' • Class C 2,500' Class D ilr Class G Class G Non towered Airport General Aviation and Major Airport Nontovered Airport with instrument Regional Airport withoLt rsrtmen: approach apprcach Source:FAA. JVIATION 2-29 tOEAGLE COUNTY MASTER PLAN Regional Airport Furthermore, FAR Part 71 and FAR Part 73 establish these classifications of airspace with the following characteristics: • Class A airspace is generally the airspace from 18,000 feet mean sea level (MSL) up to Flight Level 600 (approximately 60,000 feet MSL). Unless otherwise authorized, all operation in Class A airspace is conducted under instrument flight rules(IFR). • Class B airspace is generally airspace from the surface to 10,000 feet MSL surrounding the nation's busiest airports in terms of airport operations or passenger enplanements. An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. • Class C airspace is generally airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and have a certain number of IFR operations or passenger enplanements. Each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace. • Class D airspace is generally airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. Unless otherwise authorized, each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace. • If the airspace is not Class A, B, C, or D, and is controlled airspace, then it is Class E airspace. Class E airspace extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. Only aircraft operating under IFR are required to be in contact with air traffic control when operating within Class E airspace. • Class G or uncontrolled airspace is the portion of airspace that has not been designated with any of the above classifications. It extends from the surface to the base of the overlying Class E airspace. Although ATC has no authority or responsibility to control air traffic, pilots must still abide by visual flight rules(VFR) minimums in Class G airspace. Pilots must obtain air traffic clearances when operating to and from EGE in both IFR and VFR conditions. EGE lies in Class D airspace,which extends up to 9,100 feet MSL, or 2,553 feet above the Airport's elevation. Figure 2-14 and Figure 2-15 show a portion of the sectional aeronautical chart published by the FAA's National Aeronautical Charting Office for the airspace around EGE. JVIATION 2-30 ..ii, ....._ MASTER PLAN L . EAGLE COUNTY Regional Airport AL Figure 2-14: EGE Local Airspace Mg 41 12 '`.----1,-- .1-..;,\ , NI • \ , --J a.u....11 i,\ 114.1lell 1 /31 c;i I ____., .,- _,..4,, ..,..._ --N._ -, -"'" ""‘-'2.- 7 ) . 1 . ....,...0 ...,1...z.F.." .,•P N,., i ' e ' • 1... • IA ..tt \,-) '. • ''-.. . 11 - j .....dgel • " i.el i 1 ., .A. • `,,rancr•; ,,.....,,e4 , ', 0‘1( ., , a \,..6 P6cabin t. ,07„t,,t.__ II-- .,........"*7 , ..-.__ l'...41,1,•„ - r ? i • --'• ,. .4, N., 35 • _Nt•-, camp / Lr rtco : 11 ENVr n "4 .44% ' _.. ' • • -,..........„. EAGLE COUNTY/F*41j Ete ' .,..— _.. CT-119.8*es. -. .•71\lbik•,- , 4 2 29 6. .4 7 12 90 0 1 P 41114 Nie ,, „ Gypsum Ploant Fa!7 ; 04 I 1? i'','. , ,,.........._,N , ,l." . .....ci...... ...,.. c:::1 --- ....' - OTAPAsf,S4pplernerit t 4 91 . for ClgS"D'eff IVIL. '0° 11-411—,1'---"/ mirvir'citles L j M7:3' bef r•Nft /IIP s•-•1 ' li 1.' *...... \ ..„.. 0. . 1 t/1/T" 91111.- , .2 .../ . ' \ii,e4 \ livtli _ , ih A_ . • '1/4 C5D\ I,: ., GOL WSJ-F-1_ 16- •.., iti Ng ops*co 1 6720 1 25 . .1 4 ' /k.,•• ,,,F. l'il\it lite '' ) .... f .. ..• -, '4,, . Ilk ..A. . 1 - 9480 d.401.V. , %_ .... , • .-` •. ...414 r . rd..."k x. . ' •< . .- • - (51 ‘e, ..' - ., ,- • iv A , ) . _ -'''-,IN.. Asir,' , -T :-`4% , r ,,.. ,.' -,, - , S (yr ' . t •, iiiiar '1_..,I .....„,.., _ o a.r.g . ,..., CARBONDAi .i 41l1i - /Ic ;,,i.p „I,_e't,.,f (VPAKG) ' . 1 Al r• . ‘ / '- ""''1/4.--Lek• ,,,.. tii,.. 4' i ElJ• - - 0,,x, DE-Nve-Tir _ ,,.-:.-z.,-,,, .1 L,,,-c,,,,,-,-,it',- , , i -11NOZ Vi, ......x.,:_,.... 4,-- __=.4_,, ...._ , 4 ' ., — Source Denver Sectional Chart,US Department of Commerce,National Oceanic and Atmospheric Admin. JVIATION 2-31 te EAGLE COUNTY ..-i- lr..NINg,_gialigilip7ASTER PLAN I i Regional Airport A l‘tallIIMIA z., -, _r 4',;,'; '' .-4 .. „,„ „...... 1 -- -,---.• ". P ., 1... Ale 1,44, V6-is••> ,-„fi.62,, w ,„,„, . i : ......._ to i, ---„, .1 ?,--•—4/ •-••- •(Y '0, .' -'• •- -..'?"-) ' .. 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"..111Ipr * , : ,,,,,,,-,,,,,,-.„4,,,),..,0,,,,,,,,IC.%1*"", '',:`,'ell:' r,-.. •:1',,,,,,:.•.----, 6A'.:' --,:- --—1, 1,1 • )A ...„.14_,)r '0,,;',,,1\'' :- _,74.-;-- ---z;f.r .,.. f i, - ,priV IrA .:`,?/X.'71/75'Cfr:' '''' t3.t' '\,.:' ' ''i"s ''C'''' 4 i II F a .:•"'" •, , u (Li *',/s‘..""'''.1/ **•---* E . k- .4 ,`‘•../ L'-'7,CV r-A-A,..... .. %\‘_ ,,,' 4---., 1!,,,,i' -i% Le '-- '``? ) ---).-- \ .r"'A.''*1",j I A'' io,••,-,. -,,,Ie ..., ,,:. ..,:,; . i 4 , .41 .7-- . 4"--\ - 1:1'. C.A...c4 k. • — - . i ' ' ° r- i,, 0- E "i , .,_15:77,4-'1,''''''''''''''t:__ ,* ;14:„,'3":"...,,,t'I- is'k.. _ 411 ,a I,„.. •4" * ,r,, * `,„con)7, dif • , I * •'` " % -.',7 a Al.-, \ , ' .-' ,,*•'`'. ''' Az! ., Z- ,. r .."7-. 1,''• • . ' .6-• , al • 4 ,• • . I t Ilfi 3 Olt— ' Ct c .141 ' ›,•.•• ,...., „ , .-„ ti i . ..„ "4-• c (r) , I '1, `?,,t:,.*: '_ -I ,i,---..------"•‘•.... I"' ,, ,,-4.:., ,/ ' ty ' 'ts' I - ..'i '', --i. - ''''. " ,i,,,..-,,,,/%,._:, , :1,49 11(0..,_;,:-,..t,,r^'1,.. „,,,rsik. 4, s.1 , , „--,s,I?• ' 1 „ 7." ,,.. - a, tr) 2-32 JVIA teMASTER PLAN EAGLE COUNTY Regional Airport 2. 10.3 Navigational Aids (NAVAIDs) Numerous navigational aids are available to pilots and airports in the region around EGE. Specifically,the NAVAIDS currently operating in the area include four Very High NAVAIDs are systems or Frequency Omnirange(VOR)/Distance Measuring Equipment(DME)facilities.A VOR devices used to assist pilots broadcasts a VHF radio signal, including a navigational component that allows aircraft in navigating aircraft to navigate from point to point following the signals. More detailed information accurately and safely,both regarding these four facilities is presented in Table 2-14. en route and during approaches to airports. They Table 2-14: NAVAIDS in Proximity to EGE are critical components of Type ID Name Frequency Radial Range the NAS providing guidance VOR/DME SXW Snow 109.20 065 3.6 for direction,distance,and VOR/DME DBL Red Table 113.00 343 12.2 position. NAVAIDs can be VOR/DME RLG Kremmling 113.80 211 30.7 ground-based,satellite- VOR/DME RIL Rifle 110.60 070 37.8 based,or onboard aircraft systems. There is also a network of low altitude published federal airways(i.e.,Victor airways), in the vicinity of EGE, which traverse the area. Victor airways include the airspace within parallel lines located four nautical miles on either side of the airway and extend 1,200 feet above the terrain up to, but not including, 18,000 feet MSL. When an aircraft is flying on a federal airway below 18,000 feet MSL, the aircraft may be operating within Class B, C, or E airspace. Near EGE, there is one low altitude Victor airways(V591)that enters the Class D airspace around the Airport. There are two published non-precision approaches at EGE, both to Runway 25.Table 2-15 summarizes the approach and visibility minimums of each of these published approaches. Table 2-15: Lowest Published Instrument Approach Minima at EGE Instrument Lowest Straight-In Minimums Lowest Circling Minimums Approach Ceiling(MSL/AGL) Visibility Ceiling(MSL/AGL) Visibility RNAV(GPS)-D - - 9,220/2,673 3 mile LDA RWY 25 8,620/2,080 2% mile - - Source:FAA,U.S.Terminal Procedure Publication Figure 2-16 and Figure 2-17 show the current approach plates for each of these published approaches. It should also be noted that EGE is currently working to develop three new approach procedures that will optimize the application of current automation and navigational technology.The full set of three procedures will provide a procedure that serves airlines and the highest-capability private aircraft, a second procedure that would be used by the next tier of private aircraft, and a third procedure that provides the broadest level of access by the remainder of the private aircraft fleet.The common denominator of the three approaches will be to combine space-based navigation and flight deck automation for higher navigational precision. The primary benefit of this approach is that aircraft will be able to more completely automate the trajectory planning and match aircraft speed, engine thrust and descent rates for optimal flight control. This optimal flight control means more predictable navigation and descents and those benefits can help during low visibility conditions. JVIATION 2-33 te EAGLE COUNTY ill - MASTER PLAN Regional Airport Lill 1114bIliMMIdiN44111111A l 1 . Figure 2-16:Approach Plate—RNAV(GPS) EAGLE,COLORADO AL-6403 IFAAI 22251 APP CRS Rwy Idg N/A RNAV (GPS)-D 251° TDZE WA Apt Elev 6547 EAGLE COUNTY RGNL (EGE) RNP APCH. V Circling b 7 NA a1 n' Circling NA far Cats C and I) MISSED APPROACH:(Do not exceed 185K until rrg �'1 n9GRODY)Climb to 14600 direct ZODSY then on track Q south of Rwy 7-25. Rwy 7 hammer visibility reduction below 338°to GRODY and on track 025°b JESIE and hold, FA-2 C 1 SM NA Rwy 25 helicopter visibiiy reduction below'.SM continue climb in-hold to 14600. NA- hoperative table does not apply- A!15 DENVER CENTER EAGLE TOWER♦ GND CON CLNC DEL DENVER CLNC DEL 124.75 135.575 128.65 282.2 119.8(CTAFI 0 121.8 124.75 (When tower dosed) -- ,-, MISSED APCH FIX g4CpR �-t"'�IIREMLG ... r - t 774i �, St" S Y* RLG �i_i . i il m 4-10 NM �153001 AI JESIE,1 gl Q I 1 tp 4 l 411111/41110, �i, 84 � - IAF / I I `�^" M o �:�,L 73 -1 1 20, '-` ,A3 GRODY (` E r'� CV • N ° `-,,,',,,A , f 11 60 N i.r.0% 86 0�e� cv N C 7112 7300 .. . (1F CI o o a Intl /� } RS \, w NEPRY_ 2 (F 1 ? '1 w us 0 �• ... A AW CC i7902 A moo' 109T n 4.« . ..W.91 6753 7129 N ZODSY A , 1 \` ��LL.. L ti , c�- 3 P 1 FtGle } f rn • , . -f.. % -. j�r..�, .1 \...c-f-- ,- S-:?,)\i c . 130Q'.< ' 7:1-- .- .. 33672 e 14007 6 55 4655 14600 ZODSY GRODY jLSIL 2 h. tr �, 338° 025° Cs ....1a. 9000050 .....1 IActi Y AWACC n to 1210C k NEPRY 25,0�x 111 00 •..,, .f 0.5 7 NM5 NM Ls- CATEGORY A B C I I) Iin Rwy 7-250 ®CIRCIING 9220`1 lf4 9220-1 t/1 9220-3 2673(2700 3I REIL Rwy 70 2673(2700.14:1 2673(2700-1'h) EAGLE,COLORADO EAGLE COUNTY RGNL (EGE) Amdt 1 19JUL18 39°39'N-106°55'W RNAV (GPS)-D Source:FAA,U.S.Terminal Procedure Publications. JVIATION 2-34 A WOOLPERT CO`APAN V EAGLEMASTER PLAN io COUNTY Nsigidia\14 Regional Airport iti I.. ..e* ti Figure 2-17:Approach Plate—LDA/DME EAGLE,COLORADO AL-6403 IFAA) 22251 LOC/DME I-ESJ APP cks Rwy Inc. 8000 LDA RWY 25 109.75 TUZE 6540 Chan 34(1 250a Apt Elev 6547 EAGLE COUNTY RGNL (EGE) DME required. MALSR MISSED APPROACH aria direct SXW VOR/DME,cross V Inoperative table does not apply. SXW VOR/DME,then climbing right turn to 14600 an A At night increase LDA/G5 visibility to 5 SM. -- SXW VOR/DME R-03I to ASK SXW 24.2 DME and •Fly visual to airport authorized during day •1 hold,continue clmb-in-hold ro 14600 Missed approach ea only. requires minimums c(imb of 275 feet per NM 1a 11700. ATIS DENVER CENTER EAGLE TOWER* GND CON CLNC DEL DENVER CLNC DEL 135.575 128.65 282.2 119.8(CTAf)0 121.8 124.75 124.75 (When tower cbsedl MISSED APCH FIX `t' `'r ALTERNATE MISSED •t-E(s1A11NG 1 ,+ APCHRX rr : RLG__s , 1 KREMMUNG JESIE . —RLG- . ,.�' 85 • SXW Z I ]] .@ ° '� '- woo111 3.8 RIG R-260 Chan 85 ONDRY �....$-R 260— �080°>.„ ir a Ep Chan 85 60°•, ry a�g - ,. si.,� o'' l.� " -.� r \LO T ' elek: I1 ° '� -�- p11;._ a o '. N SP xWo s 800 �A�( ttN ago i "t3 "el1a / 8 co '.i T :2s 11 ` e N 5 J k7 v ( Zb °Otv L♦ AIGLE O S n n LOC o'sef�a01 3) FESJ e0 N 10a00 a Lii B _ m. 5��r� ,60 12 73�>1 , 1 t3 7112 s ` 12200F �® o N.250°{2] st'10,c i8091T • -<\ 8189 tASHI A7902o 6753 7129 'For LDA/GS Ily -E coC visual to(*port L 7689 2 0°4.3 mdes . ELEV 6547 ® TDZE 6540 SNOW _ 109 SXW =_ an9 p� rj D } ..r!� ,ih .I SXW 14600 1ESIE VG51 and LDA gldepoth no+co►xideve Q IVGSI Angle 3 00/TCH 551. ULA 2T ICI SXW WEHAL WASH•For LDA/GS fly visual to airport EESJ I -Si I•ESJ 1 I 1 2900 *65 2 dk 250°-4.3 miles. 0 10.8 CIPKU 98100 25�p 2200 o.v b w y6 ,FEi 35 1 I104O0 I I O gyeoxt5o �_ I I IG53.80° 98M I I TCH 55 -I9P:ti. hNrn I7N4� t�NM ?NM CATEGORY A I II I C D S-LDA/GS 25• 8330-3 1790(1800.3) NA S-LDA 25 8620.2/2 2080{2100.2:'4) 12080(862100-3) NA 3 H1tl 7;• REl 7 EAGLE,COLORADO EAGLE COUNTY RGNL (EGE) Amdt 1A 31JAN19 39°391+106°55W LDA RWY 25 Source:FAA,U.S.Terminal Procedure Publications JVIATION 2-35 MASTER PLAN EAGLE COUNTY Regional Airport 2. 10.4 Part 77 Airspace Surfaces Federal Aviation Regulations(FAR) Part 77,Objects Affecting Navigable Airspace, is a tool used to protect the airspace over and around an airport from potential Part 77 establishes standards obstructions. As outlined by federal regulations, all airports included in the National and procedures to protect Airspace System (NAS) are subject to the requirements set forth in Part 77. Prior to navigable airspace around any airport development, Part 77 requires the request of an airspace evaluation to airports from obstructions determine the impact of the proposed development on the airspace near the airport and ensure safe aircraft and the NAS.To determine these impacts, Part 77 defines protected airspace above operations. and around the airport, known as imaginary surfaces. These imaginary surfaces are defined based on the conditions of the airport and each specific runway. More specifically, the category of each runway under current and future operations determines the size and dimensions of these imaginary surfaces. The five imaginary surfaces, as defined below, are the Primary, Approach, Horizontal, Conical, and Transitional.These principal imaginary surfaces are also illustrated in Figure 2-18. • Primary Surface—The Primary Surface is an imaginary obstruction-limiting surface that is specified as a rectangular surface longitudinally centered about a runway.The specific dimensions of this surface are functions of types of approaches,existing or planned,for the runway. • Approach Surface - The Approach Surface is an imaginary obstruction- limiting surface that is longitudinally centered on an extended runway centerline. It extends outward and upward from the primary surface at each end of a runway, at a designated slope and distance, determined upon the type of available or planned approach by aircraft to a runway. • Horizontal Surface - The Horizontal Surface is an imaginary obstruction- limiting surface that is specified as a portion of a horizontal plane surrounding a runway located 150 feet above the established airport elevation. The specific horizontal dimension of this surface is a function of the types of approaches existing or planned for the runway. • Conical Surface - The Conical Surface is an imaginary obstruction-limiting surface that extends from the edge of the horizontal surface outward and upward at a slope of 20 feet horizontally for every one foot vertically (20:1 slope)for a horizontal distance of 4,000 feet. • Transitional Surface -The Transitional Surface is an imaginary obstruction- limiting surface that extends outward and upward at right angles to the runway centerline and the runway centerline, extended at a slope of seven feet horizontally for every one foot vertically(7:1 slope)from the sides of the primary surface. As defined in Part 77, Runway 7 is a larger than utility runway with a visual approach. Runway 25 is a larger than utility runway with an APV and non-precision approaches and minimums of 2%miles for localizer only approaches and 3 miles for localizer with glide slope approaches. Note that there are circle-to-land approaches to both runway ends.The current airspace designated for EGE,as well as the immediate surrounding airspace, adequately satisfies current levels of operation. Additionally, the airspace JVIATION 2-36 MASTER PLAN EAGLE COUNTY Regional Airport itta Immole* NIIII61111.. will be adequate to accommodate the level of operations outlined in the FAA approved forecasts. Figure 2-18: Part 77 Plan View Example APPROACH —'. / SURFACE % N„\, PRIMARY � SURFACE TRANSITIONAL SURFACE s 40:1 50:1 _-_---- t + - HORIZONTAL SURFACE ? , \ • 1\ ) 150 FEET ABO\f s/ ESTABLISHED ARPORT /,� / `.. ELEVATION �� 20:1 CONICAL SURFACE y' Source:FAA Because of the terrain that surrounds the airport, limitations on the number of aircraft that can operate at one time can be expected. With new advances in technology and the potential for more efficient use of existing airspace with future NextGen technology,these limitations may be reduced. 2. 10.5 Nearby Airports While EGE is the only public-use airport in Eagle County, it is one of several airports within the region.The closest airport to EGE is Glenwood Springs Municipal (GWS),a general aviation airport approximately 32 driving miles west of EGE. GWS has 70 based aircraft and a runway length of 3,305 feet, limiting most operations to smaller aircraft. Rifle/Garfield County Airport (RIL) is another general aviation airport in the area, approximately 52 driving miles west of EGE. RIL has 21 based aircraft and a runway length of 7,000 feet giving it the capability of supporting some jet activity. The next closest airport is Aspen/Pitkin County Airport (ASE), approximately 65 driving miles from EGE and the closest airport with commercial airline service. The airport has 94 based aircraft and a runway length of 8,006 feet,allowing it to support jet activity. JVIATION 2-37 COMASTER PLAN EAGLE COUNTY _ Regional Airport iiiii 1%IiirmiIi* 1111111111111101. Figure 2-19:Area Airport Locations s t t leeker t' ort • °l,E rc ,',,Miele t., . - .. 5 i' I* /*II- " :,_j h ' .' s Ea le Count, Reg c aI Airpo t A�"110` 9 0 M 41" t Rif e�C �if `'o t: drily P i poi' r a r 4 ( �a `�' Glenwood Springs Municipal Airport(;WS) 4, ' �` t y . tr + 4,speniPitk n.Cou`t'Airports Leaded e fake County R gional?rpo t:KLXV, Source: Google Earth. Table 2-16:Area Airport Data Primary Flight Airport Name Field Drive to (Identifier) Location Elevation Runway EGE Distance Data to EGE Glenwood Springs Glenwood 3,305 ft x 44 min Municipal(GWS) Springs 5,916 ft 50 ft 32 mi 20 nm SW Aspen-Pitkin County Aspen 7,838 ft 8,006 ft x 75 min 25 nm S Airport(ASE) 100 ft 65 mi McElroy Field (20V) Kremmling 7,414 ft 5,540 ft x 78 min 35 nm NE 75 ft 56 mi Lake County Airport Leadville 9,936 ft 6,400 ft x 82 min 38 nm SE (LXV) 75 ft 66 mi Rifle Garfield County Rifle 5,537 ft 7,000 ft x 53 min 38 nm W Airport(RIL) 100 ft 51 mi Meeker Coulter Field Meeker 6 415 ft 6,503 ft x 106 min 51 nm NW Airport(EEO) 100 ft 96 mi Source: Jviation,a Woolpert Company,FAA. JVIATION 2-38 CipMASTER PLAN EAGLE COUNTY Regional Airport ►! 2.11 ENVIRONMENTAL REVIEW Local, state, and federally regulated natural resources that exist on and around EGE can potentially impact airport activities and future improvements. Environmental As much development at an review and permitting is often required for future projects that impact regulated airport is subject to both environmental resources; therefore, it is important to conduct a review of those state and federal resources in their existing condition and in the current regulatory environment.This environmental requirements, environmental overview follows the framework of the environmental impact it is critical that relevant categories listed in FAA Order 1050.1, Environmental Impacts: Policies and environmental resources be Procedures, as applied in December 2022 considered throughout the master planning process. The scope, location, and feasibility of future projects could be impacted by the presence of environmental resources protected by local, state, and federal regulations. Construction-related permits also contain conditions and mitigation measures that must be met prior to the start of a project and can impact the overall cost and schedule. Additionally, the natural environment can influence the location of improvement projects. The cost of construction and permitting can be prohibitive when the proposed development plan impacts environmental resources and/or uses land with physical constraints (e.g., steep slopes, bedrock, or poor soils). By identifying these resources early in the planning process, project alternatives can be selected to avoid these resources or, in cases where avoidance is not possible, minimize the impacts. Natural resource information was obtained from municipal, state, and federal websites; as well as reports from governmental agencies, EGE, and Jviation, a Woolpert Company, a Woolpert Company,the Airport's engineering consultant.The following sources were utilized in the preparation of this document: • Colorado Parks&Wildlife • Town of Eagle • Town of Gypsum • Eagle County • U.S. Federal Aviation Administration • U.S. National Park Service • U.S. Fish and Wildlife Service • U.S. Department of Agriculture • U.S. Environmental Protection Agency(EPA) • U.S. Natural Resources Conservation Service • U.S. Department of Transportation • Federal Emergency Management Agency JVIATION 2-39 MASTER PLAN EAGLE COUNTY Regional Airport } • Previous Airport Environmental Documents The Environmental Review section of this chapter provides an overview of environmental factors that apply to EGE based on the requirements of FAA AC 150/5070-6B, Airport Master Plans, FAA Order 1050.1, Environmental Impacts: Policies and Procedures, and FAA Order 5050.4B, National Environmental Policy Act: Implementation Instruction for Airport Action. This review will address those specific environmental categories evaluated in environmental documents in accordance with the National Environmental Policy Act (NEPA). Current information from federal, state,and local agencies concerning environmental conditions on and near EGE have been reviewed and are presented below. 2. 11. 1 Air Quality Federally funded projects require that an air quality analysis must be prepared in Air quality generally refers to accordance with applicable air quality statutes and regulations: the condition of the ambient air,assessed by analyzing • Clean Air Act(CAA),as amended,42 U.S.C. 7401-7671 pollutant levels and their potential changes due to a • EPA air regulations,40 CFR Parts SO and 51 proposed action, to ensure compliance with • Colorado Department of Public Health and Environment, 5 CCR 1001-14 environmental standards and protect public health and Section 176 of the CAA Amendments of 1977 states, in part, that no federal agency ecosystems. shall engage in; support in any way; provide financial assistance for; or license, permit,or approve any activity that does not conform to a State Implementation Plan (SIP) for meeting air-quality standards after it has been approved or promulgated under Section 110 of that Act. It is the FAA's responsibility to ensure that federally funded airport actions conform to state plans for controlling area-wide air-pollution impacts. Monitored by the EPA,the CAA is the predominant statute(along with the NEPA)that regulates actions that can potentially affect air quality. It established National Ambient Air Quality Standards (NAAQS)for six, specific "criteria pollutants." In accordance with the CAA, all areas within the State of Colorado receive NAAQS designations: attainment, nonattainment, maintenance, or unclassifiable. An area with air quality better than the NAAQS is designated as being in attainment,while an area with air quality worse than the NAAQS is designated as being in nonattainment. The EPA has designated Eagle County as being in attainment for all criteria pollutants. JVIATION 2-40 EAGLE COUNTY NinnimeiLlisigaiii MASTER PLAN Regional Airport 2. 11.2 Biological Resources Biological resources Both federal- and state-listed threatened and endangered wildlife species receive generally refer to the living additional regulatory protection under the U.S Endangered Species Act of 1973, organisms and ecosystems, which is managed by the U.S. Fish and Wildlife Service (USFWS). State-listed species including plants,animals, in Colorado are regulated under the State Wildlife Action Plan and managed by and habitats,potentially Colorado Parks&Wildlife. affected by a proposed action,assessed to evaluate Through application of its Information for Planning and Consultation (IPaC), the impacts and ensure their USFWS indicated the possible presence of the following federally protected species protection or mitigation. near EGE: Table 2-17: USFWS IPaC Species List Species Scientific Name Designation Habitat Canada Lynx Lynx canadensis Threatened Not within Critical Habitat Lone, dispersing gray wolves Gray Wolf Canis lupus Endangered may be present throughout the State of Colorado. Mexican Strix occidentalis Threatened Not within Critical Habitat Spotted Owl lucida Yellow billed Coccyzus Threatened Not within Critical Habitat Cuckoo americanus Bonytail Gila elegans Endangered Not within Critical Habitat Colorado Ptychocheilus lucius Endangered Not within Critical Habitat Pikeminnow This species only needs to be Razorback Xyrauchen considered if and when water texanus Endangered Sucker depletions in the upper Colorado River basin occur. Monarch Danaus plexippus Candidate No critical habitat Butterfly Ute Ladies'- Spiranthes diluvialis Threatened No critical habitat tresses Source:USFWS Information for Planning and Conservation Report,October 2022 As part of the 2019 EGE deice pad project, a Sensitive Species Report was completed by David Evans and Associates. While not all of the Airport's property was surveyed, the project did impact a significant portion of total Airport property; therefore, the survey and report provides a good indication of potentially present endangered species. In short, the report found that no federally listed or state listed species occurred within the study area (see Figure 2-20). Because such habitat surveys are JVIATION 2-41 MASTER PLAN EAGLE COUNTY — Regional Airport generally accurate and accepted by federal agencies for two years after completion, any new construction projects at EGE that may disturb potential habitat should include a new biological survey to ensure protected species are not present. JVIA►TIDN 2-42 teMASTER PLAN EAGLE COUNTY Regional Airport ki losolle* 1i Figure 2-20:2019 Sensitive Species Exhibit .� � 's. � � ti& �}1 + ***: .le .` s * ''T-1" ;s.. , .....,:!„ - . ... . ;'12r- • ; p�- � . \{ .w. ` ,,, !O`erJ .:� -J. Yw ` ' •� . � '. - , — ip , . „ - ,.,,.__.•, 3 - -. —• `,Ner r�r�, a . ,.- •i'-y. Eagle County Regional Airport s_ .., --.4,1 .._ �`� . _. N - eSri x 1 . i - ' -=. / al . L . 'AV. ' . , - — t - — .� �r ��D-11111 P-inn gFacilit, • • +p.'re �,/ ;. ,; y . 3b Kdt af • pw •Z r . • '1.y i i 3 s , V ». w -•'u ;"�, "' •• ..°1 W,iA � `�:l� r- s �r �,A� 14 ' ' .., Legend <, j ?r. Haul Route Eagle Ccurty o ,. ,„ w�' +fin , ? #{�' Fill_Borrow_Material COLORi4DO� ;' Staging_Area il. . �a 1 I --- ,. ,, l - ' De-icing_Facility IF . .•- ... Q Study_Area ,_ ..,.,61i .- ....„----- - ...... , ,... ....„.. . . . Figure 1 Vicinity Map Service Layer Credits Source Esri. DigtalGlobe GeoEye.Earthstar Geographics. _ 0 025 --,)X�- I . . . I Miles ESRI.ArcGIS Orrne.USA Topographic Maps.30x60 Grid. I^ l,l 1988 Coos Bay,Oregon ' Source:David Evans and Associates,2019 JV!ATION 2-43 teMASTER PLAN EAGLE COUNTY Regional Airport INEMI1103 liM1611\. In addition to the federally listed species, the IPaC lists nine birds protected by the Migratory Bird Treaty Act that have the potential to inhabit the Airport. Airport construction projects during the avian breeding season (largely from February through August) that include ground disturbance should complete a nesting bird survey prior to that disturbance. Lastly,the Airport maintains a Wildlife Hazard Management Plan (WHMP)—the last plan was approved by the FAA in 2021. 2. 11.3 Climate A growing body of scientific evidence,including the congressionally mandated United States Global Change Research Program (USGRP), indicates that an increase in Climate generally refers to atmospheric gas (GHG) emissions is affecting Earth's climate. The USGCRP was the long-term atmospheric mandated in the Global Change Research Act to "assist the Nation and the world to conditions and greenhouse understand,assess, predict,and respond to human-induced and natural processes of gas emissions impacted by a global change."' The scientific assessments of the USGCRP, the National Research proposed action,evaluated Council (NRC), and the Intergovernmental Panel on Climate Change(IPCC), informed to assess contributions to a 2009 decision by the EPA concluding that changes to the climate caused by elevated climate change and ensure concentrations of GHG in the atmosphere endanger the public health and welfare of alignment with current and future generations.6 In 2015, EPA acknowledged more recent scientific environmental sustainability assessments that "highlight the urgency of addressing the rising concentration of goals. carbon dioxide(CO2) in the atmosphere."' Research has indicated there is a direct correlation between fuel combustion and GHG emissions. GHGs, such as CO2, methane (CH4), nitrous oxide (N20), hydrofluorocarbons (HFCs), and perfluorocarbons (PFCs), trap heat in the atmosphere, and are primarily a result of burning fossil fuels. FAA Order 1050.1F states that GHGs and climate change should be considered and evaluated as an impact category in FAA environmental documents including Environmental Assessments and Environmental Impact Statements. However,there are currently no federal standards for aviation related GHG emissions and, as noted by the CEQ, "it is not currently useful for the NEPA analysis to attempt to link specific climatological changes,or the environmental impacts thereof,to the particular project or emissions; as such direct linkage is difficult to isolate and to understand." There are no federal standards for aviation related GHG emissions; nevertheless,the main sources of GHG emissions at the Airport are associated with gasoline and diesel fuel for airport vehicles and ground support equipment(GSE),fossil fuel for electricity and heating, jet fuel for auxiliary power units (APUs) that power aircraft at airport gates,and other sources.Together,these sources contribute a very small percentage of CO2 emissions when compared to overall emissions of the region. However, the Airport can employ and encourage operators at the Airport to reduce emissions and the resulting GHG. s USFWS,"https.//www.fws.gov/mountain-prairie/es/grizzlyBearHistoryHabitatDiet.php" 6 Findings for Greenhouse Gases under Section 202(a)of the Clean Air Act,74 Fed.Reg.66496 (December 15,2009). 'EPA<Final Rule for Carbon Pollution Emission Guidelines for Existing Stationary Sources Electric Utility Generating Units,80 Fed. Reg.64661,64677(October 23,2015). JVIATION 2-44 CipMASTER PLAN EAGLE COUNTY _ Regional Airportill NbrouNIA i 2. 11.4 N Department of Transportation Act Section 4(f) P Section 4(f) of the U.S. Department of Transportation (USDOT) Act of 1966, implemented through both the Federal Transit and the Federal Highway Section 4(f)generally refers Administrations, require USDOT agencies to strongly consider alternatives to to the protection of publicly developing/redevelopingublicl ownedparks, recreation areas (includingtrails), owned parks,recreation publicly ) wildlife and waterfowl refuges, or public and private historic properties. If there are areas,wildlife refuges,and no feasible and prudent alternatives and the proposed the action considers all historic sites from use or reasonable planning options to minimize harm to the property, exceptions can be adverse impacts by projects made (see 23 CFR Part 774). unless no feasible and prudent alternative exists Though numerous public parks, recreation areas, and historic resources are located and all possible mitigation is within the Towns of Eagle and Gypsum, none are in proximity to the Airport. applied. Additionally, no wildlife or water fowl refuges are located within 50 miles of the Airport. The nearest Section 4(f) resource is the Eagle Valley Trail (a bike path) that immediately abuts and runs along the south side of the Airport as shown in Figure 2-21. Figure 2-21:Section 4(f) Resources Fr, . A _ ,,., r fisiop"; r" - . .AF i t, , .--. to - - - _ . l f : �; I _ any —.— "� ` a Eagle ` - is 4Gwm �yp Gypsum _ 1 ,CAI _ , ,, '�"� rt , „ Eagle Valley Trail: Completed and Proposed ,+ : ° . ' . '� As Of February 2017 t A As Tre I Proposed Troll � r f Town Bouncers M ,{`i Source:Eagle County,https://www.eaglecounty.us/ecotrails/maps,Accessed October 2022 JVIATION 2-45 teMASTER PLAN EAGLE COUNTY Regional Airport 2. 11.5 Farmlands FAA Order 1050.1f defines farmlands as those agricultural areas considered Farmlands generally refer to important and protected by federal,state,and local regulations. Important farmlands agricultural lands evaluated include all pasturelands, croplands, and forests (even if zoned for development) for potential impacts from a considered to be prime, unique, or of statewide or local importance. The Farmland proposed action to ensure Protection Policy Act (7 U.S.C. 4201-4209), through the Natural Resources their protection or Conservation Service (NRCS), regulates federal action with the potential to convert minimization of conversion important farmland to non-agricultural uses. to non-agricultural uses. The NRCS's Web Soil Survey shows the entire Airport is designated as not prime farmland(see areas shaded in red in Figure 2-22),and therefore not of consideration. Figure 2-22: NRCS Web Soil Survey . � ,. .gee RJver � -: v : ' iR AC, kli,,, 4 Jules Dr, a x- �j 1 11 " . ilLailig../.....e,,- IN,: 1.,'....',.,, �`„ ;; llt . Area of Interest(AOI) ' ' � �'"'yew.` N.".'..N. r - 0 I r "4t+, \' - Area of Interest(AOl) I. P� ..,»., - r r .'^+..s.* —:+ !Ittioti .1 icilh ' Bolls � �� f � r� Soil Rating Polygons + _ + r lill Not pnme farmland ! Spring Buck Rd 1M r '7. I..1 „t' Q All areas are prime F - G `r 5. L farmland a. .",, . 1 w ` g�c Mao Scale:1:22,600 If pre ted on A dy a]e(11"s 8.51 sheet NMleh s Feet a/, a at 600 lac 1500 ,1 0 iaa 3%10 4000 6000 ry p Pnlo�on:W20 Mk r ter Corn a,orall,af 5:WCSS4 Edge t16:UIM Zone 13N WG584 ..JVI T1 RI 2-46 ti; MASTER PLAN EAGLE COUNTY Regional Airport Source:NRCS,2022 2. 11.6 Hazardous Materials, Solid Waste, and Pollution Prevention Hazardous materials, solid waste, and pollution prevention are most commonly regulated under the Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA), Pollution Prevention Act of 1990, and the Resource Conservation and Recovery Act of 1976 (RCRA). Several other Executive Orders also regulate hazardous materials, solid waste, and pollution prevention (see FAA Order 1050.1f Desk Reference for a full list). Additionally, the Colorado Department of Public Health and Environment (CDPHE), Hazardous Materials and Waste Management Division is responsible at the state level for mitigation related to this specific environmental area. The terms hazardous material, hazardous waste, and hazardous substance are often used interchangeably when informally referring to contaminants, industrial wastes, dangerous goods, and petroleum products. Solid waste, as defined by RCRA, is generally any discarded material that meets specific regulatory requirements and can include such items as refuse and scrap metal,spent materials, chemical by-products, and sludge from industrial and municipal wastewater and water treatment plants. Lastly, FAA Order 10501f, describes pollution prevention as methods used to avoid, prevent,or reduce pollutant discharges or emissions through strategies such as using fewer toxic inputs, redesigning products, altering manufacturing and maintenance processes, and conserving energy. The Airport and its tenants maintain numerous fuel and deicing tanks (both above and below ground) as discussed in Section 2.9.8. All tanks are contained and maintained per the Airport's Spill Prevention Control and Countermeasure (SPCC) Plan.The SPCC plan provides guidance and measures to minimize the potential for a discharge and to the hazards to human health and the environment from an unplanned discharge. Hazardous Materials,Solid Waste,and Pollution All glycol used in deicing operations is collected via trench drain located on the north Prevention generally refers side of the deice pad on the east end of the ramp, and then stored in recovery tanks to the evaluation of a for disposal. Solid waste generated by the Airport is collected via a waste proposed action's potential management contractor and hauled to the local landfill. Additional information to generate,disturb,or regarding solid waste can be found in the Recycling,Reuse,and Waste Reduction plan manage hazardous located in the Appendices. substances,solid waste,or pollutants,ensuring Lastly, according to the EPA, no superfund or brownfield sites are located on or near compliance with the Airport. If the Airport were to pursue future land acquisitions, a Phase I environmental regulations Environmental Site Assessment would be needed to ensure the property is clean prior and implementation of to acquisition. measures to minimize environmental and health risks. JVIATION 2-47 tipMASTER PLAN EAGLE COUNTY Regional Airport kit NIftamile* ►i 2. 11.7 Historical, Architectural, Archeological, and Cultural Resources Historical,Architectural, Archeological,and Cultural Section 106 of the National Historic Preservation Act (36 CFR 800) (NHPA) requires Resources generally refer to federal agencies to consider the effects of their undertakings on historic properties sites,structures,artifacts,or and afford the Advisory Council on Historic Preservation (ACHP) reasonable traditions of historical, opportunity to comment on such efforts.Projects subject to Section 106 must consult architectural,archeological, with the State Historic Preservation Officer (SHPO), Tribal Historic Preservation or cultural significance that Officer (THPO), and ACHP to determine if the project has the potential to affect may be impacted by a historic properties already listed on or eligible for the National Register of Historic proposed action,evaluated Places (NRHP) and what, if any, alternatives exist to avoid, minimize, or mitigate the to ensure their preservation adverse effect(s)to National Register and National Register-eligible properties. or mitigation in compliance with laws like the National A review of the National Register of Historic Places revealed that there are eleven suchplaces located in Eagle CountyHistoric Preservation Act. g (see Table 2-18). None of these properties are located within or adjacent to the Airport. Further, multiple cultural and archaeological surveys have been completed for previous construction projects; as shown in Figure 2-23, none of these surveys have identified any eligible resources. Future projects in areas that have not been previously surveyed will need additional investigation to ensure cultural and historic resources are not impacted. Table 2-18: NRHP Location List Property Name Address Archeological Site 5EA484 Address Restricted Upper Brush Creek School Between Coulter Meadow&W. Brush Cr. Rds. First Evangelical Lutheran Church 400 2nd St. Camp Hale Site Address Restricted Waterwheel SE of McCoy at Colorado River Notch Mountain Shelter Notch Mtn.Summit, White River NF Tigiwon Community House FSR 707, Holy Cross Dist.,White River NF Yarmony Archeological Site Address Restricted Red Cliff Bridge U.S. 24 State Bridge Off CO 131 Woods Lake Resort 11 mi. N of Thomasville at Woods Lake Source:National Park Service,National Register of Historic Places,2022 —AVIATION 2-48 MASTER PLAN EAGLE COUNTY ��� Regional Airport J ►1 2. 11.8 Natural Resources and Energy Supply FAA Order 1050.1f defines natural resources and energy supply consumption as Natural Resources and impact categories, requiring an evaluation of a project's consumption of natural Energy Supply generally resources (e.g., water, asphalt, aggregate, wood, etc.) and its use of energy supplies refers to the assessment of a (e.g., coal for electricity, natural gas for heating, and fuel for aircraft/vehicles, etc.). proposed action's impact on This consumption of natural resources and energy supply use typically result from the the availability,use,and construction, operation, and/or maintenance of the proposed action or its conservation of natural alternative(s). resources(e.g., water, minerals, timber)and energy The existing energy used at EGE is typical of other similar-sized airports.The buildings supplies(e.g.,electricity, and lighting facilities respond to the demand that is triggered principally by airport fuel),ensuring sustainable operations. Electricity is provided by Holy Cross Energy while natural gas is provided practices and minimal by Black Hills Energy. Fuel consumption for aircraft will remain generally consistent environmental depletion. unless a significant increase in demand occurs. The expected operations modest growth rates, combined with the minor increases in electrical demand, will not jeopardize the future availability of these resources to the Airport or the community. Additionally, only common construction machinery and methods are needed to construct projects as they are implemented, placing no additional burden on the area's ability to supply gasoline or diesel fuel. Future improvements to facilities at the Airport will likely result in greater fuel efficiency because of improvements in architectural and mechanical equipment and materials. Additional information regarding energy resiliency can be found in the Eagle County Community Resilience Plan located in the Appendices. JVIATION 2-49 MASTER PLAN EAGLE COUNTY Regional Airport ill 1114.11=01111A 1 Figure 2-23:Cultural and Archaeological Survey Results i, 333. 10.,1!0 33,501 ii'eu0 i375W i 33-11 aI E:cils n< two _.F.A1M.R �} , �� Sly r\z. - .Ixm z LA 7.St 5 �. r,I,�� FALM.RI IFIkl.\ - \�,�l 11 �.. � r�r%r t Cosa 37.7 I�,1, 1`2, }�)'�'a0 L� � 0 0�f� L:A,LDL.1L27 \ } y f S In L1 -',. ' � 5\ \�, r..S�I b - I LA.LM. C -- - � ; �) ' 1.31 � t �i - +l ; n-. -` -�� `^ )t•>•/ ? al ��/ _ ' -__ , B400 1' :q oq,r, t:1.L\9,K101 / - T SC rLM I Ip I i - �M,, t,ps�m i DEl)iVER r 1 =� LAKRt G .7,fF ,:',. � iV 1( U n(0.06. — ' ,II . 4 LL-yrzo:co.067 BM 3sa - • f -- TT _ �- I n}. I 2 --..,e {1✓A.}A.R2 r{.•, II AIR•►: ILA.}A. 111 4-- - 'gs00 }}„ _.. I I O.S. -- I. 0 1 I., L.:\tA.K2 ��- 8 - -� . ' -/�"�� _37 sa3o ¢Lrcl -- Lr sc nar "AS Is 'k 65tl7 . g � JkK^ { 1 1. - 1:1141.K' —� ,�.7 LA.LM,K30' f �1 r 3,. 1 1 SS,R?85W G j- i' I 66p0 tl O 1 it m !f g �.. x 10.- 1I t v q PA1�7-R_'_`1 � ', rs�a, i/ �" l I I c fJ7 � ` mtios 1 t o k., FAiALR]?I p I I l: t._ + — II oLr ;I • 6g00 41'L0 Ii -J 1 ' 1 15(- • •- 1 y • i 1 ,1y5 I I I 1 �r 1 �� Eagle County Regional 7.5-Quad.Ind.. 1:24,000 Alrporl(EGE) _.�.. Eagle County,CC) '(yr ,-. IX 1901 7t 02, e'Sto.n O hrvcntuncJArcat_'UI9-2f122) txt /` °}- f iiN �T 1 O Inventoried Area tOAHi') Y: i tile°I r( o n±- o.!w o aul Metcalf 96'vx i°°' HAD 1983 UTM Zone I3N Source:Metcalf Archaeology,2022 J VIA►TION 2-50 A WOOIPERT COMPANY EAGLE COUNTY Regional Airport MASTER PLAN 2. 11.9 Socioeconomic Impacts, Environmental Justice, and Children's Environmental Health and Safety Risks Socioeconomic Impacts, Socioeconomic Data Environmental Justice,and Children's Environmental Socioeconomics is an umbrella term used to describe aspects of a project that are Health and Safety Risks either social or economic in nature. A socioeconomic analysis evaluates how generally refer to the elements of the human environment, such as population, employment, housing, and evaluation of a proposed public services, might be affected by the proposed action and its alternative(s). action's effects on Economic activity and income,employment, population and housing, public services, community economics,social and social conditions are all indicators of an area's baseline socioeconomic structures, conditions. disproportionately impacted low-income or minority According to the Bureau of Economic Analysis (BEA), the gross domestic product populations,and risks to (GDP)for Eagle County was nearly$3.9 million in 2021,this is down from 2019,which children's health and safety, is likely a result of the COVID-19 pandemic. See Figure 2-24 for a historic chart of the ensuring equitable and GDP for Eagle County. The BEA also reports the personal income for the same area protective outcomes. was $5.4 million in 2021, continuing an upward trend from $2.4 million in 2010.8 Source: U.S. Bureau of Economic Analysis 8 Bureau of Economic Analysis,2022 JVIATION 2-51 tip EAGLE COUNTY = MASTER PLAN Regional Airport Figure 2-25 displays the historic trends of personal income for Eagle County. Figure 2-24: Eagle County Gross Domestic Product 4,000,000 3,900,000 • e• 3,800,000 N • O N 3,700,000 r• 3,600,000 • • • • 3,500,000 i• 3,400,000 • • 60 3,300,000 L7 ti ] 3,200,000 • 3,100,000 • d E G 3,000,000 Lg 2,900,000 2,800,000 2,700,000 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Source:U.S.Bureau of Economic Analysis J VIATION 2-52 A WOOLPERI COMPANY tioMASTER PLAN EAGLE COUNTY Regional Airport Figure 2-25: Eagle County Personal Income 5,600,000 5,400,000 • 5,200,000 • 5,000,000 4,800,000 E 4,600,000 9 4,400,000 4,200,000 7 4,000,000 r 3,e00,o00 E , C 3,600,000 1 3,400,000 a3,200,000 3,000,000 2,800,000 2,600,000 2,400,000 0- 2,200,000 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Source:U.S.Bureau of Economic Analysis The U.S. Bureau of Labor Statistics reports that the unemployment rate for Eagle County was 2.4 percent in August of 2022, this is slightly lower than the national average of 3.7 percent,for the same period. Environmental Justice Data The EPA defines environmental justice as "...the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies." Essentially, environmental justice doctrine attempts to prevent the exposure of environmental negligence to disproportionally affected communities (low-income and communities of color).Throughout U.S. history, polluting factories, landfills, and highways were often built near low-income and majority-minority communities which received a disproportionate amount of the negative impacts. Environmental Justice seeks to prevent the continuation of such practices. The U.S. Census Bureau reports that as of 2021, the population of Eagle County is comprised of a mix of races with the majority of residents identified as "White" and the second largest group being"Hispanic or Latino."Table 2-19 breakdowns the racial makeup of Eagle County. JVIATION 2-53 teN EAGLE COUNTY '" y►� Regional Airport MASTER PLAN 14 ■Mille* IS116111&. Table 2-19: Eagle County Population by Racial Origin Race Origin Percent of Population White alone, not Hispanic or Latino, percent 66.9% Hispanic or Latino, percent(b) 29.3% Two or More Races, percent 1.7% Black or African American alone, percent(a) 1.5% Asian alone, percent(a) 1.5% American Indian and Alaska Native alone, percent(a) 1.3% Native Hawaiian and Other Pacific Islander alone, percent(a) 0.1% Source:U.S.Census Bureau,2021 Note that percentages may not total 100%due to rounding. Environmental justice actions also protect aging and low-income populations. The U.S. Census bureau reports that, in 2021, 13.8 percent of the population is over 65 and 6.4 percent of the population is living in poverty.' Children's Environmental Health and Safety Risks Data Federal agencies have been directed through Executive Order 1045, Protection of Children from Environmental Health Risks, to identify and assess health and safety risks that may disproportionately affect children. Environmental health and safety risks include hazards attributable to products or substances that a child is likely to come in contact with or ingest, such as air,food, drinking water, recreational waters, soil, or products they might use or be exposed to. The U.S. Census Bureau reports that in 2021,20.8 percent of the population of Eagle County was under the age of 18, with 4.8 percent under the age of 5. As the Airport considers future development projects that may include land acquisitions and/or changes to land use, it should examine the impacts to population, employment, housing, and public services. Human Trafficking Although not directly related to socioeconomic impacts, environmental justice, or children's environmental health and safety risks,it is important to mention the global issue of human trafficking and its impact on the human environment. The United Nations defines human trafficking as "the acquisition of people by improper means such as force, fraud, or deception, with the aim of exploiting them." In other words, human trafficking is modern-day slavery. According to the International Labor 9 U.S.Census Bureau,2022 JVIATION 2-54 ti; EAGLE COUNTY '` MASTER PLAN Regional Airport Organization,an estimated 27 million people are currently being held as modern-day slaves, netting approximately$150 billion in profits each year for traffickers. The travel industry, specifically airports and airlines, are in a unique position where they lie at the crossroads of many victims' journeys. Given appropriate training, airport and airline employees can play an important role in detecting and stopping human trafficking. Numerous aviation-related organizations such as the Airline Ambassadors International and Air Transport Association provide free online training and resources. The Airport's participation in such training would be an important contribution to the international effort to eradicate human trafficking. 2. 11. 10 Visual Effects Visual effects generally refer FAA Order 1050.1f notes that "visual effects deal broadly with the extent to which the extent to which a the proposed action or alternative(s) would either: 1) produce light emissions that proposed action would either create annoyance or interfere with activities; or 2)contrast with,or detract from,the produce light emissions that visual resources and/or the visual character of the existing environment."10 Visual create annoyance or effects are therefore often broken into two categories: Light Emission Effects and interfere with activities;or Visual Resources and Visual Character. contrast with,or detract from, the visual resources Light Emissions and/or the visual character of the existing environment Light emissions are any light emanating from its source into the surrounding environment.Examples of sources of light emissions at EGE include airfield and apron flood lighting, navigational aids, terminal lighting, parking lighting, and roadway lighting. Glare is a type of light emission that occurs when light is reflected off a surface(e.g.,window glass,solar panels,or reflective building surfaces)."The Airport has minimal glare emissions. The light emitted from the Airport is needed and/or required to maintain aircraft and personal safety. The Airport is surrounded by both developed and undeveloped areas. As development occurs, light emission impacts to neighboring and planned residential development as well as open space should be considered. Visual Resources and Visual Character Visual resources include buildings, sites, traditional cultural properties, and other natural or manmade landscape features that are visually important or have unique characteristics. Visual character refers to the overall visual makeup of the existing environment. For example, areas in close proximity to densely populated areas generally have a visual character that could be defined as urban, whereas less developed areas could have a visual character defined by the surrounding landscape features, such as open grass fields,forests, mountains, or deserts, etc.12 The Airport is located in a relatively flat area within the Rocky Mountains. Residents located to the northwest and southeast of the Airport have an unobstructed view of the Airport with little buffering from airport operations and development. The area 10 FAA Order 1050.1f Desk Reference,2015 "FAA Order 1050.1f Desk Reference,2015 12 FAA Order 1050.1f Desk Reference,2015 .JVIATION 2-55 tti; MASTER PLAN EAGLE COUNTY Regional Airport 1%ImoNIA IN111611h. to the south of the Airport is largely industrial development with limited views of the Airport. Interstate 70 is located to the north of the Airport and has a full view of the Airport. When planning future development projects at the Airport,considerations should be made to reduce or mitigate, to the extent possible, light emissions or development that would alter or impact the visual character of the area. 2. 71. 17 Noise and Compatible Land Use Noise is considered to be unwanted sound that can disturb routine activities (e.g., sleep, conversation, student learning) and can cause annoyance. Aviation-related Noise and compatible land noise primarily results from aircraft operations(e.g.,departures,arrivals, overflights, use generally refer to taxiing, and engine run-ups).13 Within the context of an airport master plan, actions unwanted sound that can and development that may change runway configurations, airport operational disturb routine activities and patterns, aircraft fleet mix, flight patterns, among others may have the potential to the alignment of existing and alter noise impacts on local communities. planned land uses around an airport are compatible with For planning purposes, the FAA employs a aircraft noise impact model to assess the normal airport operations, degree of impacts on and around the airport. The model utilized by the FAA is the including landing and takeoff Aviation Environmental Design Tool (AEDT)and it specifically evaluates noise impacts of aircraft. through the Day-Night Average Noise Level (DNL) metric to estimate a person's average exposure to sound over a 24-hour period over the span of a year.The DNL is is expressed graphically as a noise level contour that represents the average day of the year on the basis of annual aircraft operations. DNL contour calculations utilize a number of variables, including aircraft models and engine types, approach and departure tracks, number of operations, and time of day. It is also important to note that this is a computer algorithm driven model that is based on inputted data and assumptions; it does not depict noise levels occurring in a specific location or for a single aircraft event. As part of this Airport Master Plan, noise contours were generated for existing and future airport conditions (see Appendix E).The results of this modeling indicate that the critical contours as defined by FAA(i.e.,the 65 DNL and the 70 DNL) lie either on airport property or over existing unpopulated areas that would not be noise sensitive. While the 60 DNL contour does extend off-airport, it is not significant within federal regulations. With respect to potential methods of directly addressing aircraft noise on and around EGE, there are currently no formal noise abatement procedures established at the Airport. Following is a general overview of the options that are available and typically employed by airports: 1. There are multiple federal requirements and limitations for the establishment for involuntary noise abatement procedures.These would be procedures that are mandated for use by the FAA and actively employed by the EGE ATCT. It should be recognized that the establishment of such procedures is typically extremely difficult as the first priority of the FAA is 13 FAA Order 1050.1f Desk Reference,2015 JVIATIOIV 2-56 te EAGLE COUNTY s- MASTER PLAN Regional Airport always based on the promotion of safety for aircraft and the communities surrounding the airport.Thus, any procedure must significantly improve the noise conditions around the airport while also not compromising safe operations to any degree. Additionally, the FAA also must consider if the establishment of a formal noise abatement procedure would adversely impact other surrounding areas— it cannot simply be to shift noise impacts away from one area to another. 2. Based on the challenges associated with establishing formal noise abatement procedures, airports will more often rely on voluntary noise abatement procedures.These are typically procedures that are promoted for use at the airport by the airport itself.While pilots are not obligated to abide by these procedures, an airport can strongly encourage'pilots operating on the field to employ them through a variety of educational means. Voluntary noise abatement procedures often include a combination of aircraft operational suggestions (e.g., engine power settings, climb rates, etc.) in combination with suggested flight tracks designed to have aircraft track over unpopulated areas, if that is available. Such voluntary noise abatement procedures are often established through coordination by the airport with key airport users, the air traffic control tower (if one exists), and other stakeholders. Once established, these are often promoted on the airport's website and social media, through direct coordination with users, among others. It is critical to note that pilots in command of aircraft are always the final determinator of whether or not they will employ the voluntary noise abatement procedures as their ultimate responsibility is always the safe operation of their aircraft. No noise abatement procedures (either involuntary or voluntary) have been established at EGE, largely due to the constraints placed on the airspace by the mountainous terrain in combination with prevailing winds. Simply stated, there are very limited opportunities to establish flight tracks apart from the existing routes used for departing traffic, and those that may exist offer very limited potential benefits. From a practical perspective, once aircraft depart EGE, they are quickly above unpopulated terrain where noise has less potential for a direct impact. With that stated, EGE is actively working with its users to promote voluntary aircraft operational practices (e.g., reduced power on takeoff, steeper climb gradients, etc.) Water resources generally in conformance with best industry practices to reduce noise impacts on and around refer to the various bodies of the Airport. water,including rivers,lakes, streams,floodplains,and 2. 11. 12 Water Resources groundwater, that are Water resources include wetlands, floodplains, surface waters, ground waters, and evaluated for their quality, wild and scenic rivers—all of which function together as a holistic system and are vital availability, and potential contributors the environmental balance. Impacts to one resource can disrupt the impacts from proposed entire system. Water resources provide drinking water and support recreation, projects to ensure transportation and commerce, industry, agriculture, and aquatic ecosystems. Water compliance with resources near EGE are summarized in the following subsections. environmental regulations and sustainable management. JVIATION 2-57 teMASTER PLAN EAGLE COUNTY _ Regional Airport Wet/ands As defined by the Clean Water Act (which regulates the discharge of pollutants into waters of the U.S.), wetlands are areas inundated or saturated by surface or ground water at a frequency and duration to support vegetation adapted to these conditions. Wetlands provide many benefits to the human, biological, and hydrological environment, including habitat for fish and wildlife, water quality improvement, floodwater storage, and recreational opportunities.14 Federal, state, and local agencies are required to minimize the destruction, loss, or degradation of wetlands. According to the U.S. Fish and Wildlife's National Wetland Inventory, wetlands and other waters of the U.S. do not exist on Airport property(see Figure 2-26). However, the Eagle River is located north of the Airport and tributaries of that river run through and around the Airport.Tributaries shown running through the Airport property have been placed in culverts or rerouted from what is shown. Most recently in 2019, a portion of Spring Creek, located in the southeast corner of the Airport property, was placed in a culvert as part of the deicing apron project.Through a wetland and stream report completed by David Evans and Associatess in 2019, it was found that Spring Creek was comprised entirely of wetlands. The wetlands were impacted by the project and mitigated at the Finger Rock Preserve mitigation bank. 14 FAA Order 1050.1f Desk Reference,2015 _/VIATION 2-58 EAGLE COUNTY MASTER PLAN Regional Airportiii Nbimmlie* NIII611111k Figure 2-26: USFWS National Wetland Inventory -'444.4411 RaBGx 1 114 r Agi..r�. li i..' � ; 1 L"-SIP 1-,l • 1 s - 1Id ` I// N1.m , I �ri0h�xy — gib iy av — f ----4--ta- -_,__--__ ..,I :,h H- it 1 l --L-, I_t _ _ � �1._ -L v -,JLz s' �"L Eagle COJcIY L.- ,S 'I I. L-� Regi:r al A raor t� -, c �1 I r L.` -_1 1_l-, ` ' � _ �Z11 '.a.. ':Id.n.ft,l 1 r I� 5 _ <� II i LI 7,- 1 ,,ts' -----' ` f, lit I i f �-''l "t �ij Outobei 15,2522 118.056 C 01 C.2 0.4mi ';Jetanas Fresh„a;erForeste3ShrJaWetialc I= Other — Imcaire6Streams =EstJar:re and l±aiae Cee6',va:er Mill Fresrssater For:: IIM P.Terre C 0.17 C.35 0.7 km S Es:Jarire ara lrta•1'le 1et1aic 'J.� Fct f, ,la1M a2-ice T;f4 t';`,.+�i ar0^,f7;hrr �3ie 0 Irma rec 1"pater Poi'ns ..e'J^ 'RJT .:s y-', Etii Cm,'r.ij 11��G C.YIII Jvbic,=oJrcg r! 11111 F•esrwater Emer,ert VJetlard Source:USFWS National Wetlands Inventory,2022 Although limited water resources now exist at the Airport, future development should consider impacts to potential wetlands along the banks of streams and creeks on and near the Airport. Floodplains As defined in FAA Order 1050.1f, floodplains are lowland areas adjoining inland and coastal waters that are periodically inundated by flood waters. Floodplains are often discussed in terms of the 100-year flood (or base flood).The 100-year flood is a flood having a one percent chance of occurring in any given year. Floodplains are valuable as they provide natural flood and erosion control, enhancement of biological productivity, and socioeconomic benefits and functions. According to the Federal Emergency Management Agency (FEMA) flood maps, no areas designated as floodplains occur on Airport property (see Figure 2-27). The nearest floodplain is located directly north of the Airport and along the Eagle River. This area is noted as be "AE"; AE flood zones are areas that present a 1% annual chance of flooding. JVIATION 2-59 MASTER PLAN EAGLE COUNTY Regional Airport tit NIIII6lbk Future development that changes how stormwater exits the Airport should consider potential impacts to the nearby floodplain. Figure 2-27: FEMA Flood Map - w . ! 'Sim Y rt ,/+. \ , 6-9 TS „„,,- e.-"'""?.;„^.,,..,,,.,. �" _ _ _ / \���ff "".080051 l° .;t; L es;. ,. ' EAGLE . - '*",,._...-'_ ' . '� I O "7ITYt 4"• I -�y .t,: `�. ,...r.t rot.A, �___ �___ zf '�.- Joe ,,a T ; J• "'.+ iMi.?..ti t .>.t ;-' '''' Oa .. i" . r *i-' '4 ;aii y.'- - - y ,�mayj `"' .. � � ,, ,,._.. `''�"' _ � ..!, i "^ e r ,0. l; l Teo OF :: t ' Ira n; can�e,•r� O8O37 ()60370036401 ' ,eff 4t W7, 4 eff izt4.2dk`tli p GYPS 1,- i N.`` `,� /.'Ck)7:-}' & et_f",ii—1 0Q7i "S `.,� ,Y gyp- , } l''. i w ; f f`,. ereh f nt w 1 r s!'7,y i v n4 f r d fWi �V' .* '' ass yb � jt yt� G 7'. ' /"q °se ''MS : -1 --✓,-d'"' t t: `. 0 ' -set? .c er, ' * �5 The,,s ,a Vac. T a£e' . _d.o fF e xGe._^tte,L_-" _J■ '` ♦ I promnate location based co um input VAUtatt Ms Peat emus"NF51 F.--„7---- promity awe sAM Crdsa Sectrona welt l%MnualChanoeand does not represent an authomaawSYIIh BFE orOpGWater Surfau Daystinn location SPECHRZA ROODPIN HAZARD AREAS ROAMWo t Floodwy assAcAO,Art K AACoastal TnMKt Base floodEleMttnn tine IBFEI 0Selected FloodStap Boundary Lout of Study 0.2%Annual Chance Hood Haard.hawf Bata Amiable of 1%annual trance flood rite average � 'BonndvyDi6tal Bata Available depth less thonone toot or rite drainage Coastal Tranfect Baseless areas of less than one square mile: OTHER ptohk Besewte MAP PANELS Iamtapped ' Future nn Coe 1%!Mewls FEATURES at Feature XydrograpFeatureChanca flood Heard z:, t o mama Area of Minimal Flood Hazard z"r.r Area ridr Reduced Flood Risk due to GENERAL ---' Chanoot Cutest or Storm Sewer Effect.LOMRs OTHER AREAS OF Lessee.See Now.zon.I STRUCTURES Levee.Doke.or Floodwall Area of undetermined Flood Heard I,.n FLOOD HAZARD Area with Flood RBA due to Lome z.,.,o NM atheism protected Area OTHER AREAS�""Coastal Barrier Resou1011 System Aver Source:FEMA,2022 Surface and Ground Waters Surface waters include streams, rivers, lakes, ponds, estuaries, and oceans, while groundwaters include subsurface waters such as aquifers. As discussed above, surface water features are limited within Airport property; however,the Eagle River is located to the north and its tributaries run through Airport property. None of these streams or tributaries are open flow and have all been placed in culverts through airport development projects. The Airport is located in the Colorado River watershed and more specifically within the Eagle River Watershed. According to the Eagle River Watershed Plan, "the Eagle River watershed covers a drainage area of approximately 970 square miles and has an average annual water discharge (water yield) of 415,000 acre-feet. Elevations in the watershed range from 6,100 feet at Dotsero to 14,003 feet at the summit of Mount of the Holy Cross.The Eagle River originates near the southeastern border of JVIATION 2-60 ti; EAGLE COUNTY �!!y;.,__ MASTER PLAN Regional Airport �„— Eagle County at Tennessee Pass and flows northwest and then west for about 77 miles to its confluence with the Colorado River at Dotsero, 6 miles west of Gypsum." The Airport maintains a National Pollutant Discharge Elimination System (NPDES) permit with the Water Quality Control Division of the Colorado Department of Public Health and Environment. The NPDES permit was last renewed in 2017; however, at the time of this AMP, the permit had been placed in administrative extension until further notice. The Airport also maintains a Stormwater Management Plan (SWMP).The SWMP was last updated in 2015 and is currently in the process of being updated. Wild and Scenic Rivers Wild and Scenic Rivers are those rivers having remarkable scenic, recreational, geologic, fish, wildlife, historic, or cultural value, as defined by the Wild and Scenic Rivers Act. The U.S. National Park Service maintains a database of all rivers and river segments that are currently listed as wild and scenic or have been afforded the status of a "eligible or suitable"and may be eligible in the future for inclusion on the list.This list was updated in April 2021 and does not include any of the streams or tributaries that receive drainage from the Airport. Thus, there are no water resources within the Airport vicinity designated as"wild orscenic."The nearest wild and scenic river to the Airport is the Cache La Poudre River located over 100 miles to the northeast. Additional information regarding water resiliency with respect to both water quality and quantity can be found in the Eagle County Community Resilience Plan included in the Appendices. 2.12 SUSTAINABILITY Sustainability can be defined in a variety of ways, and it can vary by industry, region, and personal perspective. The UN World Commission on Environment and Sustainability generally Development defines sustainability as "meeting the needs of the present, without refers to the integration of compromising the ability of future generations to meet their own needs." This practices and development definition fits the sustainability goals of Eagle County and EGE as they bring alternatives that promote sustainability to the forefront of their development plans including direct integration long-term environmental, within this master plan. economic,and social health, ensuring that projects are 2. 12. 1 2016 Climate Action Plan efficient,environmentally responsible,and resilient. In 2016, over 30 stakeholders from the Eagle area worked to develop the Climate Action Plan for the Eagle County Community. Since its completion,the Plan has been adopted by the Eagle County Board of County Commissioners, the Towns of Avon, Basalt, Eagle, Minturn, and Vail, and by Mountain Recreation (formerly the Western Eagle County Metropolitan Recreation District).15 The Plan's primary focus is to achieve a reduction in GHG emissions throughout the County with a reduction target 15 Climate Action Plan(eaglecountv.us) JVIATION 2-61 Nilli;TiEiRi PLAN EAGLE COUNTY Regional Airport lkiti 'Immiiiil#* li of 25 percent by 2025 and 80 percent by 2050 from the 2014 baseline. To meet this goal, five sector-based working groups have been formed with each group meeting regularly to implement goals and strategies.A summary of the recommendations for each sector to meet the Plan's goals are show in Figure 2-28. Figure 2-28:Summary of Recommendations for Climate Action Education and Outreach Residential Building Sector CI ■ Establish climate education team ■Reduce GHG emissions 25 by 2025 •Create county-wide marketing campaign •■Focus on energy efficiency • Enhance Eco-Schools for K-12 schools •Expand Energy Smart Colorado program and • Expand Actively Green business Vakiings and incentives certifications •Adopt'above building code'standards • Leverage special event platforms to change •Promote and incentinize efficient use of water behaviors Commercial Buildings Sector Transportation and Mobility Sector Reduce GHG emissions 25°A by 2025tija ■Reduce local GHG emissions 1D9 by 202y Focus on energy efficiency ■Inckt[le focal commuter train a bus rapid Vann Provide incentives ■Expand toe of electric vehicles Adopt"above building code"standards ■Encourage multi-modal transportation systems Promote and intcernivize efficient use of water •Strive for efficient land use patterns with housing in proximity to workplaces Waste and Landfill Sector Energy Supply Sector • Set a waste diversion goal that is above the national average• Develop a plan to increase waste ■Expand local exterior energy offset r* �y programs lEco Build example) diversion 1 •Identify locations for local solar arrays through recycling and composting I�A 4 ■Encourage energy utiities to set aggressive • Install waste-to-energy methane capture GHG emission reduction goals system at landtdl • Provide residential and commercial composting services Source:Climate Action Plan for the Eagle County Community,2016 2. 12.2 2020 Climate Action Plan Update In 2020, the Climate Action Plan was updated (see Appendix G). The purpose of the update was to integrate current research, emphasize the level of urgency needed to implement the Plan, and introduce/highlight the role of the Climate Action Collaborative (CAC). The CAC is a community led organization working to address global climate change and establish a framework to strategize and deliver on GHG emissions reductions.16 As specifically called out in the Climate Action Plan Update, the CAC is advocating for the following: • Immediate emergency-grade action on climate • Prioritization of strategies within this plan update to immediately reduce carbon emissions • Timely achievement of carbon pollution reduction goals 16 CAP UPDATE_2020_2.22(hubspotusercontent00.net) JVIATION 2-62 AtO 'E I n MASTER PLAN EAGLE COUNTY "`�-__ Regional Airport N116111*. • Commitment to a healthier and more resilient future for our Eagle County community The Intergovernmental Panel on Climate Change (IPCC), released a report in 2018 discussing the benefits of limiting warming of the global surface temperature to less than 1.5°C. According to the Update, the surface temperature has already warmed 1.0°C and that to remain beneath the 1.5°C threshold,the IPCC states a minimum of 45 percent reduction in emissions from 2010 levels is needed by 2030. The CAC is recommending a reduction of 50 percent GHG emissions by 2030.The action timeline proposed by CAC is shown in Figure 2-29. Figure 2-29:CAC Timeline for Action TIMELINE FOR ACTION {" emission reduction goal established in 50%GHG 2020 Emissions Reduction aic Toy GHG sov GHG Climate Action Emissions Emissions Red�s :r.. Reduction Reduction Collaborative Timeline of Goals* work toward 2020 2025 2030 2035 2040 2045 2050 net negative IPCC 2018 Report emissions Timeline for Limiting Achieve Warming to 1.5°C �;��;o net zmo ,.ie eis corns^ emissions budget rug nut under snu scenario Source:CAP UPDATE 2020 2.22(hubspotusercontent00.net) 2. 12.3 Priority Actions To achieve the ambitious goal of reducing GHG emissions 50 percent by 2030, the CAC produced a list of priority actions in four main areas: energy supply, buildings, waste,and transportation.The priority actions in each area are summarized in Figure 2-30. JVIATION 2-63 tipMASTER PLAN EAGLE COUNTY '_`'" =- Regional Airport AL4 , Figure 2-30: Priority Actions to Achieve 2030 Goal ENERGY SUPPLY BUILDINGS WASTE I 100%renewable energy supply for I Beneficial electrification of I 80%organics diverted by 2030. the electric sector by 2030. existing buildings 5%per year. Focus on diversion of all yard TRANSPORTATION I Analyze/develop renewable energy I Adopt net zero or all-electric waste and cardboard from resources through waste-to-energy, construction code for new landfill. I 2%increase each year of EVs methane capture,and digestion. buildings. I Divert 100%of all recoverable registered in Eagle County. I Heat waste use and/or renewable I Benchmark commercial construction and demolition I Encourage/promote Eagle energy technology to power district buildings 1.10,000 square feet. waste from the landfill by 2030. County commuters to leave scale snowmelt systems. car behind 2x per week. I Reduce methane leakage through Move 50%of workforce to live natural gas system efficiency. I within 5 miles of employment center. CNI Y re ,:-.... po, ■■■ ■■■ El ^\ , - /_L/__r A ..,„ _ _ iMOM MU ll an _ :, 0, tiLlill all i '= AIF , 1 -p Source:CAP UPDATE 2020 executive summary 2.18(hubspotusercontent00.net) If all the recommended priority actions were implemented,the County would be able to exceed the 50 percent reduction goal by 2030 as shown in Figure 2-31. This is largely a result of moving to the usage of all renewables for electricity, integrating beneficial electrification, and providing workforce housing. The Climate Action Plan Update provides a further breakdown of immediate priority actions for the following areas: • Buildings • Transportation and Mobility • Energy Supply • Materials Management • Carbon Sequestration • Education and Outreach JVIATION 2-64 :11111V1 MASTER PLAN EAGLE COUNTY Regional Airport Figure 2-31:Carbon Emission Reduction Potential from Priority Actions All numbers reported in Metric tons of CO2e Total Emission 1,500,000 Reduction 100% Renewable Methane Digestion 128,713 Electricity Benchmarking 127;599 546,606 Net Zero Construction 129,990 a 1,000,000 Natural Gas Total Car Behind 2x/week 172,908 368,744 Emission Waste Diversion 177,213 Reduction EV Adoption 198,062 v_ Waste 707,795 50%Reduction Natural Gas 99,758 Beneficial Electrification 1183,414 290,949 500,000 Waste Workforce Housing 1189,896 a 93•044 U Transportation 'a ura as CV 0 574,113 99,028 Waste 22,545 U Transportation 80%Reduction 378,615 Transportation 213,247 0 • •. 39.582 Aviation 57,820 Aviation 57,620 2014 Total 2030 Total 2030 Total 2030 Emission Baseline Emissions Business as Emissions with Reduction Potential Usual Emissions Priority Actions from Priority Actions Implemented ANNUAL SUCCESS BENCHMARKS Transportation Buildings West • -■ new EVs on the road commercial buildings electrified. 8%increase in organic waste diverted ,Eagle County residents residential homes electrified through recycling and compost leave their cars behind on work commute. increase of new building SF to be 10%increase in diversion of all-electric or net zero recoverable construction waste. SF commercial buildings benchmarked. Source:CAP UPDATE_2020_2.22(hubspotusercontent00.net) Each area is a vital component to the overall plan to reduce GHG emissions; however, actions that are most applicable to aviation and EGE specifically include the following actions.17 Airport applicable actions: • Buildings: "Beneficial Electrification for 5% of existing residential and commercial buildings each year." EGE could consider the conversion of building utilities from inefficient fuels to clean alternatives. • Buildings: "For new and remodeled residential and commercial buildings, adopt "above building code" standards and incentives, and implement net- zero or all-electric construction requirements by 2030." This is most pertinent to new development at the Airport, such as the terminal building being discussed elsewhere in this Master Plan. 17 The full Update can be found at CAP UPDATE_2020_2.22(hubspotusercontent00.net). J VIATION 2-65 te MASTER PLAN EAGLE COUNTY - Regional Airport • Energy Supply: "Support goal of 100% renewable energy supply for the electric sector by 2030."The Airport can look to integrate this goal in future development projects. • Materials Management: "Divert 100% of all recoverable construction and demolition (C&D) waste from the landfill by 2030." The Airport can look to implement diversion from construction projects. • Carbon Sequestration: "Implement a Good Traveler carbon offset program for Eagle County Airport."This has already been implemented by EGE. • Education and Outreach: "Grow capacity of Collaborative partners to submit public comment in support of local policy that will help achieve our Climate Action Plan goals." EGE may help promote goals by allowing advertisement to local travelers through the Airport. 2. 12.4 EGE Tenant Sustainability EGE tenants are also doing their part to support environmental sustainability and setting goals to address climate change. Following are the tenant's sustainability strategies and what they are doing to achieve environmental sustainability. American Airlines American Airlines has an environment, social and governance (ESG)strategy in place to address climate change and environmental sustainability. Approximately 90% of American Airline's total carbon footprint comes from jet fuel. To reduce their carbon footprint the airlines is working to operate more efficiently and implement a fleet renewal program. American Airline's sustainability goals include: • Replace 10%of jet fuel with SAF by 2030 • Reduce GHG emissions intensity by 45%by 2035 • Achieve net zero emissions by 2050 Delta Airlines Delta has a sustainability strategy in place which includes efforts such as moving to SAF, minimizing impacts from single use plastic, transitioning to electric ground service equipment and encouraging vendors in its supply chain on their own sustainability plans. Approximately 98% of Delta's total carbon footprint come from jet fuel as well. Delta's sustainability goals include: • 10% SAF usage by end of 2030, 35% SAF usage by end of 2035, 95+% SAF usage by 2050 • 100% net-zero operations using electrified GSE by 2050 • 100%waste diversion from landfill 1 i °^ 2-66 tipMASTER PLAN EAGLE COUNTY Regional Airport • United Airlines The United Airlines climate strategy includes reducing their carbon footprint, using carbon reduction technologies such as SAF, using carbon removal technologies and collaborating with stakeholders for sustainability in aviation.Approximately 98.5%of United's GHG emissions come from jet fuel. United's sustainability goals include: • Reduce carbon intensity by 50% by 2035 • 100%SAF usage by 2046 • A net zero goal of becoming 100% green by eliminating GHG emissions by 100%by 2050. Signature Aviation Vail Valley Jet Center (FBO) Signature Aviation, through their Signature Renew program, has a sustainability initiative of net-zero carbon emissions by 2050. Signature offers a permanent supply of SAF as well as other solutions to help aviation businesses meet their emission goals. Signature's sustainability strategy also includes incorporating eco-friendly facility design, construction, and operations for LEED-certified FBOs and LEED- certified hangars. Rent-A-Car (RAC) Centers EGE RAC tenants such as Hertz, Avis/Budget and Dollar/Thrifty are planning to increase their electric vehicle fleets and charging stations. Hertz plans to have its EGE fleet to 20% electric by end of 2023 and plans to have the fleet to 80% electric by 2025. Dollar/Thrifty's fleet is 75% hybrid and 10% EV and plans to have S0% of their fleet fully electric by 2025. Dollar/Thrifty's quick turnaround (QTA) facility operations are 100% solar powered from roof top solar on the car wash building. The QTA facility has a water recycling system in place such that each car uses 1 gallon of fresh water and 39 gallons of recycled water per wash.Additionally, Dollar/Thrifty replaced all lighting fixtures with low power bulbs and installed motion sensors where possible. JVIATION 2-67 MASTER PLAN EAGLE COUNTY Regional Airport Army National Guard High-Altitude Aviation Training Site (HAATS) The HAATS unit at EGE follows the Army Net Zero Waste initiative for their sustainability strategy. HAATS also conducts a NEPA annual environmental assessment/survey. The unit plans to install vehicle charging stations in their parking Resiliency generally refers to lot for the Government EVs and will increase their solar power usage going forward. the capacity of a system, community,or environment 2.13 ENVIRONMENTAL RESILIENCY to withstand,adapt to,and recover from adverse It is being recognized that the frequency of extreme weather events is increasing conditions,disruptions,or across the nation and the State of Colorado. Recent fires, floods, severe changes,ensuring long-term thunderstorms, and drought have made Eagle County and the Airport acutely aware sustainability and minimal of the need for proactive strategies to be responsible stewards of the environment. impact on ecological and These extreme weather events have the potential to significantly impact the aviation human health. industry as a whole and at EGE. Airports are accustomed to change and responding to varying circumstances. Typically, they have numerous standard operating procedures and contingencies in place to best address and respond to changes within this dynamic environment. For EGE, the most obvious environmental challenges are related to snowfall; however, changing climate conditions could increase the types of other challenges. To raise awareness and inform preparedness efforts, the following sections provide a brief discussion of potential environmental threats occurring within and near Eagle County, how they may impact the Airport, and what the Airport can do to be best prepared to respond to such potentials. In the near future, airlines and airport tenants may have to scrutinize the physical, technological, and cultural infrastructures of airports when choosing operational locations, with those airports that proactively address climate resilience being more apt to be most successful. It should be noted that airport resiliency includes multiple challenges, many of which are unrelated to the natural environment. As discussed in the 2019 Eagle County Community Resilience Plan (see Appendix F), the four major focus areas of the County's approach to resilience are health and wellness, the economy and tourism, infrastructure, and natural resources. To be consistent with Eagle County,this AMP will also consider resiliency in terms of these four focus areas,as well as a general discussion of the region's climate.It should be recognized that resiliency can differ by region and venue. In aviation this may also include risks such as labor interruptions (e.g., airline employee strikes, etc.), fuel/energy crises, national security emergencies, economic recessions, and other crises (e.g., COVID-19 pandemic). 2. 13. 1 Local Climate Temperature Based on a technical report published by the National Oceanic and Atmospheric Administration's(NOAA) National Centers for Environmental Information (NCEI),the 2017 Colorado State Climate Summary attributed the state's variable climate to its JVIATION 2-68 MASTER PLAN EAGLE COUNTY Regional Airport NilbsolMelts 1N11116116. inland location and varied topography. EGE is situated in the central part of the state within the Rocky Mountains. The report states, "average annual temperatures for Colorado have remained consistently higher than the long-term average (1895-2015) over the past two decades(see Figure 2-32). Since 2000,the state has experienced the highest average spring and summer temperatures on record.The hottest year on record was 2012. In addition to the overall trend of higher average temperatures, the state has experienced an above average number of very hot days (days with a maximum temperature exceeding 95°F)and a decrease in the number of very cold nights(nights with a minimum temperature below 0°F) since 1990. Colorado rarely experiences warm nights (days with a minimum temperature exceeding 70°F) due to its high elevation and generally dry climate.The greatest number of warm nights occurred in the 1930s; however, the state, along with other parts of the United States, has seen an above average number in recent years." Figure 2-32:Observed and Projected Temperature Change for Colorado io 16 - - Observations 14 - Modeled Historicalcn "12 - Higher Emissions o�'vo7) a) �'10 — Lower Emissions _ E U g , c a) — a) .o o 4 J E Q Ikkilio,bill\V\414,184vA -2 -- 1900 1925 1950 1975 2000 2025 2050 2075 2100 Year Source:CICS-NC and NOAA NCEI JVIATION 2-69 teMASTER PLAN EAGLE COUNTY Regional Airport Precipitation Annual precipitation for the State of Colorado is 17 inches and has ranged from a low of 11.85 inches in 2002 to a high of 25.52 inches in 1941. Eagle County typically receives an average of 10-11 inches of precipitation. Eagle County's water originates from snow accumulated during the winter months in higher elevation areas of the Central Rocky Mountains. Winter snows and summer rains supply the regional aquifers, rivers, streams, creeks and drainages, and snowmelt accounts for the bulk of the water critical to the numerous ecosystem services that fulfill the needs of the County. The 1930s was the state's driest decade, averaged approximately 12 inches of precipitation annually, while the wettest decade was the 1990s with an annual average of 19 inches of precipitation. Headwaters are the initial sources of bodies of water and Colorado is a headwater state.The sources of the Colorado, Rio Grande,Arkansas,and Platte Rivers are found in Colorado;consequently,any changes in aggregate precipitation impact areas larger than the state itself. Because annual snowpack depths directly contribute to snowmelt levels,variations can result in limited water in low precipitation years and flooding in high precipitation years. According to the USDA National Resource Conservation Service,snow water equivalent(SWE)is the amount of water contained within the snowpack; it is highly variable from year to year and indicates no long-term trends.The variation of SWE at Berthoud Pass,Colorado,a snow course site,is shown in Figure 2-33. Figure 2-33:Snow Water Equivalent at Berthoud Pass,CO 25 a 20 o 15krigi\AA\ At' 10 5 0 _ i a _�� • 1930 1940 1950 1960 1970 1980 1990 2000 2010 Year Source:USDA National Resources Conservation Service J V IATIOI11 2-70 CO; MASTER PLAN EAGLE COUNTY Regional Airport Thunderstorms are common events in Colorado, with the more intense storms bringing heavy snowstorms, high winds, and flash floods. Eagle County has the potential for numerous heavy snow events of varying intensity nearly every winter and spring season. These conditions can paralyze the region by stranding travelers, blocking delivery and supply lines, and disrupting emergency and medical services. Heavy ice can collapse trees, electrical wires, telephone poles and lines, and communication towers resulting in wide-spread and lengthy power outages. Although locals are accustomed to these storms,those visiting or passing through are often taken by surprise. Drought/Wildfires Colorado also experiences times of severe drought, putting much of the region at risk of wildfires. Between 2000 and 2014, annual Colorado River flows averaged 19 percent below the 1906-1999 average, the worst 15-year drought on record. Approximately one-third of the flow loss is due to high temperatures now common in the basin. Previous comparable droughts were caused by a lack of precipitation and not high temperatures. If temperatures continue to increase in the 21st century, additional temperature-induced flow losses will occur.'8 This effect is alarmingly evident in 2022, as Colorado has faced one of the worst droughts since 2002. Most notably, Eagle County suffered from the Lake Christine Fire in 2018 that destroyed several homes, forced evacuations of residents, and threatened key energy infrastructure. In 2020,two of Colorado's largest wildfires,Cameron Peak and East Troublesome Fires, burned 208,913 and 192,560 acres respectively and destroyed 469 structures including approximately 224 residential homes. Additionally,the Grizzly Creek Fire that burned 32,631 acres in Glenwood Canyon was in part within the County. Most recently, the 2021 Marshall Fire burned 6,000 acres and destroyed approximately 900 homes in Louisville, Superior, and unincorporated Boulder County. Such fires not only destroy homes and infrastructure, but they also leave baren soil that is unable to naturally manage water from snow runoff and rainstorms. In Eagle County, lands are primarily at lower elevations in the vicinity of the Colorado River basin and have an active fire history. According to Eagle County, only two fires have occurred that burned approximately 2,000 acres and four fires burned 1,000 acres including one large fire resulting in property and resource loss. Though Eagle County has been seemingly spared from wildfires to date, it is not exempt from the implications of climate change.19 According to the Colorado State Forest Service,the area directly within EGE is at a very low to low risk for fire, while the adjacent areas are considered at moderate to moderate-high risk of fire. Figure 2-34 shows fire risk in relation to the Airport. 18 https://agupubs.onlinelibrary.wiley.com/doi/full/10.1002/2016WR019638 19 htt s://acc.nifc. ov/rmcc/dis arch_centers/r2gjc/fireprevention/Eagle%20County/EagleCountyCWPP-Revision2011.pdf P g g P JVIATION 2-71 te.N EAGLE COUNTY Regional Airport , MASTER PLAN iiii ...,:IV- i i ' ;'''' x Figure 2-34: Fire Risk Map Near EGE —111111111111 Bum Probability Non-Burnable IVery Low IVery Low-Low s Low Low-Moderate IModerate PI Moderate-High High i High-Very High ja ■Very High N .o w" q 4 ,� • `°' +.tea+•' 40 .... .- 1 , 1 r '!'- t q, • = . ,..» r • ; 1 ,Ft, - Source:Colorado State Forest Service,Colorado Wildfire Risk Public Viewer,2022 Climate Projections Projected GHG emission models show varying degrees of warming with higher emission levels resulting in warming and lower emissions producing only slightly warmer than historical records.Climate Change in Colorado,a report prepared by the Cooperative Institute for Research in Environmental Sciences (CIRES) at University of Colorado Boulder, stated "the recent warming trend in Colorado is in step with regional and global warming that has been linked to increasing atmospheric JVIATION 2-72 te'N MASTER PLAN EAGLE COUNTY Regional Airport concentrations of greenhouse gases.20 Figure 2-35 depicts how annual average air temperatures have changed in different parts of the United States since the early 20th century.21 Figure 2-35: Rate of Temperature Change in the United States, 1901-2021 +�6 1111 — t r .mil • • ti ;yl Rate of temperature change(°F per century): -3.5 -3 -2 -1 0 1 2 3 4 4.5 Gray interval:-0.1 to 0.1°F Data source:NOAA,2022 Historical snowfall information projects a —2 or +2 percent change or up to —40 percent decreased snow and precipitation in the winter in Colorado (see Figure 2-36).22 As discussed, a heavier winter and increased snowpack would benefit the 20 https://wwa.colorado.edu/sites/default/files/2021-09/Exec_Summary_Climate_Change_CO_Report_2014_FINAL.pdf 21 https://www.epa.gov/climate-indicators/climate-change-indicators-us-and-global-temperature#ref3 22 https://www.epa.gov/climate-indicators/climate-change-indicators- snowfa I IN:—aext=Among%20a I I%20of%20the%20stations%20shown%2C%20the%20average,i n%20the%20form%20of%20ra i n%20i nstead%20of%2 Osnow. JVIATION 2-73 MASTER PLAN tip; art EAGLE COUNTY E G Regional Airport Ill1 i state and the regions that rely on the area as a water source; however, rising temperatures increase, as seen above,the lowest elevation at which snow falls.This results in more precipitation falling as rain that quickly evaporates instead of being stored as snowpack. Furthermore, changes in mountain snowpack can affect agriculture, winter recreation, and tourism in some areas, as well as plants and wildlife.z3 In effect, drought severity is also projected to increase, as dryer summer months impact precipitation patterns that reduce agricultural and metropolitan water supplies. The increased droughts also result in a higher risk of wildfire rate and severity. Figure 2-36: Historical Change in Snow-to-Precipitation, 1949-2020 0 •o %• • o ° ' 0 • • • °• 0 • S. o o 0000 • °' 0 •0 0 0 $ o ° f.19 • o • 0 q � • o° ° e 00 0 • '4 g 0 8`ti• ®• 00%. 8 0 0�ciii Oil 8 °° • o 0 • •O 0 °• •O •0 • 00 •: 0 00b 490 0 000 °•r o® • Percent change: • • • • • • • • • • • <-40 -30 -20 -10 -2 -2 2 10 20 30 >40 to-40 to-30 to-20 to-10 to 2 to 10 to 20 to 30 to 40 t Lower percentage of snow Higher percentage of snow Filled circles represent statistically significant trends. Open circles represent trends that are not statistically significant. Source:NOAA,2021 23 https://www.epa.gov/climate-indicators/climate-change-indicators-snowpack JVIATION 2-74 teMASTER PLAN EAGLE COUNTY "ems Regional Airport 2. 13.2 Energy Resiliency Energy resiliency encapsulates an entity's planning, design, and integration of contingency plans to allow for its continued operation in the event of a power failure. EGE is critical transportation resources not only for the movement of people via aircraft, but also for emergency response operations in the event of an incident or disaster.The following sections provide an overview summary of current area energy providers and how the Airport may plan for more energy resiliency in the future. Utility Providers Energy resilience ensures an entity has both a reliable, steady supply of energy, and contingency measures in place in the event of a power failure. As discussed previously, many of the natural weather events that commonly occur in Colorado can result in power outages.These are real and common events that are likely to impact the Airport on an annual basis and, if projections hold true, will continue to increase in severity and frequency. Utilities, including natural gas, electric, and water and wastewater services are provided to the Airport by Black Hills Energy, Holy Cross Energy, and the Town of Gypsum, respectively. The sustainability and resiliency goals of natural gas provider Black Hills Energy are defined in its 2021 Sustainability Report(see Figure 2-37).24 Figure 2-37: Black Hills Energy(BHE) Environmental and Social Priorities Corporate governance: Environmental stewardship: Social responsibility: Sustainable growth: Developing and executing policies Creating a cleaner energy future Keeping people at the center of our Delivering long term value to and principles that lay a strong that provides safe,reliable and decision making—ow employees, our customers,communities groundwork for sustainable success_ cost-effective energy customers and communities. and shareholders- 00.7 n�lll l Source:Black Hills Energy 2021 Sustainability Report Holy Cross Energy,the electricity supplier for EGE,completed a Strategic Plan in 2020 while addressing sustainability and resiliency Strategic Goals for the future. A strength, weakness, opportunity, and threat (SWOT) analysis was included in that Strategic Plan to provides insight regarding the enterprise's resiliency (see Figure 2- 37). As shown, the strengths and opportunities outnumber the weaknesses and threats, providing an optimistic outlook for their ability to be resilient in the future and provide utilities to the Airport in the face of any adverse environmental event. 24 https://www.blackhillsenergy.com/sites/blackhillsenergy.com/files/2021-sustainability-report.pdf JVIATION 2-75 te-N MASTER PLAN EAGLE COUNTY ' Regional Airport Figure 2-38:SWOT Results Strengths Opportunities ■ Power Supply • Beneficial Electrification/Services ■ Member Engagement and • Rate Design and Structure Partnership • Renewable/Clean Power ■ Leadership • Member Engagement ■ Cooperative Culture • Broadband ■ Innovation Reliability/Safety ■ Financial Health ■ Diversified and Decentralized Supply Weaknesses Threats ■ Rate Design and Structure • Legislative and Regulatory ■ Corporate Culture • Resilience—Cyber and Climate ■ Limited Organizational Capacity Change ■ Liability—Fire, Legal,etc. ■ Rising Costs ■ Grid/Load Defection ■ Managing Variable Resources Source:Holy Cross Energy Strategic Plan Energy Use Reduction The Airport can reduce consumption of electricity and natural gas through the implementation of physical and operational changes. Decreased consumption would not only lower the burden on its suppliers and reduce operating costs, but also further diminish the Airport's overall carbon footprint and reliance on greenhouse gas emitting utilities.Chapter 6 will provide facility recommendations that may assist with the reduction in electricity and gas consumption.Common practices such as the following may be incorporated: • Evaluate existing systems for leaks and inefficiencies • Upgrade dated and aging equipment to more energy efficient models • Install energy efficient lighting • Power down unused equipment and install automated timers for lighting and other equipment unused at night/off season • Secure employees buy-in on the importance of reducing energy consumption Future Energy Use With resiliency in mind, future development and renovations at EGE should include sustainable and renewable energy design elements.These elements could potentially include passive building design that allows thermal comfort and natural daylight. JVIATIDN 2-76 r � , teMASTER PLAN EAGLE COUNTY Regional Airport Future designs could also include requirements that climate-controlled spaces incorporate back-up power or thermal control. EGE could also consider the continued use of available renewable energy sources from its current natural gas and electric providers, Black Hill Energy and Holy Cross Energy. These providers, as part of their Strategic and Sustainability Plans, have committed to the use of renewable energies in 2020 and through 2040. Although renewables are not capable of providing enough consistent energy to sustain the Airport on a daily basis, they can be used by energy providers. Future sustainable development with renewable energy options at the Airport can offer a backup if EGE lacks energy for a length of time. Renewable energy options are listed below: • Solar: Holy Cross Energy has numerous initiatives available to businesses to take advantage of renewable energy,such as solar,to reduce GHG emissions and carbon footprints.25 EGE may consider the implementation of solar energy in future development plans, particularly with respect to automobile parking areas. • Electric Vehicle Charging Stations: The Airport may consider supporting electric vehicles by retrofitting parking locations to accommodate electric vehicles with pay-as-you-go or sponsored public charging stations. The Airport may also look for partners to bring free,subsidized, electric charging stations to the Airport. • Wind: An airport is not typically an ideal location for commercial-scale wind turbines due to the proximity to the runways and airspace constraints. However, small, building-integrated, or demonstration-scale wind turbines could be a viable source of on-site renewable energy if they are life cycle cost effective and are guaranteed not to cause frequency/signal/noise interference to radar, testing, and remote sensing equipment used at the Airport. Renewable energysources can be a creative wayto supplement traditional energy pp e e gY and potentially offer a contingency plan for utility outages; however, each proposed recommendation should go through a life-cycle cost analysis to ensure the initial investment provides adequate return. 2. 13.3 Water Resiliency While water resiliency is a worldwide concern, it is particularly critical in areas like Colorado where increased drought conditions are combining with significant population growth. Resiliency, in terms of water, is not only the ability to continue to operate when water resources have been compromised, but it is also the ability to adapt to a system where water resources have become scarce.The following sections provide a summary of EGE's ability to continue operation if its water sources were to be compromised as well as recommendations for improving water conservation. 25 https://www.holycross.com/wp-content/uploads/2020/12/HCE-Strategic-Plan-121020-FINAL_R2_TOPOST.pdf JVIATION 2-77 MASTER PLAN EAGLE COUNTY Regional Airport Airport Consumption P P EGE is located in the Colorado River Basin Watershed that extends more than 970 square miles in northwestern Colorado. Water in Eagle County is protected by the strategies outlined in the Eagle River Watershed Plan,which is managed by the Eagle River Watershed Council,one of the numerous watershed groups within the Colorado Basin.26 Within the watershed, the Eagle River and its tributaries, Homestake, Cross, Gore, Beaver, Lake, Brush, and Gypsum Creeks, supply most of the water to the population in Eagle County. Nearly half of Colorado's storage capacity is located on the western slope in the Colorado River Basin and its tributaries.27 According to the Eagle River Watershed Plan, the Eagle River originates near the southeastern border of Eagle County at Tennessee Pass and flows northwest and then west for about 77 miles to its confluence with the Colorado River at Dotsero, 6 miles west of Gypsum.The Town of Gypsum supplies water utilities to the Airport. Although drought and groundwater pollution are real risks, water scarcity is an equally valid concern.Though this concern has become a national issue,it is a specific concern to the State of Colorado, especially if projections showing increased temperatures and decreased snowpack hold true. To preempt potential shortages, water conservation strategies should be employed. It is equally important that water quality is maintained or even improved to ensure available water remains usable. In 2021, the Airport consumed water at a rate consistent with previous years, with an increase in cost throughout the year that is closely related to rate increases.Water consumption remained within the same range between 2020-2022. As discussed below, water conservation measures could reduce the Airport's water consumption volume and associated costs. Water Use Reduction To improve resiliency,the Airport should reduce reliance on large quantities of water provided by the Town of Gypsum. By doing so, the Airport would position itself to operate effectively with less water during an emergency or, if water becomes restricted/scarce, slow the consumption of water from sources that are not recharging quickly enough to meet demand. Strategies the Airport could consider include those listed below: • Complete a water use audit to establish a baseline of water use and potentially add automated metering to better track consumption. • Analyze areas that consume the most water and develop a plan for reduction, as well as regularly inspect and fix leaks on all pipes, appliances, and equipment. 26 https://staticl.squarespace.com/static/53f664ede4b032c1fade347d/t/5d407ff524c67c0001326cb5/1564508195823/ERWP-FINAL-with-MAPS- 053113.pdf 27 https://dnrweblink.state.co.us/CWCB/0/edoc/217373/ColoradoWaterPlanPublicReviewDraft.pdf JVIATION 2-78 teMASTER PLAN EAGLE COUNTY Regional Airport • Ensure existing infrastructure operates at maximum efficiency; keep parts and equipment up-to-date and upgrade systems as needed. • Ensure all new developments are designed to reduce water consumption. • Include specific language in new leases that address water consumption. • Regularly train existing and new employees on the importance of water conservation and how they can contribute to the overall effort. Employees should also be adequately trained on all water-related equipment to understand if it is operating efficiently. • Reuse water for non-potable uses such as dust control, pavement washing, and plant/tree irrigation. • Replace water-intensive landscape features with xeriscaping landscapes. Of the recommendations provided, the most significant element to water conservation is employee, passenger, and administration buy-in and support. Like a recycling plan, successful programs are, generally, those that receive significant support; goals and milestones should be celebrated and communicated to help gain and retain support. Future Water Use Water resiliency is an entity's ability to continually provide safe drinking water and properly treated wastewater during and after an emergency. As discussed, water scarcity and potential limitations are a reality for Eagle County. The Airport can best be prepared for periods of low availability by considering the following recommendations: • Develop an emergency response plan in the event water from Gypsum is unavailable or contaminated.This plan may include on-site storage for both potable and non-potable water. • Modify water infrastructure in anticipation of frequent severe storms, flooding, drought, and water scarcity. • Consider a wastewater treatment plant to reduce consumption from Gypsum and offer a backup in the event of an emergency. • Monitor and test soils and water for contamination; take immediate action upon positive results to ensure water quality is protected. • Consider flood risks to existing and future development; utilize pervious surfaces when possible. 2. 13.4 Climate Resiliency Climate resiliency can be defined as the ability to anticipate,prepare for,and respond to hazardous events, trends, or disturbances related to the changing climate. As discussed, the climate of our nation, state, and the Eagle County area is changing. It JVIATIOIV 2-79 MASTER PLAN EAGLE COUNTY Regional Airport Insollegk I 1‘ 1111. is predicted that changes may include more severe storms at increased frequency, a rise in temperature,prolonged drought conditions,increased wildfire risks,and water scarcity. This section provides recommendations on how the Airport can best be prepared for other challenges presented by the changing climate. General recommendations the Airport may consider to best withstand natural disasters include the following: • Consider preparing a resiliency management plan that would supplement the emergency management plan and would focus on advanced preparation for the changing climate. • Buildings should be equipped with ample shelter-in-place locations for heavy snowstorms and other natural disasters. Safe locations should be clearly marked, and employees made familiar with their locations and procedures. The ability to issue notifications that can reach all occupants both in and outside the buildings is also important. • The aggressive decarbonization goals placed on aircraft operations will lead to the replacement of fossil fuels with cleaner energy sources. Infrastructure to support other forms of power should be considered as demand increases. • New buildings should be oriented such that regularly occupied areas can be daylit via north-facing glazing or windows to the south shaded against the summer sun. East and west facing glazing should be minimized to avoid heat gain. • If practicable, buildings should be programmed so that unoccupied areas face to the west and protect the occupied portion of the building from the prevailing winter wind. Occupied areas should generally be programmed to the north, east, and south. • Consider adding emergency plans for wildfires to the Airport Emergency Plan to supplement the Eagle County Wildfire Management Plan. The existing discussion on fires is relevant to aircraft, fuel, and structural fires. The number of wooded areas near the Airport increases the risk of fire. Note that wildfires are not just dangerous to those on the ground,at an airport,arriving and departing aircraft are also at increased risk due to potential of loss of visibility. This can also ultimately hinder firefighting efforts that utilize aircraft. 2. 13.5 Eagle County Resiliency As noted previously, Eagle County recently published its Resiliency Plan in 2019 that is divided into four different sectors: • Health and Wellness, • • Economy, • Infrastructure, and JVIATION 2-80 MASTER PLAN EAGLE COUNTY Regional Airport • Natural Resources." These four sectors address the many resources in Eagle County and provide action items to enhance its environmental resiliency. Climate change has the potential to have detrimental impacts on Eagle County health and wellness. Eagle County recognizes the potential of increasing wildfire risk, rising temperatures, decreasing snowpack, and the subsequent need for emergency preparedness. As part of the Eagle County governing body, EGE is likewise committed to those County initiatives. The following sections provide a summary of how the Airport may be able to implement relevant actions and recommendations listed in the 2019 Resiliency Plan. Health and Wellness EGE could contribute to the County-wide Health and Wellness Resilience Strategies and thereby build community equity, trust, and civic engagement in Eagle County through the following: • Consider increasing community involvement and civic engagement on resilience.One such recent example that EGE has undertaken is the Airport's partnered with the Good Traveler Program to reduce the impacts of air transportation with carbon offsets. • Consider implementing/updating an Airport Emergency Plan and post-fire emergency protection measures and coordination with relevant agencies. • Consider building partnerships with frontline community organizations and community members. • Develop a Climate or Air Quality monitoring and reporting system for the Airport. Economy Eagle County contributes to numerous economic and social resources in the area, with EGE serving as the key contributor for air transportation to and from Eagle Valley.Further,outdoor recreation in Colorado is estimated to provide approximately $62 billion in economic impacts and revenue.To maintain the integrity,sustainability, and vitality of the climate that supports Eagle Valley's recreational industry, EGE could mitigate the increasing environmental risks to the area by contributing and implementing actions that include: • Continue to develop and cultivate partnerships among local towns, resort businesses, and others to support the expansion of economic opportunities. • Educate tourists and airport employees on ways to reduce or eliminate the negative environmental impacts that can result from consumer decisions. 28 hops://www.resilienteaglecounty.com/ ', JVIATION 2-81 MASTER PLAN EAGLE COUNTY Regional Airport Nihon= NIIII61b. • Consider partnering in a future community-wide, integrated marketing strategy that highlights what makes Eagle County great, special, and worth visiting. Infrastructure As stated previously, Colorado is subject to increasing risks associated with wildfires, droughts,and flooding.The 2018 Lake Christine Fire was one example of the potential negative impacts of associated with climate change and how infrastructure plays a vital role for protecting Eagle County natural resources and energy systems. The complexity of the Eagle Valley and its many resources requires resiliency strategies to prevent further damage and risk to its infrastructure.Considering the value of EGE to the community, the Airport should also consider implementing resiliency strategies in future infrastructure development that include: • Consider development of water protection plans for water utilities and to protect source water from the impacts of wildfire and drought. • Within the Airport Emergency Plan, model and streamline potential evacuation routes, bottlenecks, and evacuation alternatives for the Airport. • Ensure evacuation strategies are updated across all plans prior to an emergency event. • Educate all airport personnel and airport passengers regarding evacuation procedures in effective ways. Natural Resources Nestled in its mountainous valley landscape and surrounded by diverse natural resources,one of the many cherished attributes of Eagle County residents is the sense of place.To protect its environmental resources, Eagle County has identified multiple natural resource resilience strategies.Specifically,EGE could implement the following actions: • Consider cultivating partnerships with organizations focused on enhancing wildlife and ecosystem health. • Consider protecting Eagle County wildlife travel corridors through smart Airport growth and development. • Consider sustainable infrastructure planning to mitigate runoff after a wildfire and prevent water contamination. • Continue to support county water planning efforts focused on potential community growth levels so as not to exhaust the Eagle River's water supply solely for human consumption. • Consider participating in sustainable landscaping, such as xeriscaping, low water use, and native vegetation. JVJATION 2-82 treMASTER PLAN EAGLE COUNTY Regional Airport Among the topics discussed in Eagle County's Resiliency Plan, the highest priority is given to the health, safety, and wellbeing of the community, its economy, infrastructure, and natural resources. EGE should continue to align with the Eagle County Resiliency Plan by considering implementing the above action items, while also continuing to pursue appropriate Airport infrastructure planning and resiliency. In total,the above action items will aid in: • Promoting community resilience and sustainability • Emergency preparedness • Airport personnel environmental education • Redundant and resilient water and energy systems • Protection of healthy ecosystems and thus, healthy wildlife • Resource Conservation The full matrix of Eagle County's Resiliency Plan can be found in the Appendices. J V IATION 2-83 ,;F iiirEAGLE COUNTY i0 Regional Airport - -'. C. I\ • EAGLE COUNTY REGIONAL AIRPORT MASTER PLAN te4ERPLAN EAGLE COUNTY Regional Airport 3.0 FORECAST OF AVIATION ACTIVITY 3.1 Overview Projecting future aviation demand is a critical element of the Airport Master Plan process. A sound forecast will provide a reasonable and defensible projection that Forecasts must be both will guide future airport development needs and serve as the basis for many of the reasonable and defensible projects ultimately recommended by the plan. While forecasting considers the most since they can serve as the accurate information available at the time the projections are completed, it is not an basis of future facility exact science. Divergences from a prepared forecast can be caused byanynumber of development requirements. g P P factors. However,when reasonably conducted,a forecast will provide an appropriate rationale that will guide the analysis of future airport development needs. The EGE forecasts will be used in subsequent tasks to analyze the Airport's ability to accommodate projected activity and to determine the type,size,and timing of future airside and landside development to meet those needs. In essence,this step acts as the hub for the remainder of the plan in that the decision to proceed with projects is often based on the anticipated levels of aircraft operations, type of aircraft, number of based aircraft, and number of enplaned passengers. Findings and methodologies used to project aviation demand at EGE for the next 20 years (baseline year of 2022 and forecasting through 2042) are presented in this 2022 serves as the base year chapter. Forecasts were largely built upon recent aviation activity trends at EGE and of the EGE Airport Master the socioeconomic climate of the community, the region, and the country. If these Plan since it was the last variables were to change significantly in the future,these forecasts should be revised. completed calendar year prior to this effort.Forecasts The EGE forecasts are presented for three key aviation activity elements: based are generated for the near- aircraft, flight operations, and passenger enplanements. Projections for each have term(2027),mid-term been prepared for the near-term (2027), mid-term (2032), and long-term (2042) (2032),and long-term(2042) timeframes. Additionally, it is beneficial for the reader while reviewing the forecasts time frames. to understand that each of these elements can be linked to different physical and operational aspects of an airport(Figure 3-1). For example,the enplanement forecast projects the future number of passengers utilizing the terminal and, in turn, drives facility development by indicating how much space future passengers will require. Figure 3-1: Forecasting Elements and What They May Impact on an Airport 0, ■■ 11 ur BASED AIRCRAFT OPERATIONS ENPLANEMENTS FORECAST FORECAST FORECAST •Airfield storage •Airfield(runway/taxiway •Terminal Development -hangars system,capacity,lighting, (security,baggage, -tie-downs I I &NAVAIDs) I I concessions,gates,etc.) apron space •Aircraft Rescue&Firefighting I •Airline space/storage needs I •Support facilities(fuel,etc.) i t •Airport Traffic Control Tower r ) •Parking and traffic circulation i i •Snow Removal i '. •Curb frontage 1 i ‘•Instrument Approaches i • i • Source:Jviation,a Woolpert Company 3-1 EAGLE COUNTY MASTER PLAN Regional Airport kit 3.2 Definitions Numerous terms utilized throughout this chapter are specific to the FAA and master planning.Some of these terms are summarized in this subsection for easy reference. For additional definitions, see the aviation glossary in Appendix A. The definition for based aircraft comes from the FAA's National Based Aircraft Inventory Program.'An aircraft is considered to be based at a specific airport if there is an agreement with that airport for storage, if it spends a majority of the year at the airport, if it is operational (capable of performing takeoff and landings), and if it has a current airworthiness certificate.See Section 3.8 for more information about EGE's based aircraft forecast. An aircraft operation is a takeoff or a landing by an aircraft.Operations can be further split into two categories useful for gauging how much transient traffic an airport serves:local operations and itinerant operations.Local operations are those aircraft (often based) that operate within an airport's local airspace, including those within the local traffic pattern or within sight of the airport. Itinerant operations reflect all aircraft operations other than local operations, but generally reflect those aircraft that leave an airport's local airspace (20 miles or further from that airport). See Section 3.9 for more information about EGE's operational forecast. One primary goal of this forecast is to identify the design code for the runway and the overall Airport Reference Code(ARC)for the airport.This is done by determining the Critical Aircraft. The Critical Aircraft2 is the most demanding aircraft type, or grouping of aircraft with similar characteristics,that make regular use of the airport. Regular use is 500 annual operations, including both itinerant and local operations but excluding touch-and-go operations. The key component from determining the Critical Aircraft is then applying the relevant design standards to the airport. See Section 3.9.7 for more information about EGE's Critical Aircraft. Air Carrier aircraft have seating capacity of more than 60 seats or a maximum payload capacity of more than 18,000 pounds,carrying passengers or cargo for compensation. Air Taxi aircraft have a maximum seating capacity of 60 seats or less or a maximum payload capacity of 18,000 pounds or less, carrying passengers or cargo for compensation. General Aviation (GA) operations are takeoffs and landings of all civil aircraft (does not include military), except those classified as air carriers or air taxis. Enplanements are the number of revenue (paid) passengers boarding an aircraft. Passengers landing at EGE and disembarking from an aircraft are called deplanements and are not included in enplanements. See Section 3.10 for more information about EGE's passenger enplanement forecast. 1 FAA.National Based Aircraft Inventory Program.https://basedaircraft.com 2 FAA.Advisory Circular 150/5000-17,Critical Aircraft and Regular Use Determination. JVIATION A WOOLPERT COMPANY 3-2 EAGLE COUNTY MASTER PLAN Regional Airport ill lilinE44. tNilliklb 3.3 Impacts of the COVID-1 9 Pandemic on Aviation Since 2020,the COVID-19 pandemic has dramatically impacted the aviation industry and world economy. During the height of the pandemic, non-essential travel was The pandemic had dramatic significantly curtailed, resulting in airlines deeply cutting capacity, grounding fleets, impacts on the aviation and initiating massive layoffs. Aircraft production largely came to a halt and industry and on EGE,many operational levels were decidedly reduced. of which are still being experienced today. While general aviation activity and aircraft orders slowed drastically,they recovered relatively quickly as these aircraft afforded users the ability to travel while avoiding the inconveniences and delays often associated with commercial service operations. Additionally,after a near lockdown of three months,flight training operations rapidly rebounded and even increased as house-bound individuals pursued flight ratings for personal and professional purposes. Nevertheless, a p comparison of aircraft operational trends since 2019 indicates the p aviation industry is still recovering from the negative impacts of the pandemic. Figure 3-2 presents those operational trends (a take-off or a landing) within each defined FAA region from all towered airports, including EGE, over the last three years. (Note that this does not include non-towered airports as they have incomplete and/or no operational activity data available.) Figure 3-2:Operations by FAA Region (2019-2021) Northwest Mountain Region Great Lakes Region Eastern Region New England Region •2020 Compared to 2019-Down 16% .2020 Compared to 2019-Down 24% .2020 Compared to 2019-Down 34% •2020 Compared to 2019-Down 24% •2021 Compared to 2019-Dow;2% .2021 Compared to 2019-Down 6% .2021 Compared to 2019-Down 16% .2021 Compared to 2019-Down 7% Colorado •2020 Compared to 2019-Down 15% .2021 Compared to 2019-Down 2% / froi, ilk ....w inral ..----„, . . itk L..........amiam-pio.„. „4„,,,,,,,,, .,,,,,,,. • .....,,, . --\ L- 111 1114P ' \ Western Pacific Region Southwest Region Central Region Southern Region .2020 Compared to 2019-Down 21% •2020 Compared to 2019-Down 18% •2020 Compared to 2019-Down 18% 4021 Compared to 2019-Down 11% •2021 Compared to 2019-Down 9% .2021 Compared to 2019-Down 1% Source:FAA,Jviation,a Woolpert Company JVIATION A WOOLPERT COMPANY 3-3 tOp EAGLE COUNTY MASTER PLAN Regional Airport While every region saw a sharp drop in operations from 2019 to 2020 due to the pandemic, the Northwest Mountain Region experienced the smallest percentage decrease with 2020 operations equaling 84% of the 2019 total operations, while other regions across the country ranged from 66%to 82%. Comparing 2021 to 2019 operations,all regions displayed substantial recoveries with the Northwest Mountain Region returning to 98%of its pre-pandemic aircraft operational levels. A deeper examination of the Northwest Mountain Region operations sheds light on how the various types of flight activity (air carrier/air taxi, general aviation, and military)were impacted differently by the pandemic and have since recovered(Figure 3-3). Aircraft operations in this region over the past decade were examined within three categories: general aviation, air carrier/air taxi, and military. Prior to the pandemic,the region's operations had steadily increased year after year with general aviation accounting for the majority of regional operations, followed by air carrier and air taxi. This chart showcases the historic growth and health of the aviation industry in the region as well as the impact of the pandemic and the subsequent recovery. Figure 3-3:Operations in Northwest Mountain Region (2012-2021) 6 Million I 5 Million 4 Million 3 Million 2 Million 1 Million ilililililililitili ____ 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Source:FAA Specifically focusing on Colorado (Figure 3-4), data show that aircraft operations in 2021 were equal to 98% of operations in 2019. Broken down by category, 2021 general aviation operations surpassed previous years in Colorado, equaling 104% of 2019 levels, while air carrier/air taxi and military operations were 98% and 77% of 2019 levels, respectively. At the time of forecast preparation,the most current operational data available was January through September of 2022. A comparison of similar timeframes in 2019 revealed that Colorado aircraft operations have reached 99% of 2019 operations. Furthermore, general aviation operations equaled 106% of those in 2019, while air carrier/air taxi operations and military operations were 95%and 75%of those levels, respectively. While the recovery of military operations in the Northwest Region still lags that of 2019,general aviation and air carrier/air taxi operations are largely at pre- pandemic levels. Note that the latter two operational types are the primary focus of the master planning effort and this forecast. JVIATION A WOOLPERT COMPANY 3-4 te EAGLE COUNTY , �_ MASTER PLAN Regional Airport �— Figure 3-4: Monthly Operations in Colorado(Jan 2017—Sep 2022) 200,000 175,000 c 150,000 GENERAL 125,000 AVIATION a 0 100,000 75,000 RIER 0 50,0001111111111111111440111111111 2 25,000 0 l _ MILITARY Q 0 —+ Q 0 -� Q 0 < O Q O -' < 2017 2018 2019 2020 2021 2022 Source:FAA With respect to commercial airline passenger enplanements, the Airports Council International-North America (ACI-NA)3 estimated passenger activity declined 57% in the first half of 2020 compared to previous forecast levels.Commercial airline service recovery and citizens' willingness to fly can be measured through the number of passengers screened by Transportation Security Administration(TSA)Graphed below in Figure 3-5 are the number of passengers screened by TSA throughout the country on a monthly basis from January 2019 through October 2022. Figure 3-5:TSA Passengers Screened Nationally(Jan 2017—Oct 2022) 80 Million y 70 Million c 60 Million a, u 50 Million - m o. 40 Million a) 30 Million c a i 20 Million Beginning of u 10 Million ( Covid-19 Pandemic c > a > c > a > c > n > c > a , 03 ? a, z Co m ? al Z fo Co4 v Co (o2 2 v 2019 2020 2021 2022 Source:TSA In January 2021, TSA screened 60% fewer passengers as compared to the same month in 2019,and by July 2021,TSA screened only 20%fewer passengers. Over the last three months of available data (August 2022 through October 2022) month-to- month screenings equaled 93% of 2019 counts. FAA notes that by the third quarter of 2021, airline industry profitability had returned to near breakeven point and that 3Airports Council International-North America(ACI-NA).(2020). Economic Impact of Coronavirus on U.S.Commercial Airports. 3-5 EAGLE COUNTY ., MASTER PLAN Regional Airportill 14 .111Margi. --- 1 41111611). passenger levels were projected to return to 2019 levels by 2023.4 This data supports that air carrier enplanement levels nationally have largely recovered with some pockets of lower levels of service remaining as well as other ongoing complications related to pilot shortages and other labor issues. At EGE, while passenger levels in 2020 fell to 75% of the 2019 level, they had recovered by 2021 to surpass that of 2019. In fact,the 2021 enplanements were the highest experienced at EGE since 2008. Note the EGE enplanement counts are a comparable metric to TSA passengers screened nationally and demonstrate EGE's commercial service has recovered and has actually grown since the pandemic. Based on the various statistics referenced above, it is evident that national aviation activities have likewise largely recovered from the COVID-19 pandemic, although some limited categories still trail the high marks set in 2019.The Northwest Mountain Region weathered the storm better than most of the country.Taken together,these data provide high confidence in continued airport usage for all activity types, as well as a return to the consistent growth previously experienced through 2019. 3.4 General Aviation Industry General aviation aircraft include all aircraft not flown by commercial airlines or by the military. This includes an incredibly diverse array of flying that can range from a personal trip in a small single engine aircraft to an emergency medical evacuation. General aviation encapsulates all those individual, unscheduled aviation activities that enrich, enhance, preserve, and protect the lives of citizens. A report published by the FAA5 divided general aviation activities into six use categories: icali Personal — Personal flights account for about a third of all private flying in the United States (e.g., personal or family travel, personal enjoyment, or X personal business). Instructional — Flight instruction and training, ranging from private pilot to airline pilot. Corporate—Corporate flights,using aircraft owned by a business and piloted 5 by a professional pilot, account for about 12% of the total private flying. Businesses will often elect to fly, typically using turbine/jet aircraft, to save time and expand their geographic markets. This category includes both national and international destinations. glSelf-Piloted Business — An estimated 11% of private flying is done by i) individuals flying themselves to business meetings or other events. These flights are typically completed in piston or turboprop aircraft. Air Charter—Charting flights provide businesses and private individuals with 411i) flexibility and travel options beyond scheduled air service. When scheduled air service is unavailable to specific destinations or times,air charter provides 4 FAA.(2022).Aerospace Forecast Fiscal Years 2022-2042. 5 FAA.(2012).General Aviation Airports:A National Asset. JVIATION A WOOLPERT COMPANY 3-6 tii; EAGLE COUNTY n- MASTER PLAN Regional Airport fast and convenient travel. Chartered aircraft make use of general aviation facilities across the nation. Other—All other general aviation activities are classified as being "other." t' Q Given its diverse nature, this includes aircraft performing a broad range of functions related to, but not limited to, medical-related evacuation and transportation, disaster relief, search and rescue, police operations, news reporting, border patrol, forest fire fighting, aerial photography and surveying, crop dusting, and tourism activities. Of those various categories, business and corporate aviation are the fastest growing facets of general aviation,contributing$150 billion to U.S.economic output annually and employing more than 1.2 million people. Corporate general aviation is not the exclusive concern of Fortune 500 companies. In fact, only 3% of business aircraft registered in the U.S. are flown by such companies;the remaining 97%are operated by a broad cross-section of organizations including governments, universities, charitable organizations,and businesses of all sizes'. Furthermore,45%of companies that use business aviation have fewer than 500 employees. Use of general aviation air craft by business and corporate operators ranges from small,single-engine aircraft rentals to multiple aircraft corporate fleets supported by dedicated flight crews and mechanics. Business aircraft usage by smaller companies has also escalated dramatically as various chartering, leasing, fractional ownership, interchange agreements, partnerships, and management contracts have emerged. Since their inception in 1986,fractional ownership programs offered business aircraft users increased flexibility in the ownership and operation of aircraft, as well as providing a financially viable alternative to flying commercially. Numerous fractional ownership companies operate at EGE. The FAA Aerospace Forecast 2022-20426 provides a summary of the overall condition of the general aviation market: "The general aviation (GA)sector was less affected by the COVID-19 crisis than the airlines. Private aviation continues to attract those who can afford while the pandemic continues.At the lower end of the industry,newcomers to private flying included student, private and commercial pilots, joining the existing GA pilot population. The long-term outlook for general aviation thus is promising, as growth at the higher-end off-sets continuing retirements at the traditional low end, mostly piston-powered part of the sector." The FAA expects the active fleet of all general aviation aircraft (including declining piston-engine aircraft, and growing population of turbine, rotor, experimental and light aircraft)to increase 0.1%on average over the next 20 years.The highest growth rates are anticipated to be with turbine aircraft(turboprop and jet),which grew 2.0% annually over the past decade (2010 - 2021). That trend is expected to continue as the active general aviation turbine aircraft fleet is forecast to increase from 26,480 in 2022 to 38,455 by 2042, an average annual growth rate (AAGR) of 1.9%. 6 FAA.(2022).Aerospace Forecast Fiscal Years 2022-2042. JVIATION_ A WOOLPERT COMPANY 3 7 EAGLE COUNTY MASTER PLAN (111E1; Regional Airport In comparison, single- and multi-engine piston aircraft experienced a decline in the number of aircraft in recent years.Although still by far the largest portion of aircraft in the fleet,this group declined an annual average of-1.1%from 2010 to 2021. During that same period, multi-engine piston aircraft experienced a steeper decline, falling from 15,900 aircraft to 11,055, a AAGR of-2.6%. Piston aircraft are expected to have an AAGR of-0.8%over the next two decades. The FAA tracks and projects an important metric known as Active General Aviation and Air Taxi Hours Flown, which captures several activity-related data including aircraft utilization, frequency of use, and duration of use. From 2010 to 2021 hours flown in general aviation piston aircraft declined (AAGR -0.7%) and that decline is expected to continue over the 20-year planning period (AAGR -0.7%). Conversely, turboprop and jet aircraft hours flown are expected to continue to grow at a relatively high rate of AAGR 2.6% from 2022 to 2042. Total hours flown by general aviation aircraft are estimated to grow at a rate of AAGR 1.0%starting in 2022 and reach 29.5 million by 2042, compared to an estimated 23.4 million in 2021. Over the next two decades, the growth of general aviation hours flown (AAGR 1.0%) is projected to be ten times that of the growth in the number of aircraft,the difference representing an anticipated increase in aircraft utilization. In essence, existing and newly added general aviation aircraft will be flown more in the future. 3.5 Commercial Aviation Industry A brief timeline of the commercial service industry in the United States is presented below. 1975 AIRLINE DEREGULATION ACT OF 1978:A federal law that removed federal control of fares,routes,and market entry of new airlines. EXPANSION AND CONSOLIDATION(1978-2000):Legacy airlines expanded service and three new companies entered the market. Eventually, many of the new entrants failed or were acquired by larger,legacy carriers during the mid-1990s.Carriers consolidated in the 1980s to build regional hubs,Consolidation in the 1990s was more focused on buying assets,while consolidation in the 2000s was largely necessary for airlines to survive financially. 2000 STATUS QUO(2001-2006):During the early 2000s,the airline industry was significantly impacted by the events of September 11th,its aftermath,and the beginning of a rise in fuel prices.The rapid increase in oil cost made the majority of commercial airline service unprofitable and unsustainable. 2005 i RATIONALIZATION(2007-2009):In response to the Great Recession and higher fuel prices the airlines actively reduced seat capacity.The industry moved its focus from mainline operations to regional operators that used smaller aircraft Remaining seats became more valuable and fares subsequently rose.This resulted in increased revenues per seat for the airlines. 2010 CAPACITY DISCIPLINE(2010-2014):Seat capacity growth continued to be restricted by network carriers,even as increased passenger enplanements persisted.A growing demand for seats,as demonstrated by increased enplanements,coupled with restricted supply in available seats,led to even higher airline revenues per available seat. 2015 -- CAPACITY REGENERATION(2015-2020):Measured seat growth occurring that more closely mirrored growth in the U.S.economy. Seat growth since 2015 has been the result of a general trend toward larger aircraft, in addition to added service.Air carriers continue to trend toward replacing smaller 50-seat regional jets with larger aircraft that can seat at least 70 to 90 passengers. 2020 PANDEMIC RECOVERY(2020-PRESENT):Airlines are still dealing with the aftermath of the COVID-19 pandemic and adjusting routes and aircraft. 3-8 EAGLE COUNTY MASTER PLAN Regional Airport There are a number of ongoing trends and market shifts changing the airline industry in the United States and that could reasonably be expected to impact commercial service airports such as EGE. Pilot Shortage In 2013, the FAA increased the qualification requirements for first officers (also known as co-pilots)who fly for U.S. passenger and cargo airlines.Per the FAA,for first officers to hold an Airline Transport Pilot certificate requires 1,500 hours total time as a pilot. Previously, first officers were required to have a commercial pilot certificate,which requires a minimum of 250 hours of flight time. Prior to the pandemic, a U.S. Government Accountability Office (GAO) report indicated airlines in the U.S. will need to hire 1,900 to 4,500 new pilots annually to meet demand. In the past two years, analyses by CAE and Oliver Wyman indicate the pilot shortage has been exacerbated by the pandemic. In fact, a report published by CAE stated that there will be a global need for 27,000 pilots in the short-term. The impact is felt at the regional airline level, due to a decline in qualified entry-level pilots.Entry-level pilots are needed to fill positions vacated by pilots hired by mainline carriers. A lack of qualified pilots is a challenge for airlines to retain their service and attract new service. Fleet Evolution There is a national trend among commercial airlines and the smaller aircraft they use. Airlines are migrating from older, smaller (50-seat) aircraft to new, more efficient, and larger(70-90 seat)aircraft.This trend is especially impactful on smaller, non-hub airports since small regional jets have historically been used to serve such markets. This trend is critical for those non-hub airports in that they would now have to generate sufficient demand to support the new, larger aircraft to maintain airline service, profitability, and ultimately preserve airline service for their community. Simply stated, not all smaller airports and markets are capable of demonstrating sufficient demand and may be vulnerable to a potential loss of service. Thus, the trend toward using larger aircraft may threaten to reduce or eliminate existing and/or new air service at non-hub airports. Eventually the aging Boeing 757 and 767 fleet will also require replacement,which will impact airlines that currently fly into airports like EGE. Airlines and analysts point to the Airbus 321Neo as the most likely adopted replacement, however there are other aircraft that may also fit the bill such as Boeing's newer MAX aircraft. Airport Infrastructure and Connectivity Constraints Airport infrastructure, particularly access to large- and medium-hub airports, is critical for non-hub airports to thrive (such as the connectivity from EGE to DEN). Passengers leaving non-hub airports generally fly to a larger airport to connect to another flight to reach their final destination. Airline gates at those larger or busier airports are a finite asset and many such airports simply lack available gates to absorb more flights during key times. Consequently, this can result in constraining airlines wishing to expand services from those larger airports to smaller, non-hub airports. JVIATION A WOOLPERT COMPANY 3 9 tip EAGLE COUNTY MASTER PLAN Regional Airport The Rise of Hub Alternatives for Leisure Markets Air service from most mainline carriers has evolved into a "hub-and-spoke" model, where flights from smaller airports are routed through larger connecting hub airports where passengers make connections to another flight to their eventual destination. This differs from the point-to-point model often used by low-cost carriers to provide flights to leisure-oriented destinations. While hub operations are used to improve airline operating efficiencies, point-to-point operations tend to improve opportunities for destination markets, such as EGE. The U.S. Economy,Global Trade Tensions,and Wall Street The airline industry is susceptible to economic disruptions occurring on the national and world stage. Sluggish macroeconomic indicators (such as GDP, unemployment rate, etc.), pandemics, international trade disputes, and little appetite from Wall Street investors for growth in airline service have put additional performance pressures on the airline industry. The FAA develops forecasts of future levels of commercial passenger activity based on a combination of past commercial airline trends and national/world economic outlooks. Based on these factors, the FAA forecasts overall domestic commercial passenger (mainline and regional carriers) activity to increase 3.6% annually on average from 2022 through 2042. However,this growth is likely to not be uniformly distributed across all airports and markets. In fact, the combination of economic pressures and fleet mix changes are anticipated to have trickle-down impacts on the smaller commercial service markets. These could result in many small and nonhub airports having to provide air service incentives as a cost of entry to initiate new air service or even preserve existing service. JVIATION° A WOOLPERT COMPANY 3-10 EAGLE COUNTY MASTER PLAN Regional Airport 3.6 EGE Market Area An area's demographic and economic factors influence demand for aviation activities. An airport's market area represents the geographic region from which a significant portion of aviation and commercial passenger demand originates. Based on two recent leakage studies (2019 and 2022), the areas where local ticket purchasing passengers reside are Eagle County (48%), Garfield County (25%), and Summit County(27%). The leakage study data is corroborated by drive times associated with EGE.The map below depicts the 30-,45-, and 60-minute drive time areas from EGE.The 30-and 45- minute areas are contained primarily in Eagle County, while the 60-minute area extends east and west along 1-70, reaching into Garfield County. Thus, it can reasonably be assumed that most of the aviation-related demand for EGE originates within Eagle County, as well as Garfield and Summit Counties to lesser degrees. Figure 3-6: EGE Drive Time Map Apr *- , . v Olikk \\., tk4r..........e.......ii...er--\.'s Jr,/ 4 4-s r Y `"s f i ` `r pry 11347 h .T , e e ,,•' aye � ""}� y"'� +fit �,`.�,'', • Drive Times � '`'`� -..• ,., . ..r • f� r 30 Minutes > tal . - 3 ' *" t, rilili 45 Minutes • ?' ,,- I�'' '�` Summit' I- 60 Minxes `` .ay ' «\r ;fi - .0 of . r Rgniti .141064 1 if/ ) •'1 lit r"; ." i'p,,. r •' .r..'/ Cgs -i �� R ' ,rt�, . 5 .,may ti :o+ 40!1/!'/ ..Y.t.,, ♦0 r,` ,ram, , ° o "Nz 1,4 a° r 3 pis 'i ."A"'"--"'''. y'.1. 1 "' i'itkin As iu, 'Vv-z—...„.1-: _04,4,11% 1. ,A,! .... v„\ , ., • ;,,Op t �'`it�r * ` El `'lit . t A . ' i Source:Jviation,a Woolpert Company JVIATION' A WOOLPERT COMPANY 3-11 teEAGLE COUNTY ,__ MASTER PLAN Regional Airport �— iti 14111mommA IS11111111111111•• The maps below illustrate EGE's drive time, or catchment area, in relation to other facilities in the region. For people in the shaded blue area, EGE is the closest airport. Table 3-7 depicts the catchment area for commercial service airports only. Passengers in an airport's catchment area have easier access to, and therefore are more likely to utilize,that facility.The estimated population within EGE's commercial catchment area in 2022 was 135,298. Figure 3-7: EGE Commercial Air Service Catchment Area t ,} hf'�+.,,;.j,, ,,Y*� Eagle County Rgnl �Y mPa"--. - a. A Jx 994 r i lora a x r CSttr' • ,*, .`% • Commercial Sernce ea t»rts ti +,, a Ny r•"- It.. EGE ..�!" i"t ommerc�catchment Sernt!arrlld . :. M17'" '�tfo NA. Hrk f t >•, t I Catdtmeets . . s}'yr oft ' �� j1.t A,=..t '" `�,;wf,.t23e7h , N .' z ,,, Rocky Mountain R r - � � _ Y.It. �k_�" E�t� ., E�Sq- ,4.. r" a - .Metropolitan r r Eagle .ho � .4 ��' e 1! County111 t ,, r_(< t rs �1i{ 3o J . ©Rgnl : ,. <471( Y `;^•;— 1�. .l 139 , ,,f p• ..tea "afP. 1,44 t t' s ' t' ,r t ' '- "'* Aspen-pitkkin % r'a a a CoJsardy Fteldg ...Tn.] ♦♦P.r ,_ 1). -►INa Nan :1 '4` C yan. `� Reglenel r *� yyd YL e Fwe' '. 1 c n. �ata `.—tea -Juna,1un ,crita A sa s, + ''"*Jr. ''AAiiyy,,n. ' >� i . a, area � mil ixeft- i''� '„ .'f�p, '�b 't i COLORA ,- I ll"" `y" '�'• f .14 a ton', °w t . ° J hn[Isabel ( ti'41t ,.y , a YMIIrN 3., Y x �•, . ►, faint - s* • d y I._ Gunnison=crested 1, , f, Source:Jviation,a Woolpert Company Figure 3-8:EGE Paved Runway Catchment Area Meeker fit. `r ` t:.-,", ,�. Mc Elroy 1 1� }CulterFid ! s', ...r ' " 1 ' A ��—ti;`nd * 4 . ,J t r 23,47 R a a a ,r a i . ii i ? •.. renal y;,.. ,� EAGLE dt" ; m m Suit � r rest + 1.,''' '4.=. A J ,, COUNTY r -' RGNt 11l Garfield t County Y,f 1 C 1 Glenw©od11)110 , Springs Muni I �o , 'y i ,. 8), w r <" 4 '�' • 'ya / to g °1 , r '?' i "f 1'_:� Eagle CountyRgnl tk "y"4 t t" a. .r t ti'� a lisp.......* spen Pltkin" ; Jr— .- �✓ • Public Use Airfield a r r . i * Ca/sandy Field • f Lake County `l EGE Catchment 4 Pitkin • n+ `v e: f „Lake ke s) I I Public Use Airfield - `',, S ,,- t i s -'., !� m. -,, w x :r Catchments �^w •, ` '.�> ae „ •.---. Source:Jviation,a Woolpert Company JVIATION' A WOOLPERT COMPANY 3-12 teEAGLE COUNTY MASTER PLAN Regional Airport Figure 3-8 shows the catchment areas for public use airports with at least one paved runway. Like that of the commercial service catchment area, those located within a paved runway catchment area that require the use of a paved runway to operate their aircraft are most apt to use that airport. Estimated population in 2022 for the EGE public use airport catchment area is 47,142. People who live near boundary edges of these areas have two airports that they can drive to in similar amounts of time, and for general aviation users this may impact where they choose to hangar aircraft.Users may consider ticket and fuel pricing,flight schedule,hangar availability, and other factors beyond distance into their decision to use one airport over another. Local demographic and socioeconomic conditions are often strongly correlated to the aviation use within the region. Business and personal spending on aviation is typically discretionary in nature. Data was obtained from Colorado State Demography Office and Woods and Poole Economics, a company specializing in long-term economic and demographic projections. Three socioeconomic indicators traditionally have the potential to influence aviation activity in a region: • Population—the greater the population,the greater the potential for aircraft owners, operations, and passengers • Employment—the higher the employment level,the more potential aircraft owners and commercial flyers • Total Personal Income(income by persons from all sources)—the higher the total personal income,the more potential discretionary income that may be used for aviation-related activities The following charts illustrate these three metrics for Eagle, Garfield, and Summit Counties. Garfield is the most populous of the three counties, with approximately 63,000 residents in 2022 and projected to increase to 89,000 by 2042.While Garfield has the largest population, Eagle has the highest total number of jobs—although Garfield's total employment is projected to nearly match Eagle by 2042. Summit lags both Eagle and Garfield in both population and total jobs. Eagle has the highest per capita income which is projected to rapidly increase over the next 20 years. Summit has a higher per capita income than Garfield, although both are likewise projected to grow quickly for the next 20 years. EGE's market area lies in, or abuts, an area of special note for past growth and projected future income. Woods and Poole ranked the top counties in the country based on residential average annual growth from 1970 through 2010; essentially, these are the nation's fastest growing county populations. There are slightly more than 3,000 total counties in the country. In these rankings, Summit County was ranked #10 (AAGR 5.94%) and Eagle was #30 (AAGR 4.90%). Two of the counties within EGE's market were in the 30 fastest growing counties in country over a 30-year span. In conjunction with the rapid population growth, the job markets also increased. In rankings from 1970 through 2010 of employment,Summit was#2 in the nation (AAGR 8.27%), Eagle was #22 (AAGR 6.23%), and Garfield was #80 (AAGR 4.61%). Looking forward, Woods and Poole projects that nearby Pitkin County and Eagle County will have among the highest per capita incomes in all of the United States by 2050, ranking#4 and#46, respectively. JVIATION_ A WOOLPERT COMPANY 3-13 teEAGLE COUNTY MASTER PLAN Regional Airportitita I! 11116111 Figure 3-9:County Population 100,000 Garfield 80,000 • 60,000 Eagle o 40,000 —Summit 20,000 HISTORICAL 0 o N R 00 CO 0 N t0 CO 0 N V t0 CO 0 N .7 t0 00 0 N o 8 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 NNNNNNNNNNNNNNNNNNNNNN Source:Colorado State Demography Figure 3-10:County Employment 60,000 50,000 r,,. Eagle c 4Q000 1.�r+�"""�! Garfield ai E Summit 0 30,000 E 20,000 w 10,000 HISTORICAL 0 O N t0 CO 0 N V %0 CO 0 N t0 CO 0 N to CO 0 N p p p pEl)O O O O O O O O O O O O O O O O O O 8 8 N N N N N N N N N N N N N N N N N N N N N N Source:Colorado State Demography Figure 3-11:County Per Capita Income $120,000 Eagle a., $100,000 Summit $80,000 ,,,„.•.4 '"""—,,r.w• —Garfield c7 $60,000 a• $20,000 HISTORICAL $0 pO p p N R ID0 Op0 O N Cf tO CO O N t0 CO O N CT tO CO O N O O O O O O O O O O O O O O O O O O O 8 8 NNNNNNNNNNNNNNNNNNNNNN Source:Woods and Poole JVIATION A WOOLPERT COMPANY 3-14 ti; MASTER PLAN EAGLE COUNTY Regional Airport kit Ilimmille* 1N1111161116. 3.7 EGE in the State System Viewing EGE from a statewide perspective highlights the enormous role the Airport plays in the Colorado aviation system.As an aviation asset to Colorado, EGE provides immense value and utility. In 2021,of all the publicly owned airports within the state, EGE ranks Sth in total passenger enplanements, 13th in annual aircraft operations,and 13th in total based aircraft. Rankings of the top ten passenger airports in the state are mapped below. Interestingly, three of the four airports that serve more passengers than EGE have more than one runway: DEN has six runways, COS has three, and Gil has two. Only ASE has a single runway like EGE. 1 Figure 3-12:State Commercial Service Airport Rankings(2021) HDN --PAX#8 OPS#26 -- AI R#45 j DEN PAX#1 EGE 1OPS#1 PAX#5 AIR#49 OPS#13 AIR#13 GJPAX# 4 -• oPs#14 x ASE COS PAX#4 AIR#10 PAX#5 OPS#15 OPS#5 M TJ AIR#12 AIR#7 PAX# OPS#17 G U C AIR#14 PAX#9 I ci OPS#32 AIR#22 • ALS • D U R PAx#10 OPS#34 PAX#6 AIR#23 OPS#19 AIR#E16 PAX=2021 Enplanements i OPS=2021 Take-offs&Landings AIR=2021 Based Aircraft I Source:FAA,CDOT,Jviation,a Woolpert 3-15 tiO; MASTER PLAN EAGLE COUNTY Regional Airport 3.8 Based Aircraft 3.8. 1 Historical Based Aircraft As defined previously, a based aircraft is one that has an agreement with a specific airport for storage, that spends a majority of the year (i.e., 51% of its time) at that airport,that is operational(capable of performing takeoff and landings),and that has a current airworthiness certificate. Analyzing an airport's based aircraft fleet is important in determining future activity levels, which subsequently help direct planning for expanded or improved aviation support facilities. Aircraft hangars, aprons, and aircraft tie-downs are all facilities that are directly tied to the number of based aircraft on an airfield. There is limited historical based aircraft information available for EGE; the data that is available is presented below in Table 3-1. Specifically, the current 2022 aircraft counts originate from the Airport's 5010 data, while data for the remaining years were pulled from the previous EGE Airport Master Plan. The FAA uses Form 5010 to document airport inspection results including based aircraft. Table 3-1: EGE Historical Based Aircraft Based Aircraft Single- Multi- Year Engine Engine Jet Rotorcraft Other Total 2000 28 4 10 - 9 51 2005 59 9 19 - 12 99 2010 46 13 20 - 14 93 2022 48 2 22 13 - 85 Source:FAA,Jviation,a Woolpert Company The single-engine and multi-engine categories include both piston and turboprop aircraft. The Airport has hangar and tie-down space for over 100 aircraft at a given time and is currently constructing additional hangar space to accommodate greater numbers of based aircraft. However,a significant portion of this space is reserved for and occupied by aircraft owners who are classified as transient since they may be present on the airfield for less than half of the year. Those operators' variability in time spent at EGE can lend to the fluctuation in based aircraft counts. 3.8.2 Based Aircraft Forecast The limited amount of detail and history of EGE's based aircraft data precluded many typical forecasting methodologies, including trend and regression analyses. Ultimately, two based aircraft forecast scenarios were developed for EGE that established a reasonable range and better accounted for forecasting variables. The lower end of that range is classified as the "pessimistic" scenario, while the higher end is the "optimistic" scenario. This phraseology is consistent with national FAA forecast documents. JVIATION A WOOLPERT COMPANY 3-16 EAGLE COUNTY MASTER PLAN Regional Airport iA,A The pessimistic based aircraft scenario began with the 85 aircraft listed on the Airport's current 5010 and then utilized growth rates from the FAA Aerospace Forecast FY 2022-2042. The most applicable growth rates from that forecast were applied individually to each based aircraft category and then extrapolated through the end of the planning period (2042). This effort resulted in the total number of based aircraft at EGE being forecasted to increase to 105 over the next two decades (AAGR 1.1%). The optimistic based aircraft scenario is based on the 2022 Terminal Area Forecast (TAF), which is FAA's official forecast of aviation activity for EGE that is updated annually for budgeting and planning purposes. This FAA-derived forecast assumes EGE currently has 96 based aircraft and projects that total to increase to 162 by the year 2042 (AAGR 2.7%). As shown in Figure 3-13, these two scenarios diverge significantly in the outlying years of the planning period. When viewed in combination, that growing separation between the two forecasts frames what should be considered a reasonable range within which the actual based aircraft growth is most likely to be realized.Thus,while one of the two forecasts has been identified as being preferred to serve as the basis for planning, it is nevertheless reasonable to assume that the actual growth will ultimately lie somewhere within that range. EGE represents a based aircraft market that is largely unique in the industry.Aircraft are typically based at airports due to their proximity to their owner's primary residence or place of business. However,a market like EGE's can be atypical in that it has a large destination resort and second home population. This means that while a given aircraft may technically be based elsewhere, it could actually be located at EGE up to 49%of the year while still being classified as transient. A substantial number of hangars at EGE, on the north and southside of the airfield, are used for these types of transient aircraft.While each aircraft may not be based at The Optimistic Scenario was EGE per the FAA definition,the consistent transient demand, evidenced by the large identified as the preferred volume of existing hangar storage dedicated to them,indicates there is a need to plan forecast for EGE based and design around these aircraft as if they were based at EGE. Consequently, the aircraft. optimistic based aircraft scenario has been identified as the preferred based aircraft forecast for planning purposes. VIA-1 101'if 3-17 EAGLE COUNTY MASTER PLAN Regional Airport IAA 1111116111. Figure 3-13: EGE Based Aircraft Forecast 180 IST1C 160 OFTIM 140 (..) 120 a 100 S0 PESSIMISTIC co 60 40 20 HISTORICAL 0 OO O`L O` O° O� 'y0 11 'ya 1° 1 '10 1. 1'� 1 'Lr° '')O '1'," 'bt` 4) 4) DO D1' „o do do '0 '0 do do do yo 19 yo do yo do do do do 19 do yo do 15) Source:Jviation,a Woolpert Company The fleet mix for the based aircraft forecast is detailed in Table 3-2.Over the planning period, the majority of based aircraft at EGE are projected to remain single engine. Notably,and consistent with national trends,the number of jets based on the Airport are forecast to increase by 68%, increasing from 25 in 2022 to 42 by 2042. Table 3-2: EGE Based Aircraft Forecast Breakdown Optimistic Based Aircraft Scenario Single- Multi- Year Engine Engine Jet Rotorcraft Total 2022 Baseline 54 2 25 15 96 2027(+5 years) 64 3 29 17 113 2032(+10 years) 73 3 33 20 129 2037(+15 years) 82 3 38 22 146 2042(+20 years) 91 4 42 25 162 2022—2042 AAGR 2.7% Source:Jviation,a Woolpert Company JVIATION. A WOOLPERT COMPANY 3-18 tip EAGLE COUNTY MASTER PLAN Regional Airport 3.9 Operations 3.9. 1 Historical Operations Annual aircraft operations represent the number of takeoffs and landings occurring at an airport during a calendar year. Historical operation counts for EGE, retrieved from FAA OpsNet, are graphed in Figure 3-14 and tabularly listed in Table 3-3.These operations are computed from reports provided by air traffic control tower (ATCT) controllers located on-site. The recession in 2009 caused a notable dip in flight activity. Since that time, flight activity has incrementally increased with 2021 posting the highest operations total in the past two decades. Outside of the recession dip, annual operations typically ranged between 36,000 and 43,000. Yet during the pandemic in 2020, operational activity increased to 46,000 and then skyrocketed to 57,000 in 2021. Operations in 2021 were 32% higher than in 2019, an increase of nearly 14,000 annual operations (equivalent to an additional 38 operations per day). The operation counts are split between itinerant and local flights, and then further subdivided among air carrier, air taxi,general aviation, and military. • Local operations are those performed by aircraft that remain in the local traffic pattern, execute simulated instrument approaches or low passes at the airport, and the operations to or from the airport and a designated practice area within a 20—mile radius of the tower. • Itinerant operations are performed by an aircraft that lands at an airport, arriving from outside the airport area, or departs an airport and leaves the airport area. Figure 3-14: EGE Historical Annual Operations 60,000 50,000 040,000 IiiiHuiiniHiHhI O 30,000p 20,000 ,- Q 10,000 0 Doti e ooa e o00 00� Doe co)) e otiti otiti 6ti3 otia oti� e oti� otie e619 otiti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti ti Source:FAA JVIATION. A WOOLPERT COMPANY 3-19 teEAGLE COUNTY - MASTER PLAN Regional Airport l8 The percentage of local traffic has ticked up since 2018. For forecasting purposes, a five-year average (2017-2021) of 78% itinerant and 22% local was utilized. This average incorporates pre-pandemic data,the immediate impact from the pandemic, as well as the steep rebound and subsequent normalization. OpsNet data from June 2021 through April 2022(an 11-month span)were compared to data collected locally through an ADS-B receiver. On the whole, receiver-collected operations equaled 70%of the total OpsNet operations.This signifies that a notable amount of traffic at EGE operates without an active ADS-B out unit. (Note that ADS- B out is not mandated at EGE as the Airport falls under Class D airspace.) Based on activity beyond the ATCT hours captured by the ADS-B unit, it is estimated that less than 3%of aircraft operations occur when the tower is not staffed and therefore not captured in the FAA data. Table 3-3: EGE Historical Annual Operations(OpsNet) Itinerant Local • Air Air General Total Total Total Year Carrier Taxi Aviation Military Itinerant Civil Military Local Operations 2002 4,551 6,631 19,134 2,918 33,234 6,190 3,145 9,335 42,569 2003 4,481 6,760 18,252 2,868 32,361 6,588 2,903 9,491 41,852 2004 4,781 6,495 17,550 2,500 31,326 4,714 2,552 7,266 38,592 2005 4,989 6,367 17,855 3,006 32,217 6,090 2,925 9,015 41,232 2006 5,316 6,828 18,067 2,125 32,336 5,574 2,407 7,981 40,317 2007 4,149 8,942 19,328 3,998 36,417 3,501 3,089 6,590 43,007 2008 3,386 8,962 17,023 4,228 33,599 6,624 2,192 8,816 42,415 2009 2,736 6,381 12,467 4,362 25,946 3,462 699 4,161 30,107 2010 4,458 6,731 15,005 4,140 30,334 3,173 1,309 4,482 34,816 2011 4,295 6,714 15,080 3,980 30,069 2,531 922 3,453 33,522 2012 4,092 7,057 15,196 4,699 31,044 4,924 418 5,342 36,386 2013 3,466 7,845 15,134 3,581 30,026 6,485 523 7,008 37,034 2014 3,530 8,396 16,193 3,217 31,336 7,421 942 8,363 39,699 2015 3,609 8,709 16,591 2,400 31,309 7,122 1,095 8,217 39,526 2016 3,649 8,848 15,811 2,971 31,279 5,830 552 6,382 37,661 2017 3,637 8,546 15,762 2,660 30,605 5,246 1,351 6,597 37,202 2018 4,382 8,172 17,965 3,268 33,787 6,410 1,580 7,990 41,777 2019 4,138 8,565 17,403 2,934 33,040 7,846 2,359 10,205 43,245 2020 3,647 10,370 18,821 1,989 34,827 9,464 1,545 11,009 45,836 2021 5,253 12,683 21,962 2,586 42,484 13,009 1,650 14,659 57,143 2022t 5,137 12,650 21,868 2,557 42,180 11,630 2,136 13,764 55,974 5 Year Average% (2017- 2021) 9% 21% 41% 6% 78% 19% 4% 22% Source:FAA,Jviation,a Woolpert Company t Operations for November and December 2022 were extrapolated to create a full calendar year baseline operation count. JVIATION' A WOOLPERT COMPANY 3-20 te EAGLE COUNTY MASTER PLAN Regional Airport From 2015 through 2019, EGE averaged 3,883 air carrier and 8,568 air taxi operations a year.Those numbers changed drastically in the following two years with air carrier operations dropping to 3,647 in 2020 as airlines dealt with the pandemic. However, air carrier operations recovered in 2021 and actually grew to the second highest mark in this century at 5,253. Air taxi activity, which includes NetJets and other similar air charter companies, jumped significantly in 2020 to 10,370 annual operations and jumped again in 2021 to 12,683 operations. To date, 2022 is trending to be slightly below the 2021 counts but still greater than 2020. Monthly aircraft operations from 2002 to 2021 are presented in Figure 3-15. Historically about 44% of all flight operations occur from the start of December through the end of March (this four-month span contains 33%of the days in a year). This trend changed in 2020 and 2021,when those winter months accounted for 37% of operations, a seven-percentage point drop even though these two years also experienced an increase in total operations. While much of this difference can likely be classified as a pandemic-generated anomaly, there was a marked percentage increase in operations during April, October, and November in 2021. These months are often the slowest at EGE since they generally constitute the inactive months or shoulder seasons to the peak winter and summer seasons. While this cannot yet be identified, it may be an indicator of operational growth potential at EGE that is currently largely unrealized. Figure 3-15: EGE Monthly Operations 14% c 12% f 1 2% 0% Id Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec ■2002-2019 ■2020 s. 2021 Source:FAA JVIATION° A WOOLPERT COMPANY 3-21 EAGLE COUNTY — MASTER PLAN Regional Airport AL 1%61E1=11* 3.9.2 Flight Origin and Destination Data from the FAA Traffic Flow Management System Counts(TFMSC)provides insight into the number and type of aircraft that are filing instrument flight plans or detected in the NAS for a given airport. This database includes destination and arrival information for flights (not to be confused with passenger information). Those airports identified as being an operational connection to EGE in 2021 (either as an origin and/or a destination) are mapped in Figure 3-16 and Figure 3-17.These maps reflect all noncommercial airline flights such as air taxi(including fractional ownership companies),general aviation, military, and others. These data show the regional,national,and even ocean-spanning international reach of EGE. Over this single year span, 10,225 flights departing from EGE were recorded in this database. These flights originated from airports in all 50 states (and Washington DC), Mexico, Central America, Canada, South American, Europe and the Caribbean.The most popular listed states for flights leaving EGE were Texas (1,875), Colorado (1,659), California (899), Florida (503), Arizona (445), Missouri (334), Oklahoma (278), Kansas(266), Utah (245), and Illinois (202). There were 10,248 recorded flights arriving to EGE. Similarly,these records included every state, Washington DC, Mexico, Caribbean islands, South and Central America, Europe, Canada, and even Korea and Australia. The most popular listed states for flights inbound to EGE were Texas(2,003),Colorado(1,537), California (891),Arizona (453), Florida (448), Kansas (371), Missouri (353), Oklahoma (300), Illinois (214), and Utah (212). Aircraft types in this dataset encapsulated a wide variety of aircraft including small piston-engines (e.g., Cessna 182, Cirrus SR 22, Beech Bonanza, Mooney M20, etc.), single- and twin-engine turbo props (e.g., Pilatus PC-12, TBM 700, numerous Beech King Air variants, Swearingen Merlin, Aero Commander, Texan, Dash 8, etc.), and a multitude of jets(e.g., nearly every type of Cessna Citation from I through X, Dassault Falcon 10/20/50/900/2000, Gulfstream III/IV/V, Global Express 5000/7500, Learjet 31/45/55/60, Cirrus VisionJet,etc.). JVIATION" A WOOLPERT COMPANY 3-22 Z Q —1 cc W H M In N Q 2 rn I c t 0 it! ► •r u, t'e4 ih. • , �tr co + ., j M 4 ! i • • LT-. \ •\ • c • • • \ ♦ �• e • • . . • • • 4--- - . • lit A v+ .• H • •-/ . Z z i o 0 0- 1i I ` • 1. • ♦ • W p—.I V.0 ,. �c W� ro � , E I MIMI 411111) 0 c O m 5 d a ot+ LL N i U 7 0 0 0 0 0 s 0 QJ, .,.. 0 a —II a f, W l~/f $ f N 1'� < K1 401 2 1 II 0 • 0 O O O O 0 ) %—i 0i�a 1; � f�O.° o • N a� OA 0 ,;• a0 N / 0 0 .3 t o ate+ • 1 a a0 LL ,,,.,q VP C 0 ✓ .:�.�f'° o O 0 00 411 co C a rk ', o as a. O 0 a 4 ;;/ 100, W 0 0 ,,. 'o W • 0 .0o0O 0LAJ a ri M a, ° L to LL 0 00 0 0 >- I— Z+, J O1 Z fl.. VQ > z .... O a Q °D W� t a O 4ill o 5 3 o 0 i m c 0 LL o u 0 N tip EAGLE COUNTY �; MASTER PLAN Regional Airport �--- 3.9.3 Daily Operational Patterns Understanding when aircraft generally operate at an airport can be useful for setting staffing levels, such as at an FBO, security, etc. ADS-B data collected as part of this forecasting effort was analyzed to identify any operational patterns or trends. Specifically, all flight operations recorded within the ADS-B dataset (from May 2021 through April 2022) were divided into the one-hour increments of an average day (see Figure 3-18). Based on this, it was noted that 93% of all Airport operations occurred between 7:00 AM and 5:59 PM. Further refined, 62% of all operations occurred between the hours of 9:00 AM and 1:59 PM. Unsurprisingly, less than 2%of recorded operations occurred from midnight to 6:59 AM. Figure 3-18: EGE Operations by Time of Day r 14% 12% O 12% 10%— 11%11%10% O 10% - - 9% cc 8% — 8% O 8% — — = 6% cc 6% 5oi — w 4% =• 4% — 2% 1% 2% W 2% 1% 0% 0% 0% 0% 0% T7' om 0% 0% 0% Per Per Per Per Per Per Per Per Per Per Per Per Qer <2 Qer Qer Qer Qer Qer Qer Qer Qer .z2 Qer ti 0000000000ti0000000000000 00 .0 0 .0 0 0 0 0 0 .0 0 .0 .0 0 0 0 0 0 .0 0 0 0 ti 'ti ti 3 a O of 'ti 'N 1) h0 1 c 0i0 'N.y tiy • Source:Jviation,a Woolpert Company Using a different dataset (OpsNet Daily 2021), EGE operations were also divided by the day of the week that they occurred (see Figure 3-19). Overall, operations were fairly evenly dispersed throughout the week in 2021 with Thursday (16%) being the most popular day of the week for flying. Weekend operations dipped slightly from the peak range of Wednesday through Friday,with Sunday being the least active day (13%). Figure 3-19: EGE Operations by Day of Week 18% 16°i W 15%> 16% 14% 15% 14% • 14% 13% 13% O 12% Q 10% 8% - 6% = 4% • 2% LL 0% aa� aa�' aa� �� aa' 44 ,�° �ea� pro Source:FAA .JVIATION' A WOOLPERT COMPANY 3-25 EAGLE COUNTY _ MASTER PLAN Regional Airport — 3.9.4 Operations Forecast Numerous methodologies were explored in creating the EGE forecast of operations including linear trends, simple and multi-variate regressions using demographic and socioeconomic indicators, operations per based aircraft (OPBA), and exponential smoothing. Forecasting based on OPBA was discarded due to a negative correlation between historic operations and based aircraft counts.This is presumedly due to the seasonal peaking characteristics experienced at the Airport as well as the unique based versus transient aircraft dynamic discussed previously. Regressions were likewise found to be unfit for forecasting due to weak correlations with demographic and socioeconomic metrics. Ultimately, two scenarios were prepared for the aircraft operations forecast, which have been presented in Figure 3-20.Similar to the based aircraft forecast,these two forecasts essentially frame a reasonable range to account for unknown variables. Again, the lower end of that range has been classified as the "pessimistic" scenario, while the high end of that range has been classified as the "optimistic"scenario. Note that at the time of forecast modeling,the data for baseline year 2022 was only available for January through October(totaling 47,746 operations).The remainder of the year (i.e., November and December) was extrapolated based on the average percentage of operations over the previous five years. This resulted in a baseline operation count total of 55,974. The pessimistic operations scenario assumes flight activity will remain high but continue to slowly decrease over the next five years from the 2021 peak. This conservative scenario assumes that the 2020 and 2021 peaks were largely an anomaly and that EGE operations will trend back to levels experienced prior to the pandemic; however, that regression will ultimately be overtaken by longer-term operational growth. Specifically, by 2027, operational growth is projected to resume an upward trajectory based on the trend (R2 = 0.72) from the 10-years before the pandemic. This scenario somewhat downplays the immense increase in operations experienced by EGE during the pandemic and presumes that historical growth rates will eventually return. Operations in this scenario are forecast to increase to 66,517 by 2042 (AAGR 0.9%). The optimistic operations scenario was developed by applying the exponential triple smoothing algorithm to historic monthly operation counts(2000 through 2022).This The Optimistic Scenario was technique smooths data and accounts for the high-level of seasonality at EGE.A time identified as the preferred series method of forecasting such as this weights the historical data, placing greater forecast for EGE aircraft emphasis on more recent data. Thus, this scenario incorporates pre-pandemic operations. activity as well as accounting for changes during the pandemic and subsequent recovery. This scenario acknowledges that operational changes from the pandemic are,to a degree, likely to continue at EGE. Operations in this scenario are forecast to increase to 68,648 by 2042 (AAGR 1.0%). For long-term planning purposes, the optimistic operations scenario has been identified as the preferred aircraft operations forecast to ensure the Airport has an appropriate strategy to accommodate the potential higher ranges of future growth. JVIATI 3-26 EAGLE COUNTY MASTER PLAN Regional Airport Figure 3-20: EGE Operations Forecast 80,000 v, 70,000 OPTIMISTIC O 60,000 50,000 PESSIMISTIC 0- 40,000 a 30,000 z• 20,000 < 10,000 HISTORICAL O°° O0 o°a o0 o°co � off° o�� orb oti� 01� off° o1, 01� 01, 01, o-5 o-5 o'b o1, o� off° o� ti ti ti 1, 1, 1, 1 ti 1, ti ti ti 1, 1, ti ti ti 1, 1, 1, 1, ti Source:Jviation,a Woolpert Company 3.9.5 Operations Fleet Mix Breaking down future aircraft operations by category (air carrier, air taxi, general aviation, and military) further defines forecasted operations. By applying historical share percentages, estimated operations by category were established and are shown in Table 3-4. The five-year (2017-2021) averages for operational categories were calculated and applied to the optimistic scenario forecast. Overall, general aviation is projected to account for the largest share of operations at EGE over the next two decades. It is also presumed nearly all, if not all, local civil operations are performed by general aviation aircraft. Air carrier operations are anticipated to increase to levels not previously experienced at EGE. Historically air carrier operations have accounted for 8.0% to 13.2% of all operations at the Airport. Since 2000, air carrier operations peaked at 5,316 in 2006 and 5,253 in 2021,with a low of 2,736 in 2009. Table 3-4: EGE Operations Forecast Breakdown Itinerant Local Air General Total Total Carrier Air Taxi Aviation Military Itinerant Civil Military Local Total Year (9.4%) (21.5%) (40.8%) (6.0%) (77.6%) (18.6%) (3.8%) (22.4%) Operations 2022 Baseline 5,234 12,014 22,845 3,340 43,432 10,433 2,109 12,542 55,974 2027 (+5 years) 5,906 13,557 25,780 3,769 49,012 11,773 2,380 14,153 63,165 2032 (+10 years) 6,077 13,950 26,526 3,878 50,430 12,114 2,449 14,563 64,993 2037 (+15 years) 6,248 14,342 27,272 3,987 51,848 12,454 2,518 14,972 66,821 2042 (+20 years) 6,419 14,734 28,018 4,096 53,267 12,795 2,586 15,382 68,648 Source:Jviation,a Woolpert Company JVIATION_ A WOOLPERT COMPANY 3-27 tipEAGLE COUNTY MASTER PLAN Regional Airport �:--�- 3.9.6 Instrument Operations The FAA TFMSC provides data for flights with flight plans and/or tracked within the National Airspace System (NAS); thus, most Visual Flight Rules (VFR) traffic is excluded. The TFMSC operations are often used to broadly estimate Instrument Flight Rules (IFR)operations at an airport.Annual operation counts for an airport from the TFMSC database are not comprehensive,especially at airports with a large amount of general aviation activity such as EGE. Nevertheless, it still provides value since the data includes details about each operation that is often not available through other data sources(e.g.,type and category for each aircraft flight).This data also provides useful information about more demanding operations such as complex aircraft that file flight plans. Presented in Figure 3-21 is a comparison between the annual operations captured in the TFMSC to those in OpsNet.TFMSC captured from 55%to 67%of the total annual operations at the Airport with a recent five-year average accounting for 59%. This data suggests that a majority of flights at EGE file flight plans or are otherwise captured by the TFMSC. Figure 3-21: EGE Operations TFMSC and OpsNet Comparison 60,000 50,000 40,000 c el ele8 4A 'cI 5 !1'n I IiIiIiIiIiIiiII !I ! ! 20,000 "' mom III ! ! ! e e e o otitieeee e6° 0> ti rt. rt. ti ti rt. ti ti ti rt. ti rt. ti ti ti ti ti ti ti ti •TFMSC ■OpsNet Source:FAA -"VIATICUM A WOOLPERT COMPANY 3-28 te EAGLE COUNTY , _ MASTER PLAN Regional Airport �►l 1 3.9.7 Critical Aircraft Determination The ultimate design and development of airport facilities are directly impacted by the demand for those facilities. Aircraft-related activities, in the form of based aircraft, The determination of a operational levels, and types of operations, serve as the basis for that demand. In Critical Aircraft is important general, airport infrastructure components are designed to accommodate the most since that aircraft will help demanding aircraft type that will utilize the infrastructure on a regular basis.The FAA establish facility refers to this aircraft as the Critical Aircraft,which it defines as"the most demanding requirements for the airport. aircraft type,or grouping of aircraft with similar characteristics,that make regular use of the airport. Regular use is 500 annual operations,' including both itinerant and local operations but excluding touch-and-go operations." The primary purpose of identifying the Critical Aircraft is to ultimately translate the operational requirements of that aircraft to airport facilities. The FAA has developed a system to connect the physical characteristics of the Critical Aircraft to airport planning and design standards.This system is known as the Airport Reference Code (ARC), and is detailed in FAA AC 150/5300-13B, Airport Design. A combination of two codes is used to develop the ARC. The first code is the Aircraft Approach Category (AAC) based on the approach speed (landing speed) of an aircraft, is designated with a letter.The second code, Airplane Design Group (ADG), is determined by the wingspan and tail height of an aircraft and is presented as a Roman numeral. Each individual aircraft is assigned a reference code as well as each runway and the entire airport. The ARC of a runway and airport is based upon the aircraft or combination of aircraft with the highest approach speed and greatest wingspan that either use or are expected to make regular use of it.The figure on the following page lists the approach categories and design groups and provides example aircraft in each ARC. • 7 FAA.Advisory Circular 150/5000-17 Critical Aircraft and Regular Use Determination. \ AT CI 1'% 3-29 t; EAGLE COUNTY MASTER PLAN 411 Regional Airport iti 1.-.6. Nlihit Figure 3-22: FAA Airport Design Codes Aircraft Approach Category (AAC) (Approach Speed) Category A Category B Category C Category D (<91 kts) (91-<121 kts) (121-<141 kts) (141-<166 kts) A-I B-I C-I D-I Cessna 172,Beech Bonanza, Piper Navajo,Cessna 421, Learjet 25,Israel Westwind Learjet 35,F-16C Fighting Vans RV-6 Beech Baron 58 Astra Falcon C- v L l9 v ,. .,,, 1 rr,� A-II B-II C-II D-II b Pilatus PC-12,Cessna 208,Aero EMB Brasilia,Super King Air Gulfstream ill,Canadair Chal- Gulfstream G200 and IV rn Commander 500 350,Air Tractor 802-A lenger 600,Citation X v wkaiwAroft- i �rv . . m sr.v... ______,= L _. , . _ __ _. __,_. _ _,, ..03t."-Via. of Q A-III B-III C-III D-III 0..= in Fairchild F-27,Douglas DC-3 BoeingB-17,Douglas DC-4, Airbus A318,Gulfstream 550, Boeing 737-800,Douglas DC-9 7 a� 'v Dash 8 Global 6000,PBY Catalina O S _ , t9 H = o !3.M v . tta l0 a B-IV C-IV D-IV Q uD Ilyushin 11-76,Boeing C97 Stra- Boeing 757 and 767,Boeing Boeing 767,Douglas DC-10, v tocruiser,Douglas DC-7 KC-135 Douglas MD-11 > in t2"v ' L A w v `awl. [ `• C-V D-V up Boeing 777-200 and 787-8 Boeing 747-400 and 777-300, v Dreamliner,Airbus A340-300 Airbus A340-500 p 0- 7 O a LIr---1161...H- we rVV i r-i a-I Source:FAA,Jviation,a Woolpert Company, Public Domain Images JVIATION' A WOOLPERT COMPANY 3-30 EAGLE COUNTY MASTER PLAN Regional Airport iiii ligNide* l i ' The FAA further explains that similar characteristics "are the practice of grouping aircraft by comparable operational performance and/or physical dimensions. This is to recognize that it is sometimes necessary for airfield planning and development to group aircraft with similar characteristics together instead of requiring a single aircraft type to exceed the regular use threshold alone." This is pertinent to EGE as the Airport serves a wide variety of aircraft. The tables below categorize each operation in the TFMSC dataset by the ADG and AAC. A small number of operations without an ADG and/or AAC were excluded. Activity by category has been fairly stable over the years,with notable changes during the peak pandemic years of increased ADG B and C and decreased AAC IV operations. This is consistent with increases in business aviation activity and downturn by the airlines over this period; a return to previous levels for AAC IV is expected as airline activity recovers to pre-pandemic levels. Recall these TFMSC operations only account for about 59%of the total traffic at EGE. Table 3-5:EGE Operations by ADG Table 3-6: EGE Operations by AAC Airport Design Group(ADG) Aircraft Approach Category(AAC) A B C D I II III IV 2002 621 11,168 8,234 1,569 2002 8,456 10,666 282 2,189 2003 747 11,278 8,188 1,753 2003 8,623 10,180 955 2,208 2004 785 11,400 9,180 1,900 2004 8,891 9,974 1,851 2,550 2005 955 12,202 9,775 1,845 2005 8,632 10,472 3,061 2,612 2006 1,090 13,177 9,903 1,729 2006 8,194 11,387 4,068 2,250 2007 1,101 14,195 10,658 1,858 2007 8,402 12,335 4,581 2,494 2008 1,062 12,752 9,803 1,671 2008 7,488 11,231 4,093 2,476 2009 967 9,060 6,376 958 2009 5,031 7,794 2,343 2,193 2010 1,362 9,861 9,700 1,339 2010 6,408 12,144 1,440 2,270 2011 1,210 9,655 9,947 1,385 2011 6,357 12,491 1,240 2,109 2012 1,276 9,441 8,579 1,271 2012 6,016 10,947 1,603 2,001 2013 1,367 10,751 7,464 1,436 2013 5,818 10,845 2,586 1,770 2014 1,481 11,329 7,563 1,528 2014 5,930 11,302 3,316 1,353 2015 1,585 11,716 7,890 1,440 2015 5,756 12,090 3,709 1,076 2016 1,486 11,100 9,059 1,564 2016 5,525 13,669 2,875 1,140 2017 1,693 10,320 9,582 1,608 2017 5,143 14,284 2,713 1,063 2018 1,705 10,803 10,601 1,652 2018 5,150 14,641 4,034 936 2019 1,792 10,970 10,615 1,486 2019 5,099 14,118 4,612 1,034 2020 1,838 12,144 10,273 1,489 2020 5,014 15,955 3,924 851 I 2021 1,815 14,895 13,896 1,768 2021 6,288 19,078 6,402 606 5 Year 5 Year Average Average (2017-21) 1,769 11,826 10,993 1,601 (2017-21) 5,339 15,615 4,337 898 Source:FAA JVIATION° A WOOLPERT COMPANY 3-31 ti; EAGLE COUNTY s„� , MASTER PLAN Regional Airport �i1-fl— 14 •01111* IS11161111h.. Based on the TFMSC data,the Airport easily surpasses 500 annual operations for ADG D and AAC IV aircraft. Notable aircraft in these categories operating at EGE include Boeing 757-200(C-IV), Boeing Globemaster(B-IV), C-130 Hercules (C-IV),Gulfstream G500 (D-III), and Gulfstream G400 (D-II). Based on recorded regular usage and projected future activity, the existing and future Critical Aircraft designation is D-IV grouping of aircraft with similar characteristics. Figure 3-23: Boeing 757 Parked at EGE 4.1 y . ' Source:EGE d_N 3.10 Enplanements 3. 10. 1 Historical Enplanements Historical passenger enplanements at EGE from 2002 through 2021 are presented in Figure 3-24. Over that period, annual enplanements have varied from a low of roughly 140,000 in 2020 to a high of 230,000 in 2007.As evidenced by data from 2005 through 2008, the Airport and community have demonstrated an ability to consistently serve well over 200,000 passengers. Figure 3-24: EGE Enplanements 250,000 E 200,000 Lo 150,000 111111111111111111-1 c_ 100,000 W 50,000 0 ti° ti°o3 ti°c ti°of ti°c ti°o� ti°o% ti°� ti°~o tio1y ti°ti~ ti°~� tio,'b 1°I'' 4°Y° ti°ti1 tio10 L°tio tioyo '1°~% Source:FAA,BTS J V IATION w o E 3-32 te EAGLE COUNTY __ MASTER PLAN Regional Airport �� lNii&111h. Charted below 3-25) are EGE enplanements divided by annual quarters. The (Figure first quarter of the year(January, February, and March) has always been the busiest quarter for the Airport as it coincides with the snow-based tourism season. During the years leading up to the pandemic, the first quarter accounted for approximately 65%of annual enplanements. In 2020,this jumped to 76% but then dropped to 48% in 2021.The percentage of enplanements occurring in the second and third quarters in 2021 increased substantially,evening out the dispersion of passengers throughout the entire calendar year. However, it is likely that much of the 2020 and 2021 numbers are pandemic-driven anomalies. Until such changes are validated as actual trends in future years, it is likely that the percentages generally reflected from 2012 to 2019 will prevail for EGE. Figure 3-25: EGE Enplanements by Quarter 100% 12% 12% 12% 13% 15% 16% 12% 14% 14% 13% •Q4 80% 11% 5% 6% 4% 8% 9% 23% c 60% ■Q3 14% C- 40% ■Q2 70% 68% 7Q% 66% 65% cv 48% 20% ■Q1 0% ONEco" 01� OHO 01• ti ti ti ti ti ti ti ti ti ti Source:FAA,BTS 3. 10.2 Load Factor Load factor is a metric of how much commercial passenger aircraft capacity is being utilized. If flights are full of passengers, load factors are high and, conversely, when flights are empty, load factors are low.This is an important consideration for airlines in that it directly relates to profitability of specific routes and times of year when those routes are active. Thus, airlines closely examine load factors when evaluating the value of the routes themselves as well as deciding if and when to add(or reduce) capacity through new routes or additional aircraft. Because of its importance to airlines, load factor is a similarly important metric to an airport since it provides a gauge as to the health of its routes and a mechanism to predict future airline service activities. Historical annual load factors for EGE (Figure 3-26) have typically ranged from 62%to 72%. Half way through 2022, the Airport is on pace to have its best load factor rate by a notable margin (in 2019, the average load factor for all U.S. commercial air carriers serving domestic routes was 85.2%).While EGE's load factors are lower than national averages, the Airport's unique seasonal peaking market accounts for most of this difference. Nevertheless,these historic load factors indicate there is room for JVIATION A WOOLPERT COMPANY 3-33 tip EAGLE COUNTY MASTER PLAN Regional Airport ittl 14....../4, ,N116..... additional passengers based on existing standard service to the Airport.It should also be noted that historical fluctuations in total annual enplanements did not have a significant inverse relationship with load factors. So, in years where enplanements increased, load factors did not marketedly decrease as one may expect if the increase in enplanements were simply due to additional airline capacity. This effectively means that airlines at EGE have been largely effetive in matching EGE market demands with aircraft frequency and capacity. Figure 3-26: EGE Load Factor 100% — 250,000 J J J co 80% a+ -c+-......a,_IiHIIiiiiIIIllhIIiFEJ .._. 6, o a,, m o 200,000 N e e�i 60%7� 40%w"' 20% ti��tiCO' CO CO CPA ti�$tiCP" ONQ' ONN. ON' ON' ONt.tie ON4�tioti1 tiotiotio��tie cii tioti, *2022 only includes data for January through July Source:FAA,BTS Historical annual load factors for EGE and other comparable commercial airports in Colorado are graphed in Figure 3-27. Across the state, load factors declined substantially in 2020 due to the pandemic. Load factors for some of the airports rebounded in 2021,while others, including EGE,stayed flat or even declined further. Through the first half of 2022, load factors were up across the board, and reaching levels comparable to the highest seen.Generally, EGE load factors appear within the range of comparable Colorado commercial service airports serving seasonal mountain markets. Figure 3-27:Colorado Load Factor 100% V 80% u 60% CZ J w iii 40% i,as l; 20% m_ H lii _ ,I 4 0% i' Aspen Durango Eagle Grand Junction Hayden Montrose(MTJ) (ASE) (DRO) (EGE) (GJT) (HDN) 2017 2018 2019 ■2020 ■2021 ■2022(Jan-July) Source:FAA,BTS JVIATIDN A WOOLPERT COMPANY 3-34 tip EAGLE COUNTY MASTER PLAN Regional Airport 3. 10.3 Available Seat Miles Available seat miles (ASM) capacity Y is another commercial air service ca metric based on the number of airline seats available multiplied by the number of miles flown. Connected to this are revenue passenger miles(RPM), calculated by multiplying the number of revenue passengers by aircraft miles flown. Taking the ratio of ASM and RPM results in one way to measure load factor, a metric of utilized capacity. To evaluate how commercial passenger capacity has changed,the historical ASM for EGE are charted in Figure 3-28. Since 2003, the ASM capacity peaks at EGE occurred in 2007 and 2008, as well as the post-pandemic recovery in 2021. The general distribution of this data matches that of the historical enplanements, which is to be expected-as capacity has increased so have the number of enplaned passengers. Figure 3-28: EGE Available Seat Miles(ASM) N 300,000 g 250,000 I 200,000 150,000 100,000 50,000 0 eeee6;\ eeeeoti' oti' eeeoti oti oti' oti° oti ti ti ', ti ti ti ti ti ti ti ti 1, ,. ti ti ti ti 1, ti Source:FAA,BTS Charted below are the ASM for the three Colorado area seasonal mountain market airports: EGE, ASE, and HDN. The overall pattern of capacity for EGE and HDN are similar,hitting highs around 2007 and then decreasing through 2014.Historically,EGE has largely commanded the majority of ASMs amongst this group until ASE's capacity growth from 2015 to 2018.While EGE still has the most capacity on an annual basis, ASE is much closer than was seen in previous years. Figure 3-29: EGE,ASE, HDN Available Seat Miles(ASM)::;: 400,000 Q300,000 200,000 1°Q" ill III ' L.I.LLibLididididlih11111111dil 0 tie tie tie tie e ti6\tie tie ti°y ti°y�ti°� ti0 tie ti°y ti0 ti6<>ti01 - ti°1> NMI EGE ASM HDN ASM ASE ASM d •Total ASM Source:FAA,BTS JVIATION A WOOLPERT COMPANY 3-35 tip EAGLE COUNTY MASTER PLAN Regional Airport Aka 3. 10.4 Enplanements Forecast In reviewing the various enplanement metrics listed above, there are multiple scenarios in which EGE could experience an expansion of its commercial air service levels in response to local market demands. For example, airlines at EGE historically have operated at load factors lower than national averages; simply experiencing a sustained increase in load factors could increase overall enplanements without the need for additional airlines, routes, or aircraft (partial data from 2022 indicates that EGE is trending towards such higher load factors). Additionally, 2021 ASMs demonstrate that EGE is capable of not just servicing its previous high-capacity levels, but that more growth could be accommodated within the market. Improvement in technologies,especially instrument approach capability,will likely improve air carrier reliability and service.Additional daily air carrier flights can be accommodated within the current airfield and terminal, resulting in increased capacity and likely enplanements. Bolstering travel during the EGE market area's nonpeak or shoulder seasons would have a net gain in overall enplanements without stressing the peak busy season for the terminal. Currently, local residents are estimated to account for only 19%of EGE enplanements;the increasing population and wealth of the counties within the market area indicate that EGE may experience an expansion in the number of local fliers that will raise load factors and increase enplanements. Though these increases in demand can be considered collectively or individually, EGE must be prepared to meet the demands experienced through increasing enplanements. When these areas of potential growth meet the ongoing changes in national passenger travel, reinvigorated local air service development, and future terminal enhancements, the potential for a significant increase in enplanements exists that exceeds historical highs. However, it is understood that while these potentials are reasonable, they nonetheless remain speculative, and it is important that any forecasts that could result in direct airport facility improvements be based in real world certainties to the extent possible.Thus,this forecasting effort has established a scenario-based methodology to consider these potentials and their implications for EGE that will provide the Airport with a projection of what could be experienced in the future. Specifically, four enplanement scenarios were developed that examine these various potentials and how they could interplay at EGE, driving future enplanement levels. The pessimistic scenario (AAGR 0.4%) assumes a return to pre-pandemic enplanement trends and is based on the FAA TAF for EGE enplanements (AAGR 1.18%). Note that this scenario differs from others in that it is also based on an FAA projection of 190,000 enplanements in 2023, which is lower than current levels. Starting from this point, annual enplanements grow at the FAA TAF rate. Due to the FAA's projected initial lower enplanement levels,this would be an immediate change in direction for the TAF's enplanement trend of the past two years. This shift would be based on a "return to normalcy" or those prevailing conditions and trends that existed prior to the pandemic. This scenario should be considered a minimum scenario for the Airport. The optimistic load factor scenario (AAGR 0.9%) is built around reasonable incremental increases in load factor such that airlines operating at EGE will better approximate national trends. This scenario is based on progressively increasing load JVIATION A WOOLPERT COMPANY 3-36 tip EAGLE COUNTY r MASTER PLAN Regional Airport �--- factors for both American Airlines and Delta Airlines such that they equal 80%by the end of the planning period,while United Airlines, which has historically experienced lower load factor rates, increases to equal 75%within the 20-year planning window. It should also be noted that this scenario is based on a projected enplanement total of 219,009 in 2022. The optimistic shoulder season scenario (AAGR 1.0%) is based on increased seat capacity during EGE's market area shoulder seasons in the Spring(i.e.,April,May,and June) and the Fall (i.e., September, October, and November). This scenario uses flat (not increasing) historic load factors for each airline. Based on aircraft currently operating at EGE, capacity was added incrementally over time since significant capacity increase over a short period would be unlikely. Specifically, an additional regional jet daily flight was added after forecast year one and after year 11, while additional daily national/international flights were added after forecast year six and year 16. This scenario is also based on a projected enplanement total of 219,009 in 2022. The super optimistic scenario (AAGR 2.0%) combines the projected enplanement increases re resented in theprevious two optimistic scenarios. In essence, this p p scenario assumes that airline load factors will increase at EGE, that enplanement levels will grow during the off-peak seasons, and that additional capacity/flights will be added to EGE. Note that the capacity increase could come from existing markets or entirely new markets, including international. This scenario is also based on a projected enplanement total of 219,009 in 2022. The four enplanement forecast scenarios are graphically presented below in Figure 3-30 and numerically presented for key years in Table 3-7. Figure 3-30:EGE Enplanements Forecast 350,000 SUPER A-OPTIMISTIC 300SHOULDER ,000 Ir'SEASON 250,000 BOA TOR c PESSIMISTIC 200,000 a 150,000 100,000 50,000 HISTORICAL 0 °h °� titi tia ti` yo ti3 ti� ti° �ti �' 3% ati do ti° ,y° do 19 1S) ,- 1° do ,y° ,y° ti° Source:Jviation,a Woolpert Company J VIATION A WOOLPERT COMPANY 3-37 EAGLE COUNTY ,w MASTER PLAN Regional Airport �— Table 3-7: EGE Enplanements Forecast Optimistic Optimistic Shoulder Super Pessimistic Load Factor Season Optimistic Year Scenario Scenario Scenario Scenario 2022 Baseline 219,009* 219,009 219,009 219,009 2027(+5 years) 199,128 226,133 242,777 258,269 2032(+10 years) 211,157 237,474 242,777 275,418 2037(+15 years) 223,913 248,815 266,545 316,855 2042(+20 years) 237,439 260,156 266,545 322,554 2022-2042 AAGR 0.4% 0.9% 1.0% 2.0% *Not shown in the table is that the FAA projects that this total to be 190,000 in 2023. Source:Jviation,a Woolpert Company Forecasting is generally understood to be an inexact science due the number, range, and unpredictability of the variables that could dramatically impact a forecast. As demonstrated above, a few, minor improvements in load factor and capacity could drastically increase annual enplanements at EGE, while another "black swan event," an unexpected or unknowable negative event like a pandemic, could result in a dramatic decrease. Regardless of uncertainty, it is still important to establish reasonable and defensible projections for the purposes of developing plans for terminal and airfield improvements to accommodate the likely increasing number of travelers at EGE. The optimistic load factor scenario has been identified as the preferred forecast. However,the super optimistic scenario will be utilized for peaking The Optimistic Load Factor to establish maximum potential levels,and all enplanement forecast scenarios will be Scenario was identified as carried forward into subsequent chapters to establish reasonable development plans the preferred forecast for for how EGE should respond if any of the higher growth rate scenarios are realized. EGE enplanements. The next chapter, Facility Requirements, will compare the enplanement forecast against items such as TSA throughput, baggage claim capacity, concessionaires, airline gates, passenger parking, and peak hour. Against these metrics, Planning Activity Levels (PALs) will be determined to establish trigger points for when future commercial terminal area capacity projects should be planned and implemented to meet future requirements if and when they are needed. 3.11 Peaking Characteristics Peak period activity helps determine the optimum sizing of terminal facilities, landside facilities, and airfield capacities. In this analysis,three specific peak periods were used to determine what size facilities may be needed to meet forecasted demand: peak month, average day of the peak month, and peak hour. Peaking was calculated for operations and enplanements. • Peak Month: The month during which the most aircraft operations/ enplanements occur. • Peak Month Average Day (PMAD): Aircraft and passenger activity that can be expected on a typical day during the peak month. 3-38 EAGLE COUNTY ^v, _ MASTER PLAN Regional Airport -- trill 1%....d0.- ii • Peak Hour: The hour during which most activity occurs within the average day of the peak month. These peaking characteristics are estimated for aircraft operations (optimistic scenario) and passenger activity (super optimistic scenario) based on five-year averages for 2022, 2027, 2032, 2037, and 2042 (see Table 3-8). Determining the peaking of activity at EGE is especially crucial given the high-level of seasonality experienced by the Airport. Hourly air carrier calculations were based on arriving and departing flight schedules and monthly capacity. Other operation categories were calculated using hourly ADS-B data (peak hour 12%). Note that different categories have different peak months, so the columns do not sum to equal the overall operation totals. For example, while air carrier operations peak in January, general aviation operations peak in July while military peaks in August. Table 3-8: EGE Peak Period Operations Category/Year Annual Peak Month Average Day Peak Hour Air Carrier 2022 5,234 1,047 35 10 2027 5,906 1,181 39 12 2032 6,077 1,215 41 12 2037 6,248 1,250 42 13 2042 6,419 1,284 43 14 Air Taxi 2022 12,014 1,562 52 6 2027 13,557 1,762 59 7 2032 13,950 1,814 60 7 2037 14,342 1,864 62 7 2042 14,734 1,915 64 8 General Aviation 2022 33,278 3,661 122 15 2027 37,553 4,131 138 17 2032 38,640 4,250 142 17 2037 39,726 4,370 146 17 2042 40,813 4,489 150 18 Military 2022 5,449 654 22 3 2027 6,149 738 25 3 2032 6,327 759 25 3 2037 6,505 781 26 3 2042 6,682 802 27 3 Total Operations 2022 55,974 6,213 207 25 2027 63,165 7,011 234 29 2032 64,993 7,214 240 29 2037 66,821 7,417 247 30 2042 68,648 7,620 254 31 Source:Jviation,a Woolpert Company The air carrier peaking hour is especially high as the airlines arrive during a small window during the shortened daylight hours of the winter.Air carrier peak estimates 3-39 te-N EAGLE COUNTY — MASTER PLAN Regional Airport are 10 hourly operations, increasing to 14 in the future, which is considered to be significant for an airport that operates with seven or fewer gates. The peak hourly operations for the Airport are estimated at 25 in the baseline year of 2022. This is projected to increase to 31 peak hour operations by 2042,which again is considered to be significant for a single runway airport with challenging surrounding terrain. Peak hour enplanements were determined based on an understanding and application of airline schedules and estimated load factors. Hourly flight data was collected from airline schedules for winter 2022 departures and an estimated seat load factor of 70%was applied.Airline enplanement data show January(followed by February and March) as being the busiest passenger travel months of the year. Each of those three months encompass approximately 20% of EGE's total annual passenger enplanements, resulting in roughly 60% of all Airport enplanements occuring during those three winter months. Note air taxi enplanement and non- revenue air carrier enplanements are not included in these calculations. While the non-rev passengers make use of some terminal facilities, their overall percentage of enplanements was determined to be inconsequential. As shown in Table 3-9, the calculated peak hour for enplanements in the baseline year of 2022 is 554, when six or more air carrier flights depart EGE within the same hour during the winter.This peak hour total is projected to increase to 731 by 2042. Table 3-9: EGE Peak Period Enplanements Annual Peak Month Category/Year Enplanements Peak Month Average Day Peak Hour Air Carrier 2022 219,009 48,182 1,606 554 2027 258,269 55,528 1,851 629 2032 275,418 57,838 1,928 655 • 2037 316,855 64,955 2,165 736 2042 322,554 64,511 2,150 731 Source:Jviation,a Woolpert Company JVIATION' A WOOLPERT COMPANY 3-40 EAGLE COUNTY ti '_ MASTER PLAN Regional Airport Figure 3-31: EGE Passengers Waiting for Baggage y ^.,- r r y �rrr.�r---- --y �. IR!17 Irt : „. gla : ' ,' ,' .,a'a ' . kr,,f C"..'_ ' 1014 814, ft 4� a R t . Source:EGE 3.12 Forecast Summary The results of the forecast are tabularized below in Table 3-10. FAA reviews if the passenger enplanements, based aircraft, and operations forecasts are within 10%of the five-year TAF and 15%of the 10-year TAF.The EGE preferred forecasts are within these tolerances, as shown by the comparison in the table below.Annual instrument operations were estimated by applying the 59% TFMSC average to the preferred operations forecast scenario. In summary, EGE is anticipated to grow in all facets of aviation activity over the next two decades.This growth reflects the aviation industry recovering from the pandemic as well as strong socioeconomic growth in Eagle County and the surrounding area. 3-41 EAGLE COUNTY MASTER PLAN Regional Airport ill 1%1001111A 1 Table 3-10: EGE Forecast Summary and TAF Comparison 2022 2027 2032 2037 2042 Baseline +5 Years +10 Years +15 Years +20 Years Based Aircraft 96 113 129 146 162 • Single Engine 54 64 73 82 91 Multi Engine 2 3 3 3 4 Jet 25 29 33 38 42 Rotorcraft 15 17 20 22 25 Total AAGR - 3.3% 3.0% 2.8% 2.7% Operations 55,974 63,165 64,993 66,821 68,648 Itinerant 43,432 49,012 50,430 51,848 53,267 Air Carrier 5,234 5,906 6,077 6,248 6,419 Commuter/Air Taxi 12,014 13,557 13,950 14,342 14,734 General aviation 22,845 25,780 26,526 27,272 28,018 Military 3,340 3,769 3,878 3,987 4,096 Local 12,542 14,153 14,563 14,972 15,382 General aviation 10,433 11,773 12,114 12,454 12,795 Military 2,109 2,380 2,449 2,518 2,586 Total AAGR - 2.4% 1.5% 1.2% 1.0% Peak Hour 25 29 29 30 31 Instrument Operations 33,025 37,267 38,346 39,424 40,502 Enplanements 219,009 226,133 237,474 248,815 260,156 Total AAGR - 0.9% 0.9% 0.9% 0.9% Peak Hour 554 629 655 736 731 TAF Comparison 2022 2027 2032 (Baseline, 5 and 10 Years) Baseline +5 Years +10 Years TAF Based Aircraft 96 113 129 Percent Difference - 0.0% 0.0% TAF Operations 57,833 59,380 60,906 Percent Difference - 6.4% 6.7% TAF Enplanements 189,940 205,647 219,152 Percent Difference - 9.9% 8.4% Source:Jviation,a Woolpert Company ..AVIATION' A WOOLPERT COMPANY 3-42 4FN 1 EAGLE COUNTY Regional Airport ry t �s.' y, TIf •' P+nr+' #,lid "'= al'.f n' •-" EAGLE COUNTY REGIONAL AIRPORT VASTER PLA \ ri 1 , r:j- , , J _ ,---1 F--) / 1 —IJ — -Ft --14 ......... i .- - : '' ' * _.; - NPR"- - . MASTER PLAN EAGLE COUNTY Regional Airport 4.0 FACILITY REQUIREMENTS This chapter of the Airport Master Plan (AMP) identifies future requirements for airport facilities that will allow for appropriate airside and landside development over the 20-year planning period. By comparing an airport's existing conditions (documented in Chapter Two) with its predicted growth (presented in Chapter Three),future requirements for runways, taxiways, aprons, hangars, terminal areas, and other related airport facilities can be identified for the short-, intermediate-,and long-term planning periods. This chapter identifies the facility requirements for the Eagle County Regional Airport (the Airport or EGE) through the year 2042. It will serve as input into Chapter Five, The Facility Requirements Alternatives Analysis& Development Plan, which will present an examination of the analysis identifies airside and development alternatives designed to meet any current and projected deficiencies landside development which will ultimately result in the best strategy to meet the needs of the Airport, its deficiencies that should be users, and the community over the planning period. planned for over the next 20 years. The process and steps taken in evaluating existing and future facility requirements are presented in the following sections: • Airport Development Context and Considerations - previous and current initiatives related to the Airport's development are reviewed to provide further context in shaping recommended facility requirements for this AMP. • Airfield Requirements - critical airfield components including the runway, taxiways, approaches, and navigational aids are evaluated to identify any existing deficiencies or anticipated needs. • Passenger Terminal Requirements - an analysis of the existing passenger terminal and ground transportation system helps the Airport plan for airline passenger growth identified within the forecast chapter. • General Aviation and Support Facility Requirements - general aviation and support facility needs are reviewed to identify next steps for the Airport's significant transient user and based aircraft-owner contingent. Note that the Federal Aviation Administration (FAA) provides guidance for the planning and design of airport facilities through Advisory Circulars(AC)that promote airport safety, economy, efficiency, and sustainability. Many of the facility requirements identified for EGE incorporate FAA planning and design standards presented in FAA AC 1S0/5300-13B,Airport Design, and FAA AC 150/5060-5,Airport Capacity and Delay. Other FAA ACs and industry principles were used to develop sections of this chapter and are cited throughout the document. 4.1 AIRPORT DEVELOPMENT CONTEXT AND CONSIDERATIONS Strategic development initiatives identified in previous studies and outreach g P programs that are potentially relevant to this AMP include the following: f �`i i .„,4t` 4-1 teMASTER PLAN EAGLE COUNTY Regional Airport • EGE Airport Master Plan(2014) • EGE Terminal Area Plan(2016) • Colorado Aviation System Plan (2020) • Airport Tenant and User Survey(2022) are summarized in the followingsections. The relevant findings, These studies g , recommendations, and development plans included in each of these studies and the role that they may play in the current master planning process are also presented. 4. 1. 1 2014 EGE Airport Master Plan The 2014 EGE Airport Master Plan highlighted several development recommendations including a new parallel taxiway,various terminal improvements, several southside development initiatives, and a variety of general aviation improvements on the north side of the airfield. Several of these recommendations have either been or are in process of being implemented including hangar development on the north side,the overall rehabilitation of Taxiway A scheduled for 2023,as well as the design and construction of the new parallel taxiway on the north side of Runway 7-25. Other Master Plan projects that have been implemented in a modified manner include the construction of a deicing pad on Taxiway A, the construction of general aviation hangars on the west side of the terminal area, and the construction of the terminal concourse.The remaining development plan for the 2014 Master Plan will be considered as part of this effort. The 2014 EGE Airport Master Plan outlined a phased future development plan for the Airport that has been actively implemented in the nine years since the plan was completed. Shifting priorities to better accommodate the current growth projections and needs of the Airport may redefine and realign some of the remaining projects included in the 2014 effort. 4. 1.2 2016 EGE Terminal Area Plan The 2016 Terminal Area Plan was a direct result of the 2014 EGE Airport Master Plan x. and considered planning requirements for elements of the commercial service EAGLE ALAI PORT terminal area, including the building, roadway network, and transportation facilities. "'' A series of conceptual designs were evaluated and considered before establishing a t' `; project implementation plan for the future of the terminal building. Since this plan, = N *n`t i 4I the terminal has undergone an airside expansion project that created a new gate area �.' " for the airlines and passengers,while mostly leaving pre-screening areas untouched. RSSH M -3 The 2016 Terminal Area Plan provided a series of valuable alternatives for future development around the commercial service components of the Airport. This AMP 2016 EGE Terminal Area Plan will directly address and update these areas of the plan to better match the aviation landscape and its changes over the past seven years. 4. 1.3 2020 Colorado Aviation System Plan The 2020 Colorado Aviation System Plan (CASP) established airport roles, performance measures,and facility and service objectives to evaluate all aeronautical JVIAT10N 4-2 MASTER PLAN EAGLE COUNTY Regional Airport AL N■miN111* ISIIIIkllbirt facilities in CDOT's airport system. Having a defined role as a Commercial Service- level airport that has the most demanding facility and service objectives, EGE ►� 202.0Colorado Aviation System Plan currently meets 20 of the 25 objectives (see Figure 4-1). Objectives that were EXECUTIVE SUMMARY identified as deficiencies include runway length (10,000' requirement), precision :. ? approach (ILS), runway markings (precision), apron tie downs (43 spaces needed), and electric vehicle charging stations. (It should be clarified while the Airport lacks a -._.. `4 yy. —" precision approach, its Runway 25 has precision approach runway markings. The Airport also has more than the 10 tiedowns identified in the table particularly when , incorporating capacity provided by the fixed base operator(FBO);the Airport and its tenants actively work to provide appropriate tiedowns as required.Additionally,since11) GP the publishing of the plan in 2020,electric vehicle charging stations are progressively 411411* being installed on the Airport with the County managing four EV charging stations ®; a T and two rental car companies currently operating a total of six additional stations.) CASP CASP Figure 4-1:2020 CASP-EGE Airport Report Card Commercial Service Meets 2020 Objective Category Current Condition Objective Objective? Airfield ARC C-III/C-II D-IV Yes Runway Length Align with Master Plan 9,000 feet(10,000 feet) No 2020 Colorado Aviation System Plan Runway Width 150 feet/100 feet 150 feet Yes Runway Strength 60,000 pounds 75,000 lbs 5W;140,000 OW;255,000 Ibs 2D Yes Taxiway Full parallel Full parallel Yes Runway Markings Precision Non-precision No + NAYAiil5 Approach Precision Non-precision No Visual Aids ALS,rotating beacon,lighted MALSR,rotating beacon,lighted wind cone,REILs, wind cone,REILs,VGSIs VGSIs Yes Runway Lighting HIRL or MIRL HIRL Yes Weather Reporting On-site ASOS or AW05 AWOS-3PT Yes Air•• Facilities Acceptable ratio of terminal..... Minimum square footage and Terminal required 108,000 120,000 Terminal(CS and/or GA) commercial apron for building square Yes passenger enplanements and terminal square sq ft footage: sq ft footage: commercial operations Tie-downs for 20%of based 20%of based aircraft fleet plus 50%of aircraft fleet Total tie-dawn Apron Tie-Downs weekly average overnight plus 50% 43 10 No transient storage during peak transient aircraft spaces: season fleet: 80%of based Number of Hangars for 80%of based aircraft fleet: 73 based aircraft 84 aircraft fleet and 50%of hangar spaces: Hangars Number of Yrs weekly average overnight transient storage 50%of transient transient 24 25 aircraft fleet: aircraft hangar spaces: Dedicated Maintenance/SRE Yes Yes Ycs Storage Building Electric Vehicle Charging Stations Yes No No Full perimeter fencing with Full perimeter fencing with security gates and Perimeter Security security gates and Yes appropriate signage appropriate signage Services/Other Jet A Fuel Full service Full service Yes AvGas Fuel Full service Full service Yes De-icing facilities including De.icin facilities includingfluid collection Yes Aircraft De-icing fluid collection g Courtesy Car Yes Yes Yes Sustainability Plan Yes Yes Yes Minimums for All Airports Restroom(24-hr accessible)s/ Cell Phone Service s/ Airport Layout Plan(ALP) / Wi-Fi Service V Source:Image from CDOT 2020 CASP .JVIATION 4-3 treMASTER PLAN EAGLE COUNTY S Regional Airport The CASP is an important tool designed to help ensure safety, efficiency,y ff , and y effectiveness of the state aviation system. The Airport must balance those development options presented in the CASP with the needs of its local user base,its projected growth, and any inherent physical limitations. Those deficiencies identified in the CASP should be considered where feasible in the CIP but should not necessarily take precedence over projects evaluated as part of this AMP. 4. 1.4 2022 Tenant/User Survey As part of this AMP,airport tenants and users were surveyed in the Fall 2022 through Spring 2023 so the Airport could better understand their current and anticipated use of EGE facilities. Questions for the survey were developed with a focus on several general user groups; responses are presented below based on these groups. Pilots and Aircraft Owners General aviation pilots and owners of aircraft at EGE were surveyed to gauge their use, the quality of current facilities at the Airport, as well as the need for future facilities. Of the 14 respondents, nine operated single-engine piston aircraft, three operated jets, while the two other respondents originated from the Army National Guard High-Altitude Aviation Training Site(HAATS)or did not indicate an aircraft type. Responses from pilots and aircraft owners are summarized in the following bullet points and figures. • Eleven of 14 respondents indicated they anticipate their annual aircraft operations to increase. • Ten of 14 respondents indicated they choose to fly out of EGE due to proximity and convenience. • Six of 14 respondents indicated aircraft operating restrictions with examples varying between runway length,weather,terrain, activity levels,and aircraft storage capabilities. • Eight respondents own hangars at the Airport while five lease a hangar at EGE. Eight respondents indicated they require additional hangar space, which was split evenly among owners and lessees. Based on responses from pilots and aircraft owners as shown in Figure 4-2, the activity originating from EGE is not concentrated in any one market. This makeup of activity is likely representative of the mix of local pilots with aircraft that fly recreationally and others that may own or use aircraft for business or vacation travel. Figure 4-2: Pilot Activity by Geography JVIATION 4-4 MASTER PLAN EAGLE COUNTY Regional Airport 1 Rocky Mountains/I-70 Corridor Other areas of Colorado Out-of-state 0 2 4 6 8 10 Source:Jviation,a Woolpert Company JV!L l 4-5 MASTER PLAN EAGLE COUNTY Regional Airport kit 1%\mmiNA NI16111116, Pilots and aircraft owners were asked to assess the adequacy of the Airport's existing airfield facilities as well as to rank the quality of facilities and amenities on a scale of 1 to 10, with 10 being the highest quality. Figure 4-3 presents respondents' results with respect to airfield facility adequacy while Figure 4-4 provides the average • response score and the mode (i.e., the rankingthat appears the most) assessingthe esp PP quality of each Airport's facility and amenity. Figure 4-3:Adequacy of Existing Airfield Facilities Runways 86% Taxiways 93% Approaches 79% 0 2 4 6 8 10 12 14 Source:Jviation,a Woolpert Company Figure 4-4: Pilot and Aircraft Owner Rating of Facilities and Amenities Runway Availability/Efficiency Runway Length Taxiway Efficiency Condition of Pavements Instrument Approaches Visual/Navigation Aids Hangar Space Tiedown Spots Lease Rates 111111111=1111116. Fuel Prices FB0 Services Airport Communication 0 2 4 • 6 8 10 ■Average !Mode Source:Jviation,a Woolpert Company JVIATION 4-6 MASTER PLAN EAGLE COUNTY ; Regional Airport kit 1 l� As reflected in the responses, many of the pilots and aircraft owners at EGE generally have a positive view of the Airport's existing airside facilities. Elements that are directly in the Airport's ability to control such as the pavements, runway, taxiways, and navigational aids are all highly rated, whereas facilities that the Airport has limited ability to address due to terrain, spatial, administrative, and/or financial constraints (e.g., instrument approaches, fuel pricing, lease rates, aircraft storage availability, etc.) are generally lower rated. Businesses and Terminal Tenants EGE hosts a variety of businesses and tenants that include airlines, ground transportation service providers, concessionaires, as well as a wide range of general aviation support service providers. Survey responses for several of these tenants are detailed below. Airlines—Five airline representatives responded to the survey and provided insights into potential areas of improvement available to the Airport. Three respondents stated that baggage carousel expansion was a necessary component of any terminal redevelopment while two respondents noted a general need for more space in the front of the terminal area. With specific regard to baggage, TSA screening capacity was listed as a primary concern, particularly during winter peak travel season. The overall lack of space including equipment parking and poor ventilation were also listed as concerns in the baggage makeup area. Separate from the baggage and terminal space concerns, three respondents stated that there was a need for more jet bridge-equipped gates. Another highly specific request noted by two respondents included the need for an onsite lavatory waste dumping facility(otherwise known as a triturator)to adequately meet aircraft waste processing requirements. Rental Cars — Six respondents from five different rental car agencies responded to the survey.Three of those respondents noted that the terminal counter areas either needed to be expanded or renovated based on existing use. Other specific needs included the desire for a light maintenance area for oil and tire changes, an expansion of the ready/return lot, an increased number of electric vehicle charging stations, and an expansion of the carwash facility to improve capacity,efficiency, and processing rates.Gated exits were also noted as a potential improvement to assist management of the rental car parking lots. Other Businesses and Tenants — Other respondents noted the importance of the Airport in providing jobs to year-round members of the community and the connections the Airport provides to locations around the United States and throughout the world. One respondent noted the importance of the future parallel taxiway on the north side of the runway for expanding development area and providing additional airside connectivity and efficiency. The Airport's location as a primary access point to a world-renowned resort community was noted by multiple respondents. Conversely, that proximity has also led to concerns over the cost of living for employees working at the Airport in that wealthier visitors and second- JVIATION 4-7 ti; MASTER PLAN EAGLE COUNTY Regional Airport home owners often leads to corresponding increases in the cost of living for Eagle County and adjacent communities. Army National Guard High-Altitude Aviation Training Site (HARTS) Based on responses from personnel stationed at HAATS, the facility currently accommodates 35 employees and anticipates growth to 50 employees within the next five years. Responses from personnel are summarized in the following. • All 17 respondents drive to and park an automobile at the Airport. • Five of the 17 expressed interest in taking public transit or riding a bike to the Airport. • When asked which type of bike facility would be most important in allowing them to ride to the Airport, 12 responded that a paved, non-motorized trail would be best. • Twelve of the 17 respondents indicated that the HAATS space at EGE is sufficient for the organization's current needs. When asked if the space would be sufficient in five years, only 4 respondents indicated that the current space would be adequate. Figure 4-5 summarizes responses with respect to facility needs over the next five years. Figure 4-5: HAATS Five-Year Facility Needs Increased Hangar Square Footage 59% Additional Apron Space 29% More Automobile Parking Spaces 24% New Building Equipment 12% Interior Remodeling 12% 0 _ tO Source:Jviation,a Woolpert Company HAATS personnel were also asked to rank the quality of facilities and amenities on a scale of 1 to 10, with 10 being the highest quality. Concerns regarding parking for electric vehicles as well as the cost of parking were noted as needing improvement by respondents.Availability of public transit was also noted, but based on responses to interest in public transit, this does not appear to a major concern among respondents. Figure 4-6 provides the average response rank as well as the mode for each category. JVIATIOIV 4-8 teMASTER PLAN EAGLE COUNTY Regional Airport itta 110101104 INI1111611 Figure 4-6: HAATS Rating of Facilities and Amenities Roadway access Parking availability Parking availability for electric vehicles Frequency of transit service ®� Security Airport communications Airfield operations Land availability 0 2 4 1' II Average ■Mode Source:Jviation,a Woolpert Company Corn m ercia/Passengers A survey focused on commercial passengers was published on the Airport's Wi-Fi within the commercial terminal building during the peak winter travel season in 2022/2023. Nine specific data points were requested of those taking the survey for which a total of 40,892 responses were solicited. The nine data requests are listed below: 1. How did you get to EGE today? 2. How much interest would you have in using the local public bus(ECO Transit) or other shared ride service to get to/from EGE in the future? 3. Recognizing that there are other airports in the region, why did you choose EGE for this trip? 4. (If you have used other airports) Why did you use other airports on those trips to/from Eagle County? 5. Were you aware that EGE is a financial supporter of the Good Traveler Program, which helps airports and travelers offset the carbon impacts of travel? 6. Please rate your satisfaction with the overall quality of EGE facilities �., `„ s it'll Ni 4-9 MASTER PLAN EAGLE COUNTY Regional Airport 7. Please rate your satisfaction with your overall satisfaction with Eagle County Regional Airport 8. Please rate your satisfaction with the convenience of EGE location 9. Please rate your satisfaction with the ease of use of EGE(e.g.,quick,efficient, stress-free) Of those nine data points,the last four have the greatest potential to provide direct input into this Airport Master Plan.The results of those data points are presented in Figure 4-7. In general, it can be stated that EGE commercial service passengers are currently very satisfied with the quality, convenience, and ease of use of the Airport. Figure 4-7: EGE Commercial Passenger Survey Results 60% 50% 40% 30% 20% 10% 0% — _ _ —11. • I '1 I I IItea �ea e, ti ■6.Overall quality of EGE facilities 7.Overall satisfaction with EGE ■8.Convenience of EGE location ■9. Ease of use of EGE(e.g.quick,efficient,stress-free) Source:EGE;Jviation,a Woolpert Company Additionally, of the 487 specific comments received from passengers, the majority largely centered on the following: • Reducing security wait times • Adding food service and concession options • Reducing baggage claim wait times and congestion • Suggestions related to various specific service improvements • A wide range of facility and service complements The following word cloud also provides a visual representation of those comments (see Figure 4-8).The cloud shows words mentioned at least three times and the size of the word is proportionate to the number of times a word is used. JVIATION 4-10 tt; NIMI;;ThEmRaPh,LAN EAGLE COUNTY Regional Airportiii 144ftimod* , Figure 4-8: EGE Commercial Passenger Survey Results—Word Cloud MoneyIiflae Seating No Hand Ma� ; Never a rsside at�ay� LiN eS BackODt1.OflS Over • Summer Lot Next scuaysBusyEnoughpa Park!ng Rude Shops '° " Small Ege • NeedeC Clnsci UseLongUCafe AlwaysTravelers rae Othersncm AirPOr tBeautful TransportationWifi Non l,rnited Drink Way LOun a SnacksAgentsNa 6 ryihing Taxi system Passengers Short �a;�Peaple Helpful Survey etter, Excellent Pretty Opuon Warmers Gates Friendly Y Ve�00d See Claim Retail TravelReallY Signs Process Much ek E,C1O a re Gong on edNe Cost eStop alreayWa�tBeing\ /tn rCreek ShppAd a Waiting,-,Club shuttle Term Beav OW e rV Restaurant Make Separate count rDUring Gate Thank♦ Scanners ga hhanks TemnatlnSld2FreeWork Took Baggage DeltaFll iltPrecheck Check Store Times • Carl-ova Thmk Help Used Ma;orGreat Seeurity.9 OUtPla D Area , Here Ts aplace No e Well LessLuggage Im avev Gai s LI n e ° Itemsic ipmea Brin Flights Needs Experience Services g Job NOW Outside Pre m r.e e,csAbOVe Hour Leave lmm�verient g a SFew Before Return Staff ski5Keep Hot coffee Facilities Such Amazing Look Machines Down PickAUberThing Facility RerltRaun Plea an BestServi ce N IcTold SeemGetting Arrived sEgnage Direct Source:EGE;Jviation,a Woolpert Company The Tenant and User Surveys provide valuable insights from those that use the Airport's facilities most frequently. Incorporating this feedback into considerations during the development of alternatives will help ensure that user desires and concerns regarding airport facilities and operations are addressed in the AMP. 4.2 AIRFIELD FACILITY REQUIREMENTS Appropriate airfield facilities are needed to accommodate aeronautical activities at airports in a safe,efficient,and effective manner.These must meet the requirements An airport's airfield or airside associated with existing and future activity levels and types, various other airfield is generally comprised of component requirements, as well as being consistent with current local, state, and runway(s), taxiways,aprons, federal design standards. Airfield facilities generally include those that support the and critical elements that transition of aircraft between flight and ground operations and/or the movement of directly support their aircraft between parking/storage areas and appropriate flight operation facilities operation. (i.e., runways). Note that the planning and design of an airport is primarily based on an airport's role, number of annual and peak hour operations,and the design aircraft that use the facility. This section of the AMP examines factors influencing the existing layout and design of airfield facilities to identify current and future facility requirements.Airfield facility requirements have been developed for the following airfield functional components: • Airport Climatology • Airfield Capacity • Critical Aircraft and Airport Reference Code (ARC) • Runway System JVIATION" 4-11 A WOOLPERT COMPANY tripMASTER PLAN EAGLE COUNTY Regional Airport • Taxiway System • Airfield Safety Areas • Part 77 Surfaces • Navigational Aids • Airfield Marking, Lighting, and Signage 4.2. 1 Airport Climatology Understanding the climate is critical for safe aircraft operations in that pilots rely on historical and real-time weather reporting to safely plan flights and evaluate their aircraft's performance at a given airport.Climatology at an airport influences a variety of design and layout decisions ranging from runway alignment to positioning of hangar doors. Weather is particularly important at EGE given its extreme weather conditions, high elevation, single runway, and challenging mountainous terrain. Temperature and Precipitation National Oceanic and Atmospheric Administration (NOAA)weather data for EGE was collected and analyzed for a 30-year window from 1980 through 2010 (note that newer data was not available from NOAA for these metrics.1) Based on this data,the hottest day of the year at EGE occurs in July with an average high of 83°F and average low of 51°F while the coldest day usually occurs in January with an average high of 32°F and low of 10°F (see Figure 4-9). The highest temperature recorded at EGE was 100°F in June 1990, while the lowest recorded temperature was -51°F in January 1963. Snow and precipitation at EGE will vary significantly throughout the year. Historically, the largest amounts of snow have fallen in December followed by November and February (Figure 4-10). Total monthly precipitation that includes snow and other weather events at EGE are shown in Figure 4-11 (a rule of thumb is that 12 inches of snow equals 1 inch of liquid precipitation). Despite the typical significant snow fall totals experienced at EGE during the winter, the wettest month in terms of precipitation totals is July followed by September, April, and October, with each month averaging more than an inch of precipitation. 1 https://www.ncei.noaa.gov/products/land-based-station/us-climate-normals JVIATION 4-12 teMASTER PLAN EAGLE COUNTY Regional Airport kik 1%1IM d I Figure 4-9: Monthly Temperature(1980-2010) 10o° • 80° 60° 61 53 51 51 57 46 1 ti 40° ,, 44 44 42 37�31 38 32533. s26 22�23 F 20° 2ior17 13 10 L 0e 20, Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec l -60° Avg Max Temp- —Avg Min Temp--Avg Temp Record High • Record Low Source:NOAA Figure 4-10: Monthly Snow Fall (1980-2010) 14" 11.7' 12" LL 10" O 7.3" 8 0" c 8" 6.5" 6" 5.4" I 4" 3.6" 0 2 8" 2, , 1.1 _ O.O" O.O" O O" 0.3" 0" 41- Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:NOAA Figure 4-11:Monthly Precipitation(1980-2010) L 1.6" 1.5" 1.4" 1.4" 1.2" 1.2" ii 1.2" •i 1.0" 0.8" 9��0 a 0 8" 1.0" 0 0.8" >. 0.8" -, 0.6"iiiIIiIiIiIi • 0.0" Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:NOAA Clouds and Visibility Understanding cloud cover and horizontal visibility at an airport is important in that it is a critical factor in determining if a pilot will be able to land at or depart from that airport.A cloud ceiling is the height of the base of the lowest clouds that covers more than half of the sky. For pilots using the automated weather data read out,the ceiling is the lowest measured overcast or broken cloud layer.When there is no measurable cloud ceiling, the sky is defined as clear. Horizontal visibility is simply the greatest JVIATI®N 4-13 MASTER PLAN EAGLE COUNTY Regional Airport distance (how far) an object can be seen on the ground. Listed in Table 4-1 are the visibility and ceiling criteria for the four common flight rule categories. Table 4-1:Visibility and Ceiling Criteria Category Horizontal Visibility Cloud Ceiling Visual Flight Rules(VFR) Greater than 5 miles 3,000'and above Marginal Visual Flight Rules 3 miles to 5 miles 1,000'to less than 3,000' (MVFR) Instrument Flight Rules(IFR) 1 mile to less than 3 miles 500'to less than 1,000' Low Instrument Flight Rules Less than 1 mile Less than 500' (LIFR) Source:FAA • Incremental data from January 2012 through September 2022 were obtained from the EGE AWOS, and these data were cleaned and then analyzed. Depicted in Figure 4-12 is the percentage of time within each month that the weather conditions were VFR, MVFR, IFR, and LIFR. Figure 4-12: Monthly Flight Conditions 100% N N 0 90%/0 O v 70%/0 00 60%% LL m so% Flight Conditions y 40% .VFR • 30% ■MVFR r20%% ■IFR o 1• 0%/% -----"*".1.--.00m1"1111111114 ■Low IFR 0% alb Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:EGE;Jviation,a Woolpert Company Generally, the summer months (June, July, and August) have a higher percentage of VFR conditions. Winter months tend to have the highest percentage of IFR and LIFR conditions: January(8.8%), February(9.7%), December(11.5%).Averaged across the entire year, EGE conditions were VFR 91.4% of the time, MVFR 4.2%, IFR 3.0%, and LIFR 1.4%. More than 90% of the time, conditions at EGE permit flights under visual rules. For pilots flying during reduced visibility, certain instrument approach procedures to the airport have ceiling requirements; this requires clouds to be above a certain height to allow an aircraft to land.Thus,examining typical height cloud bases is useful to determine if improved approaches may be beneficial. The cloud ceiling height, defined as when the clouds are overcast or broken, is measured in feet above ground level (AGL) of the airport. JVIATION 4-14 teMASTER PLAN EAGLE COUNTY Regional Airport ILA 1\mmiells Cloud cover at EGE varies throughout the year with clearer conditions and higher clouds prevailing from June through September(Figure 4-13). The winter and spring months have the lowest percentage of clear skies and highest occurrence of low cloud layers. Figure 4-13: Monthly Cloud Ceiling 100% 40 C 90% -a8a/° Ceiling • 70% Height y 60% Clear m ° 50% •5,000'+ C Li • 40% •4,100-5,000' 01 •3,100-4,000' d 30% 20%.sgill •2,100-3,000' 101 •1,100-2,000' 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:EGE;Jviation,a Woolpert Company Over the past decade, EGE has experienced clear skies 68 % of the time with an overcast or broken cloud cover at 32%; however, the cloud ceiling was below 5,000' AGL only 12% of the time. When the sky was not clear, the cloud ceiling was most often between 5,000' to 25,000' (20% of the time), followed by a ceiling between 4,100' to 5,000' (3%), 3,100' to 4,000' (2%), 2,100' to 3,000' (2%), 1,100' to 2,000 (2%), and 1,000' and below(2%). Similar to cloud cover, instrument approach procedures also have visibility minimums. Figure 4-14 charts the monthly percentage of time each visibility range occurred at EGE. To visualize the small differences between groups, this chart does not include when visibility was five miles or greater; on average,visibility at EGE was beyond five miles 95.1%of the time. Figure 4-14:Monthly Visibility 16% 14% >- 12% > Visibility e0'o 10% 3-<5 Miles co cu 8% 2-<3 Miles m 1%Mile 6% 1%Mile c 4% z 1'''/Mile •1 Mile 2 2% • �� %Mile .® 0% •'/Mile or Less Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:EGE;Jviation,a Woolpert Company JVI ATIQIV 4-15 tipMASTER PLAN EAGLE COUNTY Regional Airport 41111611116 Just as with cloud cover,the summer months provide the best visibility. During these months (June, July, August, and September), the visibility was below 1-mile only 0.03% of the time. During the busy winter months (December, January, and February),the visibility was below 1-mile 2.1%of the time. For an instrument rated pilot to employ an instrument approach procedure, the minimums of both the ceiling and visibility must be met - if either one is below the procedure's minimums,it cannot be utilized.Thus,combining when either the ceiling or visibility are limiting factors results in determining how often a landing at EGE is not possible. Figure 4-15 presents the percentage of time each month that either the cloud ceiling and/or visibility were below the lowest published minimums to EGE's public published instrument approach procedure for Runway 25 (S-LDA/GS). (It should be noted that EGE is currently working to establish new public approaches with lower minimums; these are anticipated to be published in 2023 and 2024. Additionally, there are privately-developed approach procedures at EGE with lower approach minimums, but they are not available for use by the public.) Figure 4-15: Monthly Percentage Below Minimums 16% 00 14% 13.0% 4. 12% 11.2% 10.0% — Monthly 10% Occurence 8% 7.7% 7.1 a 6.1% When t 6% 5.1% Weather c 4% IIIiï 0 2/0 00.9% 0.7% 0.9% 1.3% S-LDA/GS � ♦ 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source:EGE;Jviation,a Woolpert Company As shown above, the months of December, February, and January had the highest percentages of time (at 13.0%, 11.2%, and 10.0%, respectively)when the conditions were below the published minimums for that instrument approach procedure. The summer months had extremely low percentage of times(from 0.7%in July to 1.3%in September)when the cloud ceiling and visibility were below the minimums. Over the course of the entire year, the cloud cover and/or visibility was below the lowest public instrument approach minimums an average of 5.5% of the time with the most impacted months being the busy winter tourist season. This indicates that the Airport experiences notably worse weather when aircraft activity demand is highest;thus,there is a need for improved public instrument approach procedures at EGE that have lower cloud and visibility minimums. Wind Direction, Speed, and Gusts Aligning the primary runway of an airport with the predominant wind direction increases the safety of operations and makes landing and taking-off easier for pilots. An understanding of the local airport's wind conditions provides insight into potential pilot behaviors, such as favoring certain runway ends, and justification for airport improvements to assist landing and taking off. JVIATION 4-16 MASTER PLAN EAGLE COUNTY , Regional Airport kit1 it IIIIIIIIik Heavily influenced by the surrounding mountainous terrain, the prevailing winds at EGE are reflected in a heat map below (Figure 4-16). Each column represents 100% Aircraft operate most safely of the observations of wind in that speed category(0-3 knots,4-6 knots, etc.).Yellow when they fly into the wind; represents the most common directions for a given speed category with blue thus,airports are specifically representing the least common. The heat map coloring visualizes how the winds at designed to maximize the lower speeds (i.e., less than five knots which is approximately 62% of the time) are amount of time aircraft will more evenly dispersed. As wind speed increases, wind direction tends to become fly into the airport area's more focused, originating from fewer directions. prevailing winds. Figure 4-16:Wind Direction and Speed Heat Map Wind Speed(knots) 1-3 4-6 7-10 11-16 17-21 22+ 0-10° 0.7% 0.5% 0.5% 0.4% 0.2% si0.1% 10-20° 0.7% 0.6% 0.5% 0.5% Air 0.2% 1 % 20-30° 1.0/ 0.8% 0.5% 0.4% ` 1 0.2% s 1% 30-40° 1.6% 1.0% 0.7% 0.4% 1II 0.2% 111 0.1% 40-50° 2.1% 1.5% 1.1% 0.4% 0.2% iipi 0.0% 50-60° 3.0% 3.5% 2.4% 1.0% 0.4% lip 0.1% 60-70° 4.6% 5.9% 6.3% 2.2% 0.4% 0.1% 70-80° 6.5% 9.7% 11.2% 2.9% 0.7% 0.1% 80-90° 8.3% 11.8% 12.1% 2.7% 0.7% , 0.2% 90-100° 8.9% 11.5% 7.8% 1.4% 0.2% lig 0.3% 100-110° 9.1% 9.1% 4.2/o ° 0 ° 0.8/0 �' 0. /0 3 to 110-120° 8.5% 6.0% 1.8% 0.3% II, 0.3% 11 0.3% 120-130° 6.2% 3.7% 0.9% 0.3% " ® 0.1% 11 0.3% 130 140° 4.8% 2.3% 4 iii, 0.7% 0.5% tit 0.2% 11 0.2/ 140-150° 3.9% 1.8% 1 0.6% 0.3% 11 0.1% ti 0.2% c 150-160° 3.0% 1.4% it 0.6% 0.3% git 02% ®. 0.3% 160 170° 2.3% 1.3% r 0.6% 0.4% Ii. 0.3% ii 0.3/ v 170-180° 1.6% 1.2% iii. 0.7% 0.6% it 0.5% '$ 0.5% G - . . . . � 180 190° 14 o/o 10 0% 09 0% 09 0°/ it 0.9% 0.8% c 3 190-200° 1.3% 1.3% 1.6% 2.3% 3.3% 2.8% 200-210° 1.2% 1.3% 2.3% 5.3% 7.8% 8.4% 210-220° 1.2% 1.4% 3.3% 8.3% 13.0% 14.6% 220-230° 1.2% 1.6% 4.2% j11 11.2% 14.9% 20.8% 230-240° 1.3% 1.8% 44% 11 10.6% 15.3/ 17.5% 240-250° 1.8% 2.3% 5.2% I I 10.1% 10.9% 12.3% 250-260° 2.2% 2.8% 4.9% `' I 7.9% 8.0% 5.5/ 260-270° 2.2% 2.9% 4.8% 11 7.5% 6.7% 4.2% 270-280° 1.8% 2.4% 4.8% I 7.0% 4.9% 2.9% 280-290° 1.6% 1.8% 3.6% x , 4.7% 3.2% 1.8% 290-300° 1.3% 1.5% 2.2% 3.1% 1.3% 0.9% 300-310° 1.1% 1.2% 1.5% 1.7% 1.6% 1.6% 310-320° 1.1% 0.9% 1.2% 1.2% 0.8% 0.4% 320-330° 1.0% 0.7% 0.7% 0.8% 0.8% 0.7% 330-340° 0.7% 0.5% 0.5% 0.9% 0.5% 0.7% 340-350° 0.6% 0.5% 0.4% 0.6% 0.2% 0.2% 350-360° 0.6% 0.5% 0.4% 0.4% 0.2% 0.1% Source:FAA ADIP;Jviation,a Woolpert Company JVIATION 4-17 teMASTER PLAN EAGLE COUNTY Regional Airport About 80%of the strongest winds(i.e., 17 knots or greater) originated between 210° and 270°. As wind speeds increase, the direction tends to move more in alignment with EGE's Runway 7-25. Lower and moderate winds are more likely to be severe crosswinds. Wind gusts are an additional challenging variable pilots must incorporate when landing or taking-off, and are characterized by rapid fluctuations in the wind speed with a variation of 10 knots or more between peaks and lulls. In the past decade,the highest recorded gust at EGE was 81 knots in February 2016. Typical wind gust patterns are charted in Figure 4-17 which breaks down recorded gusts into four speed categories: 16-19 knots, 20-24 knots, 25-29 knots, and 30 and above knots. Winds under 15 knots are not categorized as gusts. The runway configuration at EGE is overlaid for reference. For the lower gust speeds,those between 16-19 knots and 20-24 knots,the direction is typically from the west, primarily from the southwest but also occasionally from due west and northwest. As gust speed increases, 25 knots and faster, the direction shifts to primarily southwest. For the highest strength gusts, pilots are likely to be dealing with partial crosswinds. This is an indication of the importance of runway width to provide a higher margin of safety to pilots since a crosswind runway is not present nor feasible at the Airport. Figure 4-17:Gust Direction Map 360° 350° 5% 10° 340° 20° 330° 30° 320° 4% 40° 310° 50° 3% 300° 60° 2% 290° 70° 280° 1% 80° Runway 7/25 270° 90° 26cr1‘"/ 100° 250° 110° 240° 120° 230° 130° 220° 140° —0 Gust Speed 210° 150° 16-19 Knots 200° 160° 190° 170° 20-24 Knots 180° 0 25-29 Knots 0 30+Knots Source:FAA ADIP;Jviation,a Woolpert Company JVIATIOIV 4-18 tip MASTER PLAN EAGLE COUNTY Regional Airport ,S1101 Wind direction and speed can be graphically overlaid on an aerial image of the Airport to visualize how winds align with the runway and neighboring terrain and development. Figure 4-18 provides a visual representation of winds during all weather conditions and demonstrates that the majority of winds originate from the west or east, with stronger winds more often from the west. This data covers the period from January 2012 through September 2022. Generally, when the wind is blowing, it is aligned or at least partially aligned with the runway. Note that the wind favors using Runway 7 only 1%of the time when winds are above 10 knots. Figure 4-18:Wind All Weather Aerial Overlay Wind Speed MO 21 knots and greater , '' , - *� o✓ ..• �16 to<21 Knots �•�� I 110 to Q6 Knots 6 to<10 Knots - , - m..,. _ tr - .to ' Knots r . .n, ,r { t . • 411 ot.4 • - s, - . fir. 70. Source:FAA ADIP;iviation,a Woolpert Company Figure 4-19 overlays wind speed and direction during all IFR conditions. These are times when the weather is more challenging for pilots and accommodating crosswinds are critical. There is a notable-change in wind direction during IFR weather, as the stronger wind blows from the west still, but with more northwest directions than during all weather conditions. Figure 4-19:Wind IFR Aerial Overlay t$, e it s f r _ ' t i , r Ala J , '• ,.,' r Source:FAA ADIP;Jviation,a Woolpert Company JVIATION 4-19 MASTER PLAN EAGLE COUNTY Regional Airport Crosswind Coverage FAA Advisory Circular 150/5300-13B,Airport Design, states that "The desirable wind coverage for an airport is 95% of the time based on the total number of weather observations during the recording period of at least ten consecutive years." To calculate crosswind coverages, wind data from NOAA's Integrated Surface Database (ISD)was downloaded from the FAA's Airport Data and Information Portal(ADIP).The FAA's ADIP is the official source of wind data for runway wind coverage calculations. This data includes hourly observations from the on-site AWOS over a 10-year span from 2013 through 2022. Listed in Table 4-2 are the FAA allowable crosswind component speeds for each runway design code.Based on the diverse traffic that historically operates at EGE,the 10.5-, 13-, 16-, and 20-knot crosswind components are all applicable. Table 4-2:Crosswind Components Runway Allowable Crosswind Component A-I and B-I (including small aircraft) 10.5 knots A-II and B-II 13 knots A-Ill, B-III,C-I through D-III, D-I through D- 16 knots III A-IV and B-IV,C-IV through C-VI, D-IV through D-VI 20 knots Source:FAA Runway 7-25 is typically operated as unidirectionally, with flights arriving from the east to Runway end 25 and departing to the west. This also coincides with the Wind data from a 10-year majority of the wind, especially stronger winds and gusts. Arrivals from the west or timeframe is used to departures to the east are especially challenging due to the terrain,wind, and lack of establish crosswind coverage procedures. for the runway. If the primary runway does not Although rare, aircraft can operate from Runway 7 under specific circumstances. If provide a minimum of 95% such a flight utilizing Runway 7 must be accommodated,other flights within 60 miles wind coverage,a crosswind must be notified and placed in a holding pattern.This creates delays and can increase runway may be warranted. the chance for a diversion. As such, the crosswind component calculations were performed with Runway 7-25 designated as both bidirectional and unidirectional. Table 4-3 lists the calculated crosswind coverages provided by Runway 7-25 under multiple weather scenarios. During All Weather, IFR, and VFR conditions, as a unidirectional runway, Runway 7-25 falls well short of the recommended 95% crosswind coverage.When operated bidirectionally, Runway 7-25 surpasses the 95% threshold in all scenarios. Wind roses for Runway 7-25 as bidirectional during all weather and IFR conditions are included in Figure 4-20 and Figure 4-21. JVIATION 4-20 MASTER PLAN EAGLE COUNTY , Regional Airport kit ►! Table 4-3:Crosswind Component Wind Coverage Conditions 10.5 Knots 13 Knots 16 Knots 20 Knots Bidirectional Runway All Weather: Runway 7-25 97.41% 98.75% 99.58% 99.91% IFR: Runway 7-25 98.64% 99.33% 99.74% 99.94% VFR: Runway 7-25 97.35% 98.72% 99.58% 99.91% Unidirectional Runway All Weather: Runway 7-25 71.26% 71.38% 71.48% 71.51% IFR: Runway 7-25 68.26% 68.30% 68.33% 68.33% VFR: Runway 7-25 71.45% 71.57% 71.67% 71.71% Source:FAA ADIP Figure 4-20:All Weather Bidirectional N is WIND COVERAGE • s gy — � 10.5 KNOTS-97.41% • 13 KNOTS-98.75% _ ' e • 8 E E 2 s 18 KNOTS.99.55% + + 40, o 0, 20 KNOTS-99.91% - a + Wo �x 410 Source:FAA ADIP JVIATION 4-21 A WOOLPERT COMPANY teMASTER PLAN EAGLE COUNTYNlit Regional Airport ' AA l Figure 4-21: IFR Wind Rose Bidirectional N sie 40 . ; >6 - fr ., __--- c:, • __-IZ_":1 1310111 i - T ] - �t � WINDND COVERABE 41 $ I\\ 16.5 KNOTS-98.64% . -- v w ' ' 13 KNOTS-99.33% ? B E 16 KNOTS 99.74% 2 G 5 20 KNOTS- .-4--- r- I I \_ , _.,go- ft 4 . s kit 40 Source:FAA ADIP The weather analyses demonstrate the absolute need for Runway 7-25 at EGE to be kept and maintained to a level that serves all traffic, with enhancements, such as additional runway width and approach lighting, wherever possible. No crosswind coverage is warranted at EGE. 4.2.2 Airfield Capacity The potential implications of future activity levels on airfield capacity, congestion, and delay are important considerations in identifying future facility development Airfield capacity generally plans at EGE. Airfield capacity is defined as the maximum number of aircraft refers to the maximum operations that an airfield configuration can accommodate during a specified interval number of aircraft of time when there is continuous demand for service(i.e.,an aircraft is always waiting operations(takeoffs and to depart or land).This is referred to as the airfield's ultimate capacity or its maximum landings)that an airfield can throughput rate. In lay terms,this refers to how many aircraft operations a particular accommodate within a given airport can accommodate before arrival or departure delays become problematic or time period under specific unreasonable. conditions,including VFR and IFR conditions. The methodology used in this AMP focuses on Annual Service Volume (ASV), a term commonly used by FAA as a quantifiable measure of an airport's annual operating capacity as well as its VFR and IFR hourly capacities(note that these various capacities JVIATION 4-22 COMASTER PLAN EAGLE COUNTY Regional Airport are not based on the current specific circumstances of EGE, rather they are based on generalized airfield modeling of airports with similar airfield configurations). It is an important tool in the short-and long-range planning process.As described in FAA AC Runway Configuration No. 1 150/5060-5, the FAA's long-range planning model for determining airfield capacity from FAA AC 150/5060-5 combines standardized runway-use configurations with the Airport Fleet Mix Index to determine airport capacity and ASV. Based on the Airport's operation with a single runway, the capacity figures for that configuration are described in Table 4-4.Additionally, its Airport Fleet Mix Index has been calculated to be 70, meaning that its ASV is 205,000 operations. While EGE's total annual operations are projected to increase from 55,974 in 2022 to 68,648 in 2042, these totals remain far below the ASV as calculated by the FAA. Table 4-5 compares the current (estimated) and projected level of operations at EGE against the ASV over the planning period. Table 4-4:Runway-Use Configuration and Capacity Airport Fleet Mix Hourly Capacity Hourly Capacity Annual Service Index O(VFR)r O(IFR)r Volume(ASV) 0-20 98 59 230,000 21-50 74 57 195,000 51-80 63 56 205,000 81-120 55 53 210,000 121-180 51 50 240,000 Source:FAA AC 150/5060-5,Airport Capacity and Delay,Figure 2.1 Table 4-5:Airfield Demand v.Capacity Projected Ratio of Annual Year Operations ASV Demand to ASV 2022 55,974 205,000 27.3% 2027 63,165 205,000 30.8% 2032 64,993 205,000 31.7% 2037 66,821 205,000 32.5% 2042 68,648 205,000 33.5% Source:FAA AC 150/5060-5,Airport Capacity and Delay;,Jviation,a Woolpert Company FAA Order 5090.3B, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS), indicates that improvements for airfield capacity purposes should begin to be considered once operations reach 60-75 percent of the ASV. Upon reaching 80 percent of the ASV, it is recommended that the planned improvements undergo design or construction. Based on the previous table, EGE will not approach either of these thresholds within the planning period; thus, no capacity improvements are required. EGE's existing facilities are adequate for meeting both existing and future capacity requirements. It is also well below the standard necessary to begin investigating making improvements. JVIATIDPJ 4-23 MASTER PLAN EAGLE COUNTY Regional Airport 111001* iN111611k. 4.2.3 Airport Design Requirements Airport design requirements The FAA defines a wide variety of airport dimensional design requirements to generally refer to FAA promote safety and efficiency at airports across the United States. These standards and requirements encompass all facets of an airport (e.g., runways, taxiways, aprons, recommendations for the buildings,airspace,etc.)and they can change over time as FAA standards evolve, local geometric layout and airport operational patterns change or other factors are introduced. So, it is engineering design of important that an AMP review the critical design criteria to ensure compliance and/or runways, taxiways, aprons, to identify areas of potential improvement. This section recognizes the existence of and other facilities at civil those standards as detailed in FAA AC 150/5300-13B and notes that these individual airports,ensuring safety, standards will be discussed within individual facility sections below. It is also critical efficiency,and compliance to note that these standards are driven by EGE's current and projected Critical with regulatory guidelines. Aircraft that was identified in the previous chapter. They can significantly influence future development Critical Aircraft and Airport Reference Code (ARC) potential at an airport. As discussed in Chapter Three, Aviation Activity Forecast, the Critical Aircraft is defined by the FAA as the largest aircraft or aircraft family anticipated to utilize an airport on a regular basis,defined as those conducting at least 500 annual operations. The Airport Reference Code (ARC) is a coding system used to relate airport design criteria to the operational and physical characteristics of the types of aircraft intended to operate at an airport. Note that the combination of the design aircraft and the ARC serves as the basis for establishing existing and future design standards. The previous chapter identified the recommended Critical Aircraft and ARC for EGE Boeing 757-200 to be that of a D-IV.The Aircraft Approach Category(AAC)of D was selected to reflect use by jets such as the Gulfstream IV, G550, and G650 while the Airplane Design Group (ADG) of IV was chosen to represent use by larger passenger carrying aircraft such as the Boeing 757-200. With respect to identifying a particular aircraft model to serve as the Airport's Critical Aircraft,there is not one D-IV aircraft model that operates frequently enough at EGE to meet the 500-annual operation threshold. However, through examination and • application of approach and design components independently, a composite Critical Aircraft with an ARC and Runway Design Code (RDC) designation of D-IV was well Gulfstream G650 supported and approved by the FAA. The ARC for EGE is designated as D-IV, based on a grouping of aircraft with similar characteristics. This ARC will serve as the basis for all FAA Airport Design Criteria. 4.2.4 Runway System Runway system facilities required for EGE to adequately meet existing and future A runway refers to a defined aviation activity are based on the types and numbers of aircraft projected to use the rectangular area on an runway system. Components of the runway system examined in this facility airport, typically paved, that requirements analysis include the following and are described in detail below: provides aircraft with the necessary space and • Configuration/Orientation • Runway Safety Area clearance for both takeoff • Runway Length • Runway Object Free Area and landing operations • Runway Width • Runway Object Free Zone JVIA►TION 4-24 ti; MASTER PLAN EAGLE COUNTY Regional Airport NIMen044. 11 • Runway Protection Zones • Runway Pavement Strength • Blast Pads At a minimum, all components of the runway system should be designed and constructed in accordance with the airport design standards developed by the FAA and as detailed in FAA AC 150/5300-13B. It should also be noted that while FAA design standards can be exceeded,any costs associated with that exceedance are not reimbursable by the FAA (i.e., the airport sponsor or other local sources typically would have to fund that portion in excess of the federal standards). The federal airport design standards are directly driven by the Critical Aircraft and the current quality of the available instrument approaches to the runway: • Aircraft Approach Category (AAC)—D • Airplane Design Group(ADG) -IV • Runway Visibility Minimums—Not Lower than 1 mile A summary of these FAA airport design standards and how EGE's current Runway 7- 25 compares to those standards is provided in Table 4-6. Table 4-6: FAA Runway Standard Specifications FAA Standards (D-IV, Not Runway Design Standards Categories Lower than 1 Runway 7-25 Mile Minimums) Runway Width 150' 150' Shoulder Width 25' 25' Blast Pad -Width 200' 200' -Length 200' 200' Runway Safety Area(RSA) -Width 500' 500' -Length Beyond End 1,000' 1,000' Runway Object Free Area(ROFA) -Width 800' 800' -Length Beyond End 1,000' 1,000' Appr.and Dep. Runway Protection Zone(RPZ) -Inner Width 500' 500' -Outer Width 1,010' 1,010' -Length 1,700' 1,700' Runway Obstacle Free Zone(OFZ) -Width 400' 400' -Length Beyond End 200' 200' Runway Centerline Separation -Parallel Taxiway Centerline 400' 400' -Hold Line Markings 250' 316' Source:FAA AC 150/5300-13B,Appendix G,Table G-10 The following sections provide specific details regarding the various components associated with the runway environment and how these are applied to EGE. JVIATION 4-25 COMASTER PLAN EAGLE COUNTY Regional Airport iN1116.. Runway Configuration and Orientation Runway orientation is primarily influenced by weather conditions and particularly by wind direction.While constraints on available airport land do not allow for the option of a crosswind runway,the current runway system meets and exceeds FAA guidelines for wind coverage. As previously shown in Table 4-3, Runway 7-25 maintains an adequate crosswind component that exceeds 95% for the design aircraft in All Weather, IFR, and VFR conditions; therefore, Runway 7-25 has been determined to be appropriately aligned and the Airport does not require a crosswind runway The Airport's current runway system, configuration, and orientation is suitable for Critical Aircraft operations based on existing weather conditions; no action is required. Runway Length The purpose of this section is to analyze the length of the existing runway length to determine if it is adequate to accommodate the aircraft fleet currently operating and projected to operate at EGE, and if not, what those lengths should be. It should be noted that runway length requirements are dependent on numerous variables that The runway length analysis is include airport elevation, temperature, wind velocity and direction, ambient air the culmination of the temperature, aircraft design, length of haul, runway surface condition (wet or dry), evaluation of runway system runway gradient, the presence of obstructions, among other factors. In short, in requirements.Required practical application, specific runway length requirements must be generated for runway length is influenced each flight that originates at any airport. That being stated, generalized runway by weather,elevation,and length requirements can be established that are designed to accommodate the aircraft performance. preponderance of aircraft operations at an airport. EGE's Runway 7-25 has a current total length of 9,000 feet with a 1,000-foot threshold displacement on the approach end to Runway 25. This displacement is required to provide adequate clearance from area terrain for aircraft landing on that runway end. While the current runway length allows the Airport to adequately serve a wide range of air carrier and general aviation aircraft, it is particularly impacted by the airfield elevation, surrounding obstructions, and the runway gradient. The surrounding terrain also dramatically impacts runway length potential in terms of both the amount of space available for actual runway construction,and the airspace clearance requirements associated with the runway end locations. While the FAA does not provide specific standards for runway length, FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, provides guidance to assist in determining the recommended runway length for an airport based on many of the factors described above.The process employed for determining runway length requirements for EGE considered both commercial air service aircraft as well as general aviation aircraft.The primary methodology was based on the specific aircraft planning manuals for five commercial air service aircraft that typically operate and/or are projected to operate at EGE. These critical aircraft represent the highest operational demand given the destinations where they commonly operate. While the existing runway length of 9,000 feet does not typically limit these critical aircraft, the terrain surrounding EGE restricts aircraft from departing with a full JVIATION 4-26 teMASTER PLAN EAGLE COUNTY Regional Airport AL - - 2 41\1116.... payload (i.e. fuel/cargo/baggage/passengers). For aircraft to clear terrain in close proximity to the airfield,operators must reduce payload to allowable takeoff weights. These reduced payloads result in takeoff weights below manufacturer specified maximum certified takeoff weights.Table 4-7 provides a generalized estimate of the runway takeoff weight limitations and impacts associated with the existing 9,000-foot length of Runway 7-25 for these five relevant commercial air service aircraft.It should be noted that this analysis considered both EGE's high elevation as well as an adjusted standard day temperature as dictated by the manufacturers' manuals. In short, each aircraft is capable of taking off from EGE at close to, if not exceeding 90 percent of its MTOW. Table 4-7:Critical Aircraft Runway Takeoff Weight Analysis MTOW Limited Percent Approximate (unconstrained Standard MTOW Limited Runway Aircraft and certified Day Chart based on MTOW Length by Temp Existing based on Requirement manufacturer) RW 7-25 Existing at 100% RW 7-25 MTOW Canadair RJ700 72,750 lbs. 61 F 66,500 lbs. 91% 12,000' Boeing 737-700 154,500 lbs. 62 F 152,000 lbs. 98% 10,200' Airbus A319 168,653 lbs. 63 F 158,000 lbs. 94% 13,000' Airbus A321neo 206,132 lbs. 63 F 180,000 lbs. 87% 15,500' Boeing 757-200 255,500 lbs. 61 F 225,000 lbs. 88% 12,750' Source:FAA Advisory Circular 150/5325-4B,Aircraft Planning Manuals General aviation comprises a large percentage of EGE operations,accounting for over 80%of its annual operations in 2022. In particular, business jets are a key contributor to these annual operations. While the existing runway length adequately serves the majority of commercial air service aircraft that operate at EGE, albeit with slight penalties,runway length requirements for larger business jet aircraft can also exceed the existing 9,000-foot length at elevation. Per the FAA AC, larger general aviation aircraft can require between 8,040 feet and 11,860 feet of takeoff length depending on the aircraft type and the payload. Thus, similar to commercial aircraft operating at EGE, they would likely have to operate with a slight penalty due to the runway length as well as the surrounding terrain. In general, based on an evaluation of landing field length requirements for commercial air service as well as general aviation aircraft, the Airport's available runway length of 9,000' is deemed to be adequate to meet the needs within the planning period. However, it is important to acknowledge that aircraft performance is constantly changing, especially in regard to commercial aviation. Airlines are constantly adjusting their aircraft fleet in response to emerging trends that arise from changing economic climate and technological advancement. With a continued trend towards larger aircraft and less frequent flights, it is important for the runway to adequately serve critical aircraft and ensure minimal disruption to airport users. While the runway adequately serves existing conditions, this may not hold true in the future. Therefore, it is prudent to continue carrying forward the recommendation from previous master plans of reserving space to allow for expansion of the existing runway to 10,000 feet if the need were to arise from future aircraft use. JVIATION 4-27 MASTER PLAN EAGLE COUNTY Regional Airport INI11611110, EGE's Runway 7-25 adequately meets the requirements of the Airport's existing and projected aircraft operations; no action is required. However, It is recommended that the future extension of the west end of Runway 7-25 continue to be depicted on the ALP. This protects the land and airspace in the event that future demand warrants the need for an extension. Runway Width The minimum width of a runway as defined in FAA AC 150/5300-13B is a function of the ARC and the instrument approaches available for that runway. With an existing width of 150 feet, Runway 7-25 meets the design requirements for its existing and future Critical Aircraft of D-IV; thus, the existing width is sufficient to accommodate demands throughout the planning period. Runway 7-25 is 150 feet wide, meeting the requirements for the Airport's existing and future Critical Aircraft;no action is required. Runway Safety Area The Runway Safety Area (RSA) is an FAA airport design standard defined in FAA AC 150/5300-13B; it is a defined surface surrounding a runway that is specifically An RSA refers to a defined prepared and suitable for reducing the risk of damage to airplanes in the event of an surface surrounding the undershoot, overshoot, or excursion from thepaved surface. An RSA should be runway,designed to enhance safety by providing a buffer cleared and graded and have no potentially hazardous ruts or surface variations.This area should also be adequately drained through appropriate grading or by storm zone that minimizes the risk sewers, and under dry conditions, capable of supporting snow removal equipment, of damage to aircraft in the aircraft rescue and firefighting equipment, and the occasional passage of aircraft event of a runway excursion, without causing structural damage. General requirements for grading of the RSA are undershoot,or overshoot, 0 to -3-degree grade for the first 200 feet from the runway end with the remaining and supports aircraft rescue longitudinal grade ensuring that no part of the RSA penetrate the approach surface and firefighting operations. or drop below a-5-degree grade. For Runway 7-25 at EGE (Figure 4-22), the existing and future RSA is required to be 500 feet wide throughout the length of the runway and extend 1,000 feet beyond the runway ends. Figure 4-22: Runway 7-25 RSA _ UUf Runway,$afayty A..,&` ilk 3 '..., "�'sC;�,° _ i ear i'� }UMW 5_ .,... qu, . . ' f epr- Y air - �--' .L Yr �: 1 I �-»t • Source.Jviation,a Woolpert Company;Google Earth EGE meets all RSA requirements;no action is required. JVIATION 4-28 tipMASTER PLAN EAGLE COUNTY Regional Airport 1 l Runway Object Free Area The Runway Object Free Area(ROFA)is an FAA airport design standard defined in FAA A ROFA refers to a defined AC 150/5300-13B; it is a two-dimensional area surrounding the runway that must be two-dimensional area cleared of above-ground objects protruding above the nearest point of the RSA centered on the runway elevation. Exceptions to this requirement include objects that need to be in the ROFA centerline,intended to for air navigation or aircraft ground maneuvering purposes.Objects non-essential for protect aircraft by ensuring air navigation or aircraft ground maneuvering purposes are not to be placed in the that no fixed objects,except OFA. those mounted on frangible For Runway 7-25 at EGE (Figure 4-23),the existing and future ROFA is required to be connections, are located 800 feet wide throughout the length of the runway and extend 1,000 feet beyond the within this area. runway ends. Figure 4-23: Runway 7-25 ROFA • Source:Jviation,a Woolpert Company;Google Earth EGE meets all ROFA requirements;no action is required. Obstacle Free Zone The runway Obstacle Free Zone (OFZ) is an FAA airport design standard defined in An OFZ refers to a defined FAA AC 150/5300-13B; it is a volume of airspace intended to protect aircraft in the volume of airspace centered early and final stages of flight. OFZ clearance standards prohibit taxiing and parked on the runway centerline, airplanes and other objects,except frangible NAVAIDs or fixed-function objects,from which must remain clear of penetrating this zone. obstacles to ensure the safety of aircraft operations For Runway 7-25 at EGE,the existing and future OFZ is required to be 400 feet wide during takeoff and landing throughout the length of the runway and extend 200 feet beyond the runway ends. EGE meets all OFZ requirements;no action is required. t„re 'rmi 4-29 EAGLE COUNTY MASTER PLAN Regional Airport 1i Runway Protection Zones Runway Protection Zones(RPZ)are an FAA airport design standard defined in FAA AC RPZs refer to a trapezoidal 150/5300-13B; they are trapezoidal in shape and centered on the extended runway area at ground level beyond centerline. The function of the RPZ is to enhance the protection of people and the end of a runway, property on the ground. To ensure that RPZs remain clear of incompatible uses, the designed to enhance the FAA recommends that the land included in the RPZ should be owned by the Airport safety of aircraft operations or protected via an avigation easement.This gives the Airport the right to control the by protecting people and presence and height of objects as well as the use of the land within the RPZ. FAA property on the ground. Advisory Circular 150/5190-4B, Airport Land Use Compatibility Planning, recommends that existing incompatible land uses within an RPZ be removed when those uses would enter the limits of the RPZ as the result of: • An airfield project (e.g., runway extension, runway shift) • A change in the Critical Aircraft that increases the RPZ dimensions • A new or revised instrument approach procedure that increases the RPZ dimensions • A local development proposal in the RPZ(either new or reconfigured) The size of an RPZ for a runway end is a function of the Critical Aircraft and the visibility minimums established for that end. Essentially,the greater precision of the approach (and the lower the visibility minimums for landing),the larger the resulting RPZ. The location of an RPZ is 200 feet prior to or beyond the end of the runway pavement that is usable for takeoffs and landings. So, an RPZ on a given runway end protects for aircraft approaching and landing on that runway end as well as protecting for aircraft that are departing and taking off from the other runway end. It must be noted that if a runway has a displaced threshold (like Runway 25 at EGE),the RPZ on that end that is designed to protect for approaching aircraft and the RPZ designed to protect for departing aircraft are sited in different locations, each starting 200 feet off the end of usable pavement for that function. Figure 4-24, Figure 4-25, and Figure 4-26 reflect the current and future RPZs for Runway 7-25 at EGE. The Approach and Departure RPZs at EGE generally meet current FAA standards;no action is required other than these areas should be kept free of future incompatible land uses. Additionally, to the degree practicable, existing incompatible land uses should be progressively removed. Figure 4-24: EGE Runway 7 Approach RPZ/Runway 25 Departure RPZ JVIATION 4-30 MASTER PLAN EAGLE COUNTY Regional Airport • vow , e • : . � . a Runyy y Protection Z one 1,700' 1010' Source:lviation,a Woolpert Company;Google Earth .JVIATION 4-31 A WOOLPERT COMPANY COMASTER PLAN EAGLE COUNTY Regional Airport iiii lowimill$' NIIII611116. Figure 4-25: Runway 7 Departure RPZ e -.o1b', lior. . Source:iviation,a Woolpert Company;Google Earth Figure 4-26: EGE Runway 25 Approach RPZ ,,: • \..• _ ,..-_.aa�c....—.. „t ...r. .51 II 0. t \\\_ ir'^ 3,010 • Source:iviation,a Woolpert Company;Google Earth Blast Pads A runway blast pad is a paved surface adjacent to a runway end designed to reduce the erosive effect of jet blast and propeller wash during takeoff operations. EGE has 200-foot by 200-foot blast pads at each runway end, which is consistent with FAA airport design criteria. JVIATION 4-32 teMASTER PLAN EAGLE COUNTY Regional Airport ikka 1S111161111h. Figure 4-27: Runway 25 Blast Pad '_Jtl}r: 1J�� � I1' • Source:FAA,Google Earth EGE meets all blast pad requirements;no action is required. Runway Pavement Strength Runway pavement strength represents the load-bearing capacity of the pavement. To ensure safe aircraft operations and minimize pavement damage, it is important that runway pavement strength be sufficient to support the heaviest aircraft expected to use the runway on a regular basis. Runway pavement strength is typically expressed based on common landing gear configurations. A listing of these configurations(and example aircraft) includes the following: • Single-wheel — each landing gear unit has a single tire; example aircraft include light general aviation aircraft and some business jet aircraft. • Dual-wheel—each landing gear unit has two tires, example aircraft include the Boeing 737, Airbus 319/320/321neo, CRJ 100/200, Cessna Citation Latitude, Dassault Falcon 90, and Gulfstream G650. • Dual-tandem — each main landing gear unit has four tires arranged in the shape of a square,example aircraft including the Boeing 757. The aircraft gear type and configuration dictates how aircraft weight is distributed to the pavement and determines pavement response to loading. The published pavement strength of the EGE runway is presented in Table 4-8. Table 4-8: Runway Pavement Strength Landing Gear Published Surface Type& Pavement Pavement Pavement Configuration Pavement Strength Condition Condition Index Classification Classification (PCI)* Number(PCN) Rating(PCR) Single-wheel(SW) 75,000 lbs. Dual-wheel (DW) 140,000 lbs. Asphalt, Excellent PCI=85-100 45/F/B/X/U 464/F/B/X/T Condition Dual-tandem(DTW) 255,000 lbs. Source:iviation,a Woolpert Company,FAA 5010 Airport Master Record *PCI based on CDOT,Colorado 2022 IDEA(Field inspection 6/13/2022). JV VaTIG N 4-33 A NOOLPERT COMPAN, te-N MASTER PLAN EAGLE COUNTY Regional Airport iN1111161b. The heaviest aircraft that routinely operates at EGE is the Boeing 757-200, with a Maximum Takeoff Weight (MTOW) of 255,500 pounds. Given the limited number of daily flights when averaged throughout the year, combined with the fact that most larger aircraft operating at EGE generally do so under their MTOW, pavement strength is considered to be adequate throughout the planning period. While the existing pavement strength of Runway 7-25 is sufficient to meet existing and future demands, on-going maintenance is critical to preserve strength and pavement life. The pavement strength of Runway 7-25 is adequate to meet the requirements of aircraft forecasted to operate at EGE throughout the planning period;no action is required. To maintain its functionality and to maximize its longevity, the runway must be consistently maintained. 4.2.5 Taxiway System A taxiway system should be designed to facilitate safe and efficient aircraft movement between the runway and developed aviation-related areas such as Taxiways refer to defined aprons, pilot and passenger amenities, aircraft parking and storage facilities, and paths on an airport,typically other accommodations. EGE has a system that consists of a full parallel taxiway, paved, that connects various runway exit taxiways, and several apron taxiway entrances. Ideally, the runways with aprons, taxiway system should allow an aircraft to taxi to an associated runway in the most hangars, terminals,and direct manner without having to change speed, or cross active runways. other facilities,allowing aircraft to move safely and Taxiway system facility requirements for EGE to adequately serve existing and future efficiently between these aviation activity are primarily based on the aircraft projected to use the taxiway areas system and the design standards prescribed in FAA AC 150/5300-13B. Components of the taxiway system examined in this facility requirements analysis include the following: • Runway/Taxiway Separation Requirements • Taxiway Dimensional Standards • Taxiway System Capacity and Design For the purposes of this evaluation, Taxiway Design Group (TDG) 4 is used for all taxiway standards, as this represents the Airport's Critical Aircraft. The TDG is a combination of the distance from the cockpit to the main gear (CMG) and width of the main gear (MGW). These distances impact cockpit visibility and aircraft maneuverability on the airfield and thus are used in determining taxiway standards. Specific facility requirement recommendations for taxiway design components are identified in the following sections. Runway/Taxiway Separation Runway/Taxiway separation requirements are defined in FAA AC 150/5300-13B. EGE has a full-length parallel taxiway,Taxiway A, on the south side of Runway 7-25.There is a 400-foot separation between the centerline of the runway and that of the taxiway,which complies with the applicable runway/taxiway separation standards as reflected in Table 4-6. JVIATION 4-34 teMASTER PLAN EAGLE COUNTY Regional Airport ►8 The separation between the centerline of Runway 7-25 and the centerline of Taxiway A meets the FAA standard of 400 feet; no action is required. Any future parallel taxiway development must similarly meet that FAA runway separation standard. Taxiway Dimensional Standards Taxiway dimensional standards are defined in FAA AC 150/5300-13B and include measurements that account for physical taxiway characteristics as well as safety related areas.The following taxiway-related dimensional standards are important to the design of the taxiway and safety of the aircraft using them: • Taxiway Width—Pavement width of the taxiway is intended to support the weight of the aircraft while taxiing to or from the runway. • Taxiway Shoulder — The taxiway shoulder reduces the possibility of blast erosion and engine ingestion problems associated with jet engines that may overhang the edge of taxiway pavement. Soil with turf not suitable for this purpose requires a stabilized or low-cost paved surface. • Taxiway Safety Area (TSA)— The taxiway safety area is a defined surface alongside the taxiway suitable for reducing the risk of damage to an airplane unintentionally departing the taxiway.The taxiway safety area must be clear of ruts or humps, graded to provide water run-off, capable of supporting snow and emergency equipment, and free of objects (objects over 3 inches must be supported on frangible mounts). • Taxiway Object Free Area (TOFA)—The taxiway object free area is an area around the taxiway intended to enhance the safety of aircraft by having the area free of objects,except those objects that need to be located in the area for air navigation or aircraft ground maneuvering purposes. The Critical Aircraft grouping at EGE falls under TDG 4 and ADG IV dimensional standards as shown in Table 4-9. Table 4-9:Taxiway Dimensional Standards Item Taxiway Design Group(TDG) 1 1B 2A 2B 4 5 Taxiway Width 25' 25' 35' 35' 50' 50' -5' 75' Taxiway Shoulder 10' 10' 1.5' 15' 20' 20' '0' 30' Airplane Design Group(ADG) it III IV Taxiway Safety Area(TSA) 49' 79' 11, 171' Width Taxiway Object Free Area 124' 171 243' (TOFA)Width Source:FAA Advisory Circular 150/5300-13B,Table 4-1 and Table 4-2. All the taxiways at EGE meet current taxiway dimension standards. Taxiway A is 75 feet wide and maintains the appropriate safety clearances. In the future,the TDG and ADG will remain 4 and IV, respectively, and taxiways will not require dimensional ,NI V IATI®N 4-35 MASTER PLAN EAGLE COUNTY Regional Airport standards beyond what currently exists. Any future taxiway development should be designed to these standards to provide an adequate margin of safety to airfield operations. All EGE taxiways meet or exceed the federal design standards associated with Taxiway Design Group 4 and Airplane Design Group IV;no action is required. These Successful taxiway geometry design standards should be applied and maintained on all existing and future encourages pilots to make taxiways at EGE. the safe decision while maneuvering in critical Taxiway System Capacity and Design airfield areas. The existing taxiway system at EGE is considered to be generally adequate to meet the needs of the existing Airport. While adequate, the FAA also has a variety of taxiway design requirements identified in FAA AC 150/5300-13B that are intended to enhance the overall safety of taxiway operations and minimize opportunities for runway incursions. Many of these requirements are relatively new (circa 2012) and were not in effect when most of EGE's pavements were constructed. These design principles for taxiway system layouts are identified in Table 4-10. Table 4-10: FAA Taxiway Design Principles Design Principle Summarized Definition Steering Angle Design taxiways such that the nose gear steering angles is<50 degrees Fillet Design Traditional filet design standards have been replaced. New filet design more effectively reflects aircraft wheel tracks Standardize Intersection Angles 90-degree turns are standard 30,45, 60,90, 120, 135,and 150-degree preferred intersection standard angles Concepts to Minimize Runway Incursions Increase Pilot Situational Awareness Utilize the"three-node concept". Pilot should have three or fewer choices at an intersection (left, right,straight) Avoid Wide Expanses of Pavement Wide pavement requires placing signs far from a pilot's eye Limit Runway Crossings Reduces the opportunity for human error Avoid "High Energy" Intersections Located in the middle third of the runways. Limit the runway crossings to the outer thirds of the runway Increase Visibility Provide right angle intersections for best pilot visibility.Acute angle runway exits should not be used as runway entrance or crossing Avoid "Dual Purpose" Pavements Runways used as taxiways and taxiways used as runways can lead to confusion Indirect Access Eliminate taxiways leading directly from an apron to a taxiway Hot Spots Limit the number of taxiways intersecting in one spot Source:FAA Advisory Circular 150/5300-13B The taxiwaysystem at EGE meets most of these design recommendations. Presently, Y g there is a full parallel taxiway on the south side of Runway 7-25, along with seven (7) exit taxiways connecting the runway to the adjacent taxiway system.There are access taxiways from both the commercial service/fixed base operator (FBO) apron on the south side of the Airport and the general aviation apron on the north side. Even so,the taxiway system needs some improvements. • There is no direct access to the runway ends for aircraft located on the north side, requiring runway crossings to utilize the runway via existing Taxiway A. JVIATION 4-36 MASTER PLAN EAGLE COUNTY Regional Airport The planned construction of a new parallel taxiway(Taxiway B)to the north of Runway 7-25 would rectify this significant issue. • The Airport does not have any high-speed taxiway exits for Runway 7-25; as the Airport experiences busier peak hour periods on its lone runway, a new high-speed taxiway exit is one option to reduce runway occupancy time and increase operating efficiency. • Existing Taxiways A3, A4, and A5 require shifting to eliminate direct access to the runway from aprons as directed in the previous table.A minor shifting of Taxiway A2 on the apron is also required. • Coincidental with those shifts is confirmation that any runway crossings are limited to the outer thirds of the runway as indicated in the previous table. Any midfield crossings would have to be justified based on operational needs. All proposed improvements to the taxiway system are illustrated on the Airport Layout Plan (ALP) as shown in Chapter Six. The Airport's simple airfield geometry combined with most operations occurring on Runway 25,provide limited areas for improvement to the taxiway system that were not already considered in previous ALP updates. The planned Taxiway B, a partial parallel taxiway,will assist in general aviation access to the north side of the airfield and increase safety by limiting runway crossings. 4.2.6 Obstructions and Airspace In addition to the primary airport infrastructure on the ground, the FAA requires airports to consider airspace infrastructure that surrounds the airport. Specifically, An airport's infrastructure through various federal regulatory resources the FAA defines and establishes the extends beyond the ground standards for determining obstructions that affect airspace near an airport. These and into the air.An airport standards apply to the use of navigable airspace by aircraft to existing or planned air must ensure that its airspace navigation facilities(airports).This is enforced primarily through the implementation remains clear of obstructions of imaginary airspace surfaces that are sized based on the criteria they are designed to airspace surfaces that to protect.Specifically,imaginary airspace surfaces are geometric shapes the size and could compromise safety. dimensions of which are based on the category of each runway for existing and planned airport operations, the types of instrument approaches, and their enabling regulatory document.A penetration to these surfaces is an "obstruction,"which can be an existing or proposed manmade object, an object of natural growth, or terrain. For the purposes of this AMP, there are three primary regulatory documents (and their associated airspace surfaces)to be considered • Title 14, Code of Federal Regulations (CFR) Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace, defines five imaginary surfaces: Primary, Approach, Horizontal, Conical, and Transitional surfaces. Penetrations to these surfaces can result in objecting having to be lighted or removed, or runways relocated or shortened. • FAA AC 150/5300-13B, Airport Design, defines airspace surfaces that are separate from 14 CFR Part 77 and are defined by each runway's current approach type. To establish the location of a runway threshold, the JVIATION 4-37 EAGLE COUNTY MASTER PLAN Regional Airport associated approach surface must be clear of all obstructions. If it is not clear, either the obstructions must be removed, or the runway threshold must be relocated until its associated approach surface is clear. • FAA Order 8260.3B, U.S. Standard for Terminal Instrument Procedures (TERPS) defines a wide variety of airspace surfaces that are designed to establish and maintain safe operating conditions around an airport for aircraft utilizing a defined instrument approach. Obstructions to a TERPS surface can result in operational impacts to the instrument approach that could include a raising of minimums, making the approach unavailable in certain conditions,or decommissioning the instrument approach altogether. An obstructions analysis has been conducted as part of this Airport Master Plan and will be reflected in the Airport Layout Plan(ALP)set(see Chapter Six). To help ensure safe operations on and around the Airport, and in conformance with its grant assurances, it is recommended that EGE continue to be diligent in preventing and removing obstructions from its critical airspace surfaces. 4.2.7 Navigational Aids (NAVAIDs) Navigational aids (NAVAIDs) are any visual or electronic device, airborne or on the ground,that provide point-to-point guidance information or position data to aircraft in flight.Airport NAVAIDs can provide guidance to the airport or to a specific runway NAVAIDs comprise a range of end at the airport. An airport is equipped with NAVAIDs providing specific tools designed to assist pilots capabilities; for example, precision, non-precision, or visual approaches, based on in locating and acquiring the airport operational needs,safety considerations,and planning/design standards.The runway environment, type, mission, and volume of aeronautical activity in association with meteorological, particularly during inclement airspace, and capacity considerations determine an airport's eligibility and need for weather conditions. various NAVAIDs. NAVAID facility requirements are primarily determined by the needs of aircraft operators frequently using the airport and typical weather-related and operational characteristics in the airport area. These factors as they relate to EGE and the visual landing aid facility requirements identified for the Airport are reviewed in the following. Visual Aids Visual landing aids provide aircraft guidance to and alignment with a specific runway end, once the airport is within a pilot's sight. Visual landing aids typically include equipment associated with approach lighting and visual approach aids. Approach lighting systems provide the basic means to transition from instrument flight to visual flight for landing. The variety of approach lighting systems are similar in that each provides a series of signal lights starting in the approach area and extending for 2,400 feet to 3,400 feet to the runway threshold.The visual landing phase of flight, in both visual and instrument conditions, is also facilitated by visual approach aids which provide pilots with basic visual glideslope information during final approaches. Existing visual landing aids at EGE include the following: JVIATION 4-38 tii; MASTER PLAN EAGLE COUNTY - Regional Airport • Wind Cone—The Airport has a wind cone to the west of taxiway connector B4, near the center point of Runway 7-25.The wind cone provides pilots with wind direction and velocity information as they land or takeoff. Although sufficient for the planning period, the wind cone should be routinely inspected by the Airport and replaced when tattered or torn. • Approach Lighting System (ALS) — Current ALS at the Airport includes a -r medium intensity approach lighting system with runway alignment indicator LL :r lights (MALSR) at the approach end of Runway 25 that is owned and q I r maintained by the FAA. 1 I • Visual Approach Aids - Visual glide slope indicators (VGSI), examples of which include visual approach slope indicators (VASIs) and precision approach path indicators(PAPIs) are common types of visual approach aids. A VGSI is a system of lights located adjacent to a runway that provide a pilot MALSR with proper approach angle information. Using the VGSI light system,a pilot can determine if the aircraft is high or low on the approach path and take corrective action. The Runway 25 approach end at EGE is equipped with a four-light PAPI system on the right side of the runway that is owned and maintained by the FAA. The Runway 7 end is equipped with runway end identifier lights (REILs) consisting of one high intensity flashing strobe light on each side of the runway threshold—these are owned and maintained by the Airport. REILs are not necessary for runways equipped with ALS. Existing visual landing aids at EGE are adequate based on the current airfield configuration, approach capabilities, and activity characteristics. Any shifts in thresholds or runway extensions will require the visual landing aids to be shifted accordingly to maintain approach capabilities. Instrument Approaches EGE currently has two public instrument approach procedures(an LDA to Runway 25 and an RNAV (GPS) circling approach) as well as several privately developed approaches utilized by the airlines. Approach minima for the procedures are based upon several factors, including obstacles, navigation equipment, approach lighting, and weather reporting equipment. Due to the mountainous terrain that surrounds the Airport, approach minimums are relatively high. Generally, instrument procedures at mountain airports have been limited to straight approaches as dictated by the inherent characteristics of ground-based electronic signals; however, current technologies available to procedure designers and new equipment on aircraft allow for improved access potential.The U.S. national airspace system is in transition from ground-based navigational aids to procedures defined by bringing multiple methods of space-based navigation and flight deck automation together. Mountain airports where terrain is a factor and weather is also dynamic are places where the benefits of this new suite of technologies can provide positive effects. In some cases, legacy ground-based navigational facilities can be removed. Given this new reality, EGE should pursue the establishment of new and/or improved instrument approaches designed to optimize the application of current automation and navigational technology. In order to provide the best possible coding in the JVIATION 4-39 MASTER PLAN EAGLE COUNTY Regional Airport IIINNI14 I MI6\ procedures so that the highest percentage of aircraft can benefit from the technology that matches their level of on-board automation, it is recommended that a full set of three procedures be developed: 1. A procedure that serves airlines and the highest-capability private aircraft 2. A procedure that would be used by the next tier of private aircraft 3. A procedure that provides the broadest level of access by the remainder of the private aircraft fleet as well as potentially for those aircraft operated by commercial air carriers. The common denominator of the three approaches will be to combine space-based navigation and flight deck automation for higher navigational precision.The primary benefit of this approach is that aircraft will be able to automate the trajectory planning and match aircraft speed,engine thrust,and descent rates for optimal flight control. This optimal flight control means more predictable navigation and descents and those benefits can help during low visibility conditions. While existing instrument approaches at EGE are generally adequate based on legacy technologies and approach design, it is recommended that the Airport establish new approaches that leverage current navigational technologies and flight deck automation to modernize its approaches as well as to improve its operational capabilities. 4.2.8 Airfield Marking, Lighting, and Signage The safe movement of aircraft and other airport vehicles about the airfield is facilitated by airfield marking, lighting, and signage. Airfield areas that are properly marked, lighted, and signed allow pilots to navigate to their destinations efficiently and safely. The ability of the Airport Traffic Control Tower (ATCT) to safely manage ground traffic is also aided by these facilities. • Runway Markings—Runway markings are designed according to the type of approach available on the runway. FAA AC 150/5340-1M, Standards for Airport Markings, provides guidance related to airport pavement markings. Runway 25 currently has precision runway markings that include runway designation, centerline, threshold marking, aiming point, touchdown zone, and side striping. Runway 7 has non-precision markings that include runway designation, centerline, threshold marking, aiming point, and side striping (see Figure 4-28). The markings on all runways are currently in good condition and are compliant with existing standards. The airport airfield maintenance crew should actively monitor, inspect, and repaint markings as they degrade over time. Any runway or taxiway development should incorporate re-striping to meet/maintain current FAA marking standards. JVIATION 4-40 teMASTER PLAN EAGLE COUNTY Regional Airport ill NINE=le* ►r 111161116. Figure 4-28: Runway Markings gr, p fril�,i1uJi 111J ings 'Nu.Lid:1 J 3Jf1�JJtar 111:: :6 .�yy,:�.. �...,...�.._ .,,- -...revue . ., `1.1 ` --- 'r, sa....em d i;..J11�'YJ/r;IIS�I11113 °� .. i;Jf1.1JJ J±=.1�Y.I iJ�fJ JJ ;JJa l 1"11.rrJJl�ld .... .., 1111J111 Pti111_' � - •'y"'0 M q Source:Jviation,a Woolpert Company;Google Earth • Airport Lighting—Airport lighting systems aid pilots in locating an airport and safely conducting aircraft operations during nighttime and other low- visibility conditions. Existing airport lighting systems at EGE including the following: Airport Rotating Beacon — Since it is a lighted, land-based airport, EGE is equipped with a beacon consisting of alternating white and green light that is visible for several miles at night. It serves as universal identifier of an airport and operates during evening hours as well as instrument meteorological conditions.The Airport's rotating beacon is located on top of the ATCT on the north end of the airfield near the HAATS facility. Runway Edge Lighting—Runway 7-25 is equipped with high intensity runway edge lighting (HIRL) providing pilots with further identification of runway pavement limits during periods of reduced visibility. • Taxiway Edge Lighting — Like runway edge lighting, taxiway edge lighting identifies the limits of paved taxiway areas and facilitates the effective movement of aircraft on the ground during periods of reduced visibility. Taxiways serving all runways at EGE are equipped with medium intensity taxiway lighting(MITL). Existing lighting systems at the Airport are sufficient for the planning period. Any new taxiways should be equipped with similar lighting systems and any current lighting systems associated with existing taxiways undergoing rehabilitation should be updated as required, including upgrades to more energy-efficient LED lighting systems. • Airfield Signage — Airfield signage provides pilots with directional ground instruction to enable them to identify their location on the airfield as well as directions to other airport facilities.Signage also facilitates the airport traffic control's responsibility of safe and efficient ground control on the airfield. Directional signage aids pilots in locating runways, taxiways, apron areas, and mandatory holding positions. Review of the existing airfield signage layout drawings shows that EGE meets current airfield signage requirements. On-site inspection of these signs should be conducted on a routine basis to 'ensure that these signs are properly maintained and meet FAA standards. Future airfield facilities should include corresponding signage to properly JVIATION 4-41 MASTER PLAN EAGLE COUNTY Regional Airport IS1161111.. direct pilots and aid ATCT in the management of ground movement on the airfield. • Electrical Generators— Many of the Airport's existing electrical generators are approximately 20 years old and are quickly reaching the end of their useful lifespan. Specific to the airfield, it has been reported that the lighting vault generator and the ATCT generator will need to be replaced in the near term. EGE's existing airfield lighting, markings,and signage meet current FAA standards; no action is required beyond maintaining,updating,and/or replacing those systems to ensure they remain in good condition. Upgrades of older airfield lighting systems to brighter and more energy efficient LED systems should be undertaken as opportunities become available. The lighting vault generator and the ATCT generator will need to be replaced in the near term. 4.3 LANDSIDE FACILITY REQUIREMENTS 4.3. 1 Commercial Air Service Terminal Building Requirements A commercial air service passenger terminal is comprised of multiple elements; the amalgamation of these results in the totality of the terminal's ability to meet An airport's landside is passenger, tenant, and user demands. The capacity of each element of a terminal generally comprised of all facility can vary depending on the acceptable level of crowding and processing time. other facilities not on the For example, a passenger traveling on business may be less tolerant of congestion or airside,including terminal delay than a passenger traveling for pleasure. In many cases, the degree of facilities,hangars,aprons, acceptability itself may also vary depending on the configuration of the terminal road access and parking, and space and the level of amenities provided. Thus, beyond just simple space and other facilities that support throughput modeling,there are elements of a terminal's"capacity"that can be rather airport operations. subjective, and the preservation of passenger convenience remains an important criterion. EGE's commercial air service terminal has been the subject of multiple programming and planning efforts which have thus far resulted in the expansion of the concourse in 2019. It is also the airport facility that is most susceptible to major impacts arising from minor changes. For example,an airline scheduling change of just 30 minutes has the potential to require an additional gate,significantly add to the hourly throughput of passenger screening, and overload a secure holdroom. At EGE, this is magnified during the peak tourism season when travel facilities are nearly at capacity.Any delay or change in schedule can create substantial burdens and constraints on facilities, significantly impacting hourly throughput. In between these heavy schedule banks, the terminal is more than adequate to accommodate airport traffic. However, since airline schedules are notoriously unpredictable, they cannot be relied upon to serve as a sound basis to project needs associated with short- and the long-term growth. For this reason, annual enplanements and peak activity based on today's operation carried forward are the most reasonable indicators of future activity levels.(Note that airport management should continue to evaluate the adequacy of each functional area of the terminal and analyze airline scheduling changes for their impact to these areas.) JVIATION 4-42 MASTER PLAN EAGLE COUNTY "`��- Regional Airport The following areas of the passenger terminal building are evaluated based on a comparison of their existing capacities to demand: • Aircraft Gates • Airline Functional Areas • Concession Space • Public Space • Security,Administrative and Other Support Areas Aircraft Gates Aircraft gates are fundamental elements of a commercial terminal building in that they facilitate connecting aircraft with passengers; thus, the number of gates required at a terminal will drive the sizing requirements of many other elements of the overall building. In order to standardize the definition of"gate" and to provide a consistent means for evaluating apron utilization,the Narrow Body Equivalent Gate (NBEG) index has been employed for this analysis. This index normalizes the gate requirements of a diverse range of aircraft(e.g.,small commuters to large aircraft)so they are effectively equivalent to the apron capacity of a typical narrow body aircraft gate.The amount of space each aircraft requires is based on maximum wingspan. EGE currently has a total of ten commercial service aircraft parking positions on the apron. Of that total,four(Gate 1 through Gate 4) have jet bridges,Gate 5 is primarily used for irregular operations (IROPs), Gate 6 is actively utilized as a ground load position while Gate 7 is used as a ground load position only if required.Similarly,Gate 8 is only occasionally utilized as a ground load position, but it has also been designated as the gate to accommodate future international aircraft carrying passengers that must be screened by U.S.Customs and Border Protection(CBP)upon disembarking.Gate 9 and Gate 10 are rarely used for commercial air service activities with the area primarily being utilized by the FBO to accommodate parking for transient general aviation aircraft. In terms of parking specific aircraft types, Gates 1, 2, 3, 6, 7, and 8 are all capable of accommodating the Boeing 757-200, the largest aircraft operating at EGE (Figure 4-29). All other gate positions have a maximum capability of accommodating the smaller narrow body aircraft (e.g., Boeing 737 series, Airbus, 319/320, and the full range of regional jets)that operate at the Airport. J V IATION 4-43 treEAGLE COUNTY MASTER PLAN Regional Airport AN111161. Figure 4-29: Boeing 757 at Gate 6 iA' Source:Jviation,a Woolpert Company EGE currently has an adequate number of commercial air service gates to meet its existing and future demand.It is recommended that the Airport continue to monitor the potential need for additional jet bridges and to maintain control of all ten gate positions, including Gates 9 and 10 to meet possible long-term needs. Airline Functional Areas Areas for airline operations represent the heart of the terminal complex.This section examines key areas typically required and leased by airline tenants to support their operations. Airline functional area characteristics are primary factors in determining the size,configuration,and functional relationship of areas in the passenger terminal. Existing airline functional areas and their ability to meet current demand levels are presented below. It should be noted that this is essentially a high-level spatial requirements analysis based on industry planning standards (some of which have been adjusted to better account for local factors). It also assumes that areas are designed appropriately and efficiently; it does not account for inherent design flaws that may naturally impair operations regardless of the areas allocated for their use. Ticket Counter (area) The ticket counter area refers to the area occupied by the ticket counters, ticket agents, and the ticket counter baggage belts (Figure 4-30). Based on the industry standard depth of 10.5 feet and the typical planning factor of 3.6 square feet per peak hour enplaned passenger, the ticket counter area at EGE should be approximately 2,000 square feet to accommodate existing passenger demand (EGE peak hour passenger enplanement projections have been previously provided in Table 3-9 of Chapter Three, Aviation Activity Forecast. For 2022, the peak hour enplanement projection was 554). The Airport's existing ticket counter area measures approximately 1,500 square feet; this is deemed to be undersized to accommodate existing peak hour demand that will only increase over time as peak hour passenger levels are forecasted to increase (to 731 by 2042). However, that must also be balanced with the understanding that those peaks only occur a portion of the day during the peak tourism season - for the remainder of the year, the existing area is adequate to meet demand. JVIATION 4-44 MASTER PLAN EAGLE COUNTY Regional Airport AL 1 l ilhub. Figure 4-30: EGE Ticket Counter Area I I Id I i i li r Source:Jviation,a Woolpert Company Ticket Counter (length) The ticket counter itself is used to facilitate direct passenger to agent/kiosk interaction for the purpose of processing passenger boarding passes and outbound baggage. There are 19 agent ticketing positions currently used for processing passengers and their baggage at EGE. In addition, there are 16 self-ticketing kiosks within the ticketing counter area. Existing ticket counters at EGE have an overall length of 140 linear feet. When applying a typical planning factor of 0.25 linear feet per peak hour enplaned passenger, it can be seen that the existing ticket counter linear footage meets the current peak hour demand requirements. However, as the peak hour passenger total is forecasted to increase from 554 to 731 by 2042, the result will be an increasing deficiency over time. Ticket Counter Queuing This space is comprised of the passenger queuing area directly in front of airline ticket counters. At EGE, this area measures approximately 2,450 square feet and include self-serve airline ticketing kiosks.Assuming the industry standard depth of 15 feet in front of the ticket counters and a planning standard of 7.0 square feet per peak hour enplaned passenger, an area of approximately 3,878 square feet is needed to meet current demand. As the peak hour passenger total increases over time, this area deficiency will increase when the need will be over 5,100 square feet by 2042. Airline Ticket Office This area is located directly behind the ticket counters and is leased to the airlines as office space. Because this is exclusive space for each airline,the space required in this area is a function of the number of airlines serving EGE. Existing airline office areas measure approximately 6,000 square feet and the projected need is currently 7,200 square feet, demonstrating a deficiency in accommodating existing needs. This assessment has been based on a planning factor of 13.0 square feet per peak hour enplaned passenger to calculate requirements for airline ticket office space. Note that this factor is slightly higher than the industry standard based on direct input from JVIATION 4-45 MASTER PLAN EAGLE COUNTY Regional Airport AA the airlines serving EGE that indicated the need for more office, mechanical, and general storage space. Hold Rooms/Departure Lounges The amount of space required for hold rooms or departure lounges is a function of the number and size of aircraft operating during the peak hour. There are currently six very active aircraft gates within the main terminal accounting for approximately 15,500 square feet of hold room area (Figure 4-31). This generally matches the existing requirement of 15,400 square feet based on a standard planning factor of 2,000 square feet per gate; thus, the existing EGE departure lounges are currently adequate to meet demands during peak periods. Figure 4-31: EGE Departure Lounges q hic 710 Source:Jviation,a Woolpert Company Baggage Claim Area Due to the checked bag fees imposed by most airlines, the current trend in the industry has been to check fewer bags. Nationally,the average passenger is carrying on more and checking less. However,as an airport largely serving outdoor recreation destination clientele, the checked bag counts remain very high at EGE and have recently increased with a greater number of international travelers visiting for longer periods of time(Figure 4-32). This space category represents the area occupied by the baggage claim devices and the queuing area for active bag claiming measures approximately 15 feet out from the devices. At EGE, the total baggage claim area measures approximately 6,500 square feet. Based on industry standards,a planning factor of 15 square feet per peak hour deplaned passenger, the existing area is inadequate to meet the current peak hour demand of 8,310 square feet.This difference indicates that the existing area is inadequate to meet current demand and will become increasingly deficient over time. JVIATION 4-46 MASTER PLAN CO EAGLE COUNTY _tr._ Regional Airport ill %1100•110t1 t 11 Illillb. Figure 4-32:EGE Baggage Claim , avr '--de�. My" 1111 'Alit.' '� , ' i , A Source:Jviation,a Woolpert Company Baggage Claim Frontage This area represents the length of the baggage claim devices and is typically designed to accommodate the peak 20 minutes of baggage claim time. There are three baggage claim flat plate systems at EGE with an estimated total overall length of 255 linear feet on the public facing side.Applying a planning factor of 0.45 linear feet per peak hour deplaning passenger results in the existing frontage being generally adequate to meet existing demand; however, this will evolve into a deficiency over time as peak hour passenger numbers continue to increase. Inbound Baggage Area The inbound baggage area is used to feed bags to the baggage claim devices. There are three baggage delivery belts in the claim area with each flat plate delivery device measuring approximately 40 linear feet for airline baggage handlers to deposit bags on the secure side for a total of 120 linear feet. The existing belts are significantly deficient for meeting the existing peak hour demand based on standard industry planning metrics.Based on a planning ratio of 0.40 linear feet per peak hour deplaned passenger, EGE should currently have approximately 218 total linear feet of bag belt available. .J VIATION 4-47 EAGLE COUNTY MASTER PLAN CO; Regional Airport Figure 4-33: EGE Inbound Baggage Area I. 1F I $• / i l' A ricaa Source:Jviation,a Woolpert Company Baggage Service Offices Baggage service offices are leased to the airlines for assisting passengers with lost/stolen baggage issues.EGE currently has a total of approximately 586 square feet of baggage service office space in the baggage claim area.This is slightly deficient of the goal of 803 square feet based on a ratio of 1.45 per peak hour passenger; this deficiency will increase over time. Note that this deficiency is accentuated during the winter peak season as passengers tend to have more and larger bags. (For all airline- related areas,the final allocation of space will largely depend on the needs of airlines and will likely be refined as terminal concepts are developed and airline requirements change.) Outbound Baggage, Baggage Make-up Area This area is located to the east of the airline offices and is used for the accumulation, storage, and make up of outbound baggage from the ticket counter areas as well as the loading of bags into carts pulled by tugs. As an airport largely serving outdoor recreation destination clientele, passengers at EGE tend to have a high average baggage count and a higher oversize baggage count than other airports.The current outbound baggage area at EGE measures approximately 19,800 square feet (including tug lanes) and is marginally adequate for meeting existing peak hour enplaned passenger demand, based on the industry standard of 20 square feet per peak hour enplaned passenger; however, this will evolve into a deficiency as peak hour passenger numbers continue to increase over time (Figure 4-34). With respect to tug operations,while often constrained in peak season,there is generally sufficient room for the tug trains to stage, load, unload, and pass each other with a reasonable amount of clearance. As stated previously, this is a statistical analysis and does not account for any inefficiencies that reside in the overall system design. Note that continued evaluation JVIATIOIV 4-48 EAGLE COUNTY MASTER PLAN Regional Airport ill 144.014 ►1 should be conducted to maximum available baggage handling space and provide for future solutions. Figure 4-34:EGE Baggage Make Up Area Ito.. , _ 4' f — r ; r., _, �! ,. 16 R f --r Source:Jviation,a Woolpert Company Concession Space This component of the terminal complex includes those areas dedicated to commercial concessions that generate revenue for the Airport. These areas can include food/beverage, news/gift/sundry, rental car and transportation services, among other revenue-generating functions. The space in this category provides amenities that serve two vital functions: they provide passengers with desirable services, and they provide revenue to the Airport. Food/Beverage This area represents the total space for dedicated food and beverage concessions at EGE. The existing area occupied by this category totals approximately 2,800 square feet (including office and storage space) and is deemed generally adequate to meet existing demand (albeit with an inefficient flow) although its ratio 0.013 square feet per annual enplaned passengers is slightly lower than the industry standard of 0.02. As passenger levels increase overtime,EGE will require additional food and beverage concessions. JVIATION 4-49 MASTE R PLAN EAGLE COUNTY Regional Airport Figure 4-35: EGE Food and Beverage Space 1 , lap ilkiv 11/4 '- • -.., - 1 , is, ars; .. 'A' ..p Illreti404 „ .4,- 1 --. Source:Jviation,a Woolpert Company Retail This area includes existing general concession space utilized by newsstands, gift shops, and other sundry retailers. The existing area used for this function at EGE measures approximately 2,700 square feet. An additional 1,150 square feet is used for storage space to support these shops. Based on average supply/demand ratios at comparable airports of 0.015 square feet per annual enplaned passenger, this area at EGE is deemed to be marginally adequate to meet the current demand. As passenger levels increase over time, EGE will require additional retail and related storage space. Figure 4-36:EGE Retail Space err► . �,, - .—. -M.... i 10 L ®. 5 ,..... '., . .�F ., p, r • V .I , MIMI J( Source:Jviation,a Woolpert Company JVIATIOIV 4-50 MIk MASTER PLAN EAGLE COUNTY g_- Regional Airport ill Nbis..ile* N11611i, Rental Car/Ground Transportation The rental car and ground transportation areas consist of counters and supporting offices for the on-Airport rental car agencies and round transportation providers that are located near the baggage claim area for the convenience of arriving passengers (Figure 4-37).The existing area at EGE totals approximately 2,000 square feet and is generally deemed adequate to accommodate the existing demand. Based on comparable airports, a typical planning factor of 0.002 square feet per annual deplaned passenger is anticipated for these areas,which is less than the existing EGE available space. However, it should be recognized that rental agencies have reported that they require additional counter and office space. It should also be noted that not all these operators are ideally located with at least one rental car agency located near airline ticketing rather than baggage claim. As passenger levels increase over time, EGE will likely require additional space for this function. Figure 4-37: EGE Rental Car Counters 01 :'-=-,-__.a,:. i . 0 1 I ,f -7 ill�a .i f ti. _ - ' a- 1 L dollar FFF 1yy_ _ :. _. 'f Source:Jviation,a Woolpert Company Public Spaces Circulation This category represents the public circulation area to allow for movement of passengers, visitors,tenants, and employees within the terminal building. It consists of circulation areas in the concourse, in the vicinity of the departure lounges, movement areas within the check-in areas,corridors leading to functional areas,and other public movement areas. In total, EGE has approximately 31,600 square feet of public circulation space and based on planning standards,this amount is adequate to meet existing and most future requirements. Restrooms Restrooms at EGE are located both before security (located near the center of the main terminal complex)and beyond security on the first floor(located near the stairs on the west side of the terminal) and in the concourse on the second floor(near the JVIA►TION 4-51 MASTER PLAN EAGLE COUNTY Regional Airport 1i ‘hili& departure lounges for Gates 1,2,and 3). In total, public restrooms at the airport total approximately 2,300 square feet which translates to a planning factor of 3.1 square feet per peak hour enplanement;this is deemed to be slightly inadequate for current levels of activity. Note that the standard planning factor observed at other airports is 5.0 square feet per peak hour enplaned passenger, which is reasonably higher than the existing factor, implying that EGE is deficient in providing adequate capacity. Again,this deficiency will be accentuated as passenger levels increase in the future. Security, Administrative and Other Support Areas Security This area is dedicated for the Transportation Security Administration (TSA) security checkpoints necessary to screen enplaning passengers, inspect outbound baggage through the Airport's Checked Baggage Inspection System (CBIS), and to provide space for TSA employees whose job functions require them to work in the secure public and non-public areas. Through discussions with Airport representatives, the following observations have been made: • The existing TSA security area is generally adequate to meet existing peak conditions, although it is reported that the TSA offices are too small. • TSA typically will operate three out of the four lanes since they have difficulty providing adequate local staffing to operate the fourth lane, even when it is required. • To help alleviate staffing challenges, the Airport wants to pursue the installation of automated exit lane technology in the terminal. • The existing CBIS is older technology and in need of efficiency upgrades. Based on the current peak hour enplanement volume of approximately 554 passengers, the existing checkpoint has enough capacity to support the current demand based on four lanes and marginally adequate based on three lanes. Administrative and Other Support Areas This category of space includes airport administration and identification/badging offices as well as"back of the house"area that is generally not accessible to the public including building maintenance and areas for utilities and building mechanical functions. Through discussions with Airport representatives, the following observations have been made: • Airport administration and badging offices are currently located in the ARFF building; they should ultimately be based in the terminal building. It is estimated that this would require approximately 6,000 square feet of space within the terminal building. • There is a general need for consolidated information technology systems including security,Wi-Fi,flight information systems, parking systems, paging systems, and other support systems. The existing systems have grown organically over time without an overarching plan in place; new integrated systems need to be designed and implemented. JVIATION 4-52 MASTER PLAN EAGLE COUNTY Regional Airport Nbumidlilw 11 • The existing terminal has older boilers and HVAC systems that are nearing the end of their operational lives. • Lighting system controls in the older, front-of-house areas of the terminal building are antiquated, operating on Windows 95 platform. (Note that the new concourse areas have their own upgraded and modern lighting control system.) Integrating the entire building into a single control system in the future is necessary and very needed. • Many of the Airport's existing electrical generators are approximately 20 years old and are quickly reaching the end of their useful lifespan.The west terminal generator is aging out and will need to be replaced in the near term (Note that the east terminal generator was replaced in 2022 and is in excellent condition.) • The terminal will need to incorporate sustainability elements in its future development, including the installation of solar panels and planning for the electrification of vehicles. • Trash handling and processing is difficult due to location of trash interface in terminal/concourse in relation to dumpster/compactor location to the east of the terminal building. • There is not a designated loading dock for the terminal, but it is a recognized need.Deliveries are either brought through the terminal from the east doors, or unloaded into the concession storage areas adjacent to the curbside check-in. The existing method for receiving deliveries requires utilization of the existing passenger circulation patterns, which can be difficult, especially during peak surges. EGE's existing terminal building requires a wide variety of upgrades today and in the future for it to continue to meet the increasing and varying demands placed upon it by commercial air service operators and passenger.Although its concourse was recently renovated and expanded in 2019, much of the terminal's front-of- house facilities date back to the building's original construction in 1996. Baggage make-up and baggage claim both require significant renovations and expansions as do airline, concession, and other support facilities. However, it must be recognized that EGE is a highly seasonal airport that experiences extreme peaks during the winter season and even during a peak season day as most operations occur in a limited time window;thus,any proposed renovation and expansion of the terminal must be tempered with that fact so as to not overbuild based on those extreme peaks. Replace the west terminal electrical generator. 4.3.2 Regional Transportation Access The roads and highways that provide access to EGE are adequate to handle both the current conditions and the future growth predicted in the FAA-approved forecast. Access to the Airport from 1-70 can currently be gained via Route 6 from the west through the Town of Gypsum and from the east through the Town of Eagle. While the current configuration adequately serves airport users' needs, there is no direct access route from 1-70 to the Airport. JVIATION 4-53 tipMASTER PLAN EAGLE COUNTY Regional Airport Nowile* t! A new interchange to connect 1-70 and Cooley Mesa Road has been planned,and the required land was purchased by the County with financial assistance from the FAA for that eventuality. This future interchange is depicted on the current Airport Layout Plan and efforts to explore its feasibility continue. Additionally, Eagle County and the Town of Gypsum have established plans for improvements to Cooley Mesa Road.Specifically,the road is planned for widening to four lanes from the current entrance to the Costco Wholesale building on the east to the west entrance to EGE. Additionally, the Sienna Lake roundabout has been planned on Cooley Mesa. To protect future direct access from 1-70 to EGE via a new interchange, it is recommended that the new 1-70 Interchange continue to be depicted on the Airport Layout Plan. The future widening of Cooley Mesa Road and the establishment of the Sienna Lake roundabout should similarly be incorporated into future planning. 4.3.3 On-Airport Circulation Roadways The EGE terminal area is served by a one-way terminal loop roadway, generally two lanes wide,which passes in front of the terminal and presents approximately 700 feet of terminal curb roadway. Direct access to the terminal loop roadway is provided by an intersection with Cooley Mesa Road, opposite Spring Creek Road. A secondary access to the terminal loop is provided by Eldon Wilson Road,an on-airport,two-lane, two-way road that runs from Cooley Mesa Road (opposite the intersection with Buckhorn Valley Boulevard) to the terminal loop road.The 2016 Terminal Area Plan reported, based on a limited traffic count sampling,that the eastern access point to the Airport tended to serve a larger total share of activity than the western access point. The reason posited for this is that more traffic accesses the Airport from the east (up the Valley), via the 1-70 interchange at Eagle,than from the interchange at Gypsum. Contrary to those study results,Airport staff report that the western access point tends to be more active than the east. The terminal curb portion of the loop roadway varies from three to four lanes in width. There are five crosswalks along the curb, which decrease by 125 feet the effective length that can legally be used by vehicles stopping to drop off or pick up passengers. Adjacent to the ticketing hall and curbside bag check facilities,the curb front east of the main entrance to the terminal is used primarily for passenger departures.The curb front west of the main entrance is in front of the bag claim hall and is for picking up passengers. Traffic volumes and demands for other ground transportation all follow passenger activity peaking characteristics with the overall peak season typically occurring from mid-December through early April and notable high peaks occurring during the Christmas holiday season, President's Day weekend, and multiple Spring Break windows. Based on conversations with the Airport, its users, and previous planning efforts, multiple important observations, challenges, and considerations have been identified. • Given its compressed daily airline schedule, EGE experiences higher peaking characteristics than other commercial service airports where air service is J'VIATiON 4-54 tii; MASTER PLAN EAGLE COUNTY `'' ► Regional Airport 11,1 spread more throughout the day. Curbside congestion often occurs at departures during the busy midday hours of the winter peak season. • Limousines, shared-ride vans, taxis, and transportation network companies (TNC) (e.g., Uber and Lyft) are the dominant transportation modes, bringing the largest share of passengers to the Airport. • Airport staff consistently report that the western access point (across from Spring Creek Road)to the terminal building is more frequently used than the eastern access point (across from Buckhorn Valley Boulevard). It should be noted that the 2016 Terminal Area Plan indicated the opposite,although this was based on a limited traffic count sampling size that was undertaken during the third week of March (i.e., not during peak operational season). • As reported in 2015, over 60 percent of the total traffic entering the airport drives past the terminal on its curb roadway, which is unusually high for a commercial service terminal area. This is likely attributable to the general layout of the on-airport roadway network that intuitively invites drivers to pass in front of the terminal to access user facilities, even if not required to do so. • There are a number of roadway segments that carry both inbound and outbound traffic, which can be confusing to drivers, as the signing on such segments needs to provide two sets of information: information for traffic coming to terminal-area destinations,and information on where and how to exit the airport. As a rule, such overlapping traffic movements should be avoided. • There are challenges where the loop road interfaces with the terminal curb front in that vehicles looking to drop off departing passengers are required to make a severe maneuver that crosses two lanes of traffic to access the curb front (Figure 4-38). To reduce the severity of that activity, the Airport has installed bollards to prevent that action.While that has improved safety, it has reduced the functionality of the curb front by requiring passenger drop offs to occur further to the west. • Adjacent to baggage claim,vehicles tend to accumulate,with cars sometimes parked two deep and even occasionally three deep, causing constraints on the remainder of the terminal curbside roadway. • The roadway in front of the terminal building can be a very challenging environment due to several existing design elements beyond the inherent confusion present in front of any terminal building.These include five large passenger crosswalks within a short distance(375 feet),a varying number of travel lanes that have multiple access points, shifts, adds, and merges, limited time for drivers to read signs, and make appropriate decisions. Bypass traffic also reduces the quality of service on the terminal curb by providing the friction of traffic looking to move quickly past the stopped vehicles and those seeking to find a place to stop or to move out of a stopped position. During peak periods,active Airport-provided traffic management is required to maintain appropriate flow in front of the terminal. • Clearing and storage of snow during the peak winter season is a significant challenge. Roadways and parking lots must be designed in a manner that considers promoting efficient and effective snow removal operations. JVIATION 4-55 EAGLE COUNTY MASTER PLAN Regional Airport Figure 4-38:EGE Departure Curb Front .4111 licKFii.;_, • -- J _ t • � `� Lam,,,`• - _ . ..._ -�_ _ _ R , 1 y •'i Source:Jviation,a Woolpert Company Much of the on-airport circulation roadways meet current demands during periods of peak activity with the exception of the terminal curb roadway. During peak periods of travel at the Airport,the passenger drop-off and pick-up areas become exceedingly congested. Curbside check-in is the major choke point, especially during the daily peak departure period of the busy season.Specifically,the Airport's existing 220 feet of curbside check-in is generally deficient in meeting the requirements during peak demand periods; this deficiency can be accentuated when other vehicles not checking passengers in occupy portions of that limited frontage for other purposes (e.g., waiting for passengers, accessing the terminal, etc.). To help manage and alleviate some of these issues, traffic management is required to prevent complete roadway obstruction during peak periods. It is recommended that a strategic-level planning effort be undertaken to formulate a long-term plan to progressively redevelop the on-Airport roadway system to help alleviate current challenges and promote safety, efficiency, and effectiveness. This effort must emphasize solutions to curbside congestion with a particular focus on check-in activities. 4.3.4 Automobile Parking Public parking and rental car parking (for ready cars, return cars, and cars being serviced) are the largest uses of the available landside area, utilizing approximately 27 acres of dedicated land . While much of this area is for parking away from the terminal area, the closest lots to the terminal contain almost 1,500 spaces, plus approximately 300 cars that can be accommodated in the rental car quick turn- around service area. Site observations were made of the parking area on February 10, 2023, which was considered to be a peak operational day.Overall,all parking areas were utilized at an estimated 55 percent on the day during field observations.There were three parking JVIATION 4-56 te EAGLE COUNTY Regional Airport MASTER PLAN lots with utilization rates over 70 percent, including the VVJC parking lot, employee parking lot,and short-term parking. Observation results are provided in Table 4-11. Table 4-11:Parking Utilization(Observed on 2/10/2023) Area Available Spaces Utilized Spaces %Utilized VVJC(close-in lot) 233 227 97% VVJC(remote lot) 110 39 35% Employee Parking 106 98 92% • Short-term Parking 233 175 75% Administration Parking 14 6 43% Long-Term Parking 464 194 42% Rental Car Ready Lot 240 98 41% Permit Parking 76 18 24% 30-Minute Parking 30 6 20% TNC 10 1 10% Cell Phone Waiting Lot 45 1 2% Total 1,561 863 55% Source:On-Site Observations(2/10/2023) While there are no set standards for the level of service of parking facilities at airports,quality of service is generally related to walking distance,the ease of walking between a lot and the terminal,the availability of parking during peak times, and the ease of finding empty spaces when a lot is nearly full. Based on these criteria, EGE provides a reasonably good level of service for its passengers.The walking distances for short-term are a mean of 550 feet and maximum of 1,000 feet from the main terminal door. Lots tend to be full only during peak periods or,with respect to rental cars, at the start and end of the peak season. Lastly,the layout of the various lots is moderately efficient,with good visibility,aisles that run perpendicular to the terminal (for ease of walking within the lots with good wayfinding), and short aisles (21 stalls long, or 210 feet), all of which are favorable to ease of use. Lots generally have multiple entrances, multiple exits, and poor signage to exits. Similar to the roadway circulation, conversations with the Airport, its users, and previous planning efforts,identified multiple important observations,challenges,and considerations. • There are multiple lots with dedicated functionalities spread throughout the south side terminal and FBO areas. This inherently lends itself to design inefficiencies, multiple access points and roadways, confusing signage, and other challenges. • Dwell times by personal vehicles are somewhat higher than the national norm for the departures curb due to larger parties carrying above average luggage counts (and oversized items such as skis).At the arrivals curb, dwell times are more than twice the national average due primarily to the congestion and level of service experienced in the baggage claim area. • In general, the rental car facilities are overly spread out, which results in adverse impacts on customer service and operating efficiency. • The rental car ready lot spaces are located in front of the ticketing hall on the east side of the terminal,yet users of that lot(i.e.,arriving passengers) leave JVIATION 4-57 A WOOtPER7 COMPANY EAGLE COUNTY . ,� MASTER PLAN Regional Airport �:�-- the west side of the terminal near bag claim. This encourages crossing of arriving and departing passengers,which is inefficient and problematic. • The rental car return lot is not well located or easy to follow. One consequence of the return lot location is that many users first drop off members of their party at the curb for check-in, while the driver returns the car and walks back to the terminal, this increases traffic in front of the terminal. • Multiple rental car companies have reported that the existing quick turnaround facility is undersized and inefficient, resulting in significant delays in cars being processed. • The rental car companies expressed concern that the three areas (ready, return, and service) are all separated by public roads. This increases the risk of crashes and incidents during shuttling of cars by rental car agents, which in turn increases insurance costs. The time and distance inefficiency of the arrangement is disproportionate to the small size of the airport. Combined with the Airport's heavy peaking characteristics, this tends to drive up operating costs and customer prices. • Rental car companies expressed the desire for additional space and other facility enhancements including the installation of electric charging stations for electric vehicles. In general, EGE's existing parking areas are adequate to meet existing demand levels, although there are times during the peak travel period where parking nears or exceeds capacity. During off-peak seasons, parking is more than adequate to meet the needs of airport users. Several parking lots remain unpaved, including long term parking, winter overflow parking, and rental car overflow lots. Gravel parking lots do not provide for an efficient layout of parking as it is difficult to maintain proper parking separation and layout, as compared to paved parking. Additionally, unpaved parking does not provide for the best experience for airport users as conditions during inclement weather can deteriorate the parking lots, which is noteworthy because the busy season at EGE is when there is significant snowfall.At a minimum, long-term parking should be paved, with both overflow lots being paved over the long term. Existing parking spaces are adequate to meet existing air carrier demand,although the lots will likely be deficient in meeting long-term future demand.Existing parking lot locations and configurations are inefficiently designed, and a strategic-level planning effort should be undertaken to establish a progressive plan to institute improvements over the long term. Additionally, multiple existing challenges associated with rental car operations must be addressed for the long-term benefit of the Airport and its users. 4-58 tO; EAGLE COUNTY , MASTER PLAN Regional Airport 4.3.5 General Aviation and Other Support Facility Requirements Existing general aviation facilities at EGE are located east and west of the passenger terminal complex as well as in the development area north of Runway 7-25. Facility requirements related to general aviation facilities at the Airport are developed based on an analysis of existing facilities, current and planned utilization of those facilities, projected aviation demand, and the ultimate development potential of space adjacent to the terminal building and on the north side of the airfield. Requirements are identified for the following general aviation facilities: • FBO Facilities • Federal Inspection Services Facility • Air Cargo Facilities • Corporate Hangar Facilities • Other Aircraft Storage Facilities • Fuel Storage • Deicing Operations • Airport Traffic Control Tower • Ground Support Equipment • Snow Removal • ARFF/Administration Building • Emerging Technologies Projections of aviation demand developed in Chapter Three estimated that the number of general aviation aircraft based at the Airport, the vast majority of which are stored in hangars, will increase from 96 to approximately 162 by the end of the planning period. This facility requirement analysis examines the ability of general aviation facilities at EGE to accommodate current and anticipated activity levels,and identifies those development needs necessary to adequately support the Airport's general aviation users. FBO Facilities EGE is currently serviced by Vail Valley Jet Center(VVJC),which serves as the Airport's sole FBO. Acquired by Signature Aviation in 2021, VVJC provides FBO functions such as aircraft fueling services, management of the transient aircraft apron, aircraft maintenance services, and manages a large portion of the hangar storage on the airfield. Additionally, VVJC provides space for other basic functions such as a pilot lounge, flight planning room, crew rest rooms, and bathrooms. Passenger services include catering, valet services for rental and personal cars, personalized concierge services, meeting and conference rooms, among others. The Vail Valley Jet Center is an award winning FBO, recognized throughout the nation as one of the top FBO's. Comments from recent airport surveys indicate that airport users are very satisfied with VVJC's customer service and ability to handle high amounts of volume during peak periods of operation. JVIATION 4-59 t; EAGLE COUNTY MASTER PLAN Regional Airport N111116111‘ FBO facilities at EGE primarily consist of aircraft maintenance hangars, aircraft storage hangars, and fuel storage facilities. VVJC has recently expanded operations to the west of the commercial terminal building and has long-term potential plans to expand operations to the north of Runway 7-25, all in an effort to accommodate based and transient jet aircraft well into the future. Projections of general aviation activity also anticipate growth in based aircraft, including based jet aircraft from the current fleet of 25 jets to 42,all of which will requires space and staff to service these aircraft. VVJC also handles ground transportation for clientele, which requires additional space for automobile storage. It should also be recognized that an airport is not limited to having just a single FBO. Many, if not most,active airports have more than one FBO—this provides alternative service providers for users and encourages competition that can result in enhanced services, lower customer costs, and greater revenues for the airport. While EGE currently only has one FBO, it must remain open to the potential for the introduction of an additional FBO.This is not only consistent with best management practices, but it is also required by the FAA as part of its grant assurances for an airport to receive federal grant funding. With Signature Flight Support's acquisition of Vail Valley Jet Center, the Airport should maintain communication with VVJC to anticipate any change in the based jet aircraft fleet and other facility requirements. The Airport should consider the potential introduction of an additional FBO. Federal Inspection Services Facility Given the current and projected increasing levels of international passenger traffic at EGE, the Airport is currently in process of designing and constructing a Federal Inspection Services (FIS) facility in concert with and approved by the U.S. Customs and Border Protection (CBP) agency.An FIS is a single facility that serves as the base of operations for CBP, immigration, and agriculture operations. All aircraft flying to the U.S.from foreign countries must be cleared by CBP and an FIS facility unifies both passenger processing and baggage/cargo processing for a safe and efficient flow of passengers and goods into and out of the U.S. At EGE, the new facility will be approximately 20,000 square feet in size and will be attached to the current VVJC terminal building (Figure 4-39). The facility will be a combination of a partial renovation of the existing VVJC building and an overall expansion of the existing footprint. It will accommodate international passengers arriving at EGE that require customs clearing. Passengers will claim their bags and be processed sequentially through the building until they ultimately depart out the southeast corner of the building to the Airport frontage road. The new facility will also include a new electrical generator. JVIATION 4-60 MASTER PLAN EAGLE COUNTY '�= Regional Airport !! ►i Figure 4-39: Future EGE FIS Facility 41111101 11 Source:EGE The Airport should continue in its efforts to establish an FIS facility as planned. Air Cargo Facilities Currently, there is only limited air cargo activity at EGE and is primarily associated with cargo transported via commercial airlines or charter aircraft. Most cargo handled by UPS, FedEx, or USPS is typically shipped through established processing facilities on or near Grand Junction Regional Airport in Grand Junction, Colorado. Denver International Airport also provides some service and capacity to the EGE cargo market as well. Existing facilities at EGE adequately meet the demand of existing cargo operation and for levels forecasted in the future. If demand for cargo were to increase, or if UPS or FedEx were to shift their operations to EGE, facility requirements should be reexamined to ensure an adequate level of service is maintained. Aircraft Storage Facilities EGE and VVJC maintain apron tiedowns and hangar space for both based aircraft and transient aircraft.The Airport currently accommodates significant demand from local aviation users as well as those visiting from outside the area. Storage options for these users depend on multiple variables including length of stay, aircraft type, availability,and other influencing factors.This section analyzes EGE's existing aircraft storage facilities and anticipated needs based on aviation activity forecasts. Apron Tiedowns Fourteen painted tiedown spaces are available on the north apron for single-engine and multi-engine piston aircraft. Since these spaces are further from VVJC and away from the main terminal area,these spaces are available for long-term lease by based aircraft.The south general aviation apron does not use marked positions and is used more often for aircraft that either arrive and depart the same day or stay for one night. The apron area near VVJC encompasses nearly one million square feet of storage and primarily accommodates jet aircraft. h. VI I 4-61 teEAGLE COUNTY MASTER PLAN Regional Airport Apron Tiedown Storage — In addition to providing permanent storage for based aircraft,aircraft tiedown positions managed by the Airport and VVJC also support the storage of based and transient general aviation aircraft at EGE. Transient, or visiting, aircraft tiedown requirements are impacted by the number of transient operations occurring at an airport. As the number of operations increase, the demand for itinerant apron tiedown space will also increase. To estimate the demand for transient aircraft tiedown positions at EGE,the following methodology was used: • Estimate the total number of general aviation itinerant operations (defined as an arrival or a departure). • To establish the average daily number of itinerant arrivals that may require a tiedown, the total number of general aviation itinerant operations was multiplied by 50 percent to reflect only arrivals; that number was then divided by 12 to establish a monthly average; and that number was then divided again by 30 to establish a daily average. • Finally, that daily average was multiplied by 35 percent to reflect the total number of average day arrivals would be on the apron at any given time. The results of this methodology, based on the planning activity levels developed for EGE, are summarized in Table 4-12. Table 4-12:Tiedown Requirements Year Total Itinerant GA Ops Peak Month Daily Required Transient Itinerant Arrivals Tiedowns 2022 22,845 61 21 2027 25,780 69 24 2032 26,526 71 25 2037 27,272 73 26 2042 28,018 75 26 Source:Jviation,a Woolpert Company If it is assumed that each transient tiedown requires approximately 3,600 square feet (average non-VVJC hangar size), then at the peak forecast year in 2042 with 26 anticipated transient tiedowns would result in just over 270,000 square feet of apron space that would be required. With nearly one million square feet of apron space across the Airport, EGE exceeds the necessary apron space anticipated in future forecast years. Hangars Storage needs for general aviation activity generally reflect local climatic conditions in combination with the size and sophistication of an airport's based aircraft fleet. Typically,the more valuable an aircraft is,the greater the desire to store it in a secure hangar facility. Aircraft storage at EGE is highly valued, especially during the peak winter season and periods of inclement weather. During the peak season, when hangar storage is at capacity, it is not uncommon for transient aircraft to drop off passengers and depart for other nearby airports that have available aircraft storage. As discussed in Chapter Two,Inventory of Existing Conditions, EGE has nearly 400,000 square feet of hangar space available for based and transient aircraft.VVJC currently 4-62 MASTER PLAN EAGLE COUNTY Regional Airport IllamgeOs Nihau. maintains approximately 250,000 square feet, or over 60 percent of that available space with more hangars currently being developed. Other notable hangar facilities are maintained by Vail Hangair,the Airport,and other smaller developers. Vail Valley Jet Center manages the available corporate hangar facilities, which primarily store transient jet aircraft. VVJC is in the process of expanding its footprint in development areas to the west of the commercial terminal (with the potential of adding over 180,000 square feet of new hangar space), as well as on the north side of the Airport.As reflected in national trends and EGE's forecasts of aviation activity, corporate aviation will continue to be an important and growing component of general aviation activity at the Airport and VVJC plans to continue to meet those future demands for hangar space. Since VVJC acts as the primary developer of corporate facilities at the Airport, their future facility needs are an important consideration in the master planning process. Based aircraft and transient general aviation operation projections developed for EGE anticipate an increasing amount of jet activity at the Airport. Examining development alternatives and having adequate planning in place will allow the Airport to more efficiently complete infrastructure development that may be necessary to support potential corporate hangars at EGE. When considering the hangar needs of based aircraft, a rough estimate of future space required to store these aircraft can be developed using inputs from historic and current storage figures. From the last AMP, it is assumed that 75 percent of based aircraft are stored in hangars, and when subtracting VVJC hangars from the total square footage available, it leaves approximately 150,000 square feet for based aircraft.When divided by the estimated number of fixed wing aircraft in hangars,this results in approximately 2,500 square feet of space required per based aircraft.Table 4-13 provides details on the inputs used to estimate based aircraft hangar needs. Table 4-13: Hangar Requirements Year Fixed Wing Based Hangar Space for Based Additional Hangars Aircraft in Hangars Aircraft(Sq. Ft.) Required in Each Period 2022 61 150,000 2027 72 177,800 8 2032 82 201,900 6 2037 92 227,800 7 2042 103 253,700 8 Source:Jviation,a Woolpert Company An estimated number of additional hangars required in each five-year period was developed using the average hangar size of non-VVJC hangars at EGE, which is approximately 3,600 square feet. From the anticipated growth in based aircraft developed in the forecast, it is estimated that the Airport will need about seven to eight, 3,600 square foot hangars in each five-year interval moving forward, or approximately 25,000 square feet in hangar space. Methods of accounting for based aircraft at airports present challenges in identifying necessary storage facilities. As mentioned in Chapter Three, an aircraft may be "based" at EGE but since Eagle is a popular destination for second homeowners, an JVIATION 4-63 EAGLE COUNTY — MASTER PLAN Regional Airport aircraft may be stored elsewhere for a significant fraction of time. With this in consideration, based on the forecasted growth of both based aircraft and itinerant general aviation operations combined with the Airport's limited airside growth potential, it is recommended that new hangar development be evaluated on a case- by-case basis in conjunction with the FBO based on their knowledge and handling of itinerant aircraft. Apron area, infill development, and expansion of hangar areas for corporate aviation should be protected and maximized in future development plans of the Airport. fuel Storage Fuel storage at EGE is owned and operated by the Vail Valley Jet Center. There are eight fuel tanks with 197,000 available gallons of Jet A fuel storage. Seven of these tanks are located in the south side fuel farm, except for one 12,000-gallon tank on the north side.The 12,000-gallon AvGas fuel tank is located on the north side of the airfield and is self-serve. Note that VVJC fuel storage also includes the Signature Renew-branded sustainable aviation fuel(SAF),a sustainably sourced jet fuel that will reduce aircraft carbon emissions at the Airport. SAF is projected to affect a 25% reduction in CO2 emissions from jet-powered aircraft, driving an environmental benefit for the Central Rocky Mountains and beyond. Per the Airport's Minimum Standards, VVJC must provide two metered, filter equipped dispensers for AvGas and Jet A,with minimum capacities of 12,000 gallons for AvGas and 75,000 gallons for Jet A. Each mobile dispensing truck is required to have a minimum capacity of 25,000 gallons for Jet A and 750 gallons for AvGas. The Airport should continue to partner with VVJC to ensure fuel capacity is adequate for commercial service and general aviation operations. Deicing Operations Airline staff and VVJC apply deicing fluids to commercial service and general aviation aircraft at EGE. The application of these fluids is critical to aircraft operating safety. As mentioned in Chapter Two,deicing occurs on the east apron in a specially designed area with trench drains to capture runoff. Two types of deicing fluids are in use at EGE: • Type I —A mix of Propylene Glycol and water which is heated to remove ice and snow from the aircraft.Type I is the deicing mixture. • Type IV—A concentrated version of Propylene Glycol that is applied before departure to prevent ice upon takeoff.Type IV is the anti-icing mixture. The Environmental Protection Agency(EPA)promoted 40 CFR 449,Airport Deicing Effluent Guidelines in 2012. This guidance requires primary airports with 1,000 or more annual jet departures to use non-urea-containing deicers. Airports with 10,000 annual departures in cold climate zones are required to collect 60 percent of aircraft deicing fluid. EGE achieves this mark through its existing trench drain and glycol waste storage system. JV!ATION 4-64 COEAGLE COUNTY MASTER PLAN Regional Airport Airport Traffic Control Tower Airport Traffic Control Tower services are provided through the FAA Contract Tower Program, which is currently managed by Serco. The FAA and the Airport work collaboratively to maintain the tower facility while Serco provides staffing. The Airport is responsible, along with the FAA, for upkeep and upgrades to equipment and maintenance. Tower improvements should be programmed into the Airport's CIP as required by the FAA's Contract Tower Program. Ground Support Equipment Ground support equipment(GSE) at EGE is required and supplied by the airlines and VVJC. GSE includes aircraft tugs, deicers, ground power units, baggage carts, belt loaders, lavatory carts, and other serving vehicles. The majority of GSE is staged on the edge of the apron between the commercial terminal and the VVJC terminals,with additional space employed around the concourse and on the commercial apron south of aircraft parking Spots 1 and 2. The amount of space needed for GSE storage and parking is largely determined by the individual operators and is currently generally adequate(albeit unorganized)to meet the needs of existing operations. Due to a lack of dedicated storage space or a covered structure, all GSE maintenance and vehicle service work is currently done outside on the existing apron. Such service work is certainly hindered by inclement weather, cold, and the presence of snow and ice. Additionally,there is no system to protect from hazardous materials. Beyond existing circumstance, three additional factors have the potential to significantly impact GSE operations and storage: • The Airport is currently in process of constructing a Federal Inspection Services (FIS) facility attached to the existing VVJC terminal building. This expanded facility will directly impact the existing GSE storage area. • As noted previously, the existing commercial air service terminal needs an expanded footprint to accommodate increased long-term service requirements. This expanded footprint will likewise directly impact the existing GSE storage area. • GSE users led by the airlines are formulating plans for progressive replacement of their combustion-engine powered equipment with battery- powered electric vehicles. This transformation will not only require new dedicated electric charging stations,but it will also likely require an increased number in equipment pieces to account for equipment redundancy due to recharging inefficiencies. All of this will require additional dedicated space for GSE. As demand increases and other pressures on GSE storage areas arise, new storage areas for this equipment must be identified to ensure that adequate facilities are provided. Additionally, it is recommended that dedicated space be provided for maintenance of GSE in proximity of the storage area(s). ..IVIAITION 4-65 EAGLE COUNTY MASTER PLAN Regional Airport Snow Removal The existing Snow Removal Equipment (SRE) building, constructed in 2015, is over 26,000 square feet and stores much of the Airport's snow removal and airfield maintenance equipment and supplies (Figure 4-40). As outlined in Chapter Two, Inventory of Existing Conditions, the Airport maintains nine brooms, three blowers, and seven plows. The Airport reports that many pieces of equipment must remain stored outside or in an auxiliary storage unit on the north side. This is largely due to the need to store materials and supplies in the SRE building which prevents some equipment from being brought inside. An expansion of the existing SRE building to the north should be considered to alleviate this need. Alternatively, or additionally, the Airport could consider the construction of a new heated structure to be located in a vacant area to the west of the existing SRE building. The purpose of this new structure would be to house smaller fleet vehicles that are currently stored outside, airfield maintenance/snow removal materials that currently occupy space in other buildings, as well as housing other small equipment that is stored both inside and outside in various locations around the Airport. Figure 4-40: EGE SRE Building ,416. g -161r, t"0- • -.�— ai • Source:EGE Existing snow removal equipment meets Airport needs but should be replaced as equipment ages and becomes ineffective; an expansion of the SRE building capabilities should be planned. ARFF/Administration Building The Airport Rescue and Fire Fighting (ARFF) service operates out of a dedicated building near the commercial terminal apron,with 12,000 square feet of space. Part 139-certificated airports are required to provide ARFF services, which are grouped into Indices, A through E. EGE is Index C, which is based off the aircraft length of a Boeing 757-200. -AVIATION 4-66 MASTER PLAN EAGLE COUNTY Regional Airport AA Index C airports can meet minimum requirements with three vehicles—one carrying extinguishing agents and two vehicles carrying enough water and foaming agent ent so that the foam production from all three vehicles is at least 3,000 gallons; or two vehicles — one vehicle carrying the extinguishing agents and one vehicle carrying enough water and foaming agent so that the foam production carried by both vehicles is at least 3,000 gallons. The Airport's Administration Offices are also located on the second floor of the ARFF building. There is also office space for on duty ARFF personnel on the first floor adjacent to the vehicle bays.This building adequately serves existing staff; however the layout of the existing administration offices does not allow for privacy and do not permit future growth. The EGE ARFF is equipped with three fire trucks and one foam trailer, which meets the minimum standards of an Index C ARFF station. Airport administrative offices should be considered for relocation into an expanded commercial service terminal building. Miscellaneous Requirements Waste Triturator It has been recognized by the airlines that the Airport lacks appropriate lavatory waste disposal capabilities.Currently,airlines must either continue to carry the waste in their aircraft(which can become a challenge for aircraft capacity and interior odor on full flights on long flight legs)or employ a lavatory dump cart at EGE which creates its own challenges due to the lack of options to dispose of the waste. VVJC has its own triturator that processes waste from general aviation aircraft and stores it in a tank for subsequent pumping and removal for off-site processing. Ideally, EGE would improve its airliner and FBO waste disposal processing by creating an automated, closed waste system that would consist of a quick-connect hose, a triturator(grinder),a potable water flush system,and a connection to the local sewer system. EGE should pursue the construction of a waste triturator system tied to the local sewer system to support airliner and general aviation waste processing operations. -AVIATION 4-67 EAGLE COUNTY MASTER PLAN Regional Airport l 1 i1 4.4 ANALYSIS OF ADVANCED AIR MOBILITY MARKET POTENTIAL AND INFRASTRUCTURE NEEDS ASSESSMENT 111\N '> $; 4 ay t 4.4. 1 AAM Overview Advanced Air Mobility, or AAM, is an emerging air transportation concept that primarily utilizes innovative electric vertical takeoff and landing (eVTOL) aircraft to Advanced Air Mobility(AAM) move people and cargo. This emergent technology can expand access to refers to an emerging transportation, particularly in areas underserved by aviation. aviation ecosystem that leverages new aircraft and AAM is the umbrella term for Urban Air Mobility (UAM), which focuses on innovative technologies to transporting people and cargo at low altitudes within urban and suburban areas,and provide more efficient, Regional Air Mobility(RAM),which builds on UAM to provide inter-city and regional sustainable,and equitable travel. AAM also includes other use cases such as air ambulance, firefighting, law transportation options enforcement, and special events. AAM is not a single technology; rather, it is a collection of new and emerging technologies and new aircraft configurations being applied to the aviation system. The advent of distributed electrical propulsion (DEP) is the key element behind many of the major advancements in air mobility, especially vertical flight. As described by NASA,DEP"technology is based on the premise that closely integrating the propulsion system with the airframe and distributing multiple motors across the wing will increase efficiency, lower operating costs, and increase safety." (Clarke, 2021) Aircraft AAM is becoming an all-encompassing acronym for aircraft and services that use DEP and can take off and land vertically, known as electric vertical takeoff and landing (eVTOL) aircraft. eVTOL capability is the predominant configuration for aircraft utilizing AAM technology. The Vertical Flight Society Aircraft Directory is tracking hundreds of concepts for electric and hybrid-electric VTOL aircraft, though many of these are in early conceptual stages. The leading original equipment manufacturers (OEM) are targeting the middle of 2020 to 2030 for entrance into service. (SMG Consulting, 2023)There are three main types of eVTOL systems that can be expected in significant volume if the eVTOL original equipment manufacturers (OEMs) deliver on the potential of safe, efficient,and cost-saving aircraft: Multicopter—looks and flies much like a helicopter except with multiple rotors. JVIATION 4-68 MASTER PLAN EAGLE COUNTY Regional Airport Lift and Cruise — uses rotors for vertical flight and transitions to propellers for horizontal flight. Vectored Thrust—uses rotors or fans for both vertical and horizontal flight. MULTICOPTER LIFT & CRUISE VECTORED THRUST —411141*- 4111411j1Eik-1.---- -*14 14 In general, these aircraft hold somewhere between four and eight passengers. The early entrants will be piloted, while later entrants hope to operate autonomously. Early eVTOL flight ranges are typically 60-150 miles, and cruise speeds are typically 100-200 miles per hour.Table 4-14 provides a summary of existing manufacturers in the 2023-2024 eVTOL market collected from various sources. Table 4-14:Key eVTOL Market Players Airspeed OEM Platform Mission Passengers Range mph Key alliances Archer Stellantis, United, U.S. Aviation Vectored thrust Air taxi,cargo 4+pilot 100 150 military, Boeing,Wisk Aero BETA Lift and cruise Air taxi,cargo, 4+pilot 250 100 UPS,Amazon, U.S. military Technologies EMS HEXA Multicopter Personal/ 1 pilot or 60 63 recreational 1 passenger Joby Vectored thrust Air taxi 4+pilot 150 200 Toyota, U.S. military, Aviation Delta, United Eve Air Lift and cruise Air taxi 4+pilot 60 125 Embraer, Porsche, Blade, Mobility United Vertical Air taxi,cargo, Aerospace Vectored thrust public services 4+pilot 100 150 American,Virgin Atlantic (EMS) Lilium Air Vectored thrust Air taxi, regional 6+pilot 155 155 NetJets Mobility Supernal Vectored thrust Air taxi 4+pilot 60 180 Hyundai Wisk Aero Vectored thrust Air taxi 4+no pilot 90 138 Archer, Boeing,Japan Airlines,Air New Zealand Source:lviation,a Woolpert Company,OEM websites,eVTOL.news,AAM Reality Index,other miscellaneous sources All values are approximate.Range is in miles. Infrastructure During the early stages of AAM,eVTOLs will use existing aviation infrastructure,such as airports and appropriately sized heliports.Airports are an especially critical part of early AAM operations as they are existing facilities dedicated to aeronautical operations. Airports can also support the manufacturing, storage, and charging of eVTOL aircraft. JVIATION 4-69 A WOOLPERI COMPANY EAGLE COUNTY MASTER PLAN Regional Airport ► 111111111*. Airports have two main options for accommodating eVTOL operations - they can either integrate the operations into their existing traffic flow and have the aircraft land horizontally on runways (or at their own risk on apron space), or an airport can develop a segregated landing area specifically dedicated to eVTOLs. As the AAM market expands, the need for dedicated landing infrastructure for eVTOLs, known as vertiports, will arise. Heliports represent the most similar form of infrastructure; therefore, some OEMs have used FAA AC 150/5390-2D, Heliport Design, as a guide for developing eVTOL infrastructure. However, the FAAs heliport design AC does not account for the largely unknown performance characteristics of eVTOL aircraft. Beyond those characteristics,the heliport design AC does not include other unique considerations including, but not limited to, thermal runaway associated with batteries, hazardous materials from battery leaks or fires,firefighting to prevent electrical fires, electrical charging stations; and eVTOL rotor downwash and outwash. Because of the unique designs and issues associated with emerging eVTOL aircraft, the FAA initiated research in 2020 to support the development of a new AC for vertiport design. Empirical data on eVTOL aircraft is limitedgiven that, g p as of 2023, no eVTOL aircraft have received airworthiness certifications from the FAA. Because the data surrounding these aircraft is too limited to inform performance-based infrastructure, the FAA has released interim guidance for vertiport design. This guidance, FAA Engineering Brief (EB) 105, Vertiport Design (Federal Aviation Administration, 2022) or EB 105, is prescriptive and limited to electric eVTOL operations.An AC on Vertiport Design is expected to be published by 2025 or 2026. Interim Infrastructure Guidance - EB 105 EB 105 uses the concept of a "design aircraft"—defined as the largest eVTOL aircraft expected to operate at a vertiport—for various landing area geometry.The aircraft's controlling dimension (D) is the diameter of the smallest circle enclosing the aircraft projection on a horizontal plane while the aircraft is in the takeoff or landing configuration, with rotors/propellers turning, if applicable (see Figure 4-41). Combined,the controlling dimension of the vertiport's design aircraft defines the size of the landing geometry at the vertiport. JVIATION 4-70 MASTER PLAN EAGLE COUNTY Regional Airport Figure 4-41:An eVTOL's Controlling Dimensions S 4 e`' A‘ icrc S. S. Smallest enclosing circle Aircraft width Source:Jviation,a Woolpert Company Touchdown and Liftoff Area (TLOF) The TLOF is a generally paved, load-bearing area centered in the final approach and takeoff area, on which the aircraft performs a touchdown or liftoff. EB 105 Brief specifies that a TLOF should be 1D of the design aircraft.To accommodate the largest aircraft that could use the EB (with a controlling dimension of 50 feet), a TLOF would be 50 feet in diameter. Final Approach and Takeoff Area (FATO) The FATO is a defined, load-bearing area over which the aircraft completes the final phase of the approach,to a hover or a landing, and from which the aircraft initiates takeoff. EB 105 specifies that a FATO should be 2D of the design aircraft. Based on the largest aircraft that can use the EB, a FATO would be 100 feet in diameter. Two ingress and egress paths are required as close to reciprocal as possible but at least 135 degrees apart.See the Imaginary Surfaces section below for more details. JVIATION 4-71 ........_..... ._.. EAGLE COUNTY MASTER PLAN Regional Airport Noki.str0' 4 Safety Area (SA) The SA is a defined area surrounding the FATO intended to reduce the risk of damage to aircraft accidentally diverging from the FATO. EB 105 specifies that a Safety Area should be 3D of the design aircraft.The SA would need to be 150 feet in diameter. Figure 4-42: EB 105 Basic Landing Area Safety Area r Final Approach and Takeoff Area (FATO) Touchdown and Liftoff Area (TLOF) 1/2Di 1/2D ; 2D Source:Notion,a Woolpert Company Imaginary Surfaces Imaginary surfaces are the imaginary planes defined in 14 CFR Part 77,Safe, Efficient Use, and Preservation of the Navigable Airspace, centered on the FATO and the approach/departure paths, which are used to identify the objects where notice to and evaluation by the FAA is required. Three relevant surfaces are presented in the Engineering Brief.The primary surface is a horizontal plane which coincides with the size, shape, and elevation of the FATO. The approach/departure surface begins at each end of the primary surface with the same width as the primary surface. It extends outward and upward at a slope of 8:1 horizontal units to vertical units for a distance of 4,000 feet and width of 500 feet The transitional surfaces extend outward and upward from the lateral boundaries of the primary and approach/departure JVIATION 4-72 MASTER PLAN I tip EAGLE COUNTY ►= Regional Airportkii lorigid4* NIIIIIIINk. surface at a slope of 2:1 horizontal units to vertical units for 250 feet horizontal from the centerline of the primary and approach/departure surfaces(see Figure 4-43). Currently,any sponsor of a federally obligated airport pursuing an eVTOL vertiport or supporting infrastructure must update their ALP with the FAA,conduct the applicable environmental review required by the National Environmental Protection Act(NEPA), and submit an FAA Form 7460, Notice of Proposed Construction or Alteration, for an airspace determination. Non-federally obligated airport sponsors must submit FAA Form 7480-1,Notice for Construction,Alteration and Deactivation of Airports,at least 90 days prior to construction of a vertiport. Figure 4-43:EB 105 Vertiport imaginary surfaces. 500 feet 44 (152 m) Primary surface III Final Approach and Takeoff Area(FATO) -.4-250 feet (76 m) 0 Touchdown and Liftoff Area (TLOF) / / (i Approach/departure surface / (slope of 8 horizontal units 500 feet • (152 m) to 1 vertical unit) • Yir I Transitional surface (slope oft horizontal units to 1 vertical unit) / i • / _•• 4,000 feet / (1,219 m) • -4*-250 feet (76m) 500 feet (152 m) Source:Jviation,a Woolpert Company JVIATION 4-73 ClipMASTER PLAN EAGLE COUNTY Regional Airport /Ai 1 On-Airport Vertiport Guidance EB 105 contains specific guidance for siting on-airport vertiports. The guidance is summarized in Table 4-15. Table 4-15: EB 105 On-Airport Vertiport Guidance Summarized guidance Practical implications All federally obligated airport sponsors are to Any vertiport designed at a federally obligated airport should provide reasonable and not unjustly be built agnostically,so the landing facilities can accommodate discriminatory access to all aeronautical users. a variety of eVTOLs.Thus,an on-airport vertiport should have a minimum of a 50-foot diameter TLOF, 100-foot diameter FATO,and 150-foot diameter Safety Area(including the FATO and TLOF)to account for the dimensions of nearly all eVTOL aircraft in development. Locate the TLOF away from but with access to Any vertiport on an airport should be located outside of these fixed-wing aircraft movement areas(runways, movement areas. taxiways,etc.). The center of the FATO should be located outside Any vertiport on an airport should be located outside of these of all object-free areas,safety areas, runway movement areas. protection zones,and safety critical navigational aid areas. The center of the FATO should be located at least The critical aircraft of each runway(or the runway design code 300, 500, or 700 feet from the centerline of the if critical aircraft is not available) at an airport should be used runway, depending on the weight of the critical to determine appropriate vertiport minimum distance from aircraft for that runway. that runway, as provided in EB 105. Source:EB 105 Supporting Infrastructure In additional to federal standards, this section describes several supporting infrastructure needs; however, these needs will vary based on the concept of operation and specific OEM using a facility. Electric Capacity and Charging Infrastructure Recent air mobility advancements focus on electrical propulsion; therefore, eVTOL aircraft will be powered by electric motors with specific electricity needs. It is important that EGE consult with their local electric utility to determine the current type and supply of electricity, as well as approximate levels of effort and costs associated with upgrading these components if needed. Holy Cross Energy is the Airport's electric provider, and there are several electric sources available in the vicinity. As part of the recent construction of a deicing pad on the east end of the Airport, three-phase power was brought on to EGE, which will be critical for supporting the development of the high-capacity electric charging stations.This type of electricity supply is better suited to accommodate higher loads and is typically used by commercial and industrial facilities. In addition, Holy Cross is actively engaged in increasing capacity at the Airport. It is anticipated that this will enable the Airport to support the development of high-capacity electric charging stations while also meeting the power needs of other facilities. Figure 4-44 illustrates a roadmap for coordination with Holy Cross to determine electrical needs at EGE. JVIATION 4-74 MASTER PLAN EAGLE COUNTY Regional Airport ! Figure 4-44:Airport Electric Utility Coordination Process. 0 • • • 4-1.• U Request that utility provider identify peak energy demands Identify the airport's Identify new capacity over previous 36-month period. existing electrical capacity. needs associated with electric aircraft. o a _ With utility provider, Pie� identify required rAga Comparedemands peakwith energyexisting infrastructure enhancements or electrical capacity. modifications projects to meet future Calculate excess or deficient electric aircraft power demands and electrical capacity(existing existing requirements. capacity minus future need). Source:Jviation,a Woolpert Company. Electric infrastructure requirements will need to be holistically assessed based on eVTOL aircraft type, the number of charging stations that will be operating simultaneously, and the continuous power that is needed to support the desired frequency of eVTOL operations. Each OEM has different charging specifications for their vehicles. Early infrastructure should provide for high-voltage, fast charging at each aircraft parking position. The NASA Astrobiology Institute(NAI)-NASA Urban Air Mobility Electric Infrastructure Study calls for 600 kW to futureproof the chargers. Regardless, early infrastructure should provide for high-voltage, fast charging at each parking position. Each OEM is different, but early contenders in this arena offer some insights into their charging needs. Table 4-16: BETA(OEM) Battery Charging Information Component Requirement AC Voltage Connection 480 Vac, 3 Phase,60 Hz AC Grid Current 420 Amps Continuous Power 350 kW Battery Charge Range Up to 1000 Vdc Continuous Charge Current 350 Amps Charging Protocol CCS Source:BETA Technologies,2023 .AVIATION 4-75 A WOOLPERT COMPANY EAGLE COUNTY arc MASTER PLAN Regional Airport NbommA Table 4-17:JOBY(OEM) Battery Charging Information Component Requirement Component Requirement Voltage 150—1000 VDC 300A per channel possible, depending on Current thermal conditions,coolant exchange flow rate, and temperature Source:Joby Aviation,2023 Table 4-18:Lilium f OEM) Battery Charging Information Component Requirement Grid Supply of"1MW per inverter cabinet. Transformer "'20kV downward transformation. Transformer size needed will be 1MVA per 1MW of connected load. Voltage-controlled is preferred; in instances where voltage fluctuation needs controlling, autotransformers can be added. AC-DC Converter 800-900V output voltage. Charging box Maintain voltage and power and ensure load management. Needs to be able to handle—1200A @"900V. Operated by pilot or ground staff(potentially Plug mechanically assisted). Needs to handle power and currents. Handle and cable must be liquid cooled. Source:Lilium,2023 Battery Cell Recycling Waste buildup from large lithium batteries is likely to develop unless appropriately recycled. An EGE policy on battery recycling would assist in this process and help prevent environmental pollution. Maintenance, Repair,and Overhaul (MRO)Services eVTOL aircraft utilize cutting-edge electric propulsion technology, which requires high-voltage electrical components. These electrical components will require maintenance, repair, and overhaul companies (MROs) capable of these unique repairs. Because of the limited space on many busy airfields like EGE, MRO services are likely best suited at EGE,where ample space is available. Airport Rescue and Fire Fighting and Electric Fire Safety(ARFF) ARFF is required at Part 139 airports, including EGE. However, differences between traditional fuel fires and battery/electrical fires,toxic gas emissions, and high voltage electrical arcing are issues that will be unique to electric aircraft facilities. The operating requirements surrounding eVTOL flights would likely fall under Part 135, which does not require fire coverage at the airports these operators use. However, EGE would still respond to any aircraft fire on its property, so ARFF staff must be capable of adapting to these unique issues. Since no two eVTOL aircraft will have the same designs or even use the same batteries,the methods for dealing with thermal JVIATION 4-76 EAGLE COUNTY MASTER PLAN Regional Airport AA runaway will differ.Thermal runaway starts when the heat developed inside a battery cell surpasses the heat that it can dissipate. If the cause of disproportionate heat is not addressed, the condition continues to the next cell. This temperature increase affects other nearby batteries,and the rising heat continues to spread,thus the term "runaway."Thermal runaway can present a huge problem for an operating vertiport. Even after the fire is initially extinguished,the potential for reignition is high and can last beyond 24 hours. Official firefighting protocols for eVTOL aircraft have yet to be established, and these protocols may differ based on the aircraft. Still, several steps can be taken to best plan for electric aircraft firefighting at an airport. First,fire response personnel must NFPA be trained and equipped to fight electric aircraft fires. However, given the diverse designs and battery specifications across eVTOL aircraft, there are still unknowns about battery fire containment at vertiports. Battery/electrical fires pose different challenges than traditional fuel fires, including high voltage electrical arching, toxic Standard for Hell ports gas emissions, and the potential for reignition during battery removal if the battery's 2021 stranded energy was not exhausted in the fire.Second, EB 105 includes details of on- site safety elements for vertiports, including firefighting considerations. It notes that • prior FAA research on small lithium battery cells found that water and other foam fire extinguishing agents were more effective for suppressing lithium battery fires than gas or dry powder extinguishing agents,though it has yet to be determined if the case is the same for the large battery packs found in eVTOLs. Additionally, the National Fire Protection Association (NFPA) is a U.S.-based international nonprofit that develops standards and guidance for fire safety. NFPA 418, Standards for Heliports, is the NFPA's guidance for fire safety at heliports that has recently (2024) been updated to include vertiport considerations.The document contains firefighting considerations specifically for eVTOLs which EGE ARFF should adopt in the event of vertiport construction. This NFPA standard could be incorporated into the required recurrent ARFF training (every 12 consecutive calendar months). A vertiport located onsite should have a dedicated fire safety response plan developed in coordination with ARFF, airport management, and local fire departments. While the 2024 version of this document includes limited fire control measures and an explanation of thermal runaway for electric vehicle fires, EGE ARFF teams will need supplemental materials to bolster their knowledge of electric battery fires if a vertiport is built on EGE property. High-speed data At this stage in AAM, it is unclear how eVTOL operations will be integrated into the National Airspace System. Regardless, the development and deployment of high- speed data, like 5G, will ultimately be needed for vehicle-to-vehicle (V2V) communication for collision avoidance, aircraft separation, and deconfliction required for autonomous operations to occur. High-speed communications and data considerations are also needed to integrate the vertiport with the vehicle and airspace systems. This includes data for current weather conditions, aircraft advisories, and flight plan clearances. EGE currently has high-speed broadband/telecom infrastructure provided by Comcast, the area's broadband provider. This capacity is capable of supporting JVIATION 4-77 tipMASTER PLAN EAGLE COUNTY Regional Airport autonomous or remotely piloted aircraft and is considered a site standard in the technology and research and development sector. Additional navigational aids and dense obstacle data collection may ultimately be required to support the establishment of an Unmanned Aircraft System Traffic Management (UTM). UTM development would ultimately identify services, roles and responsibilities, information architecture, data exchange protocols, software functions, infrastructure, and performance requirements for enabling the management of low- altitude drone operations. This would better support autonomy by enabling beyond visual line of sight (BVLOS) operations, which involve UAS flying beyond the pilot's line of sight and is essential for many commercial and industrial applications of UAS. Such a UTM system will enable BVLOS operations by incorporating various technologies such as detect and avoid systems, communications systems, and airspace management 4.4.2 AAM Use Cases The primary use cases for AAM at EGE include air taxi, air cargo, public/emergency services, and potential opportunities for supporting services and research/development. These use cases, and how they may pertain to EGE, are described below. Air Taxi Air taxi services have traditionally relied on small,fixed-wing aircraft and helicopters to transport passengers from one location to another. However, the high cost of service and the noise associated with these aircraft have limited the widespread adoption of helicopter air taxi services. eVTOL aircraft may provide a more viable wee-Rp option for vertical travel.These aircraft are purportedly quieter, more efficient, less complex, and less expensive to operate than helicopters. While independent validation of these claims is necessary, a significant reduction in noise as compared to helicopters may make eVTOLs more appealing for use in urban areas. EGE receives significant number of visitors throughout the year to experience the extensive range of outdoor tourism and high-end resort experiences. These visitors arrive from around the world on both commercial and general aviation aircraft. However,their ultimate destinations often lie beyond the Town of Gypsum and thus, they must employ a rental car or some other ground transportation service to move them to their destination. These traditional means of ground transportation can be troublesome and time consuming. Given the location of the Airport with respect to ultimate destinations like Vail, Beaver Creek, or even Aspen, the demand for immediate access to such destinations from EGE that avoids interstates or highways will ultimately attract air taxi services from one or more eVTOL operators. In such a use case, a traveler to EGE could conceptually disembark from their flight, collect their luggage, walk to an eVTOL air taxi center where they would board an eVTOL aircraft that would then transport them to a vertiport located at their destination. Such a service could be especially useful during surge periods such as ski season, holiday periods, and other special events where demands for limited ground transportation resources can be,overwhelming. Such an electric aircraft shuttle service that transports visitors to and from EGE to resort and other destinations J V IATION 4-78 MASTER PLAN EAGLE COUNTY ..-- Regional Airport A !! would provide a timely, cost-effective, and sustainable means of travel for these surge events and alleviate pressure for these growing demands. It must be recognized that none of these resort destinations currently have helipads available for use by air taxi services;they would have to be developed in the future. Air Cargo High demand for time-sensitive cargo can create a market for air cargo services to support the middle-mile (transport from a port to a distribution center) of cargo El� delivery. Most middle-mile delivery is currently accomplished on the ground with ' cargo vans and box trucks. Initial eVTOL aircraft designs coming to market are comparable in size to,and could serve to replace,cargo vans. Utilizing eVTOLs for this middle-mile transportation would allow for aircraft to land directly at cargo sorting and distribution facilities and cut out a lengthy process and allowing for a more streamlined procedure for time-sensitive deliveries. AAM is likely to make cargo transportation more efficient. Companies like Pipistrel, BETA Technologies, and Elroy Air are designing eVTOLs with cargo in mind. The viability of an eVTOL air cargo operation at EGE is likely limited to time-sensitive materials, though its use could enable faster deliveries of goods in those instances. EGE is not currently served by any type of air cargo operation, so a business case for air cargo eVTOL at the Airport would have to be evaluated. Nevertheless,small,cargo-carrying uncrewed aerial systems(sUAS)are already in use in some markets for last-mile package delivery. Amazon, Walmart, and UPS, among others, are investing in last-mile package delivery using sUAS, enabling extremely quick delivery services.2 Public Services/Healthcare Delivery eVTOLs can likely enhance numerous public and emergency services. While still in development, eVTOLs will likely be able to supplement the role that helicopters and small, fixed-wing aircraft have in public and emergency service due to their anticipated savings from lower maintenance costs and their greater reliability. Potential public service use cases include air ambulance,firefighting, natural disaster relief support, search and rescue, and law enforcement. For the Town of Gypsum, which does not have a hospital, immediate access to emergency health care is of the highest importance.The closest hospitals to EGE are Valley View Hospital In Glenwood Springs, Vail Health Hospital in Vail, St. Vincent Hospital in Leadville, and Aspen Valley Hospital in Aspen, all of which have heliports allowing for life-saving air ambulance patient transport to or from the hospitals. Air ambulance services may expand their fleets to include eVTOLs due to the purported cost savings compared to helicopters. Another use case in this category is transporting doctors via eVTOL to and from remote hospitals or clinics to expand healthcare access. Because many doctors currently drive to and from these locations, they would benefit from eVTOL's increased speed and, theoretically, increase the 2 https://www.insiderintelligence.com/insights/drone-delivery-services/ JVIATION 4-79 EAGLE COUNTY bra. Regional Airport MASTER PLAN S1116. 1 area that doctor can service in a given timeframe. It is worth noting that the heliport at McCullough-Hyde does not meet the design standards established in EB 105, and its viability to convert the facility into a heliport would warrant further study. Supporting Services and Research/Development Aside from commercial or governmental operations, there are numerous opportunities for research and development and other supporting services for AAM at EGE. These opportunities include electric aircraft maintenance, autonomous system research, and advanced airspace planning. Given its high-altitude location, EGE could experience demand for civil AAM pilot training, much like that of the High Altitude Army National Guard (ARNG) Aviation Training Site on the north side of the Airport. While autonomy will likely become a bigger piece of aviation, in the meantime, the need for newly trained pilots for electric aircraft, and especially eVTOLs will exist.One of the major challenges for the industry to achieve widespread commercial adoption of eVTOLs is the pilot shortage which already exists.The FAA is expected to eventually introduce specific training requirements for eVTOLs, but flights may be permitted to get underway under a series of exemptions from current rules governing commercial operations of fixed-wing aircraft and rotorcraft. 3 Private/Recreational A subset of OEMs is building eVTOL aircraft that are designed purely for recreational use under 14 C.F.R. Part 103—Ultralight Vehicles. Part 103 is a limited category that • includes aircraft not exceeding 254 pounds while empty and not capable of more than 55 knots airspeed at full power in level flight. eVTOLs that are certified with the FAA p under the ultralight vehicle category will not require a pilot certificate, but they will • not be permitted to fly over any congested area of a city,town, or settlement or over any open-air assembly of persons, nor will they be able to transport passengers or cargo for hire and are for recreational purposes only. Another subset of OEMs plans to sell eVTOLs directly to private buyers, similar to the private jet and airplane market. As of this writing, Lilium Air Mobility has officially opened sales of its eVTOL jet in the U.S. market, making it the first OEM to do so. These sales will be done through a partnership with EMCJET and will enable individuals to purchase eVTOL aircraft like how they can purchase private jets today. Similar to the air taxi use case described above, individuals flying privately will look to travel regionally to the many communities in and surrounding the Vail Valley. 3 https://www.futureflight.aero/news-article/2021-11-15/flight-training-evtol-aircraft-crew-set- start-under-existing-commercial J V IATION 4-80 MASTER PLAN EAGLE COUNTY Regional Airport 4 1! 4.4.3 AAM Infrastructure Needs Assessment 1 The key components of development for eVTOL operations at EGE are incorporated in this section and includes considerations for the key pieces of infrastructure required to support AAM: • Vertiport Infrastructure and Capacity Analysis • Electrical Infrastructure • Weather Monitoring Infrastructure • Data Infrastructure • Facility infrastructure It's important to distinguish between the different infrastructure needs for AAM development at the airport. For instance, as is noted below, an electric aircraft charging station is crucial to enabling AAM at the airport and should be given priority and implemented as early as possible. On the other hand, there are needs such as hangars or multiuse facilities for AAM tenants with the intention of reserving space for potential development in the future. These needs are not as time-sensitive and can be adjusted as the specific needs of potential tenants become clear. Vertiport Infrastructure and Capacity Analysis While vertiports are the focus of new eVTOL-related infrastructure, airports already have much of the existing infrastructure needed to support eVTOLs. An airport can either integrate eVTOL operations into their existing traffic flow utilizing existing airfield infrastructure, or segregate eVTOL operations at a dedicated landing facility for eVTOLs. The simplest option for an airport is to integrate eVTOL operations into the existing traffic flow. Because many of these aircraft can land horizontally, they can fly the runway's approach and land like a fixed-wing aircraft. Alternatively, eVTOLs can land at airports as helicopters do today, by following airport protocols and landing vertically at their intended destination on the apron or on runways. Another option is to construct a facility that segregates eVTOL operations from the rest of the airport's operations. Building and locating a vertiport on airport property can be done so that it operates independently of the airport's runway, thus minimizing the impact of the facility on the airport's capacity. To determine if segregated operations and an on-airport vertiport should be established, EGE's airfield capacity was considered. As of 2022, EGE handled 55,974 JVIATIORI 4-81 1 EAGLE COUNTY MASTER PLAN Regional Airport annual operations or 27.3%of its annual capacity of 205,000 operations. By the end of the planning period, that percentage will increase to 33.5 percent. It is highly unlikely that EGE will increase to the 123,000 annual operations needed to reach 60 percent of its capacity and justify the planning and ultimate construction of a segregated vertiport facility. In fact, the most reasonable method to introduce such operations into EGE would be to utilize existing infrastructure to the greatest extent possible for as long as possible. Nevertheless, given the highly seasonal nature of operations of EGE where a high percentage of its annual operations are experienced in a four-month window, planning for a future vertiport location would be prudent. A vertiport constructed on airport property means establishing a dedicated landing facility that adheres to FAA EB 105.This compliance requires dedicated space for the landing facility, the touch-down and liftoff, final approach and takeoff, and safety areas. Dedicated approach and departure surfaces must also be established and, like the approach and departure surfaces of a runway, should be clear of obstructions. To construct a vertiport on EGE's property,the infrastructure or equipment must be depicted on the ALP and a Form 7460-1 submitted for an airspace determination prior to development. The FAA's review of the ALP and airspace determination must be completed prior to the start of operations. Additional information about vertiport infrastructure can be found in EB 105. A dedicated vertiport is not currently needed for AAM operations at EGE but may be desired in the long term in response to progressively increasing operational levels and season demands. Electric Infrastructure Discussed previously, EGE appears to be adequately positioned to enhance its electrical capabilities to facilitate the introduction of eVTOL aircraft with relatively minimal effort.However,depending on the level of power that can be made available by Holy Cross Energy at the Airport, EGE should consider the development of a microgrid as supporting technology advances. Note that a microgrid is defined as a small-scale power grid that operates independently of primary power supplies to generate electricity for a localized area, such as a university campus, a hospital complex, a geographical region, or an airport. Specifically, a microgrid co-locates electricity generation and consumption. Unlike the utility grid, which generates electricity in a centralized power plant and then distributes it along hundreds of miles of transmission lines, a microgrid generates electricity on-site. For electricity generation, microgrids typically use some combination of back-up diesel generators and renewables such as solar panels or windmills. Microgrids can incorporate battery systems to store electricity and deploy it during outages or when grid demand spikes. Installing an electric aircraft charging station is an important first step to enabling AAM at EGE. Three-phase electricity should be brought to the terminal area which will be needed to support the electrical requirements for the electric chargers. JVIA TION 4-82 tiON EAGLE COUNTY - _ MASTER PLAN Regional Airport kit Nftitr Weather Monitoring Infrastructure As noted in the Chapter Two, Inventory, the Airport has an Automated Weather Observation System (AWOS) Ill (AWOS III P/T). The AWOS is a suite of sensors that automatically measures, collects, and broadcasts weather data to help pilots and flight dispatchers prepare and monitor weather forecasts, plan flight routes, and provide necessary information for takeoffs and landings. In addition to the basic altimeter, wind speed, wind direction, temperature, dew point, and density altitude data, EGE's AWOS III P/T also reports visibility, cloud/ceiling data up to 12,000 feet and thunderstorm detection (30-mile radius). The AWOS III P/T is one of the most capable and useful airport weather reporting systems, and it is vital to enabling safe and efficient aircraft operations. EGE's current weather system is adequate for supporting AAM operations for this time and venue. Broadband/Data Infrastructure Discussed previously, EGE appears to be adequately serviced with high-speed broadband/telecom infrastructure provided by Comcast. Longer term development and installation of 5G capabilities will also ultimately enhance EGE's capability to accommodate future AAM operations. EGE's current broadband capabilities are adequate for supporting AAM operations for this time and venue. Additional navigational aids and obstacle data could be required to establish a UTM system over the long term Facility Infrastructure Planning for the introduction of AAM operations involves traditional airport layout planning, but effectively no additional buildings, aprons, taxiways, or vertiports are required for AAM operations to begin at EGE. However,given the potential for eVTOL operational development at the Airport combined with the constant potential for adverse weather conditions within the area, it is reasonable to assume that some eVTOL equipment would have to be brought into a hangar facility for storage and maintenance purposes. To identify the potential need for additional facilities at EGE, several existing sites were reviewed including hangars owned by BETA Technologies hangar in Burlington, Vermont, and Joby Aviation in Marina, California. These provided insight into the requirements of an eVTOL hangar and multiuse building. Additionally, an in- development aircraft mechanic training facility at Cincinnati & Northern Kentucky International Airport(CVG)were reviewed to provide information on the footprint of a mechanical facility.The footprint of each of these facilities is shown in Table 4-19. JVIATION 4-83 EAGLE COUNTY MASTER PLAN . 1111161110. Regional Airport t Table 4-19:AAM and Comparable Facility Footprints Site Type of Facility Facility Footprint BETA Technologies-Burlington,Vermont Hangar/Multi-Use -26,400 square feet Joby Aviation-Marina,California Hangar/Multi-Use -30,200 square feet Aircraft Mechanic School,CVG Mechanic School -32,000 square feet Source:Google Earth,BETA Technologies,Joby Aviation,Epic Flight Academy These sites provide benchmarks for the future potential facility requirements and development of AAM facilities at the Airport. Given the limited development areas for future hangars that are currently available at EGE, potential shared use of existing hangars may have to be explored on an as-needed basis. This would likely be most reasonable during the initial phases of eVTOL operational development where proof of its viability will be actively explored. Once it is deemed to be valid and other potential areas for development are identified on the Airport, a dedicated facility should be anticipated. Additionally, facility considerations should include space for eVTOL or other electric aircraft to safely navigate to and from the facilities. Depending on the ultimate location of the hangar, an additional taxiway may be needed to connect the new apron to the existing taxiway and runway. EGE should assume the need for up to 30,000-square feet of hangar space for eVTOL storage and maintenance, as well as needed pavement to connect those facilities to the existing apron and airfield infrastructure. This hangar space requirement could be accommodated by sharing existing or planned hangar development in the short-term with long-term development of a dedicated facility occurring once the viability of the eVTOL operation is demonstrated. Summary of AAM Infrastructure Needs Table 4-20 identifies the key takeaways for each of the infrastructure needs for AAM at EGE. Table 4-20:Infrastructure Roadmap Takeaways Type of Infrastructure Takeaway Timeframe Not critical for AAM operations in the short-term,but Vertiport/Landing Infrastructure As needs are identified may be required in the long-term Electric Infrastructure Critical for AAM operations to provide chargers As soon as possible Weather Infrastructure AWOS III P/T is sufficient for AAM N/A Broadband/Data Infrastructure A standard for site readiness to attract AAM tenants As soon as possible Use of and/or construction of a multiuse hangar building Facility Infrastructure Five-Ten Years is desirable for attracting industry Source:Jviation,a Woolpert Company JVIATItsN 4-84 EAGLE COUNTY MASTER PLAN treRegional Airport 4.5 SUSTAINABILITY As discussed previously in Chapter Two, Eagle County developed a Climate Action Plan for the Eagle County Community in 2016 that provided recommendations for reducing the County's 2014 baseline inventory of greenhouse gas(GHG)emissions by 50 percent by 2030. The Plan was updated in 2020 with the same goal in mind. The Eagle County Airport recognizes its role within the County and reflects its overarching goal of reducing emissions. The Airport is not only committed to being a key participant in and contributor to the County's plan, but it is also committed to setting its own sustainability goals. The following is a range of potential initiatives that reflect current best industry practices that could be progressively implemented over time as the Airport and its tenants propose new operations and development in the future.The list of initiatives is broken into seven categories, each focused on Eagle County's ultimate goal of reducing emissions and promoting sustainability.Table 4-21 presents each category, a description of that category, and a listing of potential actions that could be undertaken over time to meet the goals of that category. Table 4-21:Sustainability Categories and Potential Initiatives Category: Education and Outreach Description/Goal Participate in community engagement and provide training for employees in relation to sustainability and GHG emissions Potential Actions/Metrics • Require or offer sustainability training for airport employees and tenants • Create and/or participate in stakeholder and community engagement plans/initiatives Category: Energy,Energy Supply and GHG Emissions Reduction Description/Goal: Pursue opportunities and infrastructure that promotes the reduction of energy consumption,supports alternative energy sources, and reduction in GHG emissions Potential Actions/Metrics • Pursue on-site and off-site renewable energy sources-wind, solar, geothermal • Map and calculate energy/carbon emissions footprint • Develop and implement an energy/carbon reduction plan, including consumption monitoring, reduction targets and auditing to monitor progress • Support the development of alternative fuels for aircraft including Sustainable Aviation Fuels(SAF)and supporting infrastructure • Conduct energy audits to identify,prioritize, and implement building energy efficiency and building electrification projects(e.g. LED lighting) • Replace combustion heating systems with high-efficiency electric heat pump systems • Install on-site battery storage at airport buildings with rooftop solar for utility savings and resiliency during emergencies • Explore geothermal options for long-term heating and cooling solutions with the potential to extend geothermal to the Jet Center as a service for generating revenue • Implement benchmarking for airport buildings to monitor, manage and report on energy uses and GHG emissions Category: Transportation and Mobility Description/Goal Reduce local GHG emissions through the expansion of electric vehicles support and encourage multi-modal transportation systems J V IATION 4-85 EAGLE COUNTY MASTER PLAN Regional Airport i Nh6116.. Potential Actions/Metrics • Improve electric vehicle support(i.e. charging stations) • Accessibility improvements(ADA compliant, bicycle lanes, walking paths, etc.) • Upgrade airport vehicles and aging equipment to reduce emissions including the replacement of diesel fueled vehicles with alternate fuel vehicles(electric, hybrid, gas etc.) • Build charging infrastructure, and electrify airport fleet and service vehicles(e.g. luggage tugs) • Provide power supply for electrification of rental fleets Category: Waste and Landfill Description/Goal Set waste diversion goals and increase the promotion of recycling Potential Actions/Metrics ■ Enhance recycling program and implement waste reduction and diversion processes as a part of an Integrated Solid Waste Management Plan • Develop a market for waste(compost, concrete, asphalt, etc.)or reuse on airport • Construct on-site storm water collection and treatment facility • Recycling available, visible, and effective throughout airport public areas and operations Category: Climate Change Resiliency Description/Goal Pursue infrastructure that promotes resiliency and reduction of natural resources Potential Actions/Metrics • Reduce impacts of wildfires by installing on-site battery storage for airport buildings with rooftop solar • Reduce airport drought related impacts by adopting innovative indoor and outdoor water efficiency programs and strategies Category: Green Partnerships Description/Goal Pursue opportunities to integrate green policies into leases, contracts, and develop climate related policies Potential Actions/Metrics • Integrate sustainability language into Airport contracts/lease agreements • Implement a Green Concessions Policy • Adopt a Green Procurement Program • Develop climate action policies(green procurement, benchmarking, etc.)in partnership with Eagle County Resiliency and other related departments ■ Contribute to Energy Smart Colorado's ECO Credits program to offset airport GHG emissions • Engage the Eagle County Natural Resources team about better ways to safeguard natural resources, wildlife, and water resources with respect to airport operations • Extend the strategic focus of the County on GHG emission reduction to EGE's approach to sustainability and be coordinated with Eagle County's Resiliency and Facilities Departments Category: Green Techniques Description/Goal Develop a sustainability plan and integrate sustainability measures into the airport financial and operation practices Potential Actions/Metrics • Develop a sustainability plan,documenting inventory and goals and defining what sustainability means to the Airport • Integrate sustainability into CIP plan for sustainability • Apply sustainable construction techniques such as using pervious pavement materials for sidewalks and parking lots to reduce surface runoff, using light colored materials and paints on building envelopes to reduce "heat island"effects and using air sealing insulation for high-performing building envelopes • Use native on-site or locally produced construction materials such as aggregate to reduce transport distances and emissions Source:Jviation,a Woolpert Company JVI/aT1O1V 4-86 Cip EAGLE COUNTY m MASTER PLAN Regional Airport As a key part of and contributor to Eagle County, EGE has embraced the County's long-term goals for sustainability. The Airport should establish a reasonable plan for how it can thoughtfully and progressively employ industry standard best practices over time to help Eagle County achieve its sustainability goals. 4.6 FACILITY REQUIREMENTS SUMMARY A summary of the facility improvements that need to be addressed during the planning period is provided below in Table 4-22. Selected improvements will be examined further in Chapter Five, Alternatives Analysis & Development Plan, to create and evaluate options to accommodate these facility requirements. Table 4-22: Facility Requirements Summary Facility Identified Requirement Airfield Facility Requirements Airport Climatology No Action;crosswind runway not required Airfield Capacity No Action;current/projected aircraft operations fall well below the Airport's capacity Airport Design Standards No Action;Airport complies with all design standards Runway System Protect for potential 1,000-foot extension Taxiway System Implement taxiway improvements as described Obstructions and Airspace Ensure clearance of critical airspace to degree practicable Navigational Aids(NAVAIDs) Pursue instrument approach procedure improvements Airfield Marking, Lighting, Signage Upgrade airfield lighting to LEDs as available;replace the lighting vault generator. Landside Facility Requirements Pursue design to renovate and expand terminal as required;temper design based Terminal Building on heavy peaking characteristics of Airport market;replace the west terminal electrical generator. Access Regional Transportation Protect for potential future 1-70 interchange;Cooley Mesa Road improvements On-Airport Circulation Conduct strategic planning effort to formulate long-term plan to progressively Roadway improve roadway system. Automobile Parking Conduct strategic planning effort to formulate long-term plan to progressively improve auto parking. Terminal Building Pursue design to renovate and expand terminal as required;temper design based on heavy peaking characteristics of Airport market eneral Aviation and Support Facility Requirements FBO Facilities No Action;VVJC meets current servicing needs;The Airport should consider the potential introduction of an additional FBO. Federal Inspection Services Construct FIS as planned (FIS) Facility Air Cargo Facilities No Action; monitor opportunities as available Aircraft Storage Facilities Transient apron space is sufficient but additional hangar space for based and transient aircraft should be planned Fuel Storage No Action;existing fuel storage meets the Airport's minimum standards Deicing Operations No Action;glycol storage and disposal methods meet requirements ATCT Continue to support tower maintenance;replace the ATCT generator Snow Removal Expand SRE building; Construct additional storage facility; replace SRE as required. ARFF/Administration Relocate administrative offices to renovated terminal;prepare for potential shift to meet Index C requirements. JVIATION 4-87 MASTER PLAN EAGLE COUNTY Regional Airport INENNA Miscellaneous Install waste triturator tied to local sewer system for use by airlines and FBO Requirements Emerging Technologies The Airport should be apprised of new developments related to eVTOL aircraft certifications and use cases. Sustainability Establish a reasonable plan for how EGE can thoughtfully and progressively employ Sustainability Goals industry standard best practices over time to help Eagle County achieve its sustainability goals. Source:lviation,a Woolpert Company J V IATIOIV 4-88 100 EAGLE COUNTY Regional Airport 4,,,, .,. r . $l "j , 1.114 8 • r . ,u 1 k . li- �{ift ,, "� try EAGLE COUNTY REGIONAL AIRPORT MASTER PLA \ ' , , ,_____, r--, 1 ,\„, r: _I _ _ - . _ _ �11 _ - teEAGLE COUNTY MASTER PLAN Regional Airport 5.0 ALTERNATIVES ANALYSIS AND DEVELOPMENT PLAN The purpose of this chapter is to identify, present,and evaluate various development alternatives for the Eagle County Regional Airport (EGE or the Airport). These The Recommended alternatives were designed to meet projected levels of aviation demand and Development Plan is the associated facility and design requirements over the 20-year planning period. The culmination of analysis, result of this evaluation is a preferred development plan for the Airport that will laying out the Airport's support its evolution and growth to meet future aviation needs in a safe, efficient, vision for the next 20 years. and sustainable way.The recommended development plan is the culmination of the planning process detailed in the previous chapters and will serve as the basis of the remaining chapters. 5.1 DEVELOPMENT GOALS To assist in conducting the alternatives analysis, several development goals were identified to direct the planning effort and establish continuity in the future development of the Airport.These goals were designed to account for the short-and long-term Airport needs over a range of important considerations, including safety, land use compatibility, financial and economic conditions, public interest and investment, community values, and environmental sustainability. While all goals are important to the future of the Airport and are project-oriented,some represent more tangible activities than others. These goals are intended to augment the AMP study objectives defined in Chapter One,Introduction.The development goals include: • Preparation of a logical development program for the Airport that provides a realistic vision to meet future aviation-related demand. • Accommodate EGE's forecasted demand for aviation activity (operations, based aircraft, and enplaned passengers) in a safe and efficient manner by providing necessary Airport facilities and services. • Prepare a plan that enables the Airport to fulfill the mission of facilitating and enhancing local, regional, and national general aviation services. • Develop future development alternatives based upon the most efficient and cost-effective methods. • Continue to develop and operate the Airport in a manner that is consistent with local ordinances and codes, federal and state statutes, federal grant assurances,federal agency regulations, and FAA design standards. • Ensure responsible environmental stewardship and alignment with related Eagle County goals. • Ensure that Airport development remains compatible with the surrounding community and the environment on and near Airport property. • Preserve the development potential of the Airport beyond the forecasted aviation demand to account for possible future aviation services and facility demand increases resulting from unforeseen economic development initiatives and associated aviation uses. JVIATIOIV s-1 MASTER PLAN te EAGLE COUNTY Regional Airportitiii \lewd* !! 1111611116, • Encourage and protect public and private investment in land and facility development near the Airport. • Sustain and enhance the EGE's role within the Colorado Airport System and National Airspace System. 5. 1. 1 Sustainability The Airport is committed to being an active team member in the County's pursuit of GHG reduction. As discussed in Chapter Four, Facility Requirements,the Airport has numerous opportunities to integrate sustainability throughout all facets of the Airport - from administration, through design, construction and operations. Of the recommendations provided, one of the most valuable projects the Airport may choose to purse is the completion of a sustainability plan. Sustainability plans can range in scope and depth but serve the basic purpose of assisting an airport in identifying and implementing sustainability initiatives that promote greater financial, environmental, and community-oriented well-being. In addition to the recommendation of a sustainability plan, the following recommendations were evaluated in terms of sustainability. Projects that contribute to the Airport's sustainability are denoted with a leaf(0) and a brief text discussing the sustainability contribution. Additionally, through coordination with the Airport, the following goals have been established for EGE: • Continue active participation in Eagle County's Climate Action Plan • Continue integration of sustainability, resiliency, and GHG reduction goals into EGE operations • Develop a formal Airport sustainability plan • Integrate sustainability language into Airport contracts/lease agreements • Develop climate action policies (green procurement, benchmarking, etc.) in partnership with Eagle County Resiliency • Contribute to Energy Smart Colorado's ECO Credits program to offset airport GHG emissions • Reduce airport drought related impacts by adopting innovative indoor and outdoor water efficiency programs and strategies • Provide power supply for electrification of vehicles • Pursue on-site and off-site renewable energy sources - wind, solar, geothermal • Develop and implement an energy/carbon reduction plan, including consumption monitoring,reduction targets and auditing to monitor progress • Support the development of alternative fuels for aircraft including SAF and supporting infrastructure • Implement benchmarking for airport buildings to monitor, manage and report on energy uses and GHG emissions .t i,r .,.I ..w 5-2 EAGLE COUNTY MASTER PLAN Regional Airport AA 5.2 ALTERNATIVES ANALYSIS Airfield and landside development alternatives were identified based on the analyses and data in previous chapters. Development alternatives were created that meet The Alternatives Analysisisa identified facility requirements in four major functional areas: regimented process by which development options • Airfield are identified and the final • Commercial Passenger Terminal Recommended Plan is • Roadway, Circulation, and Parking established. The • Miscellaneous Airport Development Recommended Plan is what is ultimately included on the 5.2. 1 Evaluation Criteria resulting Airport Layout Plan (ALP). To facilitate the selection of a preferred development plan,a set of evaluation criteria were identified in conversations with Airport Management, staff, and stakeholders. Through an assessment that incorporates these criteria, the potential benefits and impacts of the various alternatives were compared to aid in the selection process. The criteria used to assist in evaluating development alternatives included: • Safety/Operational Factors—Each alternative was evaluated on its ability to safely accommodate future demand for aircraft,vehicles,and other relevant traffic. This criterion evaluated alternative development concepts based on anticipated improvements to operational safety, capacity, and delay,as well as tenant convenience,and ability to meet or enhance FAA design standards. • Economic Factors — This criterion considered historic infrastructure investment,the remaining useful life of existing Airport facilities,anticipated "order of magnitude" project costs,and property acquisition, among others. These factors provided a basis for comparing the cost-effectiveness and economic ramifications of various development scenarios. • Environmental Factors — Relevant environmental factors associated with development was part of the review and comparison of alternatives. Relevant environmental factors include those stipulated in FAA Order 1050.1F, Environmental Impacts: Policies and Procedures. Additional considerations include potential physical impacts to the surrounding area and community as well as the ability of the project to impact Eagle County's goal of reducing GHG emissions S0 percent by 2030. • Implementation Feasibility—Qualitative and quantitative factors can impact an airport's ability to implement certain development schemes. Community and political acceptance are examples of implementation feasibility factors considered in this criterion. Where appropriate, development alternatives were evaluated based on these factors. In addition, selected improvements were presented to the Airport and Project Advisory Committee (PAC) to receive feedback and input on the demand for and preferred location of each facility. The results of this analysis were used to identify a recommended development plan. ViitTION 5-3 EAGLE COUNTY MASTER PLAN Regional Airport 5.3 AIRFIELD The facility requirement analysis examined the potential need for airfield development projects to enhance the Airport's ability to accommodate current and Inclusion of a project on the projected aircraft activity safely and efficiently. Key considerations included airfield ALP is not a guarantee of capacity and congestion, design standards, and facilities and equipment providing federal funding support.It navigational and visual aid. simply protects airport land and airspace for a project's 5.3. 1 Runway and Taxiway System potential construction. The analysis of EGE's runway and taxiway system indicated that the existing airfield configuration provides sufficient capacity, but recommended several improvements: • Taxiway Improvement — New Taxiway B: Currently, aircraft located on the north side of the Airport do not have access to the runway ends without having to first cross the Runway 7-25.To improve airfield operational safety and efficiency, it is recommended that a new partial parallel taxiway (designated as Taxiway B) be constructed to the north of Runway 7-25 to remedy this issue. (Note that the phased construction of Taxiway B is currently listed on EGE's existing Capital Improvement Plan.) Figure 5-1 graphically shows the new Taxiway B. It should be recognized that Taxiway B is only planned to access the threshold of Runway 25 and not the actual runway end. This limitation was established as an alternative due to severe grade impacts, costs, and environmental impacts that would be realized if the future taxiway were to be extended to the runway end. Ultimately,this was determined to be the recommended plan through conversations with key stakeholders that included the FAA. • Taxiway Improvement — Geometry Improvements: The FAA's most recent airport design guidance stipulates that taxiways that currently provide direct access between an apron and a runway be eliminated and/or shifted to create an indirect access (i.e., aircraft are forced to make at least one 90- degree turn prior to accessing the runway environment). This has been required by FAA to reduce the potential for runway incursions (i.e., any occurrence involving the incorrect presence of an aircraft,vehicle,or person on the protected areas of a runway) occurring and thereby improving the level of airfield safety. Based on this,it is recommended for EGE that existing Taxiway A2,Taxiway A3,and Taxiway A4 be shifted to eliminate direct access to the runway from the southern aircraft aprons.A minor shifting of Taxiway A2 on the apron is also required to rectify this issue. Figure 5-1 and Figure 5-2 graphically shows the recommended relocation of the connector taxiways. Note that no alternatives were required for this action. • Runway Improvement— Extend Runway 7: It is recommended that a future 1,000-foot runway extension on the approach end to Runway 7 continue to be planned for and shown on the ALP (this extension was also shown on the 2014 EGE Airport Master Plan). Continued inclusion of this potential project protects the land and airspace in the event that future demand warrants the need for this extension. Also note that this extension would likely require that the Runway 7 threshold remain in its,current location due to airspace limitations associated with terrain; thus, the 1,000-foot extension would 7r ,.10 N 5-4 EAGLE COUNTY ti .__ MASTER PLAN Regional Airport �-- Ail N....f* INIIIIbinsk likely only be available for use for aircraft departing on Runway 7 or for aircraft arriving on Runway 25 (i.e., it would not be available for aircraft landing on Runway 7).Figure 5-3 graphically shows the recommended 1,000- foot runway extension along with the associated extension of Taxiway A and future Taxiway B. Note that no alternatives were required for this action. Figure 5-1:Taxiway Improvements(TW B,TW A2,TW A3, and TW A4)-Southwest Perspective -- . '". { f . _ - 4 x".�•' TW _ L • ,..' W A3- .�:. _ -ate :co , t ookilir -r t � Y --"s-- t e. ,..,ram (+ .r - ' pr.. Source:Jviation,a Woolpert Company Figure 5-2:Taxiway Improvements(TW B,TW A2,TW A3, and TW A4)-Northeast Perspective ,400► :.► TW A4 , i A 3 1 T � C TW A2' ' I .' ' (1.--;,--...- ---,4 ,,� •ti. {' ice. W T ' B _ I . f :' a _•1 Source:Jviation,a Woolpert Company JVIATICIfV 5-5 t; MASTER PLAN EAGLE COUNTY Regional Airport IAA \0011A NI1161111‘. Figure 5-3: Runway Improvements(1,000' Extension) r - - yAso- e y.. w r*"" J :T 1110 ASSO j .�*► ' % y r - 1','01 Exte x• �nsio , r Y Source:Jviation,a Woolpert Company 0Although the extension of Runway 7-25, the establishment of Taxiway B, and the realignment of the taxiway connectors will create construction-related emissions as they are being built, once they are operational, they will provide net emissions benefits over the long term. Specifically, the taxiway improvements will provide flexibility and efficiency for aircraft movement and will reduce overall taxiing times and associated fuel burn, particularly for those aircraft utilizing the north aprons. Additionally, a longer runway length will allow aircraft to operate at lower speeds which also reduces fuel burn associated with departing aircraft. Both of these improvements reduce fuel burn that will result in reduced carbon emissions. 5.3.2 Hangars and Airport Support Facilities Numerous development alternatives were explored to address EGE's existing and future needs for aircraft storage, hangars, and airport support facilities. Recommended improvements with respect to these facilities include the following (see Figure 5-4 for a graphical portrayal of the proposed potential improvements). Specific to hangars, it must be recognized that hangar development is almost nearly entirely demand-based and rooted in the individual needs of the developer; so, hangar development will typically occur based on meeting those specific needs.Thus, the hangar development concepts presented in the following section should be considered to be examples of how development could occur as well as to provide an approximation of how much hangar space could be realized within a given area. Future hangar development should consider these concepts and must abide by federal airport design standards associated with them, but they can deviate some from these concepts upon approval of the Airport. ,.,i 1g k 5-6 MASTER PLAN EAGLE COUNTY `�.�- Regional Airport • Hangar development in the northeast corner of the Airport is planned to continue until all area developable space has been utilized. These hangars are being financed privately and will be required to pay ground lease rates to the Airport. Based on the development concept presented, this area has a minimum of an estimated additional 65,000 square feet of hangar development potential beyond its current development. • Hangar development in the south-central section of the Airport, west of the Airport's snow removal equipment (SRE) building, is planned to continue until all area developable space has been utilized.The current development plan maximizes the limited space available within the site that is bounded to the west by the existing bend in Cooley Mesa Road. Hangars and associated aprons currently planned for this area are to be financed by the Airport's Fixed Base Operator (FBO) (Signature EGE) who will pay ground lease rates to the Airport. Based on the development concept presented, this area has a minimum of an estimated additional 173,300 square feet of hangar development potential beyond its current development. Beyond this development or in lieu of some of this hangar development, it should be recognized that this area also has potential in being developed as an apron area for the storage of transient aircraft. While there are constraints within this area in the form of the Taxiway A Object Free Area,the localizer critical areas, and Cooley Mesa Road, there is room for potential transient aircraft parking that would likely be managed by the FBO. An example concept for the development of this area with a combination of hangars and apron is shown below in Figure 5-5. • Potential future hangar development is available on Airport property that spans from west of the High Altitude Army National Guard (ARNG) Aviation Training Site (HAATS) facility in areas around the Air Traffic Control Tower (ATCT)to the approach end of Runway 7.The development potential of this area will be greatly enhanced by the future construction of Taxiway B. Based on the development concept presented, this area has a minimum of an estimated additional 358,500 square feet of hangar development potential beyond its current development. • With respect to overall hangar development on the Airport based on the presented concepts in the three areas detailed above, EGE currently has an overall hangar development potential of over 623,000 square feet or a 57% increase in hangar space over the Airport's existing level of 329,000 square feet. • A Federal Inspection Services (FIS) facility is planned for construction adjoining the Signature EGE building, east of the commercial passenger terminal building.This will allow for the inspections and clearance of inbound international commercial passengers and their belongings. The new FIS facility is planned to be approximately 20,000 square feet in size. • Ground Support Equipment (GSE) storage and maintenance area needs are important requirements for EGE. These will be addressed in a subsequent section of this chapter. • The Airport needs expanded storage capacity for SRE, airfield equipment, and associated support materials. It is proposed that the existing SRE JVIIATION 5-7 MASTER PLAN , C EAGLE COUNTY Regional Airport AL A\mire* i I building be expanded a total of approximately 10,000 square feet to the west and to the north (note that the existing building was originally designed to be able to be expanded to the north). Additionally, construction of a new 6,000 square foot storage building is recommended to the west of the SRE building. Figure 5-4: Hangar and Airport Support Facility Improvements � ' - Planned ew „- - -4 -as" r s - �'`-- - i�JskJ r ew Is - Development p,,, = Areas t r. "� Planned- _JO -- \ ... , , .,,..., ///' FIS' �- -fit 1i/ g4"` 1\-- . SRC 4` a . nsior t f �,....•e- -New'-SRE r Building !� s F Planned New Potential Apron Hangars (FBO) - - Area (FB0) Source:Jviation,a Woolpert Company Figure 5-5:Southwest Development Area Concept '' F--1:11M1lMliail=IMIMIMII=Ilrill C 7 ".- .4,. r------- ; \; .'""7= L = -:i_j.__\\ 44 L":1"'"`". TWA ro .ey —�.r ..III ... ��.. LOCALIZE ^•^+'r — CRITICAL AREA� � {}{`if��'`���J7` _____ r J/ PROPERTY t.J 1. JVa^ LMIE UNCONSTRUCTED SIGNATURE \HANGARS ♦ Source:Jviation,a Woolpert Company V I AT I 5-8 MASTER PLAN EAGLE COUNTY Regional Airport iiii 3 Cooley Mesa Road Realignment Development Concept Historically, there have been conversations between EGE and other interested stakeholders regarding the potential of straightening of a bend in Cooley Mesa Road on the southwest side of the Airport.This bend exists due to terrain issues in the form of a large hill that lies south of the road. For both auto-related safety and efficiency reasons, it would be beneficial for the bend in the road to be removed by straightening it. If this were to ultimately occur,this straightening would result in the potential of adding property currently within the Cooley Mesa Road right-of-way and beyond to the south being made available for aeronautical and Airport use on the north.As noted above,the hangar development area located west of the existing SRE building is currently bounded on the west by the existing bend in Cooley Mesa Road. However, if that bend were to be removed by acquiring land to the south and then straightening the road, an additional 7.6 acres of developable land could be directly added to EGE.This would also have an additional benefit of converting 15.4 acres(of which 6.4 acres would likely have height restrictions)of existing Airport property that is currently unusable into developable lands;thus,the straightening of Cooley Mesa Road would result in EGE realizing a total of 23.0 acres of additional area available for aeronautical-related development (see Figure 5-6). Figure 5-6:Cooley Mesa Road Realignment Concept 0. 1l ' .- nv -- ---...mia'w"'""- ...0000.0"'"'"..."..... .....•••""""1.-. -0 woo \ L--- - ______ - NEW AREA AVAIIABLE J - �Y `� NEW AREA AVAILABLE'I /(39 ' - - 1�-�F� 16BACBRL+) U LOCALIZER •z-• � CRITICAL AREA •------r ❑ - - , - _ • FUTURE PROPERTY ACQUISITION COOLEY MESA ROAD BIKE PATH REALIGNMENT BARRY 8 OTHERS REALIGNMENT (DOES NOT CONSIDER GRADES) COMMERCE CENTER EXISTING B T AG (DOES NOT CONSIDER GRADES)PROPERTY LINE ROAD INTERSECTION RELOCATION PARCEL BOUNDARIES (SYP) ESTIMATED FROM EAGLE COUNTY Whit 111.- Source:Jviation,a Woolpert Company If that 23.0 acres were to be made available to continue hangar development similar to the planned development area to the east, EGE could realize more than 206,000 square feet of additional hangar space (see example hangar development in Figure 5-7). It should be noted that hangar development within the overall 23.0 acres would be limited by airport design standards (e.g., object free areas), airspace restrictions, JVIATION 59 A W P CO MPANY ERi COM ANY MASTER PLAN EAGLE COUNTY ~" - Regional Airport ail Nbmi1111111' - li and NAVAID critical areas, as well as by the requirements of appropriate hangar development criteria. Nevertheless, those areas within those 23.0 acres could ultimately be utilized for some other uses such as remote parking, construction staging, etc. When incorporating the Cooley Mesa Road straightening option into the previously described 623,000 square feet of existing hangar development potential, EGE would have an overall hangar development potential of over 829,000 square feet or over double the Airport's existing hangar quantity of 329,000 square feet. Figure 5-7:Cooley Mesa Road Realignment Hangar Concept � aM _. Ent C 1 _ --..-. ..L. .. - -,fro"__ rrr_ ...mom.,.,. LOCAL2ER /CRITICAL AREA _. .. z,�.._._.._.... s; a --r-' �-. _ _ • - - -— ter __ _ r j EXISTING i PROPERTY FUTURE PROPERTY ACQUISITION LINE BARRY b OTHERS 9.5AC PARCEL BOUNDARIES __MP) ESTMATEU FROM I f---- PROPERTY t�NE Source:Jviation,a Wool pert Company P p Y 5.4 COMMERCIAL PASSENGER TERMINAL Multiple Commercial Terminal needs were identified in the facility requirements analysis. (Note that the focus of this analysis was placed on the primary terminal facility that accommodates all domestic commercial service operations as well as international departures; international arrivals will be accommodated in the future by the new FIS facility.) These needs reflect current demand levels as well as the forecasted increase in enplaned passengers over the planning period. Increased passengers will place further strain on the existing terminal facilities that are already often at or near capacity. Additionally, other terminal area deficiencies were identified through communications with Airport staff,tenants,and passengers as well as through direct observations, including: _1 V i AT 10 N 5-10 teMASTER PLAN EAGLE COUNTY Regional Airport l‘hbb. Curbside Experience • Capacity and vehicular flow issues • Lack of expansion for Sky Cap • Extraneous number of crosswalks and a large expanse between pedestrian traffic and terminal entries • First impressions of terminal are very important; "front door" is critical Baggage Claim • Capacity and passenger flow issue • Separation of large item claim, requiring additional tug trips • Operational efficiency issues in back-of-house;tug operation challenges Ticketing, Security Screening Checkpoint (SSCP) and Airline Ticketing Office (ATO) • Ticketing counters and passenger flow is an issue,ticketing capacity may be an issue in future with additional airlines • Based on Transportation Security Administration (TSA) throughput equipment estimates,additional capacity(lanes)needed for future SSCP • ATO space is confusing due to back-of-house configuration • Potential integration of automated exit lanes in improving efficiency and to help compensate for EGE and TSA staffing limitations Restrooms • Accessibility • Limited quantity and location issues • Finishes and Fixtures Concessions • Overall amount of airside concession leasable area is lacking for supporting existing concessions; customer queuing areas are deficient; concession storage areas are inadequate;food preparation and delivery areas are not optimal and can be confusing • Overall amount of airside concession leasable area is lacking for the introduction of new concessions • Landside concessions not in ideal location,prefer towards baggage claim Baggage Makeup and Screening/Process • Amount of bag jams problematic, mostly due to inclined belts and two- story condition • Operational efficiency could be improved;tug operation challenges Relocation of GSE • Need more GSE storage capacity • Currently surface parked and uncovered • Prefer covered areas to house GSE fleet;future electrification J V IATION 5-11 CO; MASTER PLAN EAGLE COUNTY Regional Airport Ail Nbemmie* 1 i • Lack of vehicle maintenance facility 5.4. 1 Commercial Passenger Terminal Alternatives Two primary development alternatives were generated as potential future models for the long-term expansion of the commercial passenger terminal building, each of 1 which present concepts designed to meet facility needs throughout the planning period. These two alternatives differ in the way the terminal building could be expanded and in the manner in which landside elements are addressed, particularly with respect to the terminal curb frontage,the loop road, and auto parking areas. Peninsula Alternative The first alternative (Figure 5-8) is based on a building addition to the south of the existing terminal building and into the existing parking facilities, in the shape of a peninsula. This would create a division between departures and arrivals based on road access and side of the peninsula, but it would potentially create a larger focal point and gathering space for terminal drop-off and pickup. This alternative also features a second level boarding concourse that would add gates and loading bridges along with an increase in space to facilitate expansion of the holdrooms, circulation, and secured concessions. This alternative would create significant disruption to existing terminal and landside operations during construction. It would also not rectify some of the current issues inherent to the terminal building, including deficient baggage handling systems, and would likely require customized systems to effectively incorporate the peninsula. Figure 5-8: Peninsula Alternative41 -41-74� 2 ' ----63.1-Y �. \\\\ I( f � '� v J ` �, (-1 T 0.) ,21.11,14.1 Source:Gensler JVIA►TIDPJ 5-12 EAGLE COUNTY - MASTER PLAN _ Regional Airport , Linear Alternative The second terminal alternative (Figure 5-9) is based on expansions/additions on each end of the terminal, stretching the existing experience out linearly. It would create a new bag screening and makeup area to the far east that would free up necessary space for all other areas to expand to meet future square footage forecast needs. Additionally, the baggage claim areas would be extended to the far west, which would also provide the opportunity for airport administration offices to be relocated to a second level of the expansion.As in the other alternative,this features • a second level boarding concourse that would add gates and loading bridges along with an increase in space to facilitate expansion of the holdrooms, circulation, and secured concessions. If sequenced properly, this alternative would offer the least potential disruption to existing operations during construction since the overall building program could be broken up into at least three primary phases (west side expansion, east side expansion, and airside expansion). Additionally, such phasing would provide the Airport with greater financial flexibility since none of the potential phases are directly dependent on each other. Figure 5-9: Linear Alternative ge,cy J, 4.41.1 it Ld6 46Ia . 4 Y (✓m►trkoroY) 0e6 bcproob. �—'.Srk!^I DF Hd 001.27 fr 1Q41.2- Source:Gensler J_ VIATION 5-13 A WOOLPERr COMPANY MASTER PLAN EAGLE COUNTY Regional Airport INEN11.' Nikitabk. 5.4.2 Preliminary Recommended Commercial Terminal Alternative The Linear Alternative was identified as the Preliminary Recommended Commercial Passenger Terminal Alternative as it reconciles all previous terminal area planning efforts undertaken by the Airport, considers the terminal improvements made thereafter, can structure the future program based on the Planning Activity Levels, will integrate with the result of the roadway circulation and parking plan, and meets the Facility Requirements. Figure 5-10 and Figure 5-11 depict the overall terminal planning layouts of the recommended improvements at Planning Levels 1 and 2.The suggested approach is to expand the terminal to both the west and east, elongating the overall footprint linearly.The details of the various terminal areas are described in the sections that follow. This Preliminary Recommended Commercial Terminal Plan was submitted and presented as part of a collaborative process that included public outreach meetings, involvement of the Board of County Commissioners, key stakeholders, tenants, and Airport staff and Management, as well as the airlines, rental car companies, and concessionaires. pAlthough the expansion of the terminal building will create construction-related emissions as it is being built,once operational,the terminal will provide net emissions benefits over the long term. Specifically, the terminal expansion will be constructed in a manner that utilizes energy and water reduction design elements, allowing it to operate in an efficient manner and reducing the overall consumption of both energy and water— contributing to meeting the sustainability and resiliency goals of Eagle County. 5-14 teNEAGLE COUNTY iiia MASTER PLAN Regional Airport Ali INNINII* 111116111L Figure 5-10: Level 1,Overall Floor Plan 1 i — o- 0 .- 0 ! I 1 0 Di{ 0 1, o -.31 • 11 r -,: o r 1 III jilki:- = . 1 III I II II. ICI : .T . I t. 1 : i : 1 1 1 el) ji - I. •. II v iril: . t I t o = i 1: - [ ' :11 IF ci__ i , i i i _ —_ - o • ?•�� . L III . ;, I I a Z_ .„,,,,,„_,. It , p. o II I I . II C • 1 W iiii : ' • •11(9 • 'L, 4/5. ' ,�� H M I 1�- III a ; .l a I -f i Source:Gensler JVIATION 5-15 A WOOLPERT COMPANY • MASTER PLAN CO EAGLE COUNTY Regional Airport ill limmI6^ INI1611411. Figure 5-11: Level 2,Overall Floor Plan 1 ' ri] I n 1 : 1 0 - 2 -0 ..%" I ° t i ', - LJ i E o 2 ' •-• a) cc 1 ; no .., 1 . ,.. o eft • I ' - ..-.:•• 7, 0 0 1 . 0 ,.. 7 c , ., . a, ..., .., , R. 1, ...........# 1 :. ..... .11 1,/ 1 .", i ,-. - 1 f LLI I .., 1 W ..f W .• Source:Gensler JVIATION 5-16 A NOOLPERT,'OMPANY eii MASTER PLAN EAGLE COUNTY -- Regional Airport CURBSIDE approach to the terminalpickupand dropoff The existing vehicular and passengerpp p areas has been identified as a critical concern by the Airport staff and stakeholders. This is due to the congestion, lack of vehicle capacity,and the negative impact to the passenger experience. In essence, the curbside is not long enough nor is it wide enough to meet existing and future demand. Figure 5-12:Curbside, Massing Diagram • Jl 1y'�-- Source:Gensler To address the lack of capacity,the preferred alternative stretches the curbside along the expanded frontage of the terminal, as well as increases the depth of space between the curb and the entrance doorways. Based on industry standards, the existing curb depth is too narrow for adequate circulation of passengers as they arrive at the Airport. The amount of linear frontage is squeezed too tightly between the existing curbside check-in area and the first entrance to the far east, which has created major traffic congestion of both vehicles and pedestrians.The existing depth condition varies, but is generally between 16 to 20 feet. The recommended future depth is 30 feet(Figure 5-13),which will almost double the capacity.The existing five points of entry will also be stretched out across the frontage of the expanded terminal to create longer pauses between curbside parking zones. The preferred alternative provides an additional 400 linear feet of curbside for a total of 1,000 linear feet. In addition to the physical expansion of the curbside, the overall passenger experience associated with the area requires improvement. This requires enhancements to multiple facets associated with the curbside including modifying the roadways and parking lots to create better conditions through adequate vehicular queuing space. Clearer wayfinding and distinct zones for the various types of vehicular traffic (ie. general public, bus/shuttles, taxi/transportation network companies) are intended to simplify passenger flows. Another design improvement will be to increase the native landscaping at the curbside to be more welcoming to travelers, but also create and enhance the connection to the outdoors/curbside from the interior areas. This can be achieved by building out the areas between entrance vestibules with transparent glazing at the perimeter and inserting lounge seating groups to allow passengers to have line of sight to the curbside while waiting in the conditioned space inside. More intuitive wayfinding can be achieved simply by JVIATION 5.17 A WOOLPERT COMPANY MASTER PLAN EAGLE COUNTY Regional Airport creating hierarchy between the exterior building elements and making the curbside check-in area more prominent.A new enclosed curbside check-in area with glazing at the perimeter will also be more visible and inviting, providing relief from a capacity standpoint for the main ticketing hall and parking queue along the curb.These newly located curbside induction lines will provide nearly twice the curb frontage as existing and the new take-away conveyors transport baggage directly into the new screening area for processing. Figure 5-13:Curbside, Program Layout • • Entry Curbside Check-In Curbside Check-In a _ __a_...._..__.......a_....,.. a 30'Depth r Sh Public Lane(Dropoff/Pickup) Bypass Lane Bus&Shuttle Lane(Dropoff/Pickup) Note:Darker blue represents new construction. Source:Gensler TICKETING HALL AND GVECX-IN The preferred alternative upgrades the ticket counter program to provide ample depth for modern industry standards (i.e., queuing, bag drops, remote kiosk zones). It also adds a lane and more queuing to the security checkpoint, while also building new ATO space that is simplified and organized. Figure 5-14:Ticketing Hall, Massing Diagram do Source:Gensler JVIATION 5-18 A WOOIPERT COMPANY COMASTER PLAN EAGLE COUNTY Regional Airport ilia Ismiod* 1N116110. The proportions of the existing ticketing hall limit the ideal layout for queuing and circulation space, causing inefficiencies and congestion during periods of high demand. Capacity will be increased with additional counters available to airlines. A typical airline module is also being programmed, in order to properly plan the space needed to accommodate every type of traveler within these individual airline zones, which will give each airline an appropriate mix of full service counters, self-service kiosks, bag tag kiosks, bag drop inducts,and queuing space(Figure 5-15). Pushing the ticket counters further into the space, which currently houses the airline ticketing offices (being relocated) will allow the central corridor to become open for circulation, providing future flexibility to the Airport in the next 20 years. The expanded ticketing area will be supported by back wall,take-away conveyors that will provide adequate capacity for the growing demand. Regular sized checked baggage will utilize these conveyors which will transport them to the baggage screening area. This route provides better throughput and capacity to handle these bags relative to the existing system, mitigating the starting and stopping of the conveyors. Catering to the large number of skis that EGE handles regularly in the winter months, dedicated oversize baggage handling is provided. Large radius (5') power turns are used so skis can be routed directly to a dedicated area for oversized baggage screening. The increase in curbside check-in positions help to increase passenger flow through the terminal by distributing the options for where passengers may check-in. Figure 5-15:Ticketing Hall,Program Layout i I i 1 r Lil Bag Drop 10' Ticket Counters Induct ■ / r ■ ` / ` ■ ■ I- Y / SOS 0 0 a 0 o a a 0 0 0 0 o a 0 0 0 o 0 o a 0 0 0 a o 0 0 0 0 0 a S S 0 0 Remote Kiosk Zone ` Single Module 40' Ticketing Hall Main Circulation / a / a a % / / / a / a a ti 30' Furniture Zone/Waiting Area ` . . . . ir Note:Darker blue represents new construction. Source:Gensler AIRLINE TICKETING OFFICES(A TO) The existing airline ticketing offices are undersized after years of incremental modifcations. Each airline zone of ticket counters will now receive its own dedicated `'� ixl ION 5-19 tipMASTER PLAN EAGLE COUNTY Regional Airport ATO space directly adjacent to it(Figure 5-16).Terminal areas located to the north of the ATOs will be reserved for future programing requirements. The preferred alternative provides 9,400 square feet of potential ATO area, compared to the 6,300 square feet of existing area. Figure 5-16:ATOs,Airline Modules, Future Program Area "INURE PIOBR II ARM 4Eden mew, 1 I I I I I I I I worn I PTO Sq I Ara xA I AT0114 I I I I I I ff t 0 I 0 Li2LELIEL_ELALAil !AMIE f1i itigatE SIM t?R PE AFIJNE fi[ L le 8 8 8 8 8 B 8 8 8 B 8 8 8 8 8 8 8 8 8 8 TICKETING HALL Note:Darker blue represents new construction. Source:Gensler SECURITY SCREENING CHECKPOINT(SSCP) Although this checkpoint received significant upgrades in the 2019 Concourse Expansion project, there may need to be an additional lane introduced, in order to meet the forecast of activity expected in the next 20 years. The recommendation is to provide the flexibility to accommodate up to five lanes total.The existing four lanes can remain in their current loction and the relocation of the ticketing further east, allows for the SSCP to potentially expand south for the addition of a fifth lane. Reconfiguring the queing for this area to run east-west and be tucked behind a transparent glass partion will help ease the passenger flows in the main terminal hall. To reduce the need for additional TSA personnel to control security in and out of the secure areas,five lanes of automatic exit lane breach control are planned to the west of the SSCP for arriving passengers leaving the secure area. These lanes will also prevent departing passengers from entering the secure area through this zone which currently requires staffing and oversight. iAT E 5-20 :Nadia , MASTER PLAN EAGLE COUNTY Regional Airport iiii ImEdiA' la Figure 5-17:SSCP, Program Layout IExit Lane Breach Lane#1 I 1 Control � I I . I z Lane_ #22 ` �( I I a I z Lane#3 I I J n.J I I I I SSCP 1 Lane#4 I I - 1. . l 1 Lane#5 I I I 1 I I - • • • 1 II M , Queuing 1 I . I I . n Note:Darker orange represents new construction. Source:Gensler BAGGAGE CLAIM The preferred terminal alternative expands the building to the west for additional baggage capacity and improved operational efficiency by having intermediate oversize bag slides between claim carousels. New administration space will be added to the second floor of the west end. There is space underneath the footprint of this expanded area to store GSE. Figure 5-18: Baggage Claim, Massing Diagram 14 --47iireip.-'' - - - --,. , Source:Gensler JVIATION- 5-21 A WOOLPERT COMPANY treMASTER PLAN EAGLE COUNTY Regional Airport iiii Nw.......4. iNillikw. Specifically, baggage claim needs additional capacity, in terms of bag carousels and linear presentation, but also circulation and seating which will ease passenger congestion and provide enhanced passenger experience at the peak demand. An addition is being recommended to the west of the existing baggage claim area,which include expanded baggage claim as well as an administration lobby, restrooms, baggage service offices (BSO), and ample furniture zones adjacent to the main carousel space.Oversize baggage areas will also be relocated to a more ideal position for passengers and improving back of house operational efficiency.The restrooms to the far east of baggage claim will be expanded for additional capacity as well as additional leaseable space for a concessionaire,conveniently located near where the longest wait times occur. In association with the preferred terminal alternative, three additional baggage alternatives (see Figure 5-19, Figure 5-20, and Figure 5-21) were considered during this study. These all provide an equivalent amount of claim frontage for passengers to pick up their bags from the claim devices. The devices have 120 linear feet of frontage and have been sized to accommodate the largest plane that is projected to be within the fleet mix at EGE. Figure 5-19: Baggage Claim Device Alternative 1: Flat Plate �. . . . . •,I , I �� i �) o ( �Y M W to ,. iCLO/O. ICINYq wool BAGGAGE CLAIM r. 1 I ■ • • ■ KEEP"T"CAROUSELS ■ Pteon!smrzoq pan: pso4 IrlammRE im I II r . .I�!romm�ePwu*iW- Source:Gensler Baggage Claim Device Alternative 1: Flat Plate This option resembles the current baggage operations in place. The existing claims are replaced with new flat plate claim devices that are larger to accommodate a better level of service compared to what is available today. The claims are further spaced out than existing, which allows for more passenger circulation as well as better tug and cart circulation for the baggage handlers. Oversize slides are located between each flat plate claim device, which improves the operation and traffic flow for tug drivers so that the drop off of regular and oversize baggage can be done more efficiently.This option still requires doors at each end of the claim device to be open as bags are waiting to be claimed by the passengers, which is not ideal for thermal comfort of waiting passengers and poses some Security Identification Display Area (SIDA) security risk. JVIATION 5-22 A WOOL PERT COMPANY CO EAGLE COUNTY MASTER PLAN Regional Airport -- AaI '411114 :N111116P The drive path has been optimized to provide flow between loading standard luggage versus oversize items. New oversize slides are located past the load belts and provide a centralized pickup location for passengers to claim their skis and other large items. Figure 5-20: Baggage Claim Device Alternative 2: Incline Plate Option 1 I I •;,C___brYm�l__Ju��uto,Ex.rC___av-kvl__J NEW LOOP CAROUSELS • I I •' I....._..i I ti I C- LItaI -J �'. .� C---LL_ecnl--J �. .7. . W M J (QVE.SET @III$IZE.11 ?:V(fl t?E.2>.EraE Ex NSTNq 0-10 II I I I I • I I I I I ♦ p • M liIII1Ili eIIIIIOIIP, �'1IIIIIIIII/� 1I111III 4. K� I—��� 1 _"�7, 1"___91 rg BAGGAGE CLAIM ICVNMI PIANO C.VNRI I I I I I I I I I • / I I I I II I 11 INTERMEDIATE OVERSIZE -" """ ` ""' ,....4 Lc at Brack r I.r 5 wiz'beta+.rcn ra ruCONCESSION-,c15 for1:arxnrung, unto o eratiofl I -..I'll ut Pea` I I ,-',gels- . - - Source:Gensler Figure 5-21: Baggage Claim Device Alternative 3: Incline Plate Option 2 41.SPACE V.E.E. C___erFWw_-J C___rsr1='__J • • • • •• •• •• •• • I L� IEI REITIVO4 I I I I I I I • I I I I I ,__. :1: itAuHIIIIIII4 I I I 19 III g.IIIIu.IIlt seinIIIIIIP mein.= re ;m2 1-=3.1 N�Jr i —1 li ='mi BAGGAGE CLAM \ aeon GUppiiiUIr I I I I 1 1 I L V4IIIIIIIII0 Vans IIIIe ICWYW FUNVII C VMRI OAMf!I I I • I I ■ I I I I I I I I I • CONSOLIDATED OVERSIZE I +� moll 'I, CONCESSION T E Iran"^�vo~a+ ■ 1 F < - . eV-,1-1 11 ,, I r. o l Di-- Source:Gensler Baggage Claim Device Alternative 2 & 3: Incline Plate Options The incline plate claim device option is reflected in two alternatives that also reflect two additional design options.Alternative 2 incorporates incline plates but maintains oversized baggage claim areas generally in their current locations and configuration. Maintaining that also allows space within the footprint for additional bathrooms on the west end. However,the existing dispersed oversized baggage configuration could create tug and cart operational challenges and congestion as passenger bags and oversized baggage would need to be deposited in different locations that also has the potential of interfering with other passenger bag drops on the abutting bag drop belt. Additionally,the separated oversized baggage locations could create some confusion in the passenger bag claim area. JVIATION 5-23 A WOOLPERT COMPAk' MASTER PLAN EAGLE COUNTY _ Regional Airport ilA ---- l Illtlittesseri ,a Alternative 3 likewise incorporates incline plates but consolidates oversized baggage operations on the west end of the terminal. This would eliminate the potential for additional bathrooms but locate these operations in a single, larger area. Challenges with this design include potential tug and cart congestion by the claim area as well as tug turning radius requirements on both the west side of the terminal and the radius required to access the passenger baggage drop belts.Additionally,as single oversized bag claim area could promote congestion on the west side of the baggage area. The recommended design is a combination of these two options, as reflected below in Figure 5-22. This replaces the existing claim devices with inclined plate claim devices which can store more baggage with the same linear frontage. Four dedicated load belts are located external to the building. The load belts are spaced from each other so that tug and carts can maneuver into and out of each one without interfering with each other. One of the advantages of the incline plate option is that the load belts separate themselves from the claim hall using shuttered roll up Baggage Handling System (BHS)specific doors.These doors are open as bags are loaded onto the load belt,once all bags have been inducted and are enroute to the claim devices, the doors are shut. This provides better climate separation between the outside air and the baggage claim hall as well as improved SIDA-related security conditions. In addition,the tug drivers once done offloading bags can shut the door and drive away, they are not required to stay at the load belt while the claim is in motion and passengers are claiming their bags. In this alternative,oversized baggage is consolidated but separated into two separate claim areas to allow for more efficient tug and cart operations that are less likely to create operational conflicts, as well as improved passenger claim recognition and experience. It also allows space for additional bathrooms. Figure 5-22: Baggage Claim Device Preferred Alternative i _t • • • II■IIIIII211Rilli s Admin Space Overhead '-, C 7 C J - • • • r1 L1 Feed#1 Feed#2 • • • • • • _ z Feed#3 Feed#4 Oversize Baggage Oversize Baggage M - - N. .-T 1' 1.-- -T- 1- Admin Adm n Lobby 1_11_L. j'. " LLL1 l 1,` a. 01111113111 ` �""""� Baggage Claim Claim#1 Claim#2 Claim#3 Claim#4 ■ ■ I ■ I ■ I I I I I I ■ 1 I I ■ W j — --- Ground - BSO BSO Furniture Zone/Waiting Area 8S0 BSO ir 1 Transportation Legend: BHS Concession Office/Storage Restroom Source:Gensler JVIATION 5-24 A WOOtPERT COMPANY EAGLE COUNTY MASTER PLAN Regional Airport ! ADMINISTRATION Relocating the administration space into the terminal was requested by Airport staff and stakeholders to increase operational efficiency, direct oversight, immediacy of situational awareness as well as convenience. Locating this new administrative space on the second level above the expanded baggage claim will provide convenient adjacency to the Level 2 concourse area as well as Level 1 access through a new lobby to the west side exterior. This new building area serves a secondary purpose of covering the Level 1 baggage loading operations below. The preferred alternative provides 9,000 square feet of potential administration area, compared to the 5,000 square feet of existing area located in the Aircraft Rescue Firefighting Facility (ARFF) facility. Figure 5-23:Administration, Level 2 Program Layout Existing Concession Connection to Concourse Admin Vertical Circulation to Lobby Below ILr Source:Gensler GROUND SUPPORT EQUIPMENT(GSE) STORAGE There exists an opportunity to also construct a GSE storage area underneath the expanded baggage claim area on the west side terminal. This lower level could be consructed with the same footprint of the expanded baggage claim area to store GSE equipment for a variety of purposes including to protect GSE during adverse weather conditions, to use as potential charging areas for electrical powered GSE, for GSE maintenance, among other uses. Access to the baggage feeds into the claim devices will also be an advantage to this space being carved out below. The preferred alternatives provides 9,000 square feet of potential underground storage area with flexible to grow further west if desired. This area would have to be accessed by a ramp and would have columns throughout to support the levels above. This functionality would be a significant improvement and asset for GSE operations that are currently stored on the east side of the aircraft apron in a constrained area and in an uncovered fashon. iT"IC 3f 5-25 teMASTER PLAN EAGLE COUNTY Regional Airport kItiviiiiiii. . it1 Figure 5-24:GSE Storage, Level 0 Program Layout • , Li • • •_ • • L— .. =C> T D' J 1 1 • • • • • 1 a a a a a a a 1 Ramp Dod,;n GSE Storage (Existing Footprint Above) a 1 • a a a a a a a a a a • • • Source:Gensler BAGGAGE SGPEEN/NG AND MAKEUP The recommended alternative builds a separate new addition to the east of the current screening and makeup area.Once operational,the existing equipment would be decommissioned and the space used for the expansion of public terminal spaces. (See Figure 5-25 and Figure 5-26 below.) Figure 5-25: Baggage Screening and Makeup, Massing Diagram y Source:Gensler Baggage Screening EGE provides ease of transport to the Rocky Mountains, ski slopes, and golf courses, and as such,the Airport experiences a significant influx of skis,snowboards and snow gear during ski season, and golf clubs and other outdoor gear during the summer months. Special considerations have been made to ensure that screening of this unique bag mixture can be handled in a seamless manner. JVIATION 5-26 A WOOLPERT COMPANY MASTER PLAN EAGLE COUNTY Regional Airport iftia The specified BHS is directly associated with the operation of the TSA's Explosive Detection System (EDS) machines for the security screening of all originating passengers. The existing system is classified as a mini in-line Checked Baggage Inspection System (CBIS).The proposed CBIS is sized to utilize CT-80DR+XL machines for skis and two higher throughput fully in-line EDS machines. The proposed outbound baggage screening area is to the east of the expanded ticketing hall at the same floor level. This configuration allows for convenient access into and out of the space for TSA, as well as providing easy handling of oversize baggage. A baggage dimensioning device will be utilized to measure the size of the bags and route the bags accordingly to either CT-80DR+XL machines(utilized today),or to one of the two fully in-line EDS machines, depending on bag size.The new in-line configuration will operate as follows: In-Line EDS Subsystem Descriptions The inline EDS subsystems can be grouped into three primary levels described below: • Level 1: Refers to an EDS device operating in a fully automated mode. All regular sized bags will be routed to the new higher throughput Level 1 EDS machines.These machines can process 651 bags per hour(BPH)each,which is significantly higher than the 120 BPH per machine rate that the existing system has.Then the EDS will scan the bag(s) before exiting the device.The EDS will pass the bag back to the BHS with the appropriate bag status (e.g., clear, suspect, decision pending) and the corresponding bag identifier. The BHS will maintain Programmable Logic Controller(PLC)tracking of the bag at both input and output interfaces with the EDS. If the bag is successfully cleared at Level 1 prior to the decision point,then it will be sorted to its final sortation destination. If a "suspect" or "fault" bag decision is received from the Level 1 EDS, the BHS shall advance the bag, and the bag image will be sent to the remotely located staffed workstation/Level 2 where the operator will review the bag image. • Level 2: Known as a "manually" operator workstation where the TSA agent will decide after reviewing the image. The operators are stationed in a dedicated On-Screen Resolution Room where they will then determine whether the bag is a threat or not. If the bag is successfully cleared, then it will be sorted to its final sortation destination. If the decision is that the bag requires further screening, then the bag is routed for Level 3 screening procedures. • Level 3:The Checked Baggage Reconciliation Area(CBRA)refers to a location where failed Level 2 bags are routed by the BHS in order to be cleared per airport/airline/TSA protocols. Once the bag has been cleared at the CBRA it will be placed on a dedicated clear baggage conveyor and transported to the make-up area. Bags that have been cleared by the CBIS system (automatically or manually), will be transported onto a dedicated clear line to the baggage make up area. �.s.f� t"it ar 5-27 tOpMASTER PLAN EAGLE COUNTY Regional Airport AL !! I Figure 5-26: Baggage Screening and Makeup, Program Layout ---- , I - ' i (Generator) J.1 :1J_1 11 4,...L11.1.11.11.1.1.1.1 ', flll I1111:f11' ' Baggage Makeup (Currently Used Der,ol for Parking) Baggage Screening • f� 4� _I .1 ❑ ❑ ❑ tl ;L t 'U ❑ ❑ ❑ ❑ C 268'-0"Extent of New Building 4/' Source:Gensler Baggage Makeup Once bags have been cleared by the TSA,they are routed along a single sortation line equipped with an Automatic Tag Reader(ATR).The ATR scans the bag tag and routes the baggage to one of the four new baggage make up devices based on the carrier and flight information read from the tag.The make-up devices will be inclined plate make up devices to be more efficient storing baggage. The make-up devices have been sized to accommodate the cart presentation requirements determined as part of this study. Considerations were made when sizing the baggage make up room to allow for ease of tug and cart traffic throughout the space. Design Criteria The proposed design incorporates the specific characteristics described below: • The BHS top of belt clearance for all the conveyor lines will be designed with a clearance of 30" from top of belt to the bottom of the lowest obstruction 1 (e.g., beam, conduit,etc.)for all outbound baggage and 30"clearance for all new curbside conveyor lines. BHS controls will be specified with a particular programming to ensure that all baggage processed through the EDS units does not exceed the EDS supplier maximum height restriction - complying with the EDS supplier's documentation. • The weight range for standard conveyors is 120 lbs. maximum and 11b minimum per bag. The maximum length by width by height for standard baggage is: 54" by 33" by 34" and the minimum dimensions are 12" by 12" J VIA ICH 5-28 teMASTER PLAN EAGLE COUNTY Regional Airport irkii N\mill111A IS111611111.. by 12". Large radius (5') power turns are used so skis can be routed directly to a dedicated area for oversized baggage screening. This allows for longer items such as skis to be inducted into the BHS. • It must be recognized that the 268-foot extension of the terminal building for baggage screening and makeup (as shown in Figure 5-26) will directly impact an existing building currently utilized by the Airport's FBO for client automobile storage. The extension of the terminal building will require a minimum of 65 feet of the existing FBO building to be demolished to account for both the extension as well as a minimum of 20 feet for access circulation around the building.Through preliminary conversations,the FBO recognized the importance of the terminal expansion and has indicated that it would be amenable to working with the Airport to come to an agreement that would enable it to forgo its rights to the structure and allow for its demolition. GATES AND GATE LOUNGES By extruding the concourse volume east, three new holdrooms with jetbridges can be added to the upper level.One ground loaded gate remains on the lower level and open shell space provides future flexibility. Figure 5-27:Gates and Gate Lounges, Massing Diagram 4p.f. ---4644111 .- Source:Gensler Airside development will see the concourse receiving three new jetbridge positions to serve three additional Level 2 holdrooms,which will increase capacity significantly, but also make for a more flexible, uniform experience for the airline carriers to park at, potentially used as common use. This eastern expansion will be a mirrored experience to the recent expansion on the west side, which includes a primary concession, restrooms, living room and support/storage space. On the ground level,a ground loaded gate will be relocated to the far east of the new expansion, along with additional restrooms,vertical circulation,as well as a potential U.S. Customs and Border Protection (CBP) screening room that could serve international flights. The build out of this Level 1 area, underneath the new Level 2 holdrooms, provides a significant area of flexiblity programming for future use.There is approximately 13,000 square feet of area that could be used for storage, airline ticket offices (ATO), administration, or other uses as Airport needs evolve. J V_ _O U�1TIOIV 5-29 • DLPERT COb1'Ah:Y EAGLE COUNTY ,1644014MASTER PLAN Regional Airport Figure 5-28: Gates and Gate Lounges, Level 2 Program Layout apir cm's" r 1.'14 Legend: Concession Office/Storage Restroom Holdroom Source:Gensler Figure 5-29:Gates and Gate Lounges, Level 1 Program Layout 1,2 MIXON •1 [ �iwwwiSSG. - • ..,�.,:� llllll Source:Gensler RENTAL CAR FACILITIES An immediate need for additional rental car ready/return capacity has been identified. The assumption is that a new consolidated rental car facility will be built outside of the terminal, potentially off-site, and not a consideration in the programming of this terminal planning study. The spaces continuing to be accomodated within the terminal include the ground transportation counters and meeter/greeter area. J i AST ., 1 5-30 EAGLE COUNTY MASTER PLAN Regional Airport kit 5.4.3 Evaluation and Recommended Plan This Preliminary Recommended Commercial Terminal Alternative was submitted and presented as part of a collaborative process that included public outreach meetings, involvement of the Board of County Commissioners, key stakeholders, tenants, and Airport staff and management, as well as the airlines, rental car companies, and concessionaires. Through these various meetings and conversations, consensus was established to endorse the adoption of the Preliminary Recommended Commercial Terminal Alternative as being the Recommended Commercial Terminal Plan. 5.5 ROADWAYS AND PARKING Alternatives for vehicular access roadways, circulation, and parking were developed to meet landside requirements throughout the 20-year planning period. These alternatives were designed to address existing challenges that impede safe,clear,and functional use of the landside transportation system. Based on communications with Airport staff, passengers, operators, airlines, and other stakeholders, the following list of challenges were considered: • Congestion at the terminal frontage(curbside) • Insufficient curbside space for all types of surface transportation • Unclear or missing wayfinding signage • Non-intuitive and disconnected parking/lot usage • Insufficient accessible parking • Substandard pedestrian and bicycle facilities • Need for long-term vehicle electrification capabilities The general themes and improvements that were identified in response to these challenges included the following: • Curbside Access o Organize dual columns of curbside access with two lanes each (a parking lane and a bypass lane) • Traffic Calming o Evaluate considerations to manage speeds across the property (e.g. raised crosswalks, mini traffic circles, medians, curb extensions, and/or landscaping) • Wayfinding o Improve wayfinding to direct people as clearly as possible around the property • Intersection Improvements at Cooley Mesa Road o Evaluate intersection improvements, including installation of roundabouts • Multimodal ► :fiAT lUF 5-31 MASTER PLAN EAGLE COUNTY Regional Airport ALA ii o Improve sidewalks, bicycle access,and bus stop location/access to allow people to safely walk, bike, and ride transit to/from the Airport and improve safe access to the terminal from the parking areas • Electric Vehicle (EV) Charging Considerations o Expand number of current EV charging facilities on-property o Identify additional opportunities for rental vehicles, employees, and those using long term parking o Consideration of covered solar parking and/or garage 5.5. 1 Roadway and Parking Design Goals In response to the above-mentioned challenges, collaboration efforts were undertaken with Airport staff and management to identify the following items for further feasibility and applicability evaluation: • Separation of vehicles for arrivals and departures, and/or type of surface transportation users • Two-way and/or one-way roads • Adding an additional access to the Airport from Cooley Mesa Road • Implementation of traffic calming strategies • Optimization of curbside access • Improvements to and organization of parking o Making parking organization as intuitive as possible o Consolidation of some lots o Develop pricing strategies for all lots o Consider phased deployment of revised parking organization o Provide uninterrupted space for certain types of parking • Consideration of structured parking to consolidate surface lots • Intentional deployment of pedestrian and bicycle infrastructure • Improvements to onsite wayfinding(signage and intuitive design) • Maximize time drivers have to process signage and make driving decisions • General improvement to site circulation: o Minimize turning conflicts o Allow queueing space o Identify parking organization based on right-in/right-out access to reduce conflicts o Accommodate bus,fire,delivery, and other unique vehicles in logical and safe patterns and locations 5.5.2 ROADWAY AND CIRCULATION ALTERNATIVES Four alternatives were developed to address the existing and future access road and circulation needs at EGE.These are summarized in the following sections. VI AT 5-32 EAGLE COUNTY MASTER PLAN Regional Airport Alternative 1 and 1A - Double Terminal Frontage with F/S Loop Alternatives 1 maintains much of the Airport's existing infrastructure while significantly improving curbside access and capacity (see Figure 5-30). The two existing entrance points to the Airport located at the east and west ends of the terminal area are maintained, with the option of a four-way intersection or roundabout at each. The main roadway (shown in purple) is two-way and has two adjoining one-way loops heading west. The smaller loop on the east of the commercial terminal is specifically designed to accommodate arrivals for the new FIS facility. The larger loop in front of the terminal building has two one-way roads for enhanced curbside access and capacity for passenger pick-up and drop-off.All loops connect back to the main roadway, providing traffic the option to exit at either end of the terminal area. This alternative offers the following benefits: • Double curb access with two expanded curbside access areas immediately in front of the terminal • Maintains much of the existing infrastructure, including access points to Cooley Mesa Road, resulting in cost efficiency and ease of user acclimation • Loop specifically for FIS access • Alternative 1 allows the rental car quick turnaround facility (QTA) and a portion of rental car activity to remain immediately adjacent to the terminal • Alternative 1A supports the relocation of the QTA to an offsite location. This alternative offers the following challenges: • Existing access points to Cooley Mesa Road likely require upgrading to roundabouts • Reduces available parking immediately in front of terminal; may result in some existing parking operations being relocated offsite to meet increased demand • Circulation loop in front of the terminal is not continuous and requires left- hand turns. There is a variation to Alternative 1 that has been identified as Alternative 1A (see Figure 5-31).This alternative is nearly the same as Alternative 1,including its benefits and challenges,with the exception that this design does not avoid the existing rental car QTA facility and fully completes the circulation loop.The benefit of this alternative is that it creates a more appropriate and intuitive loop operation in front of the terminal. The challenge of this alternative is that it would require the phased relocation of rental car activities, including QTA, to another location away from the terminal area.This relocation potential is discussed further in later sections. —11 V I ITT 1 O IV 5-33 MASTER PLAN e ta EAGLE COUNTY �--'� — Regional Airport 1 Figure 5-30: Roadway and Circulation Alternative 1 Alternative 1 11111.One Way - MI Two-Way N r,, ‘. ... r. r h. e 's,, . , , ,,, .�"",mr . n I t, e 1 4:11111111k'' , , 4 r i .,. , .. . _ , - . ; t 1 _._ , re-- . , . , .,,.. ,.7.,,,..--770,!...rn r 1 ' .....,---"-7 ''1". ' :: I /7111.1**H---17-41 1 Source:DEA j Figure 5-31: Roadway and Circulation Alternative 1A Alternative 1A One-Way INN Two-Way N j -‘ dooe ... 4c--, tr. \t 2 `* fir 'yi .- It l 4 "k .....V ... r r CI r'' r"44.3'.* N Source:DEA JVIATION" 5-34 A WOOLPERT COMPANY EAGLE COUNTY 4MASERPLAN Regional Airport It should be noted with respect to Alternative 1A through the project engagement process, the QTA operator was understanding of and amenable to the ultimate relocation of the facility to a location away from the front of the terminal building. However, it was also recognized that such a relocated facility would also result in additional vehicle movements as returned rental cars at the terminal would have to be shuttled back and forth to the relocated QTA facility. Alternative 2 - Double Terminal Frontage with Expanded FIS Loop Alternative 2 is similar to the previous two alternatives with the exception that it provides an additional Airport entrance point to Cooley Mesa Road (see Figure 5-32). The main two-way roadway, shown in purple, provides access to the FIS loop and larger main terminal loop.The FIS loop connects to Cooley Mesa Road through a new four-way intersection or roundabout. Traffic can connect from this loop directly to the larger loop or return to the main roadway.The larger loop on the west side of the terminal area is one-way and has two drives for accessing the curbside drop-off/pick- up and short-term parking.Traffic in this loop can exit at the west end of the terminal area or merge back with the option to exit in the center or at the east end of the terminal area. The exits at the west and east ends of the terminal area would likely have to be converted to roundabouts. This alternative offers the following benefits: • Double curb access with two expanded curbside access areas immediately in front of the terminal • Loop specifically for FIS access • Additional terminal area access point from Cooley Mesa Road that aligns with existing Airpark Drive • Supports phased implementation if/when the QTA and rental car operations move off-site This alternative offers the following challenges: • Additional Airport access points may confuse people about where/how to enter/exit the Airport • Existing grade changes would make constructing third access point very difficult • Presence of existing electrical utility infrastructure would make constructing third access point would increase the cost significantly • Reduces available parking immediately in front of terminal t ION 5-35 MASTER PLAN ti; EAGLE COUNTY Regional Airport 4 l Figure 5-32: Roadway and Circulation Alternative 2 Alternative 2 One-Way EMI Two-Way N 4 • er 41,4 4.f. tn 0. � y. K,F . va s . 1-14 tit k � r.-- ter x k n r Source:DEAD Alternative 3 - Peninsula Loops with FIS Loop Alternative 3 was established to further examine the potential viability of the Terminal Building Peninsula alternative(see Figure 5 7). It maximizes curbside access and has three entrances to the terminal area located at the east end, in the center, and at the west end where there is an option of a four-way intersection or a roundabout(see Figure 5-33).The main two-way roadway provides access to the FIS loop and attaches to one of the main terminal loops. This larger loop provides one- way access to curbside drop-off/pick-up and parking.This loop returns traffic to the FIS loop or main roadway with the options to exit through the east or center access points to the terminal area. The west entrance to the terminal area gives access to the western-most loop which provides additional curbside pick-up/drop-off and parking access. Traffic from this loop can exit at the western access point, continue to the other loops, or connect to the main roadway to exit. This alternative offers the following benefits: • Expands curbside access • Clearly separates arrivals and departure traffic • Loop specifically for FIS access • Allows rental car companies to be more centrally located to where • customers where access the vehicles • Additional Airport access point This alternative offers the following challenges: .JVIATICIN 5-36 EAGLE COUNTY MASTER PLAN Regional Airport li • Additional Airport access point may confuse people on how to enter/exit the Airport • Existing grade changes would make constructing third access point difficult • Does not allow for a phased improvement to transition from current conditions to future conditions if moving the QTA off-site • Reduces available parking immediately in front of terminal Figure 5-33: Roadway and Circulation Alternative 3 Alternative 3 no One-Way Et) MEI Two-Way N 1 lam_ Source:DEA Evaluation and Recommended Plan A thorough review of each alternative's benefits and challenges was undertaken through a collaborative process that included public outreach meetings, involvement of the Board of County Commissioners, key stakeholders, tenants, and Airport staff and management, as well as the airlines, rental car companies, and concessionaires. Through these various meetings and conversations, consensus was established to endorse Alternative 1 (and its variation, Alternative 1A), Double Terminal Frontage with FIS Loop, as being the Recommended Roadway and Circulation Plan (Figure 5-34). This alternative was selected for multiple reasons, chief among those being that it supports phased implementation, maintains much of the existing roadway and parking areas, allows for parking flexibility in the interim and structured parking over the long term, and would work with or without the potential relocation off-site of parking operations like rental cars and associated QTA. OThe construction of the roadway and circulation would produce construction- related emissions as they are being built and the vehicles using them would continue to produce emissions once operations. However, more efficient and effective vehicle Vt/ TION1 5-37 MASTER PLAN te EAGLE COUNTY Regional Airport A circulation would reduce vehicle idle time and the subsequent emissions, which would help to meet the sustainability and resiliency goals of Eagle County. Figure 5-34: Roadway and Circulation Preferred Alternative Alternative 1/1A � I=One-Way 0 OP NM Two-Way N PHASING POTENTIAL ,mac g Source:DEA 5.5.3 Automobile Parking Area Improvements Multiple parking improvements within the Airport's terminal area were considered with the context of the circulation development alternatives discussed above as these are closely related to each other. Based on that, potential approaches to automobile parking were identified and analyzed within the context of circulation Alternatives 1 and 1A. Specifically, parking strategies, goals, and limited alternatives were established with the understanding that they are subject to the final determination of the circulation alternative. Approaches to Automobile Parking Area Improvements Three potential approaches for parking area improvements were developed that considered the following primary elements: • Location of rental car operations, including QTA — either remaining onsite with the terminal building or being relocated off-site to another location. • Potential for GSE storage, primarily in the area immediately west of the new FIS exit • FB0 (Signature EGE) parking • Waiting area ("cell phone lot") • Covered and structured parking opportunities • Reducing the number of types of passenger parking lots, primarily by combining short-term parking with "less than 30-minute use" parking JVIA►TION 5-38 teEAGLE COUNTY MASTER PLAN Regional Airport Note that the three parking area approaches presented in the following sections are broader in concept than the circulation alternatives;the approaches are generalized concepts that are focused on major themes that influence how parking could be organized at EGE. Parking Area Improvement Approach 1 - Maintain Rental Car Operations Onsite with Improved Surface Parking Lots This approach keeps rental car operations onsite near the terminal. While the organization of where the ready lot and rental car storage parking lots may change, the operations would remain the same from the user perspective - picking up and returning vehicles close to the terminal building.This approach would also allow the current QTA to remain in place. This parking area improvement approach offers the following benefits: • Ease of access for picking up and dropping off rental cars • QTA remains in place • Shuttle service not required This parking area improvement approach offers the following challenges: • The QTA requires a significant amount of space in a highly desirable location relatively close to the terminal • Increasing rental car operational requirements will add pressure on finite landside automobile operational areas Parking Area Improvement Approach 2 - Maintain Rental Car Operations Onsite with Improved Surface Parking Lots and with Additional Structured Parking This approach involves constructing parking structures (i.e., parking garage) in existing parking areas to improve capacity and operational flexibility. For parking areas in the terminal area, a preliminary high-level assessment was conducted that determined there are several locations that could be appropriate for structured parking.As the Airport has very limited landside area available for parking with many competing uses vying for these areas, a parking structure would increase parking capacity by building vertically. r This parking area improvement approach offers the following benefits: • Structured parking efficiently utilizes the limited available space(s) • Inclusion of rental car operations within the structure(s) would allow them to remain close to the passenger terminal and remove the potential need for an offsite CON RAC. • Phased structured parking can be made compatible with whatever alternative is preferred and when certain thresholds are met • Potential to integrate Advanced Air Mobility (AAM) or electric vertical takeoff and landing(eVTOL)aircraft JVIATION 5-39 iE ti; MASTER PLAN EAGLE COUNTY Regional Airport This parking area improvement approach offers the following challenges: • Higher construction costs/increased Airport investment • Potentially aesthetically less appealing Parking Area Improvement Approach 3 - Relocate Rental Car Operations Offsite This approach involves moving rental car operations offsite to an Airport-owned parcel to the southeast of the terminal on Cooley Mesa Road. This would move the rental car counters, offices, QTA, storage, returns, ready lots, and maintenance operations to an offsite consolidated rent-a-car (CONRAC) facility(Figure 5-35).This operation would require shuttle busses moving passengers from the terminal to the CONRAC and vice versa. The relocation would redesignate limited parking areas at the terminal from rental car use to other operations whose demand will increase over time. This parking area improvement approach offers the following benefits: • Makes existing rental car parking areas available for reuse for other parking purposes • A CONRAC would group all operations in a single location with expanded capacities, providing some commercial passenger improvements through ease of single location • Provides additional space inside the terminal, and allows for terminal expansion, by relocating rental car offices and counters • Would help reduce congestion on the loop road • The CONRAC area could provide area for the replacement of covered automobile parking for the FBO that would be lost with the construction of the baggage screening and makeup area as part of the terminal expansion. This parking area improvement approach offers the following challenges: • Will require a shuttle service to be put in place to access the CON RAC; this could negatively affect the commercial passenger experience • Could be confusing/inconvenient to customers that are used to accessing the existing rental car ready lot • Will conflict with traditional perceptions and understandings of EGE clientele regarding the nature, character, and convenience of the Airport (i.e., EGE is not a big airport and should not require an off-site CONRAC). JVIATION 5-40 EAGLE COUNTY MASTER PLAN Regional Airport gi, id_ Ail 1%blismet' INII61b. Figure 5-35:Conceptual CONRAC Layout i '''' ' I ( I PUBLIC PARKING SHUTTLE BUS STORAGE III SPACES) AND MAINTENANCE 1 EMPLOYEE 10 B AC I RENTAL CAR COUNTERS PARKING _ - AND OFFICES I [76 SPACES) _0—'—'�--� e l00 SF 'DEDICATED I� ""�`\ OVERFLOW PARKING SIrVTTLE BUS ' EDT LANE11! ` `ALL VEHIG.'c EXIT /_ �`, N„rrl,n'r ��� I c - III i,Innurl...... D 1 Al -—-_ y {dkHNlf! ff�Ny DTA VEHICLE QUEUE A. —1- 1300 POSITIONS EST) mhp -`- r QUICK(IN)FACILITY I (QTAl F.000 SF 1-— t)AOO BF 6. { VEHICLE MAINTENANCE ~- TO BE CE/EKIT POTENTIALLY BUILDING READY t OT - FO BE INCORPORATED INTO -`�—_——1 FUTURE SIENNA LAKE SF (946 SPACES) ROUNDABOUT AND COOLEY DEVELOPMENT AREA MESA ROAD WIDENING 1$AC Source:Jviation,a Woolpert Company Integration of Parking Area Approaches with Circulation Alternatives As described previously, the Recommended Roadway and Circulation Plan (Alternative 1,Double Terminal Frontage with FIS Loop)was based on the assumption that rental car operations would remain near the terminal building, including maintaining the existing QTA facility. Based on this assumption, Parking Area Improvement Approach 1 and 2 were applied to this alternative. Alternative 1A was based on the assumption that rental car activities, including QTA,would be relocated to another location off-site;thus, Parking Area Improvement Approach 3 was applied to this alternative. The following sections and tables lay out potential parking organizational concepts given the main themes presented in the three parking approaches presented above. Parking areas were defined by use (long-term, rental, etc.) and square footage to determine the appropriate number of parking spaces. All parking spaces were estimated with the assumption of 350 square feet including aisles and organization unless otherwise indicated. (Note that parking space spatial requirements can range from 300 to 350 square feet per space; the latter as selected for planning purposes to be conservative in estimations.) Complete provision of accessible spaces will be evaluated in more detail once a preferred alternative has been selected. -I VtATtO1\ 5-41 teMASTER PLAN EAGLE COUNTY Regional Airport Recommended Roadway and Circulation Plan Alternative 1 - Rental Car Operations Onsite Parking area assumptions associated with Alternative 1 are presented in Figure 5-36 and specific details for this parking area approach for Alternative 1 are presented below in Table 5-1.Maintaining rental car operations onsite reduces available parking but provides easy access for customers who are picking up and dropping off rental cars. It is assumed that this will remain in place for the near term with future plans to adjust operations if rental car operations demonstrate the need for a larger area. Key features of this plan include the following: • Short-term passenger and general transportation parking are located in front of the terminal building nearest to arrivals. It should be noted that the eastern boundary of this parking area could be adjusted to increase the area available. This area is also a candidate for the construction of structured parking. • Long-term passenger and employee parking are located in the existing long- term parking lot. Note that pedestrian walkways from the parking lot to the terminal would be improved and made safer by relocating the access road to the ARFF and SRE buildings away from the existing loop road to a new configuration with direct access to Cooley Mesa Road. This area is also a candidate for the construction of structured parking. • Rental car operations would remain onsite with the ready lot being located in front of the terminal building nearest departures and close to the rental car return area and QTA facility. Depending on demand levels for short-term passenger parking,the western edge of the ready lot could be adjusted. • Rental car return operations would be co-located with the QTA facility to create operational efficiencies in both processing cars to the ready lot as well as in reducing area traffic by eliminating the existing separate rental car return lot.Significant improvements to pedestrian walkways from this lot to the terminal building would have to be made to ensure safety and convenience. • With respect to structured parking, in addition to the short-term/rental car ready lot and the long-term parking lot, the area west of the long-term parking lot would be a candidate for a parking structure. It should be recognized that constructing a parking structure immediately in front of the terminal building would provide the most convenient benefits but would be the most aesthetically challenging. Such a structure in this area would also likely be limited to one level given the visual impact. Parking structures located to the west of the terminal area in the long-term parking lot and beyond would be much less visually impactful and would have the potential of being taller than one level. They would also be much less convenient for passengers with respect to walk to and from the terminal building. • A potential valet parking services operational area would be located away from general parking, separate from the loop road traffic flow, and west of the terminal building and near arrivals. The valet parking lot would be VIATION 5-42 EAGLE COUNTY MASTER PLAN Regional Airport iiii 14rimilets I i located west of the long-term parking lot.This is a potential new service that could be adopted by the Airport in the future. • Finally, parking associated with the FBO, cell phone lot, and permits would be formalized in the areas defined. Figure 5-36: Parking Areas—Alternative 1 (Rental Car Onsite) EXISTING AUTOMOBILE ® PARKING N Ei 11 14 Alternative 1 -.• VALET P1.0 gP,ERRKIN 12 1CIIEA f M�10 DROP-OFF)© PARKING PICK-UP � 1 2 3 4 7 TER,. "aENTADD U) RENT pTCAA RETURN 13 PARKIN AND A RENTAL VALET JET 7 CAA STORAGE' CENTERS LONGTERM C STORAGE' PARKING' J (*SHARED PARKING GARAGE)I PARKINGEAlPtOvE• I('SHARED PARKING GARAGE)I wx Source:DEA � ' Table 5-1: Potential Parking Organization with Alternative 1 (Rental Car Onsite) Parking Existing Type Proposed Type Change in Number of Total Spaces Areas Parking Spots (approximate) 1,2,3 Rental car overflow Rental car,Valet No change/+1,0401 520/1,5601 storage,Signature EGE 4,5 Long term parking Long term parking and No change/+7202 360/10802 Employee parking 6,7,8 Employee parking,GT, Valet drop-off&pick- -49/+6903 570/12603 30-minute parking, up, GT,Short term rental car ready lot parking, Rental car ready lot 10 Rental car ready lot Permit parking -50 30 (mostly)/Signature EGE 11 Rental car ready Permit Parking -20 30 lot/Signature EGE 9 QTA,QTA storage, and QTA, Rental car return No change Not typical parking Signature EGE facility 12, 14 Signature EGE and cell No change No change 320 phone waiting lot 13 Rental car overflow Signature EGE No change 220 Total N/A N/A -119/+2,331123 2,050/4,500123 Source:DEA 1 A three-level parking garage in this location would add approximately 1,040 spaces for a total of 1,560 spaces. 2 A three-level parking garage in this location would add approximately 720 spaces for a total of 1,080 spaces. 3 A single-level parking garage in this location would add approximately 690 spaces for a total of 1,260 spaces. Based on the previous table,there would be a net reduction in the number of parking spaces available in the existing surface lots, largely due to improved roadway circulation and enhanced pedestrian walkways. However, it should again be noted JVIATION 5 43 A WOOLPERT COMPANY MASTER PLAN tlip EAGLE COUNTY Regional Airport iiiiii ImiNNIA. IIIIIIIIhllIlb. that this alternative incorporates the potential for a single deck parking structure in front of the terminal building and up to two, three-level parking structures to accommodate future parking requirements. The increased capacity that would be created from parking structure(s)would be capable of accommodating future parking demands as well as allowing rental car operations to remain onsite. Alternative 1 A-Rental Car Operations Offsite Parking area assumptions associated with Alternative 1A are presented in Figure 5-37 and specific details for this parking area approach for Alternative 1A are presented below in Table 5-2.This alternative assumes that rental car operations will be moved offsite, which would afford more space for surface parking close to the terminal building. Key features of this plan include the following: • With the relocation of rental car operations offsite and the loop road being completed as shown, the parking area in front of the terminal building can be dedicated passenger parking (both short-term and long-term) as well as general transportation needs. Short-term passenger and general transportation parking are located in front of the terminal building nearest to arrivals. The partition between long-term and short-term parking can be adjusted based on demand requirements. • Employee parking would remain generally within the terminal area in the location of the previous QTA facility • All other features described previously for Alternative 1 are generally applicable for this alternative as well including the new access drive to the ARFF and SRE facilities and the improved pedestrian walkway from long-term parking to the terminal building. • It should be noted that while parking structures were only identified in associations with Alternative 1,these structures could similarly be applied Figure 5-37: Parking Areas—Alternative 1A(Rental Car Offsite) EXISTING AUTOMOBILE 13 PARKING N 7 11 CELL nor, MMTI wT ►ERNIS Alternative 1A o°AE F, FA� �N��� 74%i_�1 MRgN6 pIC%-UP - Art CENTER sHoRT�TERN. 1 I. -SRG..., ''n4 12 1 2 3 4 TEaw .. 6 8 10 ECONOMY VALET JET NNNi TERN .' PARKING STORAGE CENTER BARKING ram^ aY rr �.w_ fa. Source:DEA JVIATIOIV 5-44 EAGLE COUNTY Regional Airport MASTER PLAN Table 5-2: Potential Parking Organization with Alternative 1A(Rental Car Offsite) Parking Areas Existing Type Proposed Type Parking Change Total Spaces (approximate) 1,2,3 Rental car overflow Economy parking,Valet No change 580 storage,Signature EGE 4 Long term parking Long term parking No change 380 5, 6 Employee parking,GT, Valet drop-off&pick- -20 570 30 minute parking, up, GT,short term rental car ready lot parking 7,9 Rental car ready lot/ Permit parking -70 60 Signature EGE 8, 10 QTA,QTA storage,and Employee parking, +340 340 Signature EGE Signature EGE 11, 13 Signature EGE and cell Signature EGE(60%) No change 180 for Signature phone waiting lot and GT waiting area EGE/120 for waiting (40%) area 12 Rental car overflow Signature EGE parking No change 250 Terminal Area N/A N/A +250 2,480 Sub-Total CONRAC Site Undeveloped CONRAC +967 967 Total N/A N/A +1,217 3,447 Source:DEA Based on the previous table,there would be a net increase in the number of parking spaces available on the existing surface lots due to the relocation of rental car operations to an offsite location. This net increase could be enhanced with the potential construction of structured parking on the three sites identified in Alternative 1. In addition to this and as shown previously in Figure 5-35, it must be recognized that the proposed offsite CONRAC facility could accommodate over 960 parking spots in addition to an estimated 300 QTA rental car return positions. 5.5.4 Recommended Parking Alternative As suggested above,the parking alternatives have inherent flexibility,and the details of their different uses can be refined even beyond the final Recommended Development Plan. However, specific to these alternatives and the parking approaches for each, Table 5-3 presents a summary of the potential changes to the total number of parking spots for each alternative. To summarize the results of the table, Alternative 1 would require the construction of at least one parking structure to meet the demand requirements within the planning period.It also has other options for additional structured parking that could be progressively added over time as required.Alternative 1A should meet the parking demand requirements within the planning period in the existing terminal area as long as rental car operations are relocated offsite to a new CONRAC facility. JVIATION 5-45 tOp MASTER PLAN EAGLE COUNTY Regional Airport lN Table 5-3: Parking Organization Summary Alternative Parking Total Change Spaces Alternative 1-Rental Car Onsite -119 2,050 Alternative 1-Rental Car Onsite(with Garage 1) +921 2,971 Alternative 1-Rental Car Onsite(with Garage 2) +601 2,651 Alternative 1-Rental Car Onsite(with Garage 3) +571 2,621 Alternative 1-Rental Car Onsite(with Garage 1, 2&3) +2,093 4,143 Alternative 1A-Rental Car Offsite +250 2,480 Alternative 1A-Rental Car Offsite(with CONRAC)* +1,217 3,447 Source:DEA *Does not include QTA rental car return positions(approximately 300 positions) Therefore,the decision point is based on whether rental car operations are to remain within the terminal area or if they are to be relocated offsite. If rental car operations were to remain within the terminal area, Alternative 1 augmented with structured parking would be identified as the recommended alternative. If rental car operations were to be relocated to an offsite CONRAC, Alternative 1A would be the recommended alternative. Based on significant coordination with the Airport,the Eagle County Board of County Commissioners,the Project Advisory Committee,the public, and other stakeholders it was determined that EGE should strive to maintain rental car operations in front of the terminal building. This was largely based on the understanding that EGE is an airport of a particular size, character, and with service levels focused more higher- level quality that emphasized experience and convenience. It is understood that for rental cars to remain in front of the terminal, some compromises may have to be made over the long term, including the following: • Construction of a structured parking facility to provide adequate capacity required auto parking throughout planning period. Note that this could ultimately result in more than just one facility over the very long term. • A less efficient loop road that will have to still accommodate the existing QTA facility. This inefficiency could ultimately be eliminated and the loop road improved if the QTA facility were to be relocated offsite. • The QTA facility should be ultimately relocated to an offsite site location. As this facility is privately maintained, this will require coordination and an agreement with the operator. Note that this will also require the rental car companies to adapt their standard operations to shuttle vehicles from the terminal area to the relocated QTA and back — this will require additional labor and will result in additional vehicle movements. Based on these conversations Alternative 1 - Rental Car Operations Onsite with Structured Parking has been identified as being the Recommended Circulation and Parking Development Plan. JVIATION 5-46 MASTER PLAN tre EAGLE COUNTY --- ,lisciiii Regional Airport 5.6 MISCELLANEOUS AIRPORT DEVELOPMENT In addition'to airfield improvements, the proposed expansion of the Commercial Terminal and the future associated roadway and parking improvements, EGE has several other important development factors that require consideration. 5.6. 1 Ground Support Equipment (GSE) Storage Ground Support Equipment(GSE)refers to all the machinery and tools used to service aircraft between flights while they are on the ground. This includes everything from tugs and baggage carts to fuel trucks as well as belt loaders, pushback tugs, lavatory service carts, aircraft stairs, deicing equipment, passenger vehicles, fuel tanks, and ground power units, among others. When not in use and given their primary functionality, it is important that this equipment be stored in close proximity to aircraft operations to provide the ability to respond immediately to operational needs. Additionally, proper mechanical maintenance of GSE is crucial for safety, operational efficiency, and cost-effectiveness. Currently, EGE has over 160 pieces of GSE (much of that baggage carts) that are generally stored on an approximately 1.1 acre of ramp area near Gate 7 and in between the existing commercial terminal building and the FBO. GSE storage in this area is often very congested due to the limited space and volume of equipment with baggage carts often being stored within the limits of Gate 7. (Note that while airports in general will often allow airlines to store much of their GSE in the areas immediately abutting aircraft gates dedicated to that airline, most GSE at EGE is stored in this consolidated location.) There is no formal maintenance facility for GSE at EGE with such activities generally being provided by service technicians that arrive from off- airport and perform their activities directly on the Airport ramp, exposed to the weather. Future challenges in accommodating GSE at EGE include storage locations and potential electrification. Based on the commercial terminal expansion proposed previously in this chapter, the area where GSE is currently stored will have to be converted into building,displacing GSE from its current location.Additional utilization of existing commercial passenger gates and new operators at the Airport will likely also require additional GSE. Finally, there is growing interest in the potential use of electrified GSE(EGSE)or other alternative fuels in an effort to reduce greenhouse gas emissions to promote sustainability efforts. Addressing these future GSE challenges at the Airport will occur through several facility and service initiatives that include the following(see Figure 5-38): • The loss of the approximate 1.1 aces of existing GSE storage space due to the future terminal expansion will have to be replaced and in fact expanded an estimated 20 percent to account for future growth in GSE volume. Accommodating that need around the expanded terminal will be accomplished through multiple means. o First,there is an existing area located on the airside front of the ARFF facility that is largely undeveloped and underutilized having been JVIATION 5-47 MASTER PLAN EAGLE COUNTY Regional Airport 4 >1116161. previously used for the storage of deicing effluent. With the construction of the deicing ramp on the east end of the Airport,this area is just over one acre in size and could be repurposed and developed for GSE storage and support activities.Advantages of this site include its location immediately abutting the commercial service apron, the existence of an underground storage tank that could be utilized for lavatory waste storage (an important GSE operation) and the ability to consolidate much of the relocated GSE storage capacity into a single location. However, it must be recognized that any GSE development of this area cannot impede the existing ability of ARFF equipment stored in the ARFF facility to immediately access the airfield. o Second, the future expansion of the baggage claim area incorporates the potential inclusion of a lower level that would provide an additional 9,000 square feet of GSE storage that would be completely enclosed and protected from the weather, which would be a significant benefit for GSE operations. (It should be recognized that this area is at a lower level and would require a ramp for GSE to access it.During winter weather conditions,consideration would have to be given to ensure the ramp does not freeze up.) Additionally,GSE would be stored outside and along the sides of the expanded baggage claim area. o Third, the future expansion of the concourse area to allow for the installation of jet bridges will largely occur on the second floor of the expansion.As noted previously,ground floor areas of the expansion could be utilized for a variety of functions that include additional holding rooms, office space, and additional enclosed storage. However, some of that first floor could remain open to the ramp to allow for the storage of some GSE near the gates and under the cover of the second floor. • While future GSE maintenance could continue to occur on the ramp, this would ideally happen within a dedicated structure having a controlled environment and protected from the weather. Options for this facility include the following: o A small maintenance shed could be constructed in the new GSE storage area near the ARFF facility described above. In siting this shed, consideration for the preservation of ARFF operations would be paramount. Incorporation of this shed within this site would reduce the GSE storage capacity of this area. o The previously discussed expansion of the terminal baggage screening and makeup area to the east would result in at least the partial demolition of the FBO's existing auto parking garage. Depending on the integrity of that structure after it is partially demolished,it may be possible to repurpose the remaining structure as a GSE maintenance area. As the FBO also has its own GSE JVIATION 5-48 EAGLE COUNTY _ MASTER PLAN Regional Airport itiii 1S11161116k equipment, it may be advantageous to coordinate with the FBO for the establishment of a common use area for such operations. o Finally,there may also be opportunities to repurpose older Airport- owned hangars located on the north side of the Airport for GSE maintenance. This would obviously not be ideal as these facilities are currently being utilized for other Airport-related storage purposes. Additionally, accessing these facilities would require GSE to be moved to the other side of the Airport for servicing. • The potential integration of EGSE must be considered as part of future GSE storage. As battery technologies improve over time, the practicality of employing EGSE in a cold environment like EGE will become more viable and as such, EGSE charging stations must be planned. Given the alternatives previously presented, two options appear to be most reasonable, both of which would be associated with terminal expansion. First, the construction of a GSE garage under the expanded baggage claim would be an obvious location to install electrical chargers for EGSE. The area would have immediate access to newly improved electrical utilities and this enclosed area would enhance the effectiveness of charging.The second area would be associated with the future expansion of the concourse. Chargers could be installed on the airside face of the building or underneath the concourse if those areas were to be utilized for GSE storage as suggested previously. Figure 5-38: Potential GSE Storage Areas ll; . - iJ/ J:.JiJJ •. ,'-w. .. '"^. .Tr,,.... -.. ?) r 1 r i J I Y J f fY '$s-17.1''-":w=F"'""""."r-"`fir- .:.,.'-.,,.,,z ..... V- ‘4,4). Alkillaftka"- ,,,,,,_,,.c.d4Ut -, - ',. —;"Tor :It !IN ' i' .. b. I i 10 '1 , ..el r i, .+r to , ft4i.4.4 i' r r' . ' P. it ' \ tO -.7 1 -- 12,,1 .aa A . y • ernina +""'— . „I . x f ansion Source:Jviation,a Woolpert Company,a Woolpert Company. JVIATION 5 49 A AOOLPEP1 CO• MASTER PLAN EAGLE COUNTY "°+ _ te Regional Airport 5.6.2 Airline Passenger Lavatory Waste Management An existing challenge at EGE is the handling, storage, and processing of biological lavatory waste generated by airline passengers.Note that the management of aircraft lavatory waste is a critical aspect of maintaining hygiene and operational efficiency at any commercial service airport. Currently, EGE does not provide capabilities to process such waste,which can be a significant challenge for those commercial airlines that operate there. Many of the flights that arrive at EGE carry full passenger loads and originate from distant airports (e.g., New York, Miami, etc.) resulting in flight times of up to four or more hours. Over that period, lavatories on aircraft will fill and if those aircraft cannot be serviced at EGE,they must return to their points of origin also potentially with a full load of passengers with lavatories that can reach capacity by the end of the trip.This is obviously not an ideal condition for the airlines that have requested that the Airport arrive at a solution to allow them to service their lavatories. Generally, there are several options available for processing lavatory waste at an airport: 1. Aircraft Lavatory Service Trucks (Most Common). A vacuum truck connects to the aircraft's waste tank via a sealed hose and pumps out the waste into a secure holding tank. The truck then transports the waste to an on-site or off-site treatment facility or wastewater plant.Note that EGE's FBO currently provides such services for its private aircraft clients. 2. Direct-to-Facility Waste Systems (Less Common). Some airports have permanent underground waste disposal pipelines connected to aircraft parking areas. Instead of using trucks, waste is pumped directly into airport sewage treatment systems for processing. 3. On-Site Treatment Facilities. Some airports have their own waste treatment plants to process biological waste before releasing it into local sewage systems. This reduces strain on public wastewater plants and allows for better control of sanitation procedures. 4. Off-Site Disposal via Municipal Sewage Plants. Airports without treatment facilities transport the waste to local wastewater treatment plants for proper disposal. Waste must be treated to meet environmental standards before being released. Through conversations with the Town of Gypsum, it was determined that the direct- to-facility option was not possible due to the Town's requirements for the quality of waste and the lack of chemical treatments typically utilized in airline lavatories. Additionally, the general lack of volume needed to be processed also precluded the construction of an on-site treatment facility due to a lack of cost-benefit. Thus, it was determined that the airlines would conduct their own lavatory services through use of lavatory service units and that the Airport would provide a tank for the airline operators to use to store their waste for ultimate processing at an offsite location. For this storage and processing, the airlines would reimburse the Airport. JVIATION �r.; 5-50 EAGLE COUNTY -� MASTER PLAN ilRegional Airport Fortunately, EGE has a large underground storage tank located near the ARFF station that was previously use for the storage of aircraft deicing effluent. With the construction of the new deicing pad on the east end of the Airport, this tank is not currently utilized.To help the airlines resolve this ongoing issue, EGE has committed to ensure that this tank is safe, secure, capable of storing lavatory waste, providing an appropriate facility to assist in the transfer of waste from the lavatory service vehicle to the tank, and then ultimately the removal of the waste for final processing offsite. It should also be recognized that there are multiple facilities within the region capable of receiving and processing this waste in compliance with all local,state,and federal regulatory requirements. To facilitate the transferring of material from the lavatory service vehicles to the storage tank, the Airport should consider the construction of a small drive-through shed that could accommodate the service vehicle to connect with the offload point within the structure. This would assist efficiency and hygiene of the operations particularly during winter conditions. Additional consideration should be given to providing a frost-free spigot and water line for cleaning the service vehicles and the facility,electricity for lights and heat tape for the water line,as well as overhead doors to protect the inside of the facility during inclement weather. 5.6.3 Microgrid Technology Commercial service airports like EGE rely heavily on continuous, reliable sources of power to maintain operations, safety, and passenger comfort. A power outage at an airport can lead to flight delays, safety and security risks, which could result in significant financial losses. Beyond basic airport operations, the continued development of electrically powered vehicles that operate at airports currently or in the future include automobiles (e.g., personal vehicles, rental cars, etc.), ground support vehicles (e.g., tugs, auxiliary power units, etc.), and aeronautical vehicles (e.g., advanced air mobility aircraft, electric private aircraft, drones, etc.) — all of which will significantly increase the demand for electricity on an airport. In addition to electrical capacity upgrades by regional utility companies that directly support airports, many airports are exploring options for establishing a "microgrid" which is a localized energy system that can generate, store, and distribute electricity to a specific area like a neighborhood, hospital, industrial park,or an airport. Benefits of establishing a microgrid include the following: • 0Energy Resilience & Reliability. Airports cannot afford power outages as they need uninterrupted electricity for air traffic control, security systems, baggage handling, and passenger services. A microgrid can help ensure energy independence, keeping critical systems running even during grid failures, extreme weather, or cyberattacks. • Cost Savings&Energy Efficiency. By generating their own electricity,airports can reduce reliance on expensive utility power,especially during peak hours. Microgrids can integrate renewable energy (solar, wind) and store power in batteries, cutting long-term energy costs. As an example, Pittsburgh International Airport saves an estimated $1 million annually using its microgrid that is comprised of natural gas generators and a solar array. ,.:. V 1 AT U r J 5-51 te MASTER PLAN EAGLE COUNTY Regional Airport Ni16. • OSustainability&Carbon Reduction. Many airports have NetZero goals and need to cut emissions from traditional power sources.A microgrid using solar panels, wind turbines, or fuel cells helps reduce carbon footprints. As an example,John F. Kennedy International Airport's new Terminal One will be the largest airport microgrid in the U.S., supplying 50% of the terminal's energy through a 12-megawatt microgrid featuring over 13,000 solar panels, fuel cells, and battery energy storage. • Protection Against Power Grid Instability. Airports are often located near cities with growing energy demands, increasing the risk of grid congestion and blackouts.A microgrid allows an airport to"island" itself, meaning it can operate independently from the main grid when needed. • Emergency Preparedness. Airports are often disaster response hubs, assisting during fires, earthquakes, or power crises. Having a microgrid means the airport may remain operational for emergency services, medical flights, and rescue operations. As an example, the Redwood Coast Airport microgrid in California integrates a 2.2 MW solar array with a 2.3 MW, 8.9 MWh battery storage system to ensure reliable energy for emergency aviation services. • Improved Public & Investor Perception. Investing in microgrid technology enhances an airport's reputation as a forward-thinking, sustainable, and resilient facility. Governments and airlines increasingly favor airports that adopt green and energy-secure infrastructure. Critical components of a microgrid typically include the following: • Power generation sources. These can be solar panels, wind turbines, batteries, fuel cells, or even small generators fueled by natural gas or even possibly nuclear power in the near future. • Energy storage. Usually in the form of batteries that help store excess electricity for later use. • Control systems. Software and smart devices manage how electricity is distributed efficiently. • Connection to the grid(optional).A microgrid can stay connected to the main power grid or"island" itself to function independently during an outage. For EGE implementing a microgrid could be a strategic move to achieve these goals to enhance its energy resilience and sustainability. Currently, EGE has initiated the following energy initiatives: • Electric Vehicle(EV)Infrastructure.The Airport has installed DC fast chargers to support an expanding fleet of electric rental cars. These chargers can replenish most EVs in about an hour,facilitating quick turnarounds for high- mileage and large fleet vehicles. • Renewable Energy Projects. The Town of Gypsum has approved the construction of a solar array near the Airport capable of generating approximately 220,000 kilowatt-hours annually. JVIA►TIOIV 5-52 tii; EAGLE COUNTY , .�_ MASTER PLAN Regional Airport �— The development of a microgrid at EGE could result in the multiple benefits to the Airport and the surrounding area including the following: • 0Enhanced Energy Resilience and Capacity. A microgrid would allow the Airport to maintain critical operations during power outages by operating independently from the main grid. It could also afford EGE additional capacity to support future electrical needs while reducing its reliance on the local utility. • Cost Savings. By generating and managing its own electricity, the Airport could reduce energy costs,especially during peak demand periods. • 0Sustainability. Integrating renewable energy sources into a microgrid aligns with Eagle County's commitment to reducing greenhouse gas emissions.The county has already seen a 38%decrease in emissions due to increased renewable energy usage. For EGE to implement a microgrid to enhance its operational resilience, achieve cost savings, and contribute to Eagle County's sustainability objectives, it should consider the following factors for implementation. 1. Airport Characteristics and Energy Needs • Current Energy Usage: What is the Airport's average daily energy consumption?Are there any peak demand periods?What are its future energy requirements? • Critical Loads: What are the must-have power systems (e.g., air traffic control, security, lighting, baggage handling)? 2. Location & Renewable Energy Potential • Solar Availability: Does the Airport have enough rooftop space, parking areas, or unused land for solar panels? Can future expansion plans incorporate solar components to support a microgrid operation? • Wind Power Feasibility:Are wind turbines a viable option based on local weather patterns and/or can they be constructed away from critical airspace around the Airport? • Other Sources of Electrical Generation: Although they may not contribute to NetZero goals, what other opportunities are available to generate electricity on and around the Airport(e.g., natural gas, diesel, nuclear,etc.). • Energy Storage Needs: How much backup storage is required to keep operations running during outages? Is that need best met by battery storage(e.g., lithium-ion,flow batteries, etc.) or hydrogen fuel cells? 3. Grid Connection and Energy Independence • Existing Utility Dependence: Is the Airport frequently affected by power outages, grid instability, or high costs? JVIA►TION 5-53 MASTER PLAN EAGLE COUNTY Regional Airport • Island Mode Capability: Should the microgrid operate fully independent of the grid or only during emergencies? • Regulatory & Utility Partnerships: Are there any local regulations that impact grid integration or renewable energy incentives? 4. Funding and Business Case • Cost vs. Savings: What is the initial investment, and how much can be saved on energy costs over time? • Government Incentives: Are there grants, tax credits, or funding programs available for microgrid projects (e.g., U.S. Department of Transportation's Strengthening Mobility and Revolutionizing Transportation [SMART] Program can support the development of microgrids). • Public-Private Partnerships: Can airlines, government agencies, utilities, or private investors help fund the project? 5.6.4 Planning for Future in Advanced Air Mobility (AAM) Operations Advanced Air Mobility (AAM) is an emerging air transportation concept primarily utilizing innovative electric vertical takeoff and landing (eVTOL) aircraft to move people and cargo. Note that AAM is not a single technology; rather, it is a collection of new and emerging technologies and new aircraft configurations being applied to the aviation system. It is anticipated that this emergent technology will be able to expand access to transportation and provide or improve connectivity to areas underserved by aviation, as well as to support enhanced levels of service for operations such as air ambulance, firefighting, law enforcement, and supporting special events. The initial aircraft will have a pilot on board, operate in visual meteorological conditions only,and work within the existing air traffic management system.As time and technology advance (see Figure 5-39), operations may become automated for both the pilot and air traffic management. Media reports suggest that AAM could be the next big disruptor in aviation.The major technologies allowing this potential disruption revolve around distributed electric propulsion (DEP), which allows for lower operating costs, noise, and vertical lift complexity for electric vertical takeoff and landing (eVTOL). The Vertical Flight Society, which maintains a comprehensive database of eVTOL aircraft designs, includes more than 500 aircraft to date.This number grows almost weekly. Morgan Stanley projects that advancements in technology and investment could create a $1 trillion global UAM market by 2040. However, several regulatory factors will impact the rate of adoption of this new form of transportation.To date,there is no certified eVTOL aircraft design,and in May 2022,the FAA changed course on their certification process for many of these aircraft from FAR Part 23 to Part 21.17(b). (4) Lilium, a prominent eVTOL original equipment manufacturer (OEM), recently added wW i Al 5-54 MASTER PLAN EAGLE COUNTY Regional Airport INI11611161, "short running landing" capability to their design with the addition of a traditional landing gear, which some see as a potential result of failed transition tests for both wings from vertical to horizontal flight. Figure 5-39:Anticipated Progression of AAM Development • Pilot on Board Autonomous All Electric Hybrid & Hydrogen Visual Meteorological Conditions Instrument Meteorological Conditions Traditional Air Traffic Management Uncrewed Aircraft Systems Traffic Management (UTM) Low Tempo High Tempo Low Volume High Volume Source:iviation,a Woolpert Company,a Woolpert Company. While some prognostications indicate that AAM will solve ground congestion in a sustainable manner and provide increased mobility choices for the masses, many challenges exist in implementing it into today's aviation system. The first challenge focuses on the infrastructure needed for the development of a potential vertiport. The FAA has provided only interim guidance for vertiport design in Engineering Brief (EB) 105, and it only covers piloted aircraft flying under visual meteorological conditions(VMC).The EB also requires the aircraft to have the ability to hover out of ground effect with a pure vertical takeoff and landing. This requires a substantial amount of the aircraft's energy capacity, and battery endurance remains a considerable challenge.The guidance the EB offers is also limited to the basic layout of a single takeoff and landing area. More information is needed to design large capacity vertiports that will handle multiple takeoffs and landings at once. The information in the EB is limited because of the general lack of validated information regarding eVTOL aircraft characteristics and performance. Although more than 300 designs are in the making, no eVTOL aircraft has obtained any of the necessary certifications from the FAA. Historically,landing facilities for fixed wing and rotor aircraft have been designed around certified aircraft with a history of 555 MASTER PLAN EAGLE COUNTY -- Regional Airport performance and safety. Neither of those things exist for eVTOL aircraft, and the designs are continually changing. Most of the current eVTOL designs use lithium batteries for the power for the electric motors, which can be a hazard themselves. Fires from thermal runaway can be extremely difficult to control and even harder to put out.Powering entire aircraft fleets with these batteries comes with a hurdle never before cleared,and certification requirements and required mitigation measures will ultimately impact the aircraft's weight and performance. While most are propelled with power from lithium batteries, hydrogen is also currently being researched. Additionally, NASA has made improvements in the solid-state battery that may find its way into commercial use. The charging, safety, storage, and firefighting requirement for each of these energy sources will be different and require different rules, regulations, and codes. Furthermore, the integration of eVTOL aircraft into the existing air traffic control system in the near term will increase air traffic controller workload and operating them near larger commercial airliners will require wake turbulence separation that will impact capacity at constrained airports. Another challenge for AAM operations will be training and hiring pilots. eVTOL pilots do not exist currently,as they may require special training,which may exacerbate the existing pilot shortage.While autonomy will offer a future solution,it will not be here in time to eliminate the need for pilots for these new aircraft in the near to mid-term. Boeing projects the need for 128,000 pilots in North America alone through 2041 as well as the need for an additional 134,000 aircraft technicians. AAM is currently in the crawl stage and will be for the next five to ten years. While there is room for optimism where this new technology is concerned, there remains some skepticism. eVTOL OEMs have stated their ability to scale eVTOL operations to extremely high tempos and volume, but many have little to no experience manufacturing aircraft, working with the FAA, or operating an air taxi service within our country's airspace system. Designing vertiports around uncertified aircraft in the prototype stages is an arduous task that should be approached with caution and due diligence. It is evident that there remain significant uncertainties with respect to the ultimate viability of these aircraft. If it is assumed that ultimate viability will be realized,there remains today the challenge to track and anticipate the technological advancements to support these future aircraft in terms of their capabilities and operational requirements that are changing nearly on a daily basis. Within that dynamic environment, federal, state, and local regulatory agencies as well as individual airports are currently being challenged to anticipate the operational and physical requirements required to accommodate these new aircraft, assuming they will be viable.Given the profound uncertainties that currently exist,airports should proceed with planning for their ultimate integration into their operations in a conservative and thoughtful manner that advances physical development only as benchmarks are eventually met by the developing industry. That said, airports like EGE can start to employ strategies that will help it anticipate and plan for the potential integration of AAM into its operations. JVtATION _ . F 5-5 tip EAGLE COUNTY — MASTER PLAN Regional Airport 11 1. Specify an employee that will have some focus on AAM. AAM is still in its early stages of development, and it is constantly evolving. EGE should assign an employee to head up the Airport's efforts regarding AAM to serve as the main point person in these efforts. As the industry matures, or as deemed necessary by EGE, a dedicated AAM-focused employee may be required to help the Airport stay abreast of industry development and coordinate internal and external efforts. This employee can attend conferences and coordinate with airport operations staff,ATCT, and other on-airport staff, as well as coordinate with state and local economic development and planning officials. 2. Develop an internal working group focused on AAM. This working group should include Airport management, the FBO, passenger airlines, cargo operators, local ATCT, consultants, among others and should meet several times per year, or as deemed appropriate by EGE. The group should track AAM milestones, coordinate with new entrants, and guide the futureproofing of AAM-related development. The goal of the group is to bring these local players into the same room to gain a common understanding of AAM, EGE's values for AAM, and to keep participants informed about EGE efforts as related to AAM. 3. Plan for regional coordination. Outside of the internal working group, EGE should work with local planning authorities and municipalities to require coordination for any off-airport vertiport development proposals so that these proposals are in harmony with EGE values and do not impact the capacity of the Airport in a negative way. While greenfield vertiports in the area may be years away, EGE can work to educate these outside organizations about airport imaginary surfaces, airspace control, and other aeronautical complexities that could impact vertiport development in the region. 4. Engage with state and national officials for development. While the introduction of AAM operations at EGE may be years away due to issues related to technological development as well as those inherent challenges associated with a high altitude airport like EGE, this airport will be an attractive market for these types of operations.By coordinating with federal, state, and local regulatory agencies as well as those relevant economic development organizations that can help anticipate when these operations could be initiated, the Airport will position itself as best as it can. It is also important to recognize this coordination will be critical to ensure appropriate permitting and zoning for these future operations. With respect to specific facility planning for AAM at EGE, it is simply too early to reasonably anticipate the possible requirements for this still-emerging industry and where those should be situated on an existing airport. Nevertheless, through discussions with industry leaders as well as EGE representatives, some common themes and understandings can be recognized at this point. • Initiation of AAM Operations (Short-Term Planning). It is reasonable to assume the following upon the initiation of AAM operations at EGE: JVIATION 5-57 MASTER PLAN te EAGLE COUNTY Regional Airport ii,t116. o AAM aircraft would utilize the existing runway for approach and departure operations. Thus, they would have to be integrated into standard airport operational flows including appropriate separations as AAM aircraft are susceptible to turbulence generated by larger aircraft. o AAM aircraft would utilize the existing taxiway system and an area on an existing apron would have to be designated to accommodate loading and unloading of AAM. o If AAM aircraft were to be electrically powered, a charge station near the designated apron parking position would have to be installed. • Maturation of AAM Operations(Long-Term Planning).The following could be assumed if AAM operations at EGE proved to not only be viable, but also expanded to a level that would create potential congestion concerns for the Airport. o AAM aircraft operations at a level that created capacity issues on the airfield could result in the need to develop a dedicated vertiport for these operations. As it would be assumed that there would be need to connect AAM passengers with commercial service or general aviation aircraft, a vertiport would be required to be established on the Airport. (Note that if passenger demand did not require that connectivity to other modes of aviation,a new vertiport could be established apart from EGE.) o AAM operations would still have to be integrated into EGE ATCT operational control. o Depending on the fuel source for the AAM, high-capacity electrical chargers, hydrogen fuel cells, etc.would need to be provided. o A future EGE vertiport would likely require a landing area, multiple AAM parking positions, hangar space for storage and servicing, passenger processing and hold rooms, landside access, and potential direct connection to the commercial terminal building and to the FBO. o Development of such a facility at EGE would ideally likely have to occur on the south side of the Airport.However,given the significant space constraints that currently exist in this area, thoughtful and creative planning would have to be employed to account for all of the potential requirements identified above. This could include the development of vertiport facilities in association with future parking structures. J V IATI®IV 5-58 EAGLE COUNTY MASTER PLAN Regional Airport Nliamme* Li 5.7 DEVELOPMENT PLAN SUMMARY Recommended airside and landside development concepts have been developed to align with forecasted operations, passenger enplanements, and based aircraft. Utilizing the evaluation of alternatives described in the previous sections, feedback from Airport staff, and the Project Advisory Committee (made up of key stakeholders), future improvements have been summarized in Table 5-4. These improvements also include key inputs for the ALP that will directly result from this Master Plan. Table 5-4: Recommended Development Plan Summary Development Airport Master Plan Recommendations Airside Development 1 Airfield Demand Capacity No action required. 2 Airport Design Standards Shift Taxiways A2,A3, and A4 to prevent direct runway access 3 Runway Orientation/Wind No action required. Coverage 4 Airport Design No action required. Requirements 5 Runway Length Explore options for extending Runway 7-25 to 1,000'. 6 Taxiways Construct new Taxiway B 7 Airfield Pavement Maintain existing pavement strengths as required. 8 Airfield Visual Aids No action required. 9 Navigational Aids(NAVAIDs) Pursue upgrades to instrument approach procedures. 10 Obstruction Removal No action required; recommendations to be incorporated into ALP drawing set. Landside Development 11 Commercial Service Expand commercial service terminal building to meet existing and future Terminal Building needs; Establish an FIS facility to facilitate international passenger service. 12 Aircraft Hangars Construct new hangars on north and south sides based on demand requirements; Explore potential new development areas on the north side of the Airport 13 Aircraft Parking Aprons Maximize capacity and efficiency of existing aprons; preserve areas for future potential construction of new aprons 14 Landside Access and Parking Improve commercial service terminal area roadway,access, circulation, and auto parking to meet existing and future needs. 15 Airport Vehicle Service Road Update vehicle service road as required to meet airport needs. 16 Fuel Storage No action required; prepare for use of unleaded fuels 17 Airfield Maintenance Expand existing airfield maintenance facility by 10,000 sf; construct new 6,000 sf maintenance building. 18 Airport Equipment Secure use of fuel trucks; continue to inspect and maintain fuel farm as required. 19 Utilities Pursue continued improvements to utilities as required including the extension of three-phase power around the Airport. 5-59 EAGLE COUNTY Regional Airport MASTER PLAN Development Airport Master Plan Recommendations 20 Airport Property Line Explore potential relocation of Cooley Mesa Road and potential acquisition of associated lands; Maintain and update Exhibit-A as required Other Airport Development 21 GSE Storage Establish a new GSE storage area near the ARFF facility; Identify a facility for accommodating GSE maintenance operations; Establish EGSE charging stations as needs demand 22 Airline Passenger Lavatory Repurpose old deicing effluent storage tank for airline passenger service Waste Management lavatory waste storage and processing;Construct shed to facilitate operations. 23 Microgrid Explore potential viability of establishing a microgrid for the Airport. 24 AAM Operations Preserve and protect for future development of AAM operations over the short-term and long-term timeframes 25 Sustainability Conduct an Airport Sustainability Plan to provide a roadmap for future sustainability efforts at EGE Source:Jviation,a Woolpert Company,a Woolpert Company This plan addresses airside, landside, and other development opportunities for the Eagle County Regional Airport for the 20-year planning period. The development proposed in the plan provides the Airport with ultimate flexibility moving forward as projects are developed in different phases, which are addressed in Chapter 7, Implementation Plan. The next chapter, Chapter 6, outlines the complete Airport Layout Plan set that is used when reviewing and planning for future projects. 5.8 ENVIRONMENTAL REVIEW The analysis of potential environmental impacts that result from airport development projects is a crucial part of the master planning process in that environmental Understanding considerations must be weighed early to consider their potential impacts to future environmental permitting project budgets and schedules.This Airport Master Plan integrated the evaluation of requirements is crucial for environmental impacts throughout, specifically looking at the potential impacts airport development future development projects may have on existing environmental resources projects to avoid delays and previously defined in Chapter 2, Inventory. Through the environmental analysis ensure compliance.Early completed as part of this AMP,potential environmental impacts were recognized and consideration of taken into consideration when assessing alternatives and identifying the environmental issues during Recommended Development Plan. Those potential environmental impacts planning can prevent associated with the final Recommended Development Plan are summarized below as setbacks in regulatory well as the permits that will likely be required for its implementation. agency decision-making and funding processes. As the overarching environmental review of federally funded airport projects is the National Environmental Policy Act (NEPA), a summary of NEPA is provided here. In accordance with FAA Order 5050.4B, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions, and FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, airport development projects must be evaluated for environmental impacts per criteria from the FAA. FAA Order 1050.1F specifically defines what level of environmental review is required. Typically, there are three levels of NEPA review depending on the scope and potential environmental VI AT lord 5-60 tii; MASTER PLAN EAGLE COUNTY Regional Airport impacts of the proposed action. These include categorical exclusions (CATEX), environmental assessments(EA), and environmental impact statements (EIS): • CATEX. Projects that can be categorically excluded per FAA Order 1050.1F; however, the FAA requires documented analysis of potential impacts to environmental resources. • EA. Projects that can normally be categorically excluded but involve extraordinary circumstances; cannot be categorical excluded; do not require an EIS; that do not create significant environmental impacts; or may create significant impacts, but the impacts can be mitigated. • EIS. Projects that were evaluated in an EA and it was found that the project would result in impacts greater than the allowable significance threshold and that mitigation would not reduce the impacts below the threshold. It is not anticipated that any projects at BPG will require an EIS. Based on a review of projects in the Recommended Development Plan(see)and how that plan could potentially impact those environmental resources inventoried and presented in Chapter 2,Table 5-5 provides a summary of the anticipated additional environmental analyses that may be required for each action. It should be noted that this is a high-level evaluation of environmental documentation requirements; all projects should be coordinated with the FAA who will make the final decision on the level of environmental documentation needed. Additionally, further design may be needed to definitively determine/quantify the amount and/or degree of impacts,and the type and level of permitting required. JVIATION 5-61 22 Y a Y 0 0 0 0 o - m 0 0 o a U ao ao ao a 'm CL Z I a a U a z a v, N N N N X X X X N X X X x N O X X X X X ' X L N f6 E 0 , , E N a0 , t , OC +' X GJ E C c0 x O L_ › Le) x x i x , i X r W N X RI V a a. c d 1,1 EN X X ' . X X ' X co O t0 X 3 IV v -0 • m 41 X o aJ a, co Ec O m GJ III 'E d U1— N X X X X X -o c c m a -a-)o > c v o o a) a a co O N > R N co d = U CO 0 a) HI C O N ai d al C 0 0 J 0 c c O : cn a2 u) a 'rn a) a) E a3 as > y E cn c w v C O c 'Q C co .a .- al . as = = o u) 0) as O N w is o m a> u) .c O o a E U a) a) aoi c `o' m e) o . @ E a _ = R a o a F Q CO m v w 0 ce .p cC O W O 'c (j U W W LiJ ._ -c �y E o Q o coU a w o u> Z Q _ _ ti a a, -c a) , as N c a> o t� d Q 'orn U o cc u- 7 CC w c06 2 _ U. N �_ E a o U uoi Z o y v _ a 3 . F' O m U ca u L c O .c > c c v ' Z a •> ~ R f6 E W ui (n a '� c o Q a> o u, c v a Q _ c O 0 O W c o Z Z 0 Q) c`i)ii CD v a w . a) V Q C = o -a E Q' ac m z . W•s a oa U w m -co 0 V.0 o r Q y Co S ~ C J W C ,-1 N m i Ii4bINflo EAGLE COUNTY Regional Airport ,_... _ - lipalinol, :lf,i., .-, ..„ .., ..* ,,,:y ; - ; s. : -,* . 1.5.-,,fir. . .. . „ . _. . ,.. _.itt . „ ‘r, ,40. _jilt . 004...p.,..„ . ,e .. � . . • - EAGLE COUNTY REGIONAL AIRPORT VASTER PLA \ (---/ I 1 A _i_j 1 _ Jr ei CON MASTER PLAN EAGLE COUNTY Regional Airport A116 6.0 AIRPORT LAYOUT PLAN The Federal Aviation Administration (FAA) requires, in part, a current Airport Layout Plan (ALP) that has been approved by both the airport sponsor (Eagle County) and the FAA prior to the approval of an airport development project. The FAA further requires that the airport sponsor maintain an ALP that ensures the safety, utility,and efficiency of the airport. FAA sponsor grant assurance number 29 also requires that Eagle County always keep the ALP up to date. As stated in FAA Order 5100.38D, Airport Improvement Program Handbook, an ALP remains current for at least a five- year period unless major changes at the airport are made or planned. As noted in FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans, the five primary functions of the ALP are as follows: • An ALP serves as a blueprint for airport development by depicting proposed facility improvements. The ALP provides a guideline by which the airport sponsor can ensure that development maintains airport design standards and safety requirements, and that development is consistent with airport and community land use plans. • An ALP is a public document that serves as a record of aeronautical requirements, both present and future, and as a reference for community • deliberations on land use proposals and budget resource planning. • An ALP enables the airport sponsor and the FAA to plan for facility improvements at the airport. It also allows the FAA to anticipate budgetary needs and procedural requirements. The approved ALP also allows the FAA to protect the airspace required for existing and future facility and/or approach procedure improvements. • An ALP serves as a working tool for the airport sponsor, and particularly for its development and maintenance staff. • An ALP is required for the airport sponsor to receive FAA financial assistance. The Eagle County Regional Airport (EGE or the Airport) ALP drawing set was developed in conformance with FAA Standard Operating Procedure (SOP) 2.00, Standard Procedure for FAA Review and Approval of Airport Layout Plans (ALPs), dated October 1, 2013.The specific drawings included in the ALP set are determined by a number of factors, including the number of runways at the airport,and the type of instrument approaches. 6.1 AIRPORT LAYOUT PLAN DRAWING SET ELEMENTS The following provides a brief description of the ALP drawing sheets. FAA SOP 2.00 provides a detailed checklist of items required to be included in each drawing. Title Sheet: includes sponsor approval signature block, airport location maps, and other pertinent information as required by the local FAA Airports District Office (ADO). JVIATION 6-1 tilp' EAGLE COUNTY Regional Airport MASTER PLAN Airport Data Sheet: provides a series of specific airport, runway, and taxiway data tables. This sheet also contains wind roses and wind coverage percentages, any modifications to standards, a listing of runway declared distances, and information about non-standard conditions. Airport Layout Plan: illustrates the existing and future airport facilities (these are depicted on two drawings). The drawings include the depiction of all applicable design standards contained in the latest version of AC 150/5300-13B, including but not limited to, landing areas, movement areas and aircraft parking areas (e.g., runways, taxiways, helipads, aprons, etc.), required facility identifications, description labels, imaginary surfaces, Runway Protection Zones, Runway and Taxiway Safety Areas, Runway and Taxiway Object Free Areas, and Runway Obstacle Free Zones.The FAA approval signature block is included on the future drawing. Terminal Area Plan(s): present a large-scale depiction of areas with significant terminal facility development. The Terminal Area drawing is an enlargement of a portion of the future ALP.This set contains two drawings that focus on distinct areas of the Airport. Airport Airspace Drawing:14 CFR Part 77,Safe, Efficient Use, and Preservation of the Navigable Airspace, defines the five imaginary airspace surfaces that are depicted for the runway and the airport as a whole. This drawing depicts the obstacle identification surfaces for the full extent of all airport development. It also depicts airspace obstructions for the portions of the surfaces excluded from the Approach/Departure Plan and Profile Drawings. Following this drawing is an Obstruction Table Sheet that provides detail about the obstructions shown on the Airport Airspace Drawing. Inner Portion of the Approach Surface Drawings: present the plan and profile view of the inner portion of the approach surfaces or each runway end,as well as a tabular listing of all of the associated surface penetrations.The drawing depicts the obstacle identification approach surfaces contained in 14 C FR Part 77,Safe, Efficient Use, and Preservation of the Navigable Airspace, as well as other approach surfaces including the threshold-siting surface and those surfaces associated with United States Standards for Instrument Procedures(TERPS). Instrument Departure Profile Drawings— depicts the applicable departure surfaces as defined in FAA AC 150/5300-13B, Airport Design. The departure surfaces are shown for runway ends designated primarily for instrument departures. Land Use Drawing:shows the land uses within the airport property boundary. It also depicts land uses and zoning districts in the area around the airport, outside of the airport property boundary.This drawing includes DNL noise contours. Airport Property Map(Exhibit A):depicts the airport property boundary,the various tracts of land that were acquired to develop the Airport, and the methods of acquisition (where appropriate). JVIATION 6-2 � r . /axh 0. oilittik. r t^s *} . dY , r ci ' ' 'ff ''44t4 * A ' „4.4. L. 0 [t I. .'''--i ."....-,-. ' ' • (.9 oei „ q t . .,a �. ,I-- N ,a. 1�- . W (...). ›- I- -!....... 1 `'-- .... ''' -i: '' -- . • i. .- .; - 114„ --,----..'....• .,F*-7,....! 44 , ,,,,,-- !: ' \ * t....1, . ' ; , • .. -; - , :" ___ ct _ __I D ,.. •-,,,„ ,-.,.. ' { '� I — iz 1 ' i,1r I. �. -r. « p ,y .e . t> 1 , t i i' - ‘.0 (05) ,.% . �4i tl fi� MIII'�1 ` ,l li o '4, f. i �t / , ,t,s. , ., P''':: fir/ {+�- , ,. " ( 4. P T}• ' 'le 't il in Fir /^ /' t < . 4 t a ,, W _ � � "�" kk LI °$ ar ,. A 1 [ FiMAI; +.. f i '. :i ' ' ' ' 4°'1. 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'.'• .. i .1. • i i • - i n - i qm , ' 11 •• '1' -- - :7:-1-•.1 i .1 lifEAGLE COUNTY *Iijp Regional Airport -. - *► . i y - h Z • s ., F /R' yam, tafatt EAGLE COUNTY REGIONAL AIRPORT VASTER PLA \ r___., (I / pi L ) _/ J _ _F- - - I — — .." teMASTER PLAN EAGLE COUNTY , Regional Airport !! 7.0 FINANCIAL IMPLEMENTATION PLAN This chapter of the Airport Master Plan (AMP) presents the financial implementation analysis for the Eagle County Regional Airport (EGE or the Airport) and examines A financial implementation various facets of the financial operating condition of the Airport. In addition, this plan provides a detailed chapter provides a review of the Airport's historic operating revenues and expenses overview of the as well as estimates for future financial results. The goal of this part of the planning development phases, effort is to contextualize the financial implications associated with carrying out estimated costs,funding projects recommended in this Master Plan. sources,and guidance on how to implement the EGE is owned and operated by Eagle County,Colorado,which maintains and develops findings and capital improvements to EGE facilities and functions as the airport sponsor for FAA recommendations of the grant funding approval purposes. Eagle County Air Terminal Corporation (SCAT)was overall planning effort, established in 1996 by the County as a Colorado non-profit corporation to acquire, ensuring the financial construct, operate, improve, and maintain certain airport facilities. ECAT owns and viability and strategic operates the commercial passenger terminal building and other related execution of proposed improvements on behalf of the County. projects. The projections of airport revenues and expenses focus on the three planning periods of this AMP's Capital Improvement Program (CIP): Phase I (short/intermediate term), Phase II (intermediate/long-term), and Phase III (long-term). Specific years for the development of recommended projects are not included in these phases, as their consideration should be determined more by demand and planning activity levels. These planning periods provide a framework for the Airport's financial support for future capital projects either through contributing the local share of costs in coordination with Federal Aviation Administration (FAA) and Colorado Department of Transportation (CDOT) grants, reimbursement of Passenger and Customer Facility Charges, through other miscellaneous grants, or by wholly funding the projects. The CIP and associated financial plan included in this chapter are informed by circumstances and conditions that were current when this AMP was completed. Ultimately, capital projects will be undertaken when demand warrants and as appropriate funding becomes available. The financial implementation analysis comprised the following efforts: • Gathered and reviewed key Airport documents related to historical financial results, CIPs, operating budgets, regulatory requirements, and Airport policies. • Interviewed key Airport management personnel to gain an understanding of the existing operating and financial environment,as well as the overall fiscal management philosophy. • Reviewed the AMP CIP, project cost estimates, and development schedule anticipated for the three planning periods to project the overall financial requirements to implement the CIP. • Identified and analyzed the sources and timing of capital funding available to meet the financial requirements for funding the CIP. JVIATION 7-1 MASTER PLAN EAGLE COUNTY Regional Airport kit • Analyzed historical and budgeted operating expenses,developed operations and maintenance expense assumptions, and projected future operating costs for the planning periods. • Analyzed historical and budgeted operating revenues, developed operating revenue assumptions, and projected future operating revenues for the planning periods. • Completed results of the analysis and evaluation in a Financial Plan Summary that provides conclusions regarding the financial feasibility of the CIP. Airport budgets can be broadly categorized as capital improvements and operating and maintenance(O&M).Grants issued by the FAA and CDOT are generally restricted to capital improvement projects,and,with few exceptions,cannot be used for airport O&M expenses. Operating revenues generated by aircraft landing and parking fees, fuel flowage fees, land and building leases, etc. can be applied to both capital improvements and O&M expenses. 7.1 CAPITAL FUNDING SOURCES The implementation of EGE's Master Plan CIP is anticipated to be funded primarily through the following sources: Capital funding sources for an airport include the FAA, • FAA grants from its Airport Improvement Program (AIP) the state,local • State of Colorado funding sources governmental sources,and other sources such as • Local funding sources private parties. • Other capital project funding sources, such as private parties 7. 1. 1 Federal Aviation Administration Grants Following World War II, the federal government recognized the need to develop airports to meet the nation's long-term aviation needs and initiated a Grants-In-Aid Program.Today,the FAA is the most significant source of funding for the construction of airport projects and only those airports included in FAA's National Plan of Integrated Airport Systems(NPIAS) are eligible to receive FAA grants. Following a series of federal airport funding programs, the Airport Improvement Program (AIP)was established by Congress on behalf of the FAA through the Airport and Airway Improvement Act of 1982. The initial AIP legislation provided funding through the fiscal year 1992, but since then the AIP has been reauthorized and amended multiple times,most recently through the FAA Reauthorization Act of 2018. The current AIP program was authorized for five years through FY 2023 (September 30, 2023). At the time of this AMP, Congress was actively in process of authorizing a new AIP program, currently identified as the FAA Reauthorization Act of 2023. Until this reauthorization is ultimately passed, Congress may have to pass continuing resolutions for the FAA to continue issuing grants after that date. Funds obligated for the AIP are drawn from the Airport and Airway Trust Fund. The Trust Fund receives revenue through user fees applied to aviation fuels,airline ticket sales, and air freight shipments. It is designed to support the improvement of the +t uvr 1 $ 7-2 tipMASTER PLAN EAGLE COUNTY Regional Airport country's air transportation system by funding airport improvements, airport repair projects, and air traffic control system modernization. AIP grants are generally available for planning, development, or noise compatibility projects at public-use airports included in the NPIAS. Eligible projects are those that enhance airport safety, capacity, security, and environmental concerns. In Colorado, the FAA provides 90 percent funding for eligible projects at airports that are not large or medium hubs. EGE is a nonhub commercial service airport and thus can receive up to 90 percent funding for eligible projects. It should also be recognized that the federal government can and occasionally does establish additional funding mechanisms to supplement AIP. These have typically been established in response to specific and exceptional circumstances. Since 2020, three of these programs have been established: • In March 2020 in response to the COVID-19 Pandemic, the Coronavirus Aid, Relief, and Economic Security (CARES) Act was signed into law. The CARES Act included$10 billion in economic relief for airports affected by COVID-19. The law had several features designed to support airports. First, it provided funds to increase the federal share of discretionary grants in the AIP from 90 percent to 100 percent, eliminating the state and local shares for FY 2020. Second, the law provided new funds, characterized in size by the airport's role, to all NPIAS airports. Primary commercial service airports with more than 10,000 annual enplanements, including EGE, received additional funds based on the number of enplanements. These funds could be used for any purpose for which airport revenues could be used, including operations and maintenance expenses. • In December 2020, Congress also passed the Coronavirus Response and Relief Supplemental Appropriation Act (CRRSAA). This law included an additional $2 billion in funds for US airports in response to the Covid-19 pandemic. $1.75 billion was distributed similarly to the CARES act. • In November 2021, the Bipartisan Infrastructure Law (BIL) was passed with the goal of investing in and modernizing US infrastructure.The law included $15 billion for airport-related projects, beginning with a $2.89 billion investment for fiscal year 2022. The money can be invested in runways, taxiways, safety/sustainability, and other similar projects typically eligible through the AIP. These funds have been made available to airports around the nation. Airport sponsors can leverage AIP funding for most airfield capital improvements,and in limited situations, for terminals, hangars, and non-aviation development. Professional services required for eligible projects, such as planning, surveying, engineering, and construction observation may be eligible for AIP funds. In most cases, an airport's demand for capital improvements must be quantified and documented (i.e., through an airport master plan or similar planning process), each project must be shown on an approved Airport Layout Plan (ALP) and projects must meet appropriate Federal environmental and procurement requirements. *' ION 7-3 MASTER PLAN EAGLE COUNTY Regional Airport Projects related to revenue-generating improvements (such as privately owned or leased hangars and aprons)are typically not eligible for AIP funding, nor are standard airport operations and maintenance costs (salaries, equipment, supplies, etc.). Operating revenues generated by aircraft landing and parking fees,fuel flowage fees, land and building leases, etc. can be applied to both capital improvements as well as O&M expenses. AIP grants are generally divided into two categories: entitlement and discretionary. Entitlement grants are allocated among NPIAS airports through a formula largely driven by passenger enplanements, landed cargo weights, and types of operations. As of the FAA Reauthorization Act of 2018, "primary" airports—defined in the NPIAS as having a level of commercial air service(i.e.,those airports that enplane more than 10,000 passengers per year) - receive $1,000,000 annually in entitlement funding. "Non-primary"airports,which include small commercial service airports and general aviation airports, are currently eligible for $150,000 of annual entitlement funding. Under the current legislation, the AIP will typically provide 90 percent of the total cost of an FAA-eligible capital project for all airports other than large or medium hubs (with the remaining balance often covered through a combination of state and local funding), though this remaining percentage can be reduced based on the size, complexity, and requirements of a specific project. As defined in the most current version of FAA Order 5100.38D,Airport Improvement Program Handbook,AIP grants must be expended within four years of their issuance, or they must be returned to the FAA. Similar to entitlements for individual airports, each state in the country also receives an annual apportionment from the FAA based on an area-population formula. As these federal funds may be utilized at the discretion of each individual state, the State of Colorado uses this money to support capital projects at general aviation airports within the state. In addition to entitlement grants, the FAA will annually distribute AIP discretionary grants as the capital expenditure requirements of airports will often exceed the limits of their annual entitlement funding. National discretionary funding levels are established annually by the FAA and are available following the distribution of entitlements.Generally,airports must compete for these discretionary grants,which are awarded based on the priority ratings assigned to each potential project by the FAA.The prioritization process helps ensure that the projects the FAA views as most important and most beneficial to the country are allotted adequate discretionary funding and are the first to be completed. Note that each NPIAS airport project is subject to eligibility and justification requirements as part of the AIP funding process. Under the current AIP authorization legislation and based on its inclusion as a Nonhub Commercial Service Airport in the NPIAS and its current enplanement levels, EGE has received an average entitlement of$1,400,000 per year since 2013.This approximate level of entitlement funding is projected to continue throughout the planning period. Additional financing is anticipated to be realized through AIP discretionary funding, based on the project eligibility ranking methodology and available federal funding. MASTER PLAN EAGLE COUNTY Regional Airport /IAA ►1 7. 1.2 State of Colorado Funding Sources CDOT Aeronautics' mission statement lays out the agency's commitment to"support Colorado's multi-modal transportation system by advancing a safe, efficient, and effective statewide aviation system through collaboration, investment, and advocacy." In support of that goal, CDOT Aeronautics provides funding assistance to airports within the state through two primary mechanisms. First, CDOT Aeronautics provides a five percent matching grant to any airport that receives a federal AIP grant. As noted previously, AIP currently provides funding up to 90 percent of an eligible project cost, with the balance being the responsibility of the airport sponsor. Second,CDOT Aeronautics collects aviation fuel taxes and automatically disburses 65 percent of those collections back to the airports of origin as regular entitlement funds. 35 percent of the fuel tax collections are funneled into the Colorado Discretionary Grant Program, which is distributed by the Colorado Aeronautical Board. These grants are disbursed on a discretionary basis to Colorado's 74 public- use airports for maintenance, capital equipment, and developmental needs. Under this program, CDOT Aeronautics can reimburse an airport sponsor for up to 90 percent of the total project cost. No state general funds are used to meet the needs of CDOT Aeronautics operations or the Colorado Aviation System.After 65 percent of fuel taxes are disbursed back to the airports, the remaining funds are used to fund the Division of Aeronautics' administrative costs, which are capped at five percent of the prior year's total revenue.The remaining funds are then distributed under the Colorado Discretionary Grant Program described above. 7. 1.3 Local Funding Sources Local funding is typically generated from an airport's operating revenues and generally consists of user leases,fuel sales, landing fees, auto parking revenues, user fees,and other service fees.The user fees are usually established by an airport based on market conditions in the area and can vary from airport to airport. Landside facility development and levels of aviation activity are typically the primary factors affecting airport operating revenues. These revenues will normally increase as a function of the usual inflationary growth as well as average annual increases associated with existing leases. Additional airport development will often increase the operational levels and number of based and itinerant aircraft.In general, land and building leases provide the most stable long-term sources of revenue at an airport, such as fuel sales,tiedown rates,and other operational fees will fluctuate with traffic levels. Commercial service airports, unlike general aviation airports, typically generate revenue from auto parking, concessions, and terminal building tenants. Due to historically sound financial practices, EGE will have accumulated about $3 million and ECAT will have accumulated about $243,000 in cash reserves at the beginning of 2023. Both EGE and ECAT currently generate sufficient revenues per year to fund operations and accumulate net revenue surpluses to support operations lVlR 1.1Clll\ 7-5 EAGLE COUNTY MASTER PLAN Regional Airport and capital expenditures.Future development at the Airport shall continue to be self- funded by users of the airport and aviation system; no local taxes will be used to fund Airport capital improvements. 7. 1.4 Other Capital Project Funding Sources The traditional funding sources described in previous sections (FAA grants, CDOT grants, and airport revenue) often fall short of the financing required the full range of capital projects programmed for development during a CIP. In addition, some projects are not eligible for FAA or state grants. When the availability of traditional funding is lacking,other non-traditional sources need to be investigated and possibly utilized for the ultimate implementation of projects. In this chapter, these sources have collectively been referenced as"Other Funding Sources."If such funding sources cannot be identified and obtained in the time frames planned,the associated projects would necessarily be delayed until appropriate funding can be identified and secured. Non-traditional funding sources for an airport typically include general fund revenues, bond issues, and private funding. Of these, general fund revenues and general obligation bonds are by far the most common funding sources, particularly at commercial service airports. The debt level and ability of municipalities and counties to finance additional debt governs their ability to issue general obligation bonds for airport capital projects.As the debt burden increases,rating agencies often lower the institution's credit ratings,which increases their interest payments. Private funding sources(e.g.,tenants,aircraft owners, investors,etc.)often cover the cost of hangars and fuel storage tanks, and, less often, of parking aprons, taxiways, and utility hookups. However, when private parties make capital investments in airports, they often try to negotiate reduced land and/or building lease rates to balance spending. Additionally, the private parties may seek to avoid property reversion clauses—whereby ownership facilities constructed on an airport ultimately revert to the airport after a set period (often a minimum of 20 years). Passenger Facility O arges The Passenger Facility Charge (PFC) Program allows publicly owned commercial airports to collect fees up to $4.50 per flight segment for each eligible passenger. PFCs are added onto the price of the airline ticket and distributed back to the airport to fund FAA-approved projects that enhance safety, security, or capacity; reduce noise; or increase carrier competition. PFC funds can be leveraged as an entity's matching share of an AIP project or utilized to fund a project independently of the AIP. In the past, EGE has used PFC revenues to pay the debt service requirements for revenue bonds that were issued to fund the commercial passenger terminal building/area development in 1996 and further expansions/improvements in later years. The reservation of PFC revenues obligated for existing debt service requirements will continue through 2034. EGE currently collects a PFC of$4.50 per enplaned passenger. JVIATION 7-6 (ON EAGLE COUNTYa:. ___ MASTER PLAN Regional Airport � �_— li Customer Facility Charges Rental car Customer Facility Charges(CFCs) are common financing tools for landside improvements and overall cash flow enhancement at airports in the U.S. A CFC is a user fee imposed by an airport on each rental car user that is collected by rental car companies that provide services to commercial passengers at the airports they serve. CFCs are imposed by local governmental resolution and are collected by the rental car companies on behalf of, and for the benefit of,the airports where they operate. The charges are based on a fee (commonly$3-$4) per rental car transaction day that is added to rental car contracts.These revenues can be used for capital and financing costs of rental car related projects, like consolidated rental car facilities (CONRACs), auto parking, shuttle services, and related roadway projects. CFC fees are a revenue source not previously imposed by EGE but have been identified as an opportunity to support the generation of additional operating cash flow and capital program funding. General Fund Revenues General fund revenues are those provided by the airport sponsor (e.g., county, municipality, etc.) from their general tax revenues. Typically, airport capital development expenditures derived from general fund sources are difficult to obtain due to seemingly universal shortfalls and associated uncertainty in local general fund revenues. The amount of general fund support for airport improvement projects varies by airport and is generally based upon the local tax base, the credit rating of the municipality and state,the priority of the development project, historical funding trends, and, of course, local attitudes concerning the importance of aviation. Debt Financing In the past, EGE (through the Eagle County Air Terminal Corporation [ECAT]) used revenue bond debt financing to fund capital improvements (primarily the passenger terminal building construction and related improvements) that could not be funded by other means.ECAT's historically sound financial condition,the availability of future PFC revenues to pay existing debt service,the payoff of previous debt issues and the level of net operating revenues generated annually allows ECAT to plan for additional debt to fund terminal related capital projects during the planning period. (Note that no debt financing analysis has been projected for this analysis.) Private Funds Items such as hangars, fuel systems, pay parking lots, exclusive aircraft parking aprons, industrial development areas, non-aviation commercial areas and various other projects are not typically eligible for federal or state grant funding since they generate income for the airport and thereby fail to meet the requirements for such funding as defined in Chapter 3 of FAA Order 5100.38D. Communities sometimes work with airport tenants like FBO or other local businesses to fund these types of improvements. Each of these options would need to be weighed independently for appropriateness of their application for eligible projects. If market demand does not 7-7 MASTER PLAN EAGLE COUNTY _ Regional Airport kit attract this level of private investment during the anticipated time frames, the associated projects may be delayed until demand warrants development. Additional Funds In addition to all the funding sources listed in this section, EGE explores a wide variety of grants to improve airport facilities, like Charge Ahead Colorado grants, which provide funds for electric charging stations. EGE strives to find creative funding mechanisms to improve the airport without drawing from the general fund or local tax dollars. 7.2 FINANCIAL ANALYSIS AND IMPLEMENTATION PLAN This section, along with the tables presented at the end, illustrate the effort to analyze the financial feasibility of CIP implementation during the planning period. 7.2. 1 Capital Improvement Program (CIP) This section lists and briefly describes the projects identified in this AMP recommended for inclusion in EGE's CIP.The individual projects are listed in order of An airport OP refers to a their CIP identifying letter (CIP IDs are used for tracking only and do not indicate comprehensive,multi year priority) and all projects are assumed to require some level of federal, state, and/or plan that outlines the costs, local funding, unless otherwise indicated. Note that this listing is the best estimate of timeframes,and funding anticipated projects at the time of this AMP. Because future requirements and sources for planned airport demands may change the scope or timing of these projects, the CIP must be improvements,ensuring the reviewed, assessed, and updated on a regular basis(typically annually). Additionally, strategic development and each project will require environmental documentation prior to execution. financial viability of the airport Phase 1 A. Parallel Taxiway B with Relocation of Taxiways A2,A3,and A4(Design): Design for future construction of a new partial parallel Taxiway B located north of Runway 7/25. This is the first phase on an assumed three-phase development effort with construction of this phase generally extending between Taxiways A5 and A3. B. Utility Truck: Purchase of a new utility truck for airport operations. C. Repair of the De-Ice Pad Support Area and Slope(Design and Construction) D. DEN Surplus Sale(Combo Units) E. Blower Procurement F. Additional Terminal Roof Repair: Commercial terminal building roof maintenance and repair. G. Terminal IT Upgrades: Miscellaneous upgrades to the terminal building's antiquated information technology system. I ICI 7-8 t; MASTER PLAN EAGLE COUNTY Regional AirportNI161111bk H. Amadeus Software and 3rd Party Software replacement: Airport security improvements. I. Taxiway B - Paving Phase 1 (Construction): Construction of Phase 1 of the Taxiway B project.Additional sitework anticipated to be required to support the construction for the future Taxiway B. J. Federal Inspection Services (FIS) Facilities (Construction): Construction of new FIS facilities. This will be an expansion and renovation of part of the existing Signature EGE terminal building. K. Lighting Vault EM Generator Replacement: Replacement of existing antiquated generator. L. ATCT Generator Replacement: Replacement of existing antiquated generator associated with the ATCT. M. Airfield Lighting Computer N. Maintenance Equipment Purchases O. ARFF Bay Garage Door Replacement P. Way Finding Study Q. Terminal Chiller Replacement: Replacement of existing antiquated HVAC system in the terminal building. R. Terminal Boiler Replacement: Replacement of existing antiquated boiler in the terminal building. S. Terminal HVAC Controls T. Terminal Lighting Computer U. Meraki 5 Year License and Hardware Replacement V. ACUS Firewall (Amadeus) W. Terminal Amadeus Ticket Counters X. TSA Exit Lane Technology Installation: Installation of newer TSA exit lane technology equipment within the commercial service terminal.This will improve security and reduce costs by improving TSA labor efficiency and effectiveness. Y. Runway 7/25 Rehabilitation with Centerline and Runway 25 Touch Down Zone Lights, Lighting and Signage Improvements. Relocation of Taxiways A3, A4, & B3 (Design): Design for the rehabilitation of Runway 7/25 that will also include lighting and signage improvements (including runway centerline lights and 7-9 ti; MASTER PLAN EAGLE COUNTY Regional Airport 111111111611111... touchdown zone lights for Runway 25). It will also include the construction/relocation of new taxiway stubs (Taxiways B3, B4, and B5). Finally, the project is anticipated to include the relocation of existing Taxiways A2, A3, and A4(located south of the runway)to meet newer FAA taxiway design criteria. Z. Acquire Aircraft Rescue&Fire Fighting(ARFF)Vehicle AA.Airline GSE Parking Structure: Construction of a new or rehabilitation of an existing facility for the purpose of providing a covered structure to support GSE operations by providing storage and maintenance facilities. BB. Plow/Blower Procurement:Acquisition of snow removal equipment(SRE). CC. Terminal Bag Claim Remodel (Design) DD.Outgoing Baggage: Replace Industrial Control System (ICS) EE. Terminal Paging System Upgrade: Commercial Service Terminal Building operational improvement. FF. Way Finding Improvements GG.Runway 7/25 Rehabilitation with Centerline and Runway 25 Touch Down Zone Lights, Lighting and Signage Improvements. Relocation of Taxiways A3, A4, & B3 (Construction); construction for the rehabilitation of Runway 7/25 that will also include lighting and signage improvements (including runway centerline lights and touchdown zone lights for Runway 25). It will also include the construction/relocation of new taxiway stubs (Taxiways B3, B4, and B5). Finally, the project is anticipated to include the relocation of existing Taxiways A2, A3, and A4(located south of the runway)to meet newer FAA taxiway design criteria. HH.Taxiway B - Paving Phase 2 and Taxiway B Phase I Pavement Maintenance (Design) II. Taxiway A Pavement Maintenance(Design and Construction) JJ. Phase 4 Parallel Taxiway B with Relocation of Taxiways A2, A3, and A4 (Construction): Construction of a new partial parallel Taxiway B located north of Runway 7/25. This is the first phase on an assumed three-phase development effort and includes a new taxiway extending between Taxiways A5 and A3, as well as the construction/relocation of new taxiway stubs (Taxiways B3, B4, and B5). Finally, the project is anticipated to also include the relocation of existing Taxiways A2,A3, and A4 to meet newer FAA taxiway design criteria. KK. Airport Sustainability Plan: Planning study designed to provide a roadmap for future sustainability efforts at EGE. Sustainability planning covers a broad spectrum of airport interests by taking a holistic approach to managing an airport ViAr I DNA 7-10 teMASTER PLAN EAGLE COUNTY Regional Airport kit iNlikh1116- to ensure economic viability, operational efficiency, natural resource conservation, and social responsibility of the airport. LL. Commercial Service Terminal Rehabilitation and Expansion—Phase 1 (Design): Design for Phase 1 of the projected three phase rehabilitation and expansion of the commercial service terminal building.This will include the rehabilitation and expansion of the west side of the terminal that includes bag claim operations, airport administrative space,GSE storage, among other improvements. MM.Phase 5 Parallel Taxiway B with Relocation of Taxiways A2, A3, and A4 (Construction): Completion of the construction of the new Taxiway B. NN.Commercial Service Terminal Area Landside Access and Parking — Phase 1 (Design and Construction): Construction of Phase 1 of the commercial service terminal area landside access and parking areas. This phase will include updates and realignments of the automobile ring road as well as improvements to the associated parking areas. Phase 2 • OO.Taxiway B - Paving Phase 2 and Taxiway B Phase I Pavement Maintenance (Construction) PP. Acquire Aircraft Rescue& Fire Fighting(ARFF)Vehicle:Acquisition of new ARFF vehicle. QQ.Concrete Apron Pavement Rehabilitation: Rehabilitation of selected sections of apron concrete. RR. Commercial Service Terminal Rehabilitation and Expansion—Phase 2(Design): Design for Phase 2 of the projected three phase rehabilitation and expansion of the commercial service terminal building.This will include the rehabilitation and expansion of the east side of the terminal that includes baggage handling, makeup, and security screening areas (including a new Industrial Control System), expanded airline ticket counters and offices, expanded passenger circulation areas, expanded curbside check-in facilities, expanded TSA areas, installation of a loading dock, among other improvements. SS. Commercial Service Terminal Rehabilitation and Expansion — Phase 2 (Construction): Construction of Phase 2 of the projected three phase rehabilitation and expansion of the commercial service terminal building. TT. Construct New Automobile Parking Lot on Cooley Mesa Road (Design and Construction): Construction of a new parking lot located on airport property on the south side of Cooley Mesa Road near the approach end of Runway 25.While the particulars of the design must still be determined, it is assumed that this will be a parking lot that serves a variety of operational functions including cell phone lot, terminal support vehicle staging, rental car overflow, other vehicle storage, 7-11 tii; MASTER PLAN EAGLE COUNTY Regional Airportit 10 !! among other functions. This area will have to have appropriate access, security fencing and controls, lighting, etc. UU.Commercial Service Terminal Area Landside Access and Parking — Phase 2 (Design and Construction): Construction of Phase 2 of the commercial service terminal area landside access and parking areas. This phase will include additional updates and realignments of the automobile ring road including the development of a ring road for the FIS as well as improvements to the associated parking areas. VV. Pavement Maintenance: Based on best practice policies to preserve the lifespan of airfield pavements, a fog seal protectant should be applied every five years. Additionally, or in lieu of fog seal, a pavement maintenance project (including milling and filling of selected pavements) should be conducted every ten years. (Note that full pavement reconstruction should be anticipated every 20 years.) Phase 3 WW. Expand Snow Removal Equipment(SRE)Building: Expansion of existing SRE building to include areas for additional storage capacity for vehicles and materials as well as the installation of a new loading dock. XX. Commercial Service Terminal Area Landside Access and Parking — Phase 3 (Design and Construction): Construction of Phase 3 of the commercial service terminal area landside access and parking areas. This phase will include construction of a new service access road to the SRE building as well as improvements to the associated parking areas. YY. Commercial Service Terminal Area Landside Access and Parking—Phase 4 (Design and Construction):Construction of Phase 4 of the commercial service terminal area landside access and parking areas.This phase will include construction of a new service access road to the SRE building as well as improvements to the associated parking areas. ZZ. Commercial Service Terminal Rehabilitation and Expansion—Phase 3(Design): Design for Phase 3 of the projected three phase rehabilitation and expansion of the commercial service terminal.This will include the two-story expansion of the terminal concourse to the east and would include the installation of three new jet bridges,expanded hold rooms,additional concessions and bathrooms,among other improvements. AAA. Commercial Service Terminal Rehabilitation and Expansion — Phase 3 (Construction): Construction of Phase 3 of the projected three phase rehabilitation and expansion of the commercial service terminal. BBB. Parallel Taxiway B — Phase 2 (Design and Construction): Continued construction of a new partial parallel Taxiway B located north of Runway 7/25. This is the second phase of an assumed three-phase development effort and a r 6 ,zp 1 1,,;" 7-12 EAGLE COUNTY MASTER PLAN Regional Airport 1 includes a new taxiway extending between Taxiways B3 and the threshold end of Runway 25 CCC. Parallel Taxiway B — Phase 3 (Design and Construction): Continued construction of a new partial parallel Taxiway B located north of Runway 7/25. This is the third phase on an assumed three-phase development effort and includes a new taxiway extending between Taxiways B5 and the threshold end of Runway 7 DDD. Extend Runway 7/25 and Taxiways A and B 1,000' (Design and Construction): Extension of Runway 7/25 of 1,000 feet to a total of 10,000 feet; an additional 1,000 feet would be available for use on all runway operations with the exception for arrivals to Runway 7. (It should also be noted that while the additional runway length would be available for Runway 25 operations, departure length available on that runway would likely be dictated by existing terrain and not available runway length.) It is important to note the descriptions above and cost estimates below do not include the future construction of general aviation hangars on the north side of the Airport or in the area west of the commercial service terminal building. Currently, hangars are being constructed on the north side as infill within the existing hangar area; this is being done by private entities through standard lease agreements with the Airport. This development is nearly complete and any further construction in this area would have to be based on the redevelopment of older facilities within the area. Similarly, the proposed hangar development area near the existing ATCT would also likely be funded and constructed by private entities who would also be responsible for infrastructure improvements including aprons, taxilanes, utilities, access, etc. Additionally, there is an area reserved for potential hangar development that lies along the future extended Taxiway B once Phase 3 is constructed; again, such development would likely be privately funded. Finally,the ongoing corporate hangar development area located west of the terminal building is being sponsored and funded by the Airport's Fixed Base Operator (FBO), Signature EGE, through a lease agreement with the Airport. For all initiatives, additional design work will be needed and based on tenant specifications.Since costs for development will primarily be the responsibility of the future tenants and will depend on the types of facilities built, cost estimates have not been included. Additionally,throughout the 20-year planning period,ongoing pavement and airfield maintenance projects will be required as needed.This includes fog seal applications, pavement crack repair or rehabilitation projects necessary to maintain a safe environment for aircraft operations. As part of ongoing airfield maintenance requirements, EGE must continue to regularly inspect airfield pavement and grounds to ensure that problem areas are addressed. 7.2.2 Estimated Project Costs and Development Schedule A list of capital improvement projects has been assembled based on the preferred development alternatives for the Airport established in Chapter Five of this Airport Master Plan. This project list has been illustrated on the ALP drawing set and i P:"i 7-13 MASTER PLAN t; EAGLE COUNTY Regional Airport AA documented on the CIP, both of which should be maintained and updated, as required, by Airport management.Generally,the CIP has three primary purposes: • Identify projects that will be required at the airport over a period of time. • Estimate the order of implementation of the projects. • Estimate the total costs and funding sources for each of the projects. As the CIP progresses from project planning in the current year to projects planned in future years, the plan becomes less detailed and more flexible. Additionally, the CIP is typically modified on an annual basis as new projects are identified, priorities change,funding sources evolve, and financial environments develop. Each proposed capital improvement project within the planning horizon has been assigned to one of three planning phases: Phase I (short/intermediate term), Phase II (intermediate/long-term),and Phase III(long-term).The assignment of these projects into appropriate periods are depicted in Table 7-1 which shows all proposed CIP projects (including AIP-funded, State-funded, Airport-funded, and privately funded) and estimated costs. Detailed cost estimates are provided in the Appendix. As mentioned previously, reauthorization of the FAA AIP by Congress may change the funding formulas used in these tables. It is important to note that the cost estimates for the individual projects are based on 2025 dollars,with no escalation. TABLE 7-1:CAPITAL IMPROVEMENT PROGRAM CIP Estimated Funding Sources ID Project Capital Costs Federal State Local Phase A Parallel Taxiway B with Relocation of Taxiways A2, $735,000 $662,409 $36,800 $36,800 A3,and A4(Design): B Utility Truck $75,000 $75,000 Repair of the De-Ice Pad Support Area and Slope $300,000 $300,000 (Design and Construction) D DEN Surplus Sale(Combo Units) $162,000 $162,000 E Blower Procurement $88,000 $88,000 F Additional Terminal Roof Repair $250,000 $250,000 G Terminal IT Upgrades $186,000 $186,000 H Amadeus Software and 3rd Party Software $60,000 $60,000 replacement I Taxiway B-Paving Phase 1 (Construction) $8,200,000 $7,916,047 $208,316 $1,000,000 J FIS Construction $21,000,000 $1,500,000 $19,500,000 K Lighting Vault EM Generator Replacement $100,000 $100,000 L Tower Generator Replacement $100,000 $100,000 JVIATION 7-14 A WOOLPERT COMPANY te EAGLE COUNTY . 4\kTPLANMASER Regional Airport M Airfield Lighting Computer $185,000 $185,000 N Maintenance Equipment Purchases $160,000 $160,000 O ARFF Bay Garage Door Replacement $79,000 $79,000 P Way Finding Study $65,000 $65,000 Q Terminal Chiller Replacement $500,000 $500,000 R Terminal Boiler Replacement $1,000,000 $1,000,000 S Terminal HVAC Controls $150,000 $150,000 T Terminal Lighting Computer $50,000 $50,000 U Meraki 5 Year License and Hardware Replacement $90,000 $90,000 ✓ ACUS Firewall(Amadeus) $75,000 $75,000 W Terminal Amadeus Ticket Counters $105,000 $105,000 X TSA Exit Lane Technology Installation $300,000 $300,000 Runway 7/25 Rehabilitation with Centerline and Runway 25 Touch Down Zone Lights,Lighting and $1,250,000 $1,187,500 $31,250 $31,250 Signage Improvements.Relocation of Taxiways A3,A4,&B3(Design) Acquire Aircraft Rescue&Fire Fighting(ARFF) $1,800,000 $810,000 $900,000 $90,000 Vehicle(Bid in 2025 for delivery in 2026) AA Airline GSE Parking Structure $700,000 $700,000 BB Plow/Blower Procurement $500,000 $500,000 CC Terminal Bag Claim Remodel(Design) $2,000,000 $2,000,000 DD Outgoing Baggage:Replace Industrial Control $250,000 $250,000 System(ICS) EE Terminal Paging System Upgrade $135,000 $135,000 FF Way Finding Improvements $700,000 $700,000 Runway 7/25 Rehabilitation with Centerline and GG Runway 25 Touch Down Zone Lights,Lighting and $20,000,000 $18,000,000 $234,028 $1,765,972 Signage Improvements.Relocation of Taxiways A3,A4,&B3(Construction) NH Taxiway B-Paving Phase 2 and Taxiway B Phase $1,000,000 $900,000 $50,000 $50,000 I Pavement Maintenance(Design) tl Taxiway A Pavement Maintenance(Design and $800,000 $720,000 $80,000 Construction) dJ Phase 4 Parallel Taxiway B with Relocation of $14,000,000 $12,600,000 $250,000 $1,150,000 Taxiways A2,A3,and A4(Construction) KK Airport Sustainability Plan $150,000 $135,000 $7,500 $7,500 LL Commercial Service Terminal Rehabilitation and $20,000,000 $20,000,000 Expansion-Phase 1 (Construction): MM Phase 5 Parallel Taxiway B with Relocation of $3,000,000 $2,529,000 $140,500 $140,500 Taxiways A2,A3,and A4(Construction) JVIATION 7-15 A wOO PEPT COMPANY ti; MASTER PLAN EAGLE COUNTY Regional Airport AL Commercial Service Terminal Area Landside NN Access and Parking—Phase 1 (Design and $17,000,000 $17,000,000 Construction) Phase I Total $117,300,000 $46,239,956 $2,578,394 $69,217,022 Phase II 00 Taxiway B-Paving Phase 2 and Taxiway B Phase $10,000,000 $9,000,000 $150,000 $850,000 I Pavement Maintenance(Construction) PP Acquire Aircraft Rescue&Fire Fighting(ARFF) $2,000,000 $1,800,000 $100,000 $100,000 Vehicle QQ Concrete Apron Pavement Rehabilitation: $2,000,000 $1,583,800 $87,989 $87,989 Commercial Service Terminal Rehabilitation and RR Expansion—Phase 2(Design) $2,000,000 $2,000,000 SS Commercial Service Terminal Rehabilitation and $25,000,000 $25,000,000 Expansion—Phase 2(Construction) TT Construct New Automobile Parking Lot on Cooley $18,000,000 $18,000,000 Mesa Road(Design and Construction) Commercial Service Terminal Area Landside UU Access and Parking—Phase 2(Design and $12,000,000 $12,000,000 Construction) W Pavement Maintenance: $1,300,000 $840,000 $230,000 $230,000 Phase II Total $72,300,000 $13,223,800 $567,989 $58,267,989 Phase III WW Expand Snow Removal Equipment(SRE)Building $3,000,000 $3,000,000 Commercial Service Terminal Area Landside XX Access and Parking—Phase 3(Design and $3,000,000 $3,000,000 Construction) Commercial Service Terminal Area Landside YY Access and Parking—Phase 4(Design and $13,000,000 $13,000,000 Construction) ZZ Commercial Service Terminal Rehabilitation and $2,000,000 $2,000,000 Expansion—Phase 3(Design) AA Commercial Service Terminal Rehabilitation and $20,000,000 $20,000,000 A Expansion—Phase 3(Construction) BB Parallel Taxiway B—Phase 2(Design and $4,000,000 $3,600,000 $200,000 $200,000 B Construction) CC Parallel Taxiway B—Phase 3(Design and $11,000,000 $9,900,000 $550,000 $550,000 C Construction) DD Extend Runway 7/25 and Taxiways A and B 1,000' $17,000,000 $15,300,000 $850,000 $850,000 D (Design and Construction) Phase Ill Total $73,000,000 $28,800,000 $1,600,000 $42,600,000 Grand Total $262,600,000 $88,263,756 $4,746,383 $170,085,011 Source: Jviation,a Woolpert Company Note that the phasing of projects is established based on a combination of immediate needs (e.g., timing of required pavement reconstruction, meeting market demands, etc.), compliance with current airport safety design standards, advancing airport goals, and funding availability. Projects shown in Phase I include those that are a higher priority to the airport's immediate needs, are timelier in nature, and/or are related to meeting FAA design standards. Projects included in Phase II and Phase III JVIATION 7-16 A WOOLPERT COMPANY t; EAGLE COUNTY Regional Airport MASTER PLAN tend to have more flexibility in terms of their timing and some could be adjusted based on factors such as funding availability, conditions of pavements, market demands at that future time, etc. The federal funding share for eligible AIP projects at EGE is typically 90 percent with the State of Colorado providing a 5 percent matching share, which leaves the local share also at 5 percent. For some of the projects, the funding share is different and based on revenue generating capability of the facility built or the department within the FAA that may be funding the project. Based on the CIP presented above, approximately$88.3 million in federal funds will be required to complete all the projects. Federal funding assistance for projects within each phase will exceed EGE's annual entitlements and will require the use of combined entitlements and discretionary funds. Additionally, state funding requirements for this CIP will total approximately $4.8 million, and local funding requirements will exceed$170 million. 7.2.3 Airport Operating Revenues and Expenses As described in Section 7.1.3, airport revenues are typically generated through user fees charged by a given airport for the facilities and services that it provides. These fees are normally established by that airport based on the market conditions within its service area and can vary dramatically from airport-to-airport. At EGE, operating revenues are realized through several sources: • Aircraft Fuel Sales • Ground/Land Leases • Tiedown/Ramp Fees • Landing Fees • Concessions • Airline Fees • Rental Car Fees • Public Parking Fees • Other miscellaneous sources As additional airport development occurs,the number of based aircraft and itinerant aircraft operations should reasonably be expected to increase, resulting in a commensurate increase in airport operating revenues(revenues associated with fuel sales, aircraft tiedowns and landing fees are directly influenced by traffic levels). Additionally, as new leases are enacted and existing leases are updated to reflect prevailing rates and terms, revenues will continue to grow over the long term. Ideally, operating revenues will at least offset the airport's O&M costs. Primary components of O&M costs at EGE include, but are not limited to, the following elements: • Salaries/Benefits/Pensions • Operating 7-17 ti; MASTER PLAN EAGLE COUNTY Regional Airport o Maintenance o Repairs o Utilities o Materials and Supplies • Capital Outlay • Debt Service As described previously, EGE is owned and operated by Eagle County, Colorado, which maintains and develops capital improvements to EGE facilities and functions as the airport sponsor for FAA grant funding approval purposes. As sponsor, the County maintains the revenues and expenses for EGE.Additionally,the Eagle County Air Terminal Corporation (ECAT) was established as a nonprofit organization to own and operate the commercial passenger terminal building and other related improvements on behalf of the County. ECAT also maintains revenues and expenses for its facilities. To establish a complete view of EGE's financial condition, both entities must be viewed individually and jointly. Thus, the historical operating revenues and expenses for EGE between 2019 and 2022 as well as the budgeted numbers for 2023 are presented below in Table 7-2. The historical operating revenues and expenses for ECAT between 2019 and 2022 as well as the budgeted numbers for 2023 are presented below in Table 7-2 and Table 7-3. Finally,a summary of both entities is presented in Table 7-4. Table 7-2:Airport Operating Revenues and Expenses(Historical)for Eagle County Regional Airport 2019(Actual) 2020(Actual) 2021(Actual) 2022(Actual) 2023(Budget) Operating Revenues Airline Revenue $959,723 $589,905 $1,163,600 $993,394 $1,000,000 Landing Fees $606,796 $665,246 $818,328 $824,260 $650,000 Aviation Fuel $347,520 $371,700 $460,211 $521,107 $344,500 Public Parking $86,104 $141,428 $247,647 $429,487 $150,000 Rental Car $848,652 $799,173 $1,152,987 $1,233,833 $814,000 Airport Leases $2,097,750 $2,101,915 $2,244,241 $2,144,563 $2,214,279 Services&Fees $1,147,612 $1,208,234 $1,374,618 $1,667,711 $1,466,742 Other Income $30,423 $7,175 $12,447 $435,884 $0 Sales Tax&Refunds $527,097 $551,215 $699,284 $846,663 $601,960 Other Revenue $21,755.27 $141,009.50 $5,853 $20,425 $0 Operating Revenue Total $6,673,435 $6,577,003 $8,179,218 $9,117,327 $7,241,481 Capital Revenue Grants(Federal/State/Other) $18,667,957 $5,727,876 $3,986,593 $1,098,825 $14,733,000 Capital Revenue Total $18,667,957 $5,727,876 $3,986,593 $1,098,825 $14,733,000 JVIATION 7-18 MASTER PLAN EAGLE COUNTY Regional Airport Ail INNEd* — :' 1 Ail."' 2019(Actual) 2020(Actual) 2021(Actual) 2022(Actual) 2023(Budget) All Revenue Total $25,341,392 $12,304,879 $12,165,812 $10,216,153 $21,974,481 Operating Expenses Salary/Benefits/Pensions $2,495,480 $2,443,956 $2,444,269 $2,883,099 $3,655,832 Services&Utilities $911,989 $936,726 $1,206,449 $1,626,601 $2,921,090 Supplies $360,717 $235,734 $352,482 $549,360 $498,821 Misc.Expenses&Fees $871,548 $820,576 $706,391 $742,313 $916,803 Capital Outlay $21,647,325 $3,158,083 $804,875 $1,157,231 $16,804,056 Debt Service $0 $0 $0 $0 $0 Operating Expenses Total $26,287,059 $7,595,077 $5,514,466 $6,958,605 $24,796,602 Source:EGE 7-19 tip EAGLE COUNTY Regional Airport MASTER PLAN iiii limmEd* iNIIIIhRe. Table 7-3:Airport Operating Revenues and Expenses(Historical)for 1 Eagle County Air Terminal Corporation(ECAT) 2019(Actual) 2020(Actual) 2021(Actual) 2022(Actual) 2023(Budget) Operating Revenues Airline Revenue $2,742,440 $2,741,073 $2,742,440 $2,742,440 $2,742,444 Advertising $150,350 $143,750 $78,750 $132,225 $120,000 Ground Transportation $337,089 $271,987 $264,318 $297,374 $280,000 Rental Car $1,579,038 $1,359,775 $1,730,207 $1,830,457 $1,465,000 Concessions $223,695 $280,073 $220,324 $399,928 $350,000 Misc.Rental/Lease $115,637 $409,787 $421,397 $452,296 $431,853 Interest Income $521,133 $92,114 $6,285 $327,578 $100,000 Other Revenue $2,276 $21,329 $15,736 $26,918 $4,500 Operating Revenue Total $6,673,435 $6,577,003 $8,179,218 $9,117,327 $7,241,481 Capital Revenue Grants(Federal/State/Other) $18,667,957 $5,727,876 $3,986,593 $1,098,825 $14,733,000 Passenger Facility Charges(PFCs) $664,866 $488,653 $845,628 $755,990 $550,000 Customer Facility Charges(CFCs) $0 $0 $0 $0 $0 Capital Revenue Total $1,308,560 $488,653 $2,686,078 $755,990 $550,000 All Revenue Total $6,980,218 $5,808,542 $8,165,534 $6,965,205 $6,043,797 Operating Expenses Airport Management Fee $440,400 $447,506 $458,960 $471,585 $495,575 Maintenance $599,443 $446,037 $537,219 $581,221 $603,147 Land Lease $266,400 $233,090 $239,497 $242,425 $255,073 Services&Utilities $1,059,062 $841,761 $1,414,935 $1,122,214 $1,064,776 Supplies $2,138 $15,839 $40,103 $55,572 $152,250 Capital Outlay $5,642,107 $2,466,674 $2,444,531 $2,553,549 $225,000 Debt Service $1,661,383 $1,621,250 $1,579,863 $1,814,434 $2,466,800 Operating Expenses Total $9,670,934 $6,072,156 $6,715,107 $6,841,000 $5,262,621 Source:EGE JVIATION 7-20 MASTER PLAN EAGLE COUNTY Regional Airport AL ,N11116... Table 7-4:Airport Operating Revenues and Expenses(Historical)for EGE and ECAT 2019(Actual) 2020(Actual) 2021(Actual) 2022(Actual) 2023(Budget) Eagle County Regional Airport(EGE) All Revenues Total $25,341,392 $12,304,879 $12,165,812 $10,216,153 $21,974,481 All Expenses Total $26,287,059 $7,595,077 $5,514,466 $6,958,605 $24,796,602 Eagle County Air Terminal Corporation(ECAT) All Revenues Total $6,980,218 $5,808,542 $8,165,534 $6,965,205 $6,043,797 All Expenses Total $9,670,934 $6,072,156 $6,715,107 $6,601,503 $5,262,621 Grand Totals for EGE and ECAT All Revenues Total $32,321,610 $18,113,421 $20,331,346 $17,181,358 $28,018,278 All Expenses Total $35,957,993 $13,667,233 $12,229,573 $13,560,108 $30,059,223 Net Grand Totals ($3,636,383) $4,446,188 $8,101,773 $3,621,250 ($2,040,945) Source:EGE The amount of land leased,the lease rates charged, and levels and types of aviation activity that generate fuel sales, landing fees,aircraft parking,and other user fees are the primary factors affecting operating revenues at the Airport. Since 2019, airline activities have generated an average of 25 percent of EGE's operating revenue, followed by rental car/ground transportation activities(19 percent)and various land leases(17 percent)with the remaining 40 percent accounted for through a variety of other sources. 7.2.4 Airport Rates and Charges In accepting FAA AIP grants,the Airport must abide by 39 FAA Grant Assurances. It is important that the Airport continue to consider the applicable guidelines with respect to the future establishment of lease rates and other income-generating fees: • FAA grant assurance number 22, Economic Nondiscrimination, states: "It (i.e., the airport sponsor) will make the airport available as an airport for public use on reasonable terms and without unjust discrimination to all types, kinds and classes of aeronautical activities, including commercial aeronautical activities offering services to the public at the airport." • FAA grant assurance number 22 goes on to state that the airport sponsor will charge, "reasonable and not unjustly discriminatory prices," and will also ensure that any airport tenants who enter into an agreement with the sponsor will: "furnish said services on a reasonable, and not unjustly discriminatory, basis to all users." • Finally, FAA grant assurance 22 states: "Each fixed-based operator at the airport shall be subject to the same rates,fees, rentals,and other charges as are uniformly applicable to all other fixed-based operators making the same or similar uses of such airport and utilizing the same or similar facilities." 7-21 CipMASTER PLAN EAGLE COUNTY ""�;�-- Regional Airport I • FAA strongly encourages airport sponsors to set rates and charges that will make an airport as financially self-sustaining as possible given the circumstances at that particular airport. • The airport sponsor cannot use/include any FAA grants in establishing fees, rates, and charges for users of that airport. • The airport sponsor cannot permit any exclusive rights for the use of the airport by any person providing, or intending to provide, aeronautical services to the public. However,the airport sponsor may choose to provide any commercial aeronautical service on an exclusive basis. • The FAA considers any lease with a term of greater than 20 years to be long- term;a lease of 50 years or greater may violate FAA policy(source: FAA Order 5160.9B,Airport Compliance Manual). FAA generally considers 50-year lease terms to be the equivalent of the sale of airport property,which the FAA will allow only under very specific circumstances. It also considers 50-year lease terms as infringing on the powers of the sponsor.The FAA recommends that lease terms extend no longer than the end of the amortization period and/or useful life of the facility. The FAA requires airport sponsors to charge fair market value (FMV)for leases with non-aeronautical tenants. The agency permits the airport sponsor latitude in determining FMV, which may be calculated using several different techniques including appraisals, comparable assessments, and compensatory or cost recovery systems. However, it must also be recognized that when setting new or adjusting existing rates and charges, airports and their tenants are bound not just by FAA policies, but also by market forces. Airports and their FBOs operate in an extremely competitive environment, and aviation users are known to be very price sensitive. As a result, while airport sponsors and the FAA may set a priority on achieving financial self- sufficiency, setting rates and charges on aeronautical users to achieve that goal may adversely impact the level of activity at the airport if competing airports and their FBOs have lower rates and charges. Therefore, an airport sponsor must be judicious in establishing appropriate rates and charges to balance its individual financial need with market realities to maximize its own benefit as well as that of its tenants. The FAA does not maintain a database of rates and charges set by airports. Some state aeronautics agencies (including Florida, Massachusetts, Montana, Wisconsin, and Wyoming) have undertaken statewide surveys of airport rates and charges, and individual airports also conduct surveys of adjacent airports and FBOs. However, most rates and charges surveys are typically not updated regularly. The rates and charges surveys reveal that there is little consistency between airports: • Within each state, airport rates and charges can vary widely. Landing charges,tie-down and fuel flowage fees, land and building leases, etc. range from none to many dollars per item. • Some airports impose a wide variety of fees, while others charge relatively few fees. • Some airports update their rates and charges regularly,while other airports rarely change their rates and charges. —A/MTION 7-22 MASTER PLAN EAGLE COUNTY Regional Airport NMINEN11* IN1161111u. • Additionally, most surveys do not include the actual amount of revenue generated by each fee within a given fiscal year, what percentage of total revenue is generated by each fee, or whether each airport is financially self- sufficient based on their rates and charges. Several factors affect what rates and charges an airport can impose: • The lease agreements in place affect an airport's ability to impose new fees and/or change existing fees. While the FAA provides guidance on leases between airports and tenants, it does not review and comment on leases unless specifically requested to do so. • Some airports own all or most of the buildings, while others have relied on private investment to construct, operate, and improve buildings and other facilities on the airport. Leases also have a bearing on this issue;some airport leases have reversion clauses whereby all improvements constructed by a third party revert to airport ownership at the end of the lease term, while other airports do not. • The amount of property available for both aeronautical and non- aeronautical development can affect revenue generation potential. For example, some airports that have substantial amounts of surplus property that generate significant revenue each year. This surplus may keep airfield rates and charges relatively low, which enhances their competitive standing among area airports. • The airport's ability and/or its FBO to collect and track fees may influence rates and charges. Some airports choose not to impose landing or tie-down fees because they do not have the staff or resources for collection.Also,the cost to collect the fees may exceed the revenue generated. • The level of competition from area airports and FBOs. • The demand for aviation facilities and services within a given market area, including short and long-term trends in specific aviation sectors such as airline service,general aviation activity, and military activity. Given those variables,caution must be used when considering other airport rates and charges as guidance. Because the economy is constantly changing, it is important for EGE to be vigilant in ensuring that its rates and charges are appropriate for area market conditions. Rates and charges at EGE are presented in Table 7-5. 7-23 teMASTER PLAN EAGLE COUNTY Regional Airport yyi y f Table 7-5:Airport Rates and Charges(as of January 8, 2023) Categories Fees Landing Fees Commercial Signatory $3.22 per 1,000 lbs Non Signatory $3.86 per 1,000 lbs Fixed Base Operator For Aircraft with MTOW> 12,500 lbs $3.00 per 1,000 lbs Commercial Passengers Airline Terminal Rental $50.50 Passenger Facility Charge(PFC) $4.50 Badges and Security Badges Security Identification Badge Fee $35(New SIDA badges) Security Identification Badge Fee $25(AOA and renewal SIDA badges) Keys Lost or Stolen Key Cost to Re-Key Compromised Locks($100 min) Concessions Terminal Automatic Teller Machine $0.50 Per Surcharged Transaction Alcohol Sales %of Gross Sales(17%up to$1M,then 18%) Food and Beverage,Vending Machines, Retail %of Gross Sales (14%up to$1M,then 15%) Restaurant/Retail Space $4/sq foot(Collected ONLY Jan, Feb, Mar,Apr, Dec) Greater of Minimum Annual Revenue Guarantee of$120,000 or%of sales Terminal Advertising (15%of Gross Sales of the first$750,000.00 in sales, 30%of Gross Sales over$750,000.00, 50%of Gross Sales over $1,250,000.00) Fixed Base Operator Customs& Border Patrol Screening&Agent Costs Fuel Flowage Jet A and AvGas $0.08 Per Gallon Military Exempt,Collected Monthly Tie Downs 50%Collected monthly Airport Access Fee 3%Collected monthly Landing Fees 85%Collected monthly Land Leases Improved Land Lease Rate $0.35 Per Square Foot Per Year Land Lease Term 25 Years(Varies by lease) Hangar Lease Rate $0.35 Per Square Foot Per Year (Past Leases Vary Per Year and CPI at Time of Lease) Hangar Lease Term 5-15 Years Varies by lease End of Lease Clause Reverts To Airport Utilities Paid by Tenant All Annual Rate Increase Structure CPI Adjusted or 3%increase annually(Varies by lease) Large T-Hangars $250 Per Month Uncovered Ramp Tie Downs $50 Per Month Parking Public JVIATION - 7-24 A WOCAPERr COMPANY MASTER PLAN EAGLE COUNTY RegionalAirport iN111166 30 Minute Spots Free 7-Day Lots $8 per day(Daily Rate-prepayment required) 30-Day Lots $6 per day(Daily Rate-prepayment required) Permit Lot B $100/mo, $500/6mo, $800/year(Reserved lot) Employee Employee Lot $20 parking permit (One time as long as employee is actively employed) Permit Lot A $25 per month (Employees overnight) Rental Car In Terminal Terminal Space Rent $4.01 Per Square Foot Per Month %of Gross Revenue to Airport 6% Every Month of Gross Revenue to Eagle County Air Greater of 10%or Privilege Fee Monthly(Dec—Apr) Terminal Corporation-Dec Through Apr %of Gross Revenue to Eagle County Air o Terminal Corporation-May Through Nov 10%Monthly(May—Nov) Minimum Revenue Guarantee Per Bid (Annually) Ready and Return Space Rental Cost $59 Per Space Per Month (Increases Annually by$3) Overflow Parking Space Rental Cost $0.08 Per Square Foot Per Year Off Airport %of Gross Revenue to Airport 6%Every Month Fixed Base Operator %of Gross Revenue to Airport 6%Every Month Ground Transportation In Terminal Terminal Space Rent $4.01 Per Square Foot Per Month %of Gross Revenue to Eagle County Air Greater of Monthly Privilege Fee or Total Per Trip Terminal Corporation Fees Per Month Monthly Minimum Revenue Guarantee Per Bid (Annually) 25 Spaces Included with Larger Counter Reserved Parking Space Rental Cost 9 Spaces Included with Smaller Counter (Per Space Per Month) Off Season Vehicle Storage $15 Per Space Per Month Off Airport Access Registration Permit $300 per vehicle Annually(11/15-12/15) TNC Uber/Lyft $3 (Drop off and Pick up) Source:EGE Additionally, EGE has rates and charges for miscellaneous uses, including building rentals, utility services, and other administrative fees. 7.2.5 Airport Revenue Enhancement Considerations As noted above, airports have a variety of revenue sources that provide multiple opportunities for revenue enhancement. Revenue generally falls into one of two categories: • Aeronautical: tie-down, fuel flowage fees, aviation-related land leases, hangar and terminal rental, additional services, etc. `/ t ION 7-25 tii; MASTER PLAN EAGLE COUNTY Regional Airport • Non-Aeronautical: non-aviation land leases,advertising,vehicle parking,etc. When examining revenue enhancement opportunities, airports should ask themselves the following questions: • How will a change in rates and charges negatively impact traffic? Most aviation users are price-sensitive and have alternative airports and/or FBOs they could use. • Are new fees easy to collect and manage, and/or does the airport have the staff and resources to collect the fees? Many airports,for example,find that consistently collecting landing and tie-down fees are difficult and expensive. Airports often have FBOs collect the fees, only a fraction of which are returned to the Airport. Airports that have instituted a percentage of gross fee revenue, for example, find that auditing tenants to confirm annual income levels is time-consuming and expensive. • Are new fees or increased rates and charges non-discriminatory? FAA grant assurances specifically require that airport rates and charges be"reasonable and not discriminatory." Aside from incremental increases in user fees, lease rates, landing fees,etc.to match prevailing area rates,the most significant revenue enhancement opportunity for the Airport is in the establishment of CFCs. As described previously, CFCs are common financing tools collected by rental car companies designed to help fund related landside improvements at commercial service airports.This represents an unrealized revenue resource for the Airport that could provide supporting funding for many of the terminal area landside improvements proposed previously. 7.3 FINANCIAL PLAN SUMMARY EGE has a long history of being a fully self-sustaining entity that can fund many capital projects without the support of local tax revenues. Ongoing revenue generation and growth will continue go toward supporting the continued development and operation of the Airport for the benefit of its users and benefactors. The primary goal for EGE is to continue to operate as a facility that will best serve the evolving air transportation needs of the region while simultaneously maintaining itself as a self-sustaining economic generator for Eagle County and the surrounding region.This Airport Master Plan can best be described as the road map to helping the Airport achieve its goals. However, planning is a continuous process that does not end with the completion of the master plan.The fundamental issues that have driven this master plan will remain valid for many years but will require updates to address on-going and changing needs. Therefore, the ability to continuously monitor the existing and forecast status of airport activity will be a key ingredient in maintaining the applicability and relevance of this study. To realize those goals through the successful implementation of airport development projects, EGE must make sound and measured decisions. Two of the most crucial factors in influencing the decision to move forward with a specific improvement are airport activity and funding availability. Both factors must be considered in the implementation of this master plan because while airport activity levels provide the JVIATiON 7-26 MASTER PLAN EAGLE COUNTY :„Itirtigid Regional Airport "what" and the "why" in the establishment of airport improvements, the availability/timing of funding provides the "how." The "what" and the "why" have been discussed in detail in previous chapters.This chapter has addressed the "how" by providing an overview of the practical financial realities required to implement this overall airport development program. While every effort has been made in this chapter to conservatively estimate when development may be required, aviation demand and the availability of financial resources for capital projects will ultimately dictate if facility improvements should be implemented,accelerated or delayed. Based on the assumptions identified within the previous sections and subject to the availability of FAA funding, local funding, and the identification of other funding sources described in the analysis,implementation of the master plan CIP is financially feasible. However, the most significant concerns for implementation of this CIP are the availability of FAA discretionary funding and the identification of other funding sources beyond federal and local. Without those funding mechanisms, several projects must necessarily be shifted to later phases until funding is identified or is made available by accumulating airport revenue or grant funding. 7-27 licEAGLE COUNTY Regional Airport 1 1 ,,w ws f lift 0 iii .., .__ ___. , , _ _ _ 70. - .-77.-,---- ------4----- ----7_ a I aii. __. ___. I IIN EN II -- .... MO t 1 or LP IIII ;1,I II or I I , 1111,11 - . its,t..., , 16 I r `. '''''-g _ i Ai isin , Liwi AI , .... APPEN DICES JVIATION® A WOOLPERT COMPANY v 111166P-., , CO EAGLE COUNTY MASTER PLAN Regional Airport Table of Contents A. Aviation Glossary of Terms A-1 B Terminal Area Study B-1 C. Landside Transportation C-1 D Recycling, Reuse and Waste Reduction Plan D-1 E Noise Contours Report E-1 F Eagle County Community Resilience Plan F-1 G. Eagle County Climate Action Plan G-1 H. Project Advisory Committee (PAC) Meeting Presentations H-1 tOp EAGLE COUNTY Regional Airport _— -----, , -7 — , _Atv s' —216,•Ar; • sc..., ''...404,11,7`...-. ,... .-..., _ -... . _ , - •; -.lark .,,,,, , . . ,.? -. • -470‘.0' " .- ::-°i; '' - -.., . ..t,EAGLE COUNTY REGIONAL AIRPORT MASTER PLAN ..., / / ._P I i i i_/.. _ J-i \3 Ail \WM Ik*Ibliaffigd416 LA ' ' teMASTER PLAN EAGLE COUNTY -- Regional AirportN11611116,. A. AVIATION GLOSSARY OF TERMS ABOVE GROUND LEVEL (AGL). An altitude that is measured with respect to the underlying ground. ACCELERATED-STOP DISTANCE AVAILABLE(ASDA).See Declared Distances. ACI-NA.Airports Council International—North America. ADMINISTRATOR. Federal Aviation Administrator or any person to whom he has delegated his authority in the matter concerned. ADVISORY CIRCULAR (AC). External communications or publications issued by the FAA to provide non-regulatory guidelines for the recommendations relative to a policy,and guidance and information relative to a specific aviation subject matter.An example of this is AC 150/1300-13A,Airport Design, which is frequently referenced throughout a typical master plan. AIR CARRIER. A person or company who undertakes directly by lease, or other arrangement,to engage in air transportation. AIR ROUTE TRAFFIC CONTROL CENTERS(ARTCC). A facility responsible for en route control of aircraft operating under IFR in a particular volume of airspace (within its area of jurisdiction) at high altitudes between airport approaches and departures. Approximately 26 such centers cover the Unite States. AIR TAXI.An aircraft operating under an air taxi operating certificate for the purpose of carrying passengers, mail, cargo for revenue in accordance with FAR 121 or FAR Part 135. AIR TRAFFIC. Any aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas. AIR TRAFFIC CONTROL (ATC). A service provided by ground-based controllers who direct aircraft on the ground and in the air.The primary purpose of ATC systems is to separate aircraft to prevent collisions, to organize and expedite the flow of traffic, and to provide information and other support for pilots when able. AIR TRAFFIC CONTROL TOWER (ATCT). A facility in the terminal air traffic control system located at an airport which consists of a tower cab structure and an associated instrument flight rules rooms, if radar equipped, that uses ground-to-air and air-to- ground communications and radar,visual, signaling, and other devices to provide for the safe and expeditious movement of terminal area air traffic in the airspace and airports within its jurisdiction. AIR TRAFFIC CONTROL (ATC) SERVICE. A service provided for the purpose of promoting the safe, orderly, and expeditious flow of air traffic, including airport, approach, and enroute air traffic control services. ATC is provided by the Federal Aviation Administration, a branch of the federal government under the Department of Transportation or,at Airport Traffic Control Tower(ATCT),through an independent service provider contracted with the Federal Aviation Administration. A-1 MASTER PLAN EAGLE COUNTY Regional Airport AIRCRAFT.A device that is used or intended to be used for flight in the air. • Airplane. An engine-driven fixed-wing aircraft heavier than air that is supported in flight by the dynamic reaction of the air against its wings. o Large Airplane. An airplane of more than 12,500 pounds maximum certified takeoff weight. o Small Airplane. An airplane of 12,500 pounds or less maximum certified takeoff weight. • Balloon.A lighter-than-air aircraft that is not engine-driven,and that sustains flight through the use of either gas buoyancy or an airborne heater. • Glider. A heavier-than-air aircraft that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine. • Heavy Aircraft. Aircraft capable of takeoff weight of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. • Helicopter. A rotorcraft that, for horizontal motion, depends principally on its engine-driven rotors. • Large Aircraft. Aircraft of more than 41,000 pounds maximum certified takeoff weight, up to 255,000 pounds • Regional Jet (RJ). There is no regulatory definition for an RJ; however, for FAA use, an RJ is a commercial jet airplane that carries fewer than 100 passengers. • Rocket.An aircraft propelled by ejected expanding gases generate in engine from self-contained propellants and not dependent on the intake of outside substances. • Rotorcraft.A heavier-than-air aircraft that depends principally for it support in flight on the lift generated by one or more rotors. • Small Aircraft. Aircraft of 41,000 pounds or less maximum certified takeoff weight. AIRCRAFT APPROACH CATEGORY (AAC). A grouping of aircraft based on approach speed, defined as 1.3 times the aircraft stall speed at maximum certificated takeoff weight.The categories are as follows: • Category A: Speed less than 91 knots. • Category B: Speed 91 knots or more but less than 121 knots • Category C:Speed 121 knots or more but less than 141 knots. • Category D: Speed 141 knots or more but less than 166 knots. • Category E: Speed 166 knots or more. AIRCRAFT DEICING PAD.See Deicing Pad. AIRCRAFT ENGINE. The component of the propulsion system for an aircraft that generates mechanical power. They are almost always either lightweight piston engines or gas turbines, although electric engines are currently in development. A-2 MASTER PLAN te EAGLE COUNTY Regional Airport iN11611116. • Piston Engine.A heat engine that uses one or more reciprocating pistons to convert pressure generated from aviation gasoline into a rotating motion. • Turbine Engine.A mechanical device or engine that spins in reaction to fluid flow through or over it. This device is used in turbofan, turbojet, and turboprop-powered aircraft and utilizes jet fuel. o Turbofan.A turbojet engine whose thrust has been increased by the addition of a low-pressure compressor fan. o Turbojet. An engine that derives power from a fanned wheel spinning in reaction to burning gases escaping from a combustion chamber. The turbine in turn drives a compressor and other accessories. o Turboprop. A turbine engine in which the rotating turbine turns a propeller. AIRCRAFT OPERATION. See Operation. AIRCRAFT RESCUE AND FIRE FIGHTING(ARFF).A special category of fire fighting that involves the response, hazard mitigation, evacuation and possible rescue of passengers and crew of an aircraft involved in (typically) an airport ground emergency. AIRPLANE. See Aircraft. AIRPLANE DESIGN GROUP (ADG). A numerical classification aircraft based on wingspan or tail height. Where an airplane is in two categories,the most demanding category should be used.The groups are as follows: • Group I: Up to but not including 49 feet wingspan or tail height up to but not including 20 feet. (e.g. Cessna 172) • Group II:49 feet up to but not including 79 feet wingspan or tail height from 20 up to not including 30 feet. (e.g. Cessna Citation Business jet). • Group III: 79 feet up to but not including 118 feet wingspan or tail height from 30 up to but not including 45 feet. (e.g. Boeing 737) • Group IV: 118 feet up to but not including 171 feet wingspan or tail height from 60 up to but not including 66 feet. (e.g. Boeing 767) • Group V: 171 feet up to but not including 214 feet wingspan or tail height from 60 up to but not including 66 feet. (e.g. Boeing 747) • Group VI: 214 feet up to but not including 262 feet wingspan or tail height from 66 up to but not including 80 feet. (e.g.Airbus A380) AIRPORT.An area of land or water that is used or intended to be used for the landing and takeoff of aircraft, and includes its buildings and facilities, if any. Different types of airports include the following: • Cargo Service Airport. An airport served by aircraft providing air transportation of property only, including mail, with an annual aggregate landed weight of at least 100 million pounds. A-3 tipMASTER PLAN EAGLE COUNTY Regional Airport • Certificated Airport. An airport that has been issued an Airport Operating Certificate (AOC) by the FAA under the authority of FAR Part 139, Certification and Operation. • Commercial Service Airport.A public airport providing scheduled passenger service that enplanes at least 2,500 annual passengers. • General Aviation Airport.An airport that provides air service to only general aviation. • Hub Airport. An airport that an airline uses as a transfer point to get passengers to their intended destination. It is part of a hub and spoke model, where travelers moving between airports not served by direct flights change planes en route to their destinations. o Large Hub Airport.An airport that handles over 1%of the country's annual enplanements. o Medium Hub Airport. An airport that handles 0.25% >_ 1% of the country's annual enplanements. o Small Hub Airport. An airport that handles 0.05% >_ 0.25% of the country's annual enplanements. o Non-Hub Airport. An airport that handles over 10,000 enplanements, but less than 0.05% of the country's annual enplanements. • International Airport. Relating to international flight, it means: o An airport of entry which has been designated by the Secretary of Treasury or Commissioner of Customs as an international airport for customs service. o A landing rights airport at which specific permission to land must be obtained from customs authorities in advance of contemplated use. o Airports designated under the Convention on ICAO as an airport for use by international commercial air transport and/or international general aviation. • Primary Airport.A commercial service airport that enplanes at least 10,000 annual passengers. • Reliever Airport.General aviation airports in a major metropolitan area that provides pilots with attractive alternatives to using congested hub airports. • Uncontrolled Airport.An airport without an air traffic control tower at which the control of VFR traffic is not exercised. Pilots "see and avoid"other traffic without the aid of air traffic control. AIRPORT AUTHORITY. A quasi-government public organization responsible for setting the policies governing the management and operation of an airport or system of airports under its jurisdiction. AIRPORT CAPITAL IMPROVEMENT PLAN (CIP). The planning program used by the FAA to identify,prioritize,and distribute funds for airport development and the needs of National Airspace System (NAS)to meet specified national goals and objectives. AIRPORT CERTIFICATION MANUAL (ACM).An approved ACM is an extension of the Part 139 regulation and its contents are legally enforceable under Federal law. An ACM should describe how a certificate holder complies with Part 139 requirements in a manner acceptable to the Administrator. A-4 COMASTER PLAN EAGLE COUNTY Regional Airport AIRPORT DIAGRAM. A diagram of an airport that is specifically designed to assist in the movement of ground traffic at locations with complex runway/taxiway configurations. AIRPORT ELEVATION.The highest point of an airport's usable runway(s)expressed in feet above mean sea level (MSL). AIRPORT EMERGENCY PLAN(AEP).A coordinated plan to provide emergency related actions to ensure for the safety of and emergency services for the airport and community. AIRPORT FACILITY DIRECTORY (AFD). Now known as a Chart Supplement, a publication with information on all airports, seaplane bases, and heliports open to the public.This publication is issued in seven volumes according to geographical area, and includes communications data, navigational facilities,and certain special notices and procedures. AIRPORT HAZARD. Any structure or natural object located on or in the vicinity of a public airport, or any use of land near such airport, that obstructs the airspace required for the flight of aircraft in landing or taking off at the airport or is otherwise hazardous to aircraft landing,taking of, or taxiing at the airport. AIRPORT IMPROVEMENT PROGRAM (Alp). An FAA program authorized by the Airport and Airway Improvement Act of 1982 that serves as the primary source of funding airport planning and development.This funding is provided at specific levels, • with the funding priority based on the airport's Capital Improvement Program (CIP) and available funds. AIRPORT INFLUENCE AREA.The area defined by overlaying the FAR Part 77 Imaginary Surfaces,Aircraft Accident Safety Zone data, and Noise Contour data over the top of an existing land use map,critical areas map or other base map. AIRPORT LAYOUT PLAN (ALP). A scaled drawing (or set of drawings), in either traditional or electronic form, of current and future airport facilities that provides a graphic representation of the existing and long-term development plan for the airport and demonstrates the preservation and continuity of safety, utility, and efficiency of the airport to the satisfaction of the FAA. AIRPORT LIGHTING. Various lighting aids that may be installed on an airport. Types of airport lighting include: • ALS.See Approach Light System. • Boundary Lights. Lights defining the perimeter of an airport or landing area. • Runway Centerline Lighting. Flush centerline lights spaced at 50-foot intervals beginning 75 feet from the landing threshold and extending to within 75 feet of the opposite end of the runway.Only used on Category II/III ILS Runways. • Runway Edge Lights. Lights used to outline the edges of the runways during periods of darkness or restricted visibility conditions. They are usually uniformly spaced at intervals of approximately 200 feet, and intensity may A-5 MASTER PLAN EAGLE COUNTY , Regional Airport be controlled or preset. These light systems are classified according to the intensity they are capable of producing: o High Intensity Runway Lights(HIRLs). o Medium Intensity Runway Lights(MIRLs). o Low Intensity Runway Lights(LIRLs). • Runway End Identifier Lights (REIL). Provides rapid and positive identification of the approach end of particular runway.The system consists of a pair of synchronized flashing lights, one on each side of the runway threshold. • Thre shold Lights. Fixed lights arranged symmetrically left and right of the runway centerline, identifying the runway threshold. Lights are green for arriving aircraft and red for departing aircraft. • Touchdown Zone Lighting. Two rows of transverse light bars located symmetrically about the runway centerline normally at 100-foot intervals. Only used on Category II/III ILS Runways. AIRPORT MARKINGS. Markings used on runway and taxiway surfaces to identify a specific runway, a runway threshold, a centerline, a hold line, etc. A runway should be marked,in accordance with its present usage such as: 1) Visual, 2) Nonprecision instrument,3) Precision Instrument. AIRPORT MASTER PLAN. A comprehensive study of an airport that focuses on the short-, medium-, and long-term development plan to meet future aviation demand of the airport. AIRPORT OBSTRUCTION CHART (OC). A scaled drawing depicting the FAR Part 77 imaginary airspace surfaces, a representation of objects that penetrate these surfaces, runway, taxiway, and ramp areas, navigational aids, buildings, roads, and other detail in the vicinity of the airport. AIRPORT OPERATIONS AREA (AOA). An area of an airport used or intended to be used for landing, takeoff, or surface maneuvering of aircraft. An AOA includes such paved areas or unpaved areas that are used or intended to be used for the unobstructed movement of aircraft in addition to its associated runway,taxiways, or apron. AIRPORT OPERATOR. The operator (private or public) or sponsor of a public-use airport. AIRPORT REFERENCE CODE(ARC).A coding system used to relate the airport design criteria to the operational and physical characteristics of the airplanes intended to use the airport or the critical aircraft. It is a two-character code consisting of the Aircraft Approach Category and the Airplane Design Group. AIRPORT REFERENCE POINT (ARP). The latitude and longitude of the approximate center of the runway(s)at an airport. AIRPORT SIGNS. Signs used to identify items and locations on the airport. Following are the most common sign types: A-6 MASTER PLAN CO EAGLE COUNTY Regional Airport ,j ►1 • Boundary Sign.These signs are used to identify the location of the boundary of the RSA/ROFZ or ILS critical areas for a pilot, or an existing the runway. These signs have a black inscription on a yellow background. • Destination Sign. These signs indicate the general direction to a remote location. They have black inscriptions on a yellow background and ALWAYS contain an arrow. • Direction Sign.These signs indicate directions of taxiways leading out of an intersection.They may also be used to indicate a taxiway exit from a runway. These signs have black inscriptions on a yellow background and ALWAYS contain arrows. • Information Sign. These signs are installed on the airside of an airport and are considered to be signs other than mandatory signs. They have black inscriptions on a yellow background. • Location Sign. These signs identify the taxiway or runway upon which the aircraft is located. The sign has yellow inscriptions on a black background with a yellow border and does NOT use arrows. • Mandatory Instruction Sign. They denote taxiway/runway intersections, runway/runway intersections, ILS critical areas, OFZ boundaries, runway approach areas, CAT II/II operations areas, military landing zones, and no entry areas.These signs have white inscriptions with a black outline on a red background. • Roadway Sign.These signs are located on the airfield and are solely intended for vehicle operators. They should conform to the categorical color codes established by the Manual on Uniform Traffic Control Devices(MUTCD). • Runway Distance Remaining Signs.These signs are used to provide distance remaining information to pilots during takeoff and landing operations.These signs have a white numeral inscription on a black background. AIRPORT SPONSOR. The entity that is legally responsible for the management and operation of an airport including the fulfillment of the requirements of laws and regulations related thereto. AIRPORT SURVEILLANCE RADAR(ASR).A radar system used at airports to detect and display the position of aircraft in the terminal area. AIRSIDE. The portion of an airport that contains the facilities necessary for the operations of aircraft. ANNUAL SERVICE VOLUME (ASV). The number of annual operations that can reasonably be expected to occur at the airport based on a given level of delay. APPROACH END OF RUNWAY. The approach end of runway is the near end of the runway as viewed from the cockpit of a landing airplane. APPROACH LIGHT SYSTEM (ALS). An airport lighting facility aids in runway identification during the transition from instrument flight to visual flight for landing. Typical approach lighting systems used at airports include: • Approach Light System with Sequenced Flashing(ALSF). A-7 MASTER PLAN EAGLE COUNTY Regional Airport it I NO Ism _e r N111611116, • Lead-in-light System (LDIN). Consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. • Medium-Intensity Approach Light System with Runway Alignment Indicator (MALSR). A lighting system installed on the approach end of a runway and consists of a series of lightbars, strobe lights, or a combination that extends outward from the runway end. It usually serves a runway that has an instrument approach procedure associated with it and allows the pilot to visually identify and align self with the runway environment once the pilot has arrived at a prescribed point on the approach. • Omnidirectional Approach Lighting System (ODALS). Consist of seven omnidirectional flashing lights located in the approach area of a non- precision runway. Five lights are located on the runway centerline extended with the first light located 300 feet from the threshold and extending at equal intervals up to 1,500 feet from the threshold.The other two lights are located on each side of the runway,with a lateral distance of 40 feet from the runway edge, or 75v feet from the runway edge when installed on a runway equipped with VASI. • Runway Alignment Indicator Lights (RAILS). Sequenced Flashing Lights which are installed only in combination with other lighting systems. APPROACH PROCEDURES WITH VERTICAL GUIDANCE (APV). Instrument approach procedures conducted under IFR that provide both lateral and vertical guidance, but that do not meet all the accuracy requirements and navigation specifications to be classified as precision approach. Examples of APV approaches include Area Navigation (RNAV) (lateral approach procedures with vertical guidance (LPV) or lateral navigation (LNAV)/vertical navigation (VNAV) minimums) and localizer-type directional aid (LDA)with glideslope (GS). APPROACH SURFACE.See Imaginary Surfaces. APRON.A specific portion of the airfield used for passenger, cargo or freight loading and unloading, aircraft parking, and the refueling, maintenance and servicing of aircraft.Also referred to as ramp or tarmac. ARCHITECTURAL/ENGINEERING (AE). ARFF BUILDING. A facility located at an airport that provides emergency vehicles, extinguishing agents, and personnel responsible for minimizing the impacts of an aircraft accident or incident. ARRIVAL TIME.The time an aircraft touches down on arrival. AVIATION SECURITY STAKEHOLDER PARTICIPATION ACT OF 2014(ASSPA OF 2014). Directs the DHS and TSA to establish in the TSA an aviation security advisory committee. A-8 MASTER PLAN tre EAGLE COUNTY - Regional Airport ti AVIATION AND TRANSPORTATION SECURITY ACT (ATSA). This act created the Transportation Security Administration. Prior to the passage of the ATSA, passenger screening was the responsibility of airlines. AUTOMATED FLIGHT SERVICE STATION (AFSS).An automated air traffic facility that provides information and services to aircraft pilots before, during, and after flights, but it is not responsible for giving instructions or clearances or providing separation. AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS). Similar data reporting as an AWOS, but usually owned and maintained by the National Weather Service. AUTOMATED WEATHER OBSERVATION SYSTEM(AWOS).An automated sensor suite which is voice synthesized to provide a weather report that can be transmitted via VHF radio, NDB, or VOR ensuring that pilots on approach have up-to-date airport weather for safe and efficient aviation operations. Most AWOS observe and record temperature and dew point in degrees Celsius, wind speed and direction in knots, visibility, cloud coverage and ceiling up to 12,000 feet, freezing rain, thunderstorm (lightning), and altimeter setting. AVGAS. Aviation fuel (gasoline) used for aircraft with internal-combustion engines. The most common Avgas is currently 100LL(Low Lead). AVIATION SECURITY ADVISORY COMMITTEE(ASAC).Initially established in 1989 and managed by the FAA, it was transferred to the TSA with the enactment of the ATSA. The ASAC provides advice to the TSA administration on aviation security matters. AVIGATION EASEMENT.A contractual right or a property interest in land over which a right of unobstructed flight in the airspace can occur. BALLOON.See Aircraft. BAGGAGE CLAIM. An area where passengers obtain luggage that was previously checked at an airline ticket counter at the departing airport. BASED AIRCRAFT. An aircraft permanently stationed at an airport by agreement between the airport owner(management or FBO) and the aircraft owner. BASE LEG. See Traffic Pattern. BENEFIT-COST ANALYSIS(BCA). An analysis of the cost, benefit, and the uncertainty associated with a project or action. A formal BCA is required for capacity projects of $5 million or more AIP discretionary funds. BIRDS BALLS. High-density plastic floating balls that can be used to cover ponds and prevent birds from using the sites. BLAST FENCE.A barrier used to divert or dissipate jet blast or propeller wash. BOUNDARY LIGHTS.See Airport Lighting. BOUNDARY SIGN. See Airport Signs. A-9 MASTER PLAN EAGLE COUNTY Regional Airport BUILDING RESTRICTION LINE (BRL). A line that identifies suitable building area locations on airports to limit building proximity to aircraft movement areas.Typically based on the FAR Part 77 Airport Imaginary Surfaces. CAPACITY(THROUGHPUT CAPACITY).A measure of the maximum number of aircraft operations or their airport components which can be accommodated on the airport. CAPITAL IMPROVEMENT PROGRAM (CIP). Provides a schedule of development for the proposed projects identified by an airport or through the development of an Airport Master Plan. CARGO SERVICE AIRPORT.See Airport. CEILING. The height above the earth's surface of the lowest layer of clouds or obscuring phenomena that is reported as broken, overcast or obscured. CERTIFICATED AIRPORT.See Airport. CIRCLING APPROACH. A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable. CLEARWAY(CWY).A defined rectangular area beyond the end of the runway cleared or suitable for use in lieu of runway to satisfy take off distance requirements. COMMERCIAL SERVICE AIRPORT.See Airport. COMMON TRAFFIC ADVISORY FREQUENCY(CTAF).The VHF radio frequency used for air-to-air communication at uncontrolled airports or where no control tower is currently active. Pilots use the common frequency to coordinate their arrivals and departures safely,give position reports,and acknowledge other aircraft in the airfield traffic pattern. COMPASS ROSE. A circle, graduated in degrees, printed on some charts or marked on the ground at an airport. It is used as a reference to either true or magnetic direction. When marked on the ground it is used to calibrate an aircraft's compass. CONICAL SURFACE. See Imaginary Surfaces. CONSULTANT. A firm, individual, partnership, corporation, or joint venture that performs architectural, engineering or planning service as defined in FAA AC150/5100-14D, employed to undertake work funded under an FAA airport grant assistance program. CONTROLLED AIRSPACE. Airspace of defined dimensions within which air traffic control service is provided to IFR flight and to VFR flights in accordance with the airspace classification.Controlled airspace is a generic term that covers Class A, Class B, Class C,Class D, and Class E Airspace. CRITICAL(DESIGN)AIRCRAFT.The most demanding aircraft with at least 500 annual operations that operates, or is expected to operate,at the airport. A-10 MASTER PLAN te EAGLE COUNTY Regional Airport 141 8N111161h, CROSSWIND. A wind that is not parallel to a runway centerline or to the intended flight path of an aircraft. CROSSWIND COMPONENT. The component of wind that is at a right angle to the runway centerline or the intended flight path of an aircraft. CROSSWIND LEG.See Traffic Pattern. DISADVANTAGED BUSINESS ENTERPRISE (DBE). "Disadvantaged Business Enterprise" (DBE) means a business which is at least fifty-one percent (51%) owned and operated by one or more socially and economically disadvantaged individuals and whose management and daily operation is controlled by the qualifying party(ies). DECISION HEIGHT(DH).The lowest height or altitude in an approach descent and the point at which a missed approach shall be initiated if the required visual reference has not been established. This term is used only in procedures where an electronic glide slope provides the reference for descent, as in ILS. DECLARED DISTANCES. The distances the airport owner declares available for an aircraft's takeoff run, takeoff distance, accelerated-stop distance, and landing distance requirements. • Takeoff Run Available (TORA). The runway length declared available and suitable for the ground run of an aircraft taking off. • Takeoff Distance Available (TODA). The runway length equal to the TORA plus the length of any remaining runway or clearway beyond the far end of the TORA; the full length of TODA may need to be reduced because of obstacles in the departure area. • Accelerated Stop Distance Available(ASDA).The runway length equal to the runway plus stopway length declared available and suitable for the acceleration and deceleration of an aircraft aborting a takeoff. • Landing Distance Available(LDA).The runway length equal to the length of runway available and suitable for the landing ground run of airplanes. DESIGN AIRCRAFT.An aircraft whose dimensions and/or other requirements make it the most demanding aircraft for an airport's facilities(i.e.runways and taxiways).The Design Aircraft is used as the basis for airport planning and design since it is assumed that airport facilities are designed to accommodate the Design Aircraft will also be able to accommodate less demanding aircraft as well. An aircraft can be utilized as the Design Aircraft for an airport if it will (has) conduct(ed) 500 or more annual operations (250 landings) at that airport. DECISION HEIGHT(DH).This is associated with precision approaches and the aircraft is continually descending on final approach. When the aircraft reaches the DH, the pilot must make a decision to land or execute the missed approach procedure. DEICING.The removal, though application of a max of heated water and propylene or ethylene glycol, of frost, ice, slush, or snow from the aircraft in order to provide clean surfaces. A-11 GFEAGLE COUNTY Regional Airport MASTER PLAN DEICING PAD.A facility where an aircraft received deicing or anti-icing. DELAY.The difference between constrained and unconstrained operating time. DEMAND. The number of aircraft operations, passengers, or other factors that are required in a specific period of time. DEPARTMENT OF TRANSPORTATION (DOT). The United States federal department that institutes and coordinates national transportation programs; created in 1966. The FAA is an organization within the DOT. DEPARTURE AIRSPACE.See Approach Airspace. DESTINATION SIGN.See Airport Signs. DETENTION PONDS.Storm water management ponds that hold storm water for short periods of time,a few hours to a few days. DIRECTION SIGN. See Airport Signs. DISCRETIONARY GRANT FUNDS.Annual Federal grant funds that may be appropriate to an airport based upon designation by the Secretary of Transportation or Congress to meet a specified national priority such as enhancing capacity, safety, and security or mitigating noise. DISPLACED THRESHOLD.See Threshold. DISTANCE MEASURING EQUIPMENT(DME).See Navigation Aid. DEPARTMENT OF REVENUE (DOR). The general mission of the DOR is to fairly, efficiently, and accurately administer the tax laws and other revenue for that state. Source: Pennsylvania Department of Revenue. DOWNWIND LEG. See Traffic Pattern. EMERGENCY LOCATOR TRANSMITTER (ELT). A radio transmitter attached to the aircraft structure that aids in locating downed aircraft by radiating an audio tone on 121.5 MHz or 243 MHz. ENPIANEMENT.The boarding of a passenger, cargo,freight or mail on an aircraft at an airport. END-AROUND TAXIWAY(EAT).Taxiways constructed to allow an aircraft to cross the extended centerline of the runway without specific clearance from ATC. EAT projects must be pre-approved by the FAA Office of Airport Safety and Standards, Airport Engineering Division. ENTITLEMENT GRANT FUNDS.Annual federal funds for which all airports in the NPIAS are eligible for. ENVIRONMENTAL ASSESSMENT (EA). An environmental analysis performed pursuant to the Nation Environmental Policy Act to determine whether an action A-12 EAGLE COUNTY MASTER PLAN Regional Airport A would significantly affect the environment and thus require a more detailed environment al impact statement. ENVIRONMENTAL IMPACT STATEMENT (EIS). A document required of federal agencies by the National Environmental Policy Act (NEPA) for major projects or legislative proposals affecting the environment. It is a tool for decision-making describing the positive. If no significant impact is found a Finding of No Significant Impact(FONSI) is issued. FAA ELIGIBILITY. Refers to an airport sponsor's eligibility to receive funds under the AIP program which varies per the type of airport and the type of proposed project. FEDERAL AVIATION ADMINISTRATION (FAA). An agency of the United States Department of Transportation with authority to regulate and oversee all aspects of civil aviation in the United States. FEDERAL AVIATION REGULATION (FAR). The general and permanent rules established by the executive departments and agencies of the Federal government for aviation which are published in the Federal Register.These are the aviation subset of the U.S. Code of Federal Regulations(CFR). FEDERAL GRANT AGREEMENT. A Federal agreement that represents an agreement made between the FAA (on the behalf of the United States) and an airport sponsor for the grant of Federal Funding. FEDERAL GRANT ASSURANCE.A provision within a Federal grant agreement to which the recipient of Federal airport development assistance has agreed to comply in consideration of the assistance provided. FEDERAL SECURITY DIRECTOR (FSD). The federal security director is responsible for security operations at United States federal airports. FINAL APPROACH FIX (FAF). The fix from or over which final approach (IFR) to an airport is executed. FINAL APPROACH. A flight path of a landing aircraft in the direction of landing along the extended runway centerline from the base leg to the runway. For instrument approaches,the final approach typically begins at the final approach fix(FAF). FINDING OF NO SIGNIFICANT IMPACT (FONSI). A public document prepared by a Federal agency that presents the rationale why a proposed action will not have a significant effect on the environment and for which an environmental impact statement will not be prepared. FIX. A geographical position determined by visual reference to the surface by reference to one or more radio NAVAIDs, by celestial plotting, or by another navigational device. FIXED BASE OPERATION or FIXED BASE OPERATOR (FBO). A business enterprise located on the airport property that provides services to pilots including aircraft rental,training,fueling, maintenance, parking, and the sale of pilot supplies. A-13 MASTER PLAN EAGLE COUNTY Regional Airport FLIGHT SERVICE STATION (FSS). An air traffic facility that provides information and services to aircraft pilots before, during, and after flights, but unlike ATC, is not responsible for giving instructions, clearances, or providing separation. FLIGHT STANDARDS DISTRICT OFFICE(FSDO).An FAA field office serving an assigned geographical area and staffed with Flight Standard personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carrier and general aviation aircraft. Activities include general surveillance of operation safety, certification of airmen and aircraft, accident prevention, investigation, enforcement,etc. FOREIGN OBJECT DEBRIS(FOD).Any object found on an airport that does not belong in or near airplanes, and as a result can injure personnel and damage aircraft. FORM 7460-1, NOTICE OF PROPOSED CONSTRUCTION OR ALTERNATION. Federal law requires filing a Notice of Proposed Construction or Alteration(Form 7460)for all structures over 200 feet AGL or lower if closer than 20,000 feet to a public use airport with a runway over 3,200 feet in length. FORM 7480-1, NOTICE OF LANDING AREA PROPOSAL.Submitted to the FAA Airport Regional Division Office or ADO as formal written notification for project involving the construction of a new airport;the construction, realigning,altering,activating,or abandoning of a runway, landing strip, or associated taxiway; or the deactivation or abandoning of an entire airport. FUEL FLOWAGE FEE. A tax assessed on the user, which is paid at the pump. Fuel flowage fee revenues are sent to the airport governing body, usually the board or authority and are then used for airport improvements or other expenses. GAP ANALYSIS.See Safety Management System. GATE. An aircraft parking position used by a single aircraft loading or unloading passengers, mail, or cargo, etc. GENERAL AVIATION (GA). The segment of aviation that encompasses all aspects of civil aviation except certified air carriers and other commercial operators, such as airfreight carriers. GENERAL AVIATION AIRPORT.See Airport. GEOGRAPHIC INFORMATION SYSTEM (GIS). A technology that manages, analyzes, and disseminates geographic data. GLIDER.See Aircraft. GLIDESLOPE.See Instrument Landing System. GLOBAL POSITIONING SYSTEM (GPS). A satellite based navigational system that provides signals in the cockpit of aircraft defining aircraft position in terms of latitude, longitude, and altitude. A-14 tip EAGLE COUNTY _ \IIMILLAN Regional Airport ALI Nbrom1104 I GPS RUNWAY.See Runway. GRANT AGREEMENT.See Federal Grant Agreement. GROUND ACCESS.The transportation system on and around the airport that provides access to and from the airport by ground transportation vehicle for passengers, employees, cargo,freight, and airport services. HAZARD. See Safety Management System. HAZARD TO AIR NAVIGATION. An existing or proposed object that the FAA, as a result of an aeronautical study, determines will have a substantial adverse effect upon the safe and efficient use of navigable airspace by aircraft, operation of air navigation facilities, or existing or potential airport capacity. HAZARDOUS WILDLIFE. Species of wildlife (birds, mammals, reptiles) including feral animals and domesticated animals not under control,that are associated with aircraft strike problems, are capable of causing structural damage to airport facilities, or act as attractants to other wildlife that pose a strike hazard. HEAVY AIRCRAFT.See Aircraft. HEIGHT ABOVE AIRPORT(HAA).Indicates the height of the MDA above the published airport elevation.This is published in conjunction with circling minimums. HELICOPTER.See Aircraft. HELIPAD. A small, designated area, usually with prepared surface, on a heliport, airport, landing/takeoff area,apron/ramp, movement area used for takeoff, landing, or parking of helicopters. HELIPORT. An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters. HIGH INTENSITY RUNWAY LIGHTING(HIRL).See Airport Lighting. HOLDING. A predetermined maneuver which keeps an aircraft within a specified airspace while awaiting further clearance. HOLDING FIX.A specified geographical point or NAVAID used as a reference point in establishing and maintaining the position of an aircraft while holding. HOLDOVER TIME.The estimated time the application of anti-icing fluid will prevent the formation of frozen contamination on the protected surfaces of an aircraft.With a one-step deicing/anti-icing operation, the holdover beings at the start of the operations; with a two-step operation, the holdover beings at the start of the final anti-icing application. HOT SPOT.A location on an airport movement area with a history of potential risk of collision or runway incursion, and where heightened attention by pilots and drivers is necessary. A-15 EAGLE COUNTY `* MASTER PLAN Regional Airport HORIZONTAL SURFACE. See Imaginary Surfaces. HUMAN RESOURCES (HR). The people who make up the workforce of an organization, business sector, or economy. HUB AIRPORT.See Airport. INDEPENDENT FEE ESTIMATE (IFE).An independent cost analysis for a project to be utilized as a negotiation tool and/or a cost validation tool by the sponsor. IMAGINARY SURFACES.Are surfaces defined in 14 CFR Part 77 and are in relation to the airport and each runway. The size of these imaginary surfaces is based on the category of each runway for current and future airport operations.Any objects which penetrate these surfaces are considered an obstruction and affects navigable airspace. • Approach Surface. An imaginary obstruction limiting surface defined in 14 CFR Part 77which is longitudinally centered on an extended runway centerline and extends outward and upward from the primary surface at each end of a runway at a designated slope and distance upon the type of available or planned approach by aircraft to a runway. • Conical Surface.An imaginary obstruction-limiting surface defined in 14 CFR Part 77that extends from the edge of the horizontal surface outward and upward at a slope of 20 to 1 for a horizontal distance of 4,000 feet. • Horizontal Surface. An imagery obstruction-limiting surface defined in 14 CFR Part 77that is specified as a portion of a horizontal plane surrounding a runway located 150 feet above the established airport elevation.The specific horizontal dimension of this surface is a function of the types of approaches existing or planned for the runway. • Primary Surface.An imaginary obstruction-limiting surface defined in 14 CFR Part 77that is specified as a rectangular surface longitudinally centered about a runway. The specific dimensions of this surface are function of types of approaches existing or planned for the runway. • Transitional Surface.An imaginary obstruction-limiting surface defined in 14 CFR Part 77that extends outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of 7 to 1 from the slides of the primary surface. INCURSION. The unauthorized entry by an aircraft, vehicle, or obstacle into the defined protected area surrounding an active runway,taxiway, or apron. INFORMATION SIGN. See Airport Signs. INITIAL APPROACH. The segment of a standard instrument approach procedure between the initial approach fix and the intermediate fix, or the point where the aircraft is established on the intermediate segment of the final approach course. INITIAL APPROACH ALTITUDE. The altitude prescribed for the initial approach segment of an instrument approach. INNER MARKER(IM). See Instrument Landing System. A-16 te EAGLE COUNTY ''�y4 MASTER PLAN Regional Airport INSTRUMENT APPROACH PROCEDURE (IAP). A series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing may be made visually. INSTRUMENT FLIGHT RULES (IFR). Procedures for the conduct of flight in weather conditions below Visual Flight Rules (VFR) weather minimums.The term IFR is often also used to define weather conditions and type of flight plan under which an aircraft is operating. IFR is defined as the weather condition that occurs whenever the cloud ceiling is at least 500 feet above ground level,but less than 1,000 feet and/or visibility is at least one statue mile, but less than 3 statute miles. INSTRUMENT LANDING SYSTEM (ILS).A precise ground-based navigation system for aircraft that provides precision guidance to an aircraft approaching a runway. It uses a combination of radio signals and, in many cases, high-intensity lighting arrays to enable a safe landing during instrument meteorological conditions. Normally consists of the following components and visual aids: • Localizer. The component of an ILS which provides horizontal guidance to the runway. • Glideslope.An independent ILS subsystem that provides vertical guidance to aircraft approaching a runway. It is an antenna array that is usually located on one side of the runway touchdown zone. • Outer Marker (OM). A marker beacon at or near the glideslope intercept altitude of an ILS approach and it keyed to transmit two dashes per second. • Middle Marker (MM). A marker beacon that defines a point along the glideslope of an ILS normally located at or near the point of DH (CAT I). It is keyed to transmit alternate dots and dashes. • Inner Marker (IM). A marker beacon used with an ILS (CAT II & CAT III) precision approach located between the middle marker and the end of the ILS runway,transmitting a radiation pattern keyed at six dots per second,and indicating that the pilot, both aurally and visually, is at the DH • Approach Lights.See Approach Lighting Systems. ILS CATEGORIES. The weather minimums associated with an ILS is defined by the following categories(note that to make landing under these conditions,aircraft must be equipped with special avionics, pilot must be qualified to land under specified conditions for that category, and aircraft must have proper ground equipment for conditions): • Category I: 200-foot ceiling and 2,400-foot RVR; • Category II: 100-foot ceiling and 1,200-foot RVR; • Category IIIA: zero-foot ceiling and 700-foot RVR; • Category IIIB: zero-foot ceiling and 150-foot RVR;and • Category IIIC: zero-foot ceiling and zero-foot RVR. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC). Meteorological conditions expressed in terms of specific visibility and ceiling conditions that are less than the minimums specified for visual meteorological conditions. IMC are defined as period A-17 MASTER PLAN EAGLE COUNTY Regional Airport when cloud ceiling are less than 1,000 feet above ground and/or visibility less than three miles INSTRUMENT RUNWAY.See Runway. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO). An agency of the United Nations which codifies the principles and techniques of the international air navigation and fosters the planning and development of international air transport to ensure safe and orderly growth. The ICAO Council adopts standards and recommended practices concerning air navigation, prevention of unlawful interference, and facilitation of border-crossing procedure for international civil aviation. IRREGULAR OPERATIONS (IROPS). Unique events that require special attention from airport operations and airline staff that can impact all or part of an airport. ISLAND. An unused paved or grassy area between taxiways, between runways, or between a taxiway and a runway. Paved islands are clearly marked as unusable, either by painting or the use of artificial turf. INFORMATION TECHNOLOGY (IT). Information Technology is the application of computers to store, retrieve,transmit and manipulate data or information, often in the context of a business or other enterprise. IT is considered to be a subset of information and communications technology (ICT). Information technology is commonly used as a synonym for computers and computer networks, but it also encompasses other information distribution technologies such as television and telephones. ITINERANT OPERATIONS.See Operation. JET-A. Type of aviation fuel designed for use in aircraft powered by gas-turbine engines. KNOT. A unit of speed equal to one nautical mile per hour, or 1.15 statute mile per hour. LAND AND HOLD SHORT OPERATIONS (LAHSO). To increase airport capacity, efficiency, and safety, LAHSO clearances usually instruct an aircraft to land, and then hold short of an intersecting runway,taxiway, or predetermined point. LARGE HUB AIRPORT. See Airport. LANDING DISTANCE AVAILABLE(LDA).See Declared Distances. LANDSIDE. The portion of an airport that provides the facilities necessary for the processing of passengers, cargo,freight,and ground transportation vehicles. LARGE AIRPLANE. See Aircraft. LEAD-IN-LIGHT SYSTEM(LDIN).See Approach Light System. LOCALIZER.See Instrument Landing System. A-18 MASTER PLAN EAGLE COUNTY Regional Airport LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV). An instrument approach procedure that uses wide area augmentation system (WAAS) and very precise GPS capabilities to attain an airplane's position. Although it does provide vertical guidance and can provide minimums consistent with an ILS, an LPV is considered to be a non-precision approach. LOCALIZER TYPE DIRECTIONAL AID (LDA). A facility of comparable utility and accuracy to a localizer but which is not part of a complete ILS and will not be aligned with the runway. LOCAL OPERATIONS. See Operation. LOCATION SIGN. See Airport Signs. LOW INTENSITY AIRPORT LIGHTING. See Airport Lighting. LOCAL OPERATION.See Operations. MAGNETIC(COMPASS) HEADING.The heading relative to the magnetic poles of the Earth and indicated by a magnetic compass. MANDATORY INSTRUCTION SIGN. See Airport Signs. MAXIMUM CERTIFIED TAKEOFF WEIGHT(MTOW).The Maximum certificated weight for the airplane at takeoff, i.e.the airplane's weight at the start of the takeoff run. MEAN SEA LEVEL(MSL).The average or mean height of the sea, with reference to a suitable reference surface. MEDIUM HUB AIRPORT.See Airport. MEDIUM INTENSITY APPROACH LIGHT SYSTEM WITH RUNWAY ALIGNMENT INDICATOR(MASLR). See Approach Light System. MEDIUM INTENSITY RUNWAY LIGHTS(MIRL). See Airport Lighting. MIDDLE MARKER(MM). See Instrument Landing System. MILITARY OPERATIONS. See Operation. MINIMUM DESCENT ALTITUDE (MDA). This is associated with non-precision approaches and is the lowest altitude an aircraft can fly until the pilot sees the airport environment. If the pilot has not found the airport environment by the Missed Approach Point(MAP) a missed approach is initiated. MISSED APPROACH POINT(MAP). The point prescribed in an instrument approach at which a missed approach procedure shall be executed if visual reference of the runway environment is not in sight or the pilot decides it is unsafe to continue. The MAP is similar in principle to the Decision Height. MODIFICATION TO STANDARDS (MOS). Any approved nonconformance to FAA standards, other than dimensional standards for Runway Safety Areas (RSAs), A-19 MASTER PLAN EAGLE COUNTY ,:,_:- Regional Airport applicable to an airport design,construction,or equipment procurement project that is necessary to accommodate an unusual local condition for a specific project on a case-by-case basis while maintaining an acceptable level of safety. MOVEMENT AREA. The runway, taxiways, and other area of an airport an airport/heliport which are utilized for taxiing, air taxiing, takeoff, and landing of aircraft,exclusive of loading ramps and parking areas.At those airports with a tower, specific approval for entry onto the movement area must be obtained from ATC. NATIONAL AIRSPACE SYSTEM (NAS). The network of air traffic control facilities, air traffic control areas,and navigational facilities throughout the U.S. NATIONAL ENVIRONMENTAL POLICY ACT (NEPA). Federal legislation that established environmental policy for the nation. It requires an interdisciplinary framework for federal agencies to evaluate environmental impacts and contains action-forcing procedures to ensure that federal agency decision makers take environmental factors into account. NATIONAL PLAN OF INTEGRATED AIRPORT SYSTEMS (NPIAS). The national airport system plan developed by the Secretary of Transportation on a biannual basis for the development of public use airports to meet national air transportation needs. NATIONAL TRANSPORTATION SAFETY BOARD(NTSB).A federal investigatory board whose mandate is to ensure safe public transportation.As part of the DOT,the NTSB investigates accidents, conducts studies, and makes recommendations to federal agencies and the transportation industry. NAUTICAL MILE(NM).The unit measure of distance in both nautical and aeronautical context.A nautical mile equals 1.15 statute miles(6,080 feet).The measure of speed in regard to nautical miles is known as KNOTS(nautical miles per hour). NAVIGATION AID (NAVAID). Any electronic and visual air navigation aids, lights, signs, and associated supporting equipment used or available for providing point-to- point guidance information or position data to aircraft in flight. • Distance Measuring Equipment (DME). Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME NAVAID. • Non-Directional Beacon(NDB).A radio beacon transmitting non-directional signals whereby an aircraft equipped with direction finding equipment can determine headings to or from the radio beacon and"home" in on a track to or from it. The signal transmitted does not include inherent directional information. • Precision Approach Path Indicator(PAPI).A path indicator that uses a single row of lights arranged to provide precision descent guidance information during approach to a runway. • Rotating Beacon. A visual NAVAID used to assist pilots in finding an airport, particularly those flying in IMC or VFR at night. The beacon provides information about the type of airport through the use of a particular set of color filter: A-20 teEAGLE COUNTY '* Regional Airport MASTER PLAN 11.E Nillimioldilll'N1411,41111i1N11116114. o Green flashed alternated with two quick white flashes: Lighted military land airport. • o Alternating White and green flashes: Lighted civilian land airport. o Alternating white and yellow flashes: lighted water airport. o Alternating yellow,green,and white: Lighted heliport. • Tactical Air Navigation (TACAN). An ultra-high frequency electronic rho- theta NAVAID which provides suitably equipped aircraft a continuous indication of bearing and distance to the TACAN station. • Visual Approach Slope Indicator (VAST). A system of lights arranged to provide vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beam. • VOR(Very High Frequency Omni-directional Radio-range).A ground-based electronic NAVAID transmitting very high frequency navigation signals, 360- degree azimuth,oriented from magnetic north,used as a basis for navigation in NAS. • VORTAC (Very High Frequency Omni-Directional Radio-range/Tactical Aircraft Control). A NAVAID providing VOR azimuth, TACAN azimuth, and TACAN DME at one site. NIGHT. The time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time. NOISE ABATEMENT PROCEDURES. Procedures developed by the FAA and community to reduce the level of noise generated by aircraft departing over-populated areas. NOISE CONTOUR. A continuous line on a map of the airport vicinity connecting all points of the same noise level.These contours represent noise levels generated from aircraft operations, takeoff and landing of aircraft. They are generated based on mythology developed by the FAA and the data provides information that can be used to identify varying degrees of noise impacts on the surrounding area. NON-DIRECTIONAL BEACON(NDB). See Navigation Aid. NON-HUB AIRPORT.See Airport. NON-MOVEMENT AREA. Taxilanes and apron areas not in the movement area and therefore not under the control of traffic control. NONPRECISION APPROACH PROCEDURE. A standard instrument approach procedure in which no electronic glideslope is provided. NONPRECISION RUNWAY.See Runway. NOTICE TO AIRMEN (NOTAM). A notice containing information concerning the establishment,condition,or change in any component(facility,service,procedure of, or hazard in the NAS) the timely knowledge of which is essential to personnel concerned with flight operations. A-21 MASTER PLAN EAGLE COUNTY Regional Airport �r ` OBJECT. Includes, but is not limited to above ground structures, NAVAIDs, people, equipment,vehicles, natural growth,terrain, and parked aircraft. OBJECT FREE AREA (OFA). An area on the ground centered on a runway (ROFA), taxiway (TOFA), or taxilane centerline provided to enhance the safety of aircraft operations by having the area free of objects, except for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. OBSTACLE. An existing object at a fixed geographical location or which may be expected at a fixed location within a prescribed area with reference to which vertical clearance is or must be provided during flight operation. OBSTACLE FREE ZONE (OFZ). The three-dimensional airspace along the runway and extended runway centerline that is required to be clear of obstacles for protection for aircraft landing or taking off from the runway and for missed approaches. It is the airspace below 150 feet above the established airport elevation and along the runway and extended runway centerline that is required to be clear of all objects, except for frangible visual NAVAIDs that need to be located in the OFZ because of their function, in order to provide clearance protection for aircraft landing or taking off from the runway, and for missed approaches. OBSTRUCTION.An existing or future object that is of a greater height than any of the heights or surfaces defined in 14 CFR Part 77.23 and 77.25. (Note that obstructions to air navigation are presumed to be hazards to air navigation until an FAA study has determined otherwise.) OFFICE OF MANAGEMENT AND BUDGET (OMB). The OMB may help or assist the Governor, State agencies, and their employees provide effective, efficient, and fiscally sound government to the citizens of their state.OMB support agency efforts to achieve results by helping them obtain the fiscal, capital, and personnel resources needed to provide services to their citizens.The OMB may be a cabinet-level agency within the executive branch of state government. OMB develops, coordinates and monitors the individual budgets of state agencies and reviews all financial transactions made with public funds. OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM (ODALS). See Approach Light System. OPERATION. The landing, takeoff, or touch-and-go procedure by an aircraft on a runway at an airport. Operations can be categorized into the following categories: • Itinerant Operations. Operations by aircraft that leaves the local airspace. • Local Operations. Aircraft operations performed by aircraft that are based at the airport and that operate in the local traffic pattern or within sight of the airport,that are known to be departing for or arriving from flights in local practice areas within a prescribed distance from the airport, or that execute simulated instrument approaches at the airport. • Military Operations.Aircraft operations performed in military aircraft. May be itinerant or local operations. A-22 EAGLE COUNTY '4%41,- MASTER PLAN CORegional Airport 14,1 • Transient Operations.Operations by aircraft that are not based at a specified airport. OUTER MARKER(OM). See Instrument Landing System. PARALLEL RUNWAYS.See Runway. PARALLEL TAXIWAYS.See Taxiway. PASSENGER FACILITY CHARGE (PFC). The collection of PFC fees for every enplaned passenger at commercial airports controlled by public agencies to be used to fund FAA-approved projects that enhance safety, security, or Capacity; reduce noise; or increase air carrier competition. PEAK HOUR (PH).An estimate of the busiest hour in a day. This is also known as the design hour. PERFORMANCE-BASED NAVIGATION (PBN). It specifies that aircraft RNP and RNAV systems performance requirements be defined in terms of accuracy, integrity, availability, continuity and functionality required for the proposed operations in the context of a particular airspace, when supported by the appropriate navigation infrastructure. • Area Navigation (RNAV). A method of navigation that permits aircraft operations on any desired flight path. • Required Navigation Performance (RNP). A type of Performance-Based Navigation (PBN)that allows an aircraft to fly a specific path between two,3 dimensionally defined points in space. PISTON ENGINE.See Aircraft Engine. PLANNING ACTIVITY LEVEL(PAL). Selected activity levels that may trigger the need for additional facilities or improvements. PRECISION APPROACH CATEGORIES I, II, III (CAT I, CAT II, CAT III). See Instrument Landing System. PRECISION APPROACH PROCEDURE. A standard precision approach procedure in which an electronic glideslope is provided, such as ILS or PAR. PRIMARY AIRPORT.See Airport. PRIMARY SURFACE.See Imaginary Surfaces. POOR VISIBILITY AND CEILING (PVC). Is a condition that exists whenever the cloud ceiling is less than 500 feet, and/or the visibility is less than one statue mile. PRECISION APPROACH PATH INDICATOR(PAPI).See Navigational Aid. PUBLIC USE AIRPORT.An airport that is open to the general public with or without a prior request to use the airport. A-23 EAGLE COUNTY MASTER PLAN tiip Regional Airport RADAR(RADIO DETECTION AND RANGING). A device which, by measuring the time interval between transmission and reception of radio pulses, provides information on range, azimuth and/or elevation of objects in the path of the transmitted pulses. RADAR SERVICE. A term which encompasses aircraft separation, navigation guidance,and/or flight track monitoring services based on the use of radar which can be provided by a controller to a pilot of a radar-identified aircraft. RADAR SURVEILLANCE. The radar observation of a given geographic area for the purpose of performing some radar function. RADIAL. A magnetic bearing extending from a VOR, a VORTAC, or a TACAN navigational facility. RAMP.Synonymous with Apron. See Apron. RECORD OF DECISION(ROD).A public document that reflects the FAA's final decision of an EIS, rationale behind that decision, and commitments to enforce and monitor mitigation. REGIONAL JET. See Aircraft. REGRESSION ANALYSIS.A statistical technique that seeks to identify and quantify the relationships between factors associated with a forecast. RELIEVER AIRPORT.See Airport. RETENTION PONDS. Storm water management ponds that hold water for several months. REQUEST FOR QUALIFICATIONS (RFQ). The RFQ is a formal process of procuring a product or service. It is typically a screening step to establish a pool of firms or individuals to provide a product that is then evaluated on their qualifications. REQUEST FOR PROPOSALS(RFP).The RFP is typically a second step in a procurement process following the Request for Qualification stage where there is a pre-selected short-list of firms. These short-listed firms will respond to the project requirements and allow for further evaluation by the selection committee. RISK ASSESSMENT.See Safety Management System. RNAV.See Performance Based Navigation RNP.See Performance Based Navigation. ROADWAY SIGN.See Airport Signs. ROCKET. See Aircraft. ROTATING BEACON. See Navigation Aid. ROTORCRAFT.See Aircraft. A-24 MASTER PLAN EAGLE COUNTY Regional Airport 14.1 RUNWAY(RW). Defined as rectangular surface on an airport prepared or suitable for the landing and takeoff of airplanes. Runways can be classified as the following: • Instrument Runway. A runway equipped with electronic and visual navigation aids for which a precision or nonprecision approach procedure having straight-in landing minimums has been approved. • GPS Runway. A runway having a precision or nonprecision approach procedure using GPS navigational guidance with or without vertical guidance. • Nonprecision Instrument Runway. A runway having an existing instrument approach procedure utilizing air navigation facilities with only horizontal guidance for which a straight-in or side-step nonprecision approach procedure has been approved. • Nonprecision Runway.A runway with only horizontal guidance available. • Parallel Runways. Two or more runways at the same airport whose centerlines are parallel. In addition to runway number, parallel runways are designated as L(left) and R (right) or, if three parallel runways exist, L(left), C(center), and R(right). • Precision Instrument Runway. A runway having an existing instrument approach procedure utilizing air navigation facilities with both horizontal and vertical guidance for which a precision approach procedure has been approved. • Utility Runway.A runway that is constructed for and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight and less. • Visual Runway. A runway without an existing or planned straight-in instrument approach procedure and no instrument approach procedure/equipment. RUNWAY ALIGNMENT INDICATOR LIGHTS(RAILS).See Approach Light System. RUNWAY BLAST PAD. A surface adjacent to the ends of the runways provided to reduce the erosive effect of jet blast and propeller wash. RUNWAY CENTERLINE LIGHTING.See Airport Lighting. RUNWAY DESIGN CODE (RDC). A code signifying the design standards to which a runway is to be built. RUNWAY DISTANCE REMAINING SIGN.See Airport Signs. RUNWAY EDGE LIGHTS. See Airport Lighting. RUNWAY END IDENTIFIER LIGHTS(REIL).See Airport Lighting. RUNWAY ENVIRONMENT. The physical runway and the areas surrounding the runway out to the hold position marking. RUNWAY GRADIENT. The ratio of the change in elevation divided by the length of the runway expressed as a percentage. A-25 MASTER PLAN EAGLE COUNTY -- Regional Airport RUNWAY HEADING. The magnetic direction that corresponds with the runway centerline extended. RUNWAY INCURSION.Any occurrence at an airport involving the incorrect presence of an aircraft,vehicle,or person on the protected area of a surface designated for the landing and takeoff of aircraft. RUNWAY LIGHTS. See Airport Lighting. RUNWAY PROTECTION ZONE(RPZ).A trapezoidal area off the runway end intended to enhance the protection of people and property on the ground. RUNWAY SAFETY AREA (RSA). A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. RUNWAY VISUAL RANGE(RVR).The distance over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings delineating the runway or identifying its centerline. RVR is normally expressed in feet. SAFETY ASSESSMENT. See Safety Management System. SAFETY ASSURANCE.See Safety Management System. SAFETY MANAGEMENT SYSTEM (SMS).The formal top-down business-like approach to managing safety risk. It includes systematic procedures, practices, and policies for the management of safety (including safety risk management, safety policy, safety assurance, and safety promotion). • Gap Analysis. Identification of existing safety components compare to SMS program requirements. Gap analysis provides an airport operator an initial SMS development plan and Safety roadmap to compliance. • Hazard.Any existing or potential condition that can lead to injury, illness,or death to people; damage to or loss of a system, equipment, or property, or damage to the environment.A hazard is a condition that is a prerequisite to an accident or incident. • Risk Assessment. Assessment of the system or component to compare the achieved risk level with the tolerable risk level. • Safety Assessment. A systematic, comprehensive evaluation of an implemented system. • Safety Assurance. SMS process management functions that systematically provides confidence that organizational products/services meet or exceed safety requirements. • Safety Policy. Defines the fundamental approach to managing safety that is to be adopted within an organization. Safety policy further defines the organization's commitment to safety and overall safety vision. • Safety Promotion.A combination of safety culture,training,and data sharing activities that supports the implementation and operation of an SMS in an organization. A-26 COMASTER PLAN EAGLE COUNTY _ Regional Airport • Safety Risk Control.Anything that mitigates the safety risk of a hazard.Safety risk controls necessary to mitigate an unacceptable risk should be mandatory, measurable, and monitored for effectiveness. • Safety Risk Management(SRM).A formal process within the SMS composed of describing the system,identifying the hazards,assessing the risk,analyzing the risk, and controlling the risk. The SRM process is embedded in the operation system: is not a separate/distinct process. • Severity. The consequence or impact of a hazard in terms of degree of loss or harm. SAFETY POLICY. See Safety Management System. SAFETY PROMOTION. See Safety Management System. SAFETY RISK. See Safety Management System. SAFETY RISK CONTROL.See Safety Management System. SAFETY RISK MANAGEMENT(SRM). See Safety Management System. SCOPE. The document that identifies and defines the tasks emphasis, and level of effort associated with a project or study. SELF-FUELING.The fueling of an aircraft by the owner or operator of the aircraft. SEGMENTED CIRCLE. A circle located on an airport where wind and runway pattern information are located. It performs two functions: it aids the pilot in locating the obscure airports, and it provides a centralized location for wind and traffic pattern indicators as may be required on a particular airport. SEPARATION.The spacing of aircraft to achieve their safe and orderly movement in flight and while landing and taking off. SEPARATION MINIMA. The minimum longitudinal, lateral, or vertical distances by which aircraft are spaced through the application of air traffic control procedures. SERVICE AREA.The FAA organizes the airspace across the U.S. into three geographic Service Areas(Eastern,Central and Western)which are managed through one of the three Service Centers. SERVICE CENTER. There is a Service Center for each of the three Service Areas and the Service Centers report to FAA Headquarters in Washington, D.C. SEVERITY. See Safety Management System. SHOULDER. An area adjacent to the edge of paved runways, taxiways, or aprons providing a transition between the pavement and the adjacent surface; support for aircraft running off the pavement; enhanced drainage; and blast protection. A-27 MASTER PLAN EAGLE COUNTY '�- Regional Airport kik Nliirrime* SIDA. Security Identification Display Area is a special area designated by an airport operator in the United States to comply with Federal Aviation Administration requirements directed by Federal Aviation Regulations(FAR) Part 107.205. SMALL AIRPLANE.See Aircraft. SMALL HUB AIRPORT.See Airport. SNOW REMOVAL EQUIPMENT(SRE). Equipment,such as plow trucks and brooms,to remove snow from the paved surfaces on an airport. SOQ.Statement of Qualifications is a written response to a Request for Qualification by an individual or firm identifying the prospective bidder's experience and key personnel. SPONSOR. A public agency or private owner of a public-use airport that submits to the Secretary an application for financial assistance for the airport. STATUTE MILE.A regular"highway" mile measuring 5,280 feet. STOP END OF RUNWAY.The far runway end as viewed from the cockpit of a landing airplane. STOPWAY.An area beyond the stop end of the takeoff runway which is no less wide than the runway and is centered on the extended centerline of the runway. It is able to support an airplane during an aborted takeoff without causing structural damage to the airplane and designated by airport authorities for use in decelerating the airplane during an aborted takeoff.A blast pad is not a stopway. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS). Systems providing routing,guidance,surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather condition within the Aerodrome Visibility Operational Level (AVOL) whilst maintaining the required level of safety. SYSTEM OF AIRPORT REPORTING (SOAR). The FAA Office of Airport integrated database that contains airport planning,development,and financial information. STRAIGHT-IN APPROACH. Entry into the traffic pattern by interception of the extended runway centerline (final approach) without executing any other portion of the traffic pattern. TACTICAL AIR NAVIGATION(TACAN). See Navigation Aid. TAILWIND. Any wind more than 90 degrees to the longitudinal axis of the runway. TAKEOFF DISTANCE AVAILABLE(TODA).See Declared Distances. TAKEOFF RUN AVAILABLE(TORA).See Declared Distances. TAXI.The movement of an airplane under its own power on the surface of an airport. A-28 EAGLE COUNTY MASTER PLAN Regional Airport TAXILANE (TL). The portion of the aircraft parking area used for access between taxiways and aircraft parking positions.A taxilane is outside the movement area and is normally not controlled by the Air Traffic Control Tower. TAXIWAY (TW). A defined path established for the taxiing aircraft from one part of an airport to another. • Parallel Taxiway. A taxiway whose centerline is parallel to an adjacent runway. TAXIWAY/TAXILANE OBJECT FREE AREA (TOFA). Clearing standards which prohibit service vehicle roads, parked aircraft, and other objects,except for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. Vehicles may operate within the OFA provided they give right of way to oncoming aircraft. TAXIWAY/TAXILANE SAFETY AREA (TSA). A defined surface alongside the taxiway prepared or suitable for reducing the risk of damage to an airplane unintentionally departing the taxiway. TAXIWAY DESIGN GROUP(TDG). FAA aircraft classification system for taxiway design based on design aircraft undercarriage dimensions. These include the overall Main Gear Width (MGW) and the Cockpit to Main Gear Distance (CMG). TECHNICAL ADVISORY COMMITTEE (TAC).A group of individuals that provide input on technical issues. TERMINAL AREA.A general term used to describe airspace in which approach control service or airport traffic control service is provided. TERMINAL AREA FORECAST (TAF). The official forecast of aviation activity, both aircraft and enplanements, at FAA facilities. This includes FAA-towered airports, federally contracted towered airports, non-federal towered airports, and many non- towered airports. TERMINAL INSTRUMENT PROCEDURES (TERPS). Published flight procedure standards for conducting instrument approaches to runways under instrument meteorological conditions. Information on TERPS is contained in FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS). THRESHOLD (TH). The beginning of that portion of the runway available for landing. In some instances,the landing threshold may be displaced. • Displaced Threshold. A threshold that is located at a point on the runway other than the designated beginning of the runway. THRESHOLD LIGHTING.See Airport Lighting. THROUGH-THE-FENCE (TTF)OPERATIONS. Those activities permitted by the airport sponsor through an agreement that permits access to the public landing area by independent entities or operator offering an aeronautical activity or to owners of A-29 MASTER PLAN EAGLE COUNTY _ Regional Airport AL mmoli4 N111116111b, aircraft based on land adjacent to, but not a part of, the airport property. The obligation to make an airport available for the use and benefit of the public does not impose any requirement for the airport sponsor to permit ground access by aircraft from adjacent property. THROUGHPUT CAPACITY.See Capacity. TOUCH AND GO. A training operation in which a landing approach is made, the aircraft touches-down on the runway, but does not fully reduce speed to turn off the runway. Instead,full engine power is applied while still rolling and a takeoff is made, thereby practicing both maneuvers as part of one motion. It counts as two separate aircraft operations. TOUCHDOWN ZONE LIGHTING.See Airport Lighting. TRACK.The flight path of an aircraft over the surface of the earth. TERMINAL RADAR APPROACH CONTROL FACILITY(TRACON).Uses radar to"see"the airspace and typically manage the airspace for approximately a 30-mile radius around busy airports. Not all airports have TRACON's. TRAFFIC PATTERN. The traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from an airport. The following defines components of a standard traffic pattern: • Base Leg.A flight path at right angles to the landing runway off its approach end.The base leg extends from the downwind leg to the intersection of the extended runway centerline. • Crosswind Leg. A flight path at right angles to the landing runway off its upwind end. • Downwind Leg. A flight path parallel to the landing runway in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg. • Upwind Leg. A flight path parallel to the landing runway in the direction of the landing. TRANSITIONAL SURFACE.See Imaginary Surfaces. TRANSIENT OPERATIONS. See Operation. TRANSPORTATION SECURITY ADMINISTRATION (TSA). An agency established in 2001 to safeguard United States transportation systems and to insure safe air travel. TSA operates under the Department of Homeland Security. TRUE HEADING.A heading relative to the actual North and South Poles of the Earth, rather than the magnetic poles. TURBINE ENGINE. See Aircraft Engine. TURBOFAN.See Aircraft Engine. A-30 MASTER PLAN EAGLE COUNTY '► _ tip Regional Airport 1> TURBOJET.See Aircraft Engine. TURBOPROP.See Aircraft Engine. UNCONTROLLED AIRPORT.See Airport. UNCONTROLLED AIRSPACE.Airspace where an ATC service is not deemed necessary or cannot be provided for practical reasons. Uncontrolled airspace is a generic term that covers Class F and Class G Airspace. UNIVERSAL INTEGRATED COMMUNICATIONS (UNICOM). An air-ground communication facility operated by a private agency to provide advisory service at uncontrolled airport.Aircraft call the ground station to make announcements of their intentions. In some cases, the ground station is not staffed. If no one is staffing the ground station, pilots broadcast their location and intentions over the UNICOM or CTAF channel. When the ground station is closed this is done without an acknowledgement. UPWIND LEG.See Traffic Pattern. UTILITY RUNWAY. See Runway. VISIBILITY. A measure of the horizontal opacity of the atmosphere at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night; and is expressed in terms of the horizontal distance at which a person should be able to see and identify, is measured in statute miles. VISUAL APPROACH. An approach conducted on an IFR flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot, at all times, must have either the airport or the preceding aircraft in sight. Reported weather at the airport must be ceiling at or above 1,000 feet and visibility of three miles or greater. VISUAL APPROACH SLOPE INDICATOR(VAST). See Navigational Aid. VISUAL FLIGHT RULES (VFR). Procedures for the conduct of flight in weather conditions above Visual Flight Rules (VFR)weather minimums.The term VFR is often also used to define weather conditions and type of flight plan under which an aircraft is operating.VFR is defined as the weather condition whenever the cloud ceiling is at least 1,000 feet above ground level and visibility is at least three statue miles. VISUAL METEOROLOGICAL CONDITIONS (VMC). Meteorological conditions expressed in terms of specific visibility and ceiling conditions which are equal to or greater than the threshold values for IMC. VISUAL RUNWAY.See Runway. VOR.See Navigation Aid. VORTAC.See Navigation Aid. A-31 MASTER PLAN le EAGLE COUNTY " Regional Airport WAKE TURBULENCE. The air turbulence caused by a moving aircraft, originating at the tips of the wings.The turbulence is caused by vortices generated by an aircraft's wingtips as it travels through the air.This turbulence is greatest when the aircraft is taking off and landing. WIDE AREA AUGMENTATION SYSTEM (WAAS). An enhancement of the GPS that includes integrity broadcasts, differential correction, and additional ranging signals for the purpose of providing the accuracy, integrity, availability, and continuity required to support all phases of flight. WILDLIFE ATTRACTANTS. Any human-made structure, land-use practice, or human- made or natural geographic feature that can attract or sustain hazardous wildlife within the approach or departure airspace or the airport's AOA.These attractants can include architectural features, landscaping, waste disposal sites, wastewater treatment facilities, agricultural or aquaculture activities, surface mining, or wetlands. WILDLIFE HAZARD ASSESSMENT(WHA).An FAA assessment to assess the potential of and mitigate the risk of wildlife strikes at an airport. It includes an analysis of the airport's wildlife strike history;the identification of the wildlife species observed and their numbers, locations, local movements, and daily and seasonal occurrences;the identification and location of features on and near the airport that attract wildlife; a description of wildlife hazards to aircraft operations; and ultimately, if required, a Wildlife Hazard Management Plan (WHMP)to identify measures to be implemented to reduce the risk of wildlife strikes. WIND COVERAGE. The percent of time for which aeronautical operations are considered safe due to acceptable crosswind components. WIND DIRECTION. The opposite direction in which the windsock is pointing and is specified in terms of a magnetic heading. WINDSOCK(WIND CONE). A conical textile tube designed to indicate wind direction and relative wind speed. WINGSPAN.The maximum horizontal distance from one wingtip to the other wingtip, including the horizontal component of any extensions such as winglets or raked wingtips. A-32 iicEAGLE COUNTY Regional Airport i3► d.+ '1 s NA • EAGLE COUNTY REGIONAL AIRPORT MASTER PLAN J �-_ ..._...> Jr J cllam ID LA ! , A EAGLE COUNTY _ 4411 MASTER PLAN Regional Airport IAA B TERMINAL AREA STUDY The development of a Masterplan for the Eagle County Regional Airport (EGE) requires the collection and evaluation of data directly relating to the airport, as well as the surrounding area. The most necessary steps in the development of an airport Masterplan are outlined in the Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5070- 6B. The information was obtained through on-site investigation, interviews conducted with airport management, as well as collection and analyses of previous field reports and studies. The findings associated with following will be summarized: B.1 GUIDING DOCUMENTS The following documents were referenced for this Master Plan: • 2011 EGE Master Plan Report (Jviation, a Woolpert Company) • 2016 EGE Advanced Terminal Area Plan (RS&H) • 2019 Existing Drawings - EGE Concourse Expansion & Remodel Project (Gensler) B.2 PRELIMINARY CODE ANALYSIS A preliminary building code analysis, performed by the Consultant Team,was focused on identifying expansion constraints. Applicable codes for The Town of Gypsum: • 2015 International Building Codes(IBC) • 2015 International Residential Code(IRC) • 2015 International Mechanical Code (IMC) • 2015 International Fuel Gas Code (IFGC) • 2015 International Plumbing Code (IPC) • 2015 International Fire Code (IFC) • 2017 National Electric Code (NEC) • ICC/ANSI Accessibility Standards 2009 Edition Applicable Code for the FAA: • 2022 NFPA 415 Standard on Airport Terminal Buildings, Fueling Ramp Drainage,and Loading Walkways • Although NFPA is not enforced by The Town of Gypsum, depending on FAA funding NFPA 415 may be a requirement. In addition to the applicable codes listed above,the analysis utilizes the Gensler Code Compliance Summary from the 2018 expansion and remodel project. For reference, the existing building square footage is below: JVIATI I% B-1 EAGLE COUNTY ``,k,,.,-- MASTER PLAN ti; Regional Airport Level 1-89,420 SF Level 2-36,800 SF TOTAL- 126,220 SF The following factors that may limit expansion will be reviewed in this report: Factor 1 I The existing construction type classification from IBC Chapter 6 coupled with the proposed uses from IBC Chapter 3 which together will be used in IBC Chapter 5 to determine the maximum allowable building area and the height/number of stories. Factor 2 I The physical site configuration in terms of the open area around the existing building for the expansion and the existing distances from the building and proposed expansion to the existing property lines or adjacent buildings. B.2. 1 Factor 1 Occupancy Use Groups The existing airport is a mixed-use building composed of the following occupancy groups: • A-3 (Gate hold-rooms/waiting areas, Main Terminal/Hall, and Concourse) • A-2 (Tenant spaces) • B (Office and Restrooms) • S-2 (Loading storage, Bag handling) The 2018 expansion proposed that the airport building be classified as mixed-use with non-separated occupancies per 508.3. We propose this classification remain with future expansions. Construction Type The building has a mix of construction types from various additions: • Type II-B for the baggage handling area • Type III-B for the 2018 expansion • Type IV HT for the original terminal and flanking terminal expansions • Type IV HT for the office area between the terminal and baggage handling area The 2018 expansion project reclassified the entire building to match the addition as Type III-B. The basis being the definitions for Type II-B and Type IV HT are compatible with the fire-resistance rating requirements of Type III-B found in Figure B-1 below. _.1 V AT I N B-2 MASTER PLAN EAGLE COUNTY -- Regional Airport Figure B-1—NFPA 415 Table 601 FIRE-RESISTANCE RATING REQUIREMENTS FOR BUILOING ELEMENTS(HOURS} TYPE I TYPE II TYPE ill TYPE Pe" TYPE Y 8UCi0ING ELEMENT A a A 8 A 8 M>z A 8 IhmiLily%IFNitur.rl 1rLl11c f+.c 4aiu+111 21I21 1' _ I II 1 rI 11r 1 rI Rearal wall. f r.Irrioe _ I I I ., _ I 0 Init'ru,r y` I 1I 1 RI Iillr 1 0 itntieuring wall%and jMrtawn. tie:Tatar 602 Leterior Set Non oaring As and partition. 11 I I it II fI t) Setrion 0 0 I•I&K+r it'n.Iruiluu and .a44 tI.ir memkkn , 1 11 I tl IIT I 0 i.ee Sccii1aai 2i12I - R",Irl cl,n.Iruith,n and a•,...*.I.Ilctl Nixondar3 meant r' I 1 1' is 1` iI ItT I 1' 0 Sctiit31!21I2I ! Source:NEPA. However, if NFPA 415 is applicable Type III-B construction is not an approved construction type for Airport Terminals. Per NFPA 415,4.1.1 only Type I,Type II, or Type IV construction types are permitted. To accommodate the NFPA requirement we propose re-classifying the 2018 addition to be Type II-B while still acknowledging the original terminal to be Type IV heavy timber construction. The 2018 addition is composed of steel construction and non-combustible materials which meets the requirements of the Type II-B definition. The proposed result is a building with two construction types:Type II-B and Type IV. From NFPA 415: 4.1.1 Airport terminal building shall be of Type I or II, or Type IV construction, as defined in NFPA 5000 or NFPA 220. (See Annex B.) Buildings with multiple construction types can either separate the construction types with fire walls to create separate buildings or can follow the most restrictive construction type to establish the maximum allowable area for the building. The 2018 expansion proposed the building be classified as an unlimited area/covered mall building, which we propose be maintained. Both the Type II-B and Type IV construction types fit the requirements for the unlimited area definition and there is no need to separate the construction types with fire walls or reclassify Type IV. 507.13 Covered and open mall buildings and anchor buildings. The area covered and open mall buildings and anchor buildings not exceeding three stories in height that comply with Section 402 shall not be limited. 402.4.1.1 Covered and open mall buildings. The building area of any covered mall or open mall building shall not be limited provided the covered mall or open mall building does not exceed three floor levels at any point nor three stories above grade plane, and is of Type I, II, Ill or IV construction. Factor 1 Conclusion: The airport will remain classified as an unlimited area building, so the future expansion area will not be limited by this factor. However,the airport is limited to three stories should a vertical expansion be explored. JVIAaTI N B-3 tkip EAGLE COUNTY MASTER PLAN Regional Airport Ali 1%Immogil3 IS11116Mh. B.2.2 Factor 2 The physical site configuration for the airport is very conducive to expansion. The 60' of open space required to maintain the Covered Mall Building definition and Unlimited Area Building status should be easily maintained. Currently there is the airfield to the north, the parking lot with Cooley Mesa Road to the south and then the adjacent buildings are the Eagle County Regional Airport Administration building to the west that is approximately 349 feet away and the Vail Valley Jet Center to the east that is approximately 222 feet away. Expansion potential for each direction is summarized below: • North Expansion: Expansion to the north is only limited by airfield functionality. • South Expansion: Expansion to the south is only limited by parking lot capacity requirements. The more likely expansion zones to the east and west have some limits based on the adjacent buildings. In looking at the existing Civil plans it does not appear there are property lines separating the adjacent buildings form the terminal. If an imaginary property line is centered between the adjacent buildings,the following would be the result for potential expansions: • West Expansion: 114' expansion potential (174' minus the requisite 60' space to the imaginary property line) • East Expansion: 51'expansion potential (111' minus the requisite 60'to the imaginary property line) Note: if more expansion is needed there is the potential to shift the imaginary property line towards the adjacent buildings. Factor 2 Conclusion: The constraints for horizontal expansion to the West is 114'and to the East is 51'. Expansion to the North is only limited by airfield functionality and expansion to the South is only limited by parking lot capacity and functionality. This analysis is strictly focused on any code constraints for a future expansion of the airport. The two factors above are the drivers. Although not constraints to an expansion, there are other aspects of the airport that will need to be considered to support an expansion and we have outlined a few of those below: • Restrooms: restroom counts will need to be evaluated and new restrooms provided as required to accommodate the increased population of an expansion. • Parking: The parking lot capacity will need to be evaluated and may also need to be enhanced by the introduction of a structured parking garage should additional parking be required. • Exits: Depending on the expansion configuration, additional exits and exit stairs may be required to accommodate the increased population of an expansion. J V 1 AT I C N B-4 ttpMASTER PLAN EAGLE COUNTY Regional Airport 14,1 11..........A. . • MEP: The HVAC systems, electrical systems, and plumbing systems will also need to be evaluated with an expansion. This will include not only the new systems found within the expansion areas but also confirming that the existing utility services to the building have capacity. B.3 SITE EVALUATION AND EXPANSION CONSTRAINTS Figure B-2—Aerial Photo r r /4 pm le k((Vt. "PP K r essito rl r ' a M 3'' - l E`4 Atli,.. _- • ft r rya 9C g _ k t I �' lit' 4 p ' 1 4 !a't k to4't !. i a t• , tt 1. AIRPORI IERMINAL 6. IRANSFORMER ---1-.. 1. 2. ARFF&AIRPORT ADMINISTRATION 7. TRASH COMPACTOR 3. OVERSIZED BAGGAGE 8. VAIL VALLEY JET CENTER 4. PASSENGER BOARDING BRIDGES 9. REN IAL CAR QUICK TURN AROUND 5. GSE SURFACE STORAGE Source:Gensler. The aerial photo(Figure B-2) identifies the critical operational facilities needing to be considered with any future development of the site. The structural system constructed during the recent concourse renovation project provided the future flexibility to expand the concourses east, as well as vertically above the existing footprint, where parking of four additional planes is possible if the capacity need arises.Although parking additional aircraft is not possible any further on the west end of the concourse, due to the constraint of the ARFF Facility, there is a large area of footprint available to expand the interior space being captured for the concourse. Provided there are modifications made to the location of the Trash Compactor, it could be possible to expand the main terminal to the east. Surface parking lots and roadway paving could be reconfigured to expand the main terminal both to the west JVIATION B 5 A WOOLPERT COM°ANY MASTER PLAN EAGLE COUNTY "'3 =- Regional Airport iii NiblINMIliell.' Nililift., and south. The ARFF facility, to the west, is the limit to potential expansion, due to likely impacting critical operations, utilities and infrastructure. B.4 AIRPORT PHASING Figure B-3A and Figure B-3B are a graphic representation of the chronological building history at Eagle County Regional Airport (EGE) included the following projects: • 1996 Original Building • 2001 Terminal Expansion • 2007 Re-Roof/2011 Mezzanine Work • 2009 Restroom Remodel • 2012 Checkpoint Reconfiguration *additional reconfirguration with 2019 Concourse Expansion • 2019 Concourse Expansion • 2022 Restroom and Concessions Figure B-3A—Airport Construction Phases I Level 01 . i . ---------- • GATE S6i I I • P IIsEa.,,,..ca.wT -:i- 1.1' -IL Ili IR 1 il ' --'J�� ,J Imo. .r�-. . I. - -� � 777 .r r� F.: _ BAGGAGE 1 BAGGAGE `' � r 9 AMINI'�` J ClNll J e . a LEVEL 01 l REFERENCE PLAN U 1996 ORIGINAL BUILDING III 2009 RESTROOM REMODEL �' '..'1 El2001 TERMINAL EXPANSION El 2019 CONCOURSE EXPANSION +. 0 2007 RE-ROOF 12011 MEZZANINE WORK I.2022 RESTROOM&CONCESSIONS Source:Gensler. ...J'V IT laN B-6 _441 tip MASTER PLAN EAGLE COUNTY Regional Airport Ail 11 Figure B-3B—Airport Construction Phases I Level 02 • \*. • . N • NI 1 i —I+ I 0 I 'I'- — — -■- — 1 11 v X7 11 _ n ( , I LEVEL 02 I REFERENCE PLAN aill 1996 ORIGINAL BUILDING 2009 RESTROOM REMODEL .■�.��, / 2001 TERMINAL EXPANSION 2019 CONCOURSE EXPANSION ` 2007 RE-ROOF/2011 MEZZANINE WORK 2022 RESTROOM&CONCESSIONS m 1 Source:Gensler. B.5 TERMINAL FACILITIES OVERVIEW Figure B-4-Eagle County Regional Airport ,t' t�i� '";'''':**......,*."'el':-. ° = .. ._ - Source:Gensler,photo by David Lauer. Eagle County Regional Airport(EGE) is located south of Interstate 70 just off Highway 6 between the Towns of Eagle and Gypsum, Colorado. While EGE first experienced commercial passenger service in the 1960s, it began in earnest in 1989 with seasonal commercial service from Phoenix and Los Angeles. While service levels and frequencies have fluctuated, the Airport's current commercial service program to includes three major airlines with non-stops to 13 airports, in 12 major cities. EGE's commercial traffic is currently driven largely by tourism specifically to access local area resorts of Vail, Beaver Creek, and Aspen. Seventy-five percent (75%) of EGE's B-7 MASTER PLAN te EAGLE COUNTY "Si ,k. a Regional Airportill IliklimmulA Nilibillot. passenger traffic occurs between the months of December and March, and there were over 200,000 passenger enplanements in 2021. Eagle County Regional County Airport also supported over 57,000 aircraft operations in 2021.That type of demand influences decisions related to the future of the Airport. Figure B-5A—Program Plan I Level 1 • or- ---• ...' - l ___I • lip ii , =r, 1 s ii # 4t t I - SECURITY CBECMPpMT _ I r •---1:IFIC VI • OUTBOUND g B.. 7 '' . T . WM I G I iiiI r— —,,.—^,— AIRLINEli HANTIONS?SUPPORTBAGGAGE CLAIM BAGGAGEAGE XAAVJIING RENTAL CAR I GROUND TRANSPORTATION BUILDNG OPEMTIONS STURAGE.A MCN CONLESSIDNS U IO 1 TRANSPGRTATIW SECURITY AOMA PUBLIC SPACE B CFCUUTION Source:Gensler. Figure B-5B—Program Plan I Level 2 • • • •i d• • -- 1 I .. GA ,f f BECURTn CRECNPDNI A.BAN\ -1. -, O111111 • . III j. _ s w.?I� AATT. ir—±ii=i_r -1 1 GALS C1 A.LJLJ.P JL]i.JS . 1.YALl _ ' BAGGAGE , CrFTING X:.I 4 - Il 11�� 0 _ !.. t__imi_ -- -- � r -�- - . . . . .. rGGAGENE OPERATIGNS'SUPPORT BAfGMUE CUNU ' BA HANGING RENTAL CAR'GROUND TRANSPORTATION BURDNG OPER/MONS.STORAGE I ARCH CGNCESBIONS G 'u it I'2.NYSVURTATA]N SECURITY ApN. PUBLC SPACE ACIRCULATAN Source:Gensler. JVIATION B-8 ANY A+00lree c am EAGLE COUNTY MASTER PLAN 1 Regional Airport AL 144......iii. B.6 CURBSIDE APPROACH Figure B-6—Main Entry and Oversize Baggage Area �� __s per. - , _ r t' I l - in ; }{ 1 ° , f 1Y t i . ti*.- 1' Source:Gensler,photo by David Lauer. The curbside approach is located directly in front of the terminal on the south side of the building on Eldon Wilson Road. This local road loops around the primary long- and short-term parking lots,as well as having a rental car pickup area. In front of each entrance there are dedicated areas to temporarily park, in order to drop off and pick up passengers. Curbside check-in and oversize baggage drop-off are both available prior to entering the terminal, but lack of curbside capacity has been expressed as a concern to the efficiency of traffic and passenger flows. B.7 MATERIALITY, BUILDING ENVELOPE AND STRUCTURE Figure B-7—Concourse Exterior a 4 410 o 11 _- Source:Gensler,photo by David Lauer. B-9 EAGLE COUNTY III"'ce:.. MASTER PLAN Regional Airport � .-- ill Immindli** NII11666. Currently the two main massing elements for the terminal are the original terminal, built in 1996, and the recently completed Concourse Renovation project in 2019. For the purposes of this inventory,they will be discussed separately. The new concourse included significant improvements to the building envelope and the performance of the overall building from an energy code standpoint. The new steel structure had a building envelope assembly attached which included continuous insulation, air and water barriers, bonderized metal cladding, standing seam metal panel roof& large portions of high-performance curtainwall glazing. On the interior the primary elements included wood plank dropped ceiling and poured concrete slab flooring system with carpet in select areas. The original terminal is a heavy timber structure, including exposed glulam beams, columns and wood decking. The insulation was mostly captured between studs, rather than run continuously,which has led to thermal inadequacies.Stucco cladding with a standing seam metal panel roof covers a majority of the building envelope. The glazing throughout is punched openings with a storefront glazing system. Flooring throughout is carpet with ceramic tile in select areas. B.8 TICKETING Figure B-8—Original Terminal Ticketing Area 1� - y�� , 'JIM° ''.-. -:-----4.. -- A., , . .. ' Iw.- - m. sdio , ^^ wil _ i � Illm lt! IIIi,Rii , ., lL .i;i 11( jl k R. uwmw ,1 ili kuu 1 IN a; _ 'i• _ '`+s .%' s.- t of +' f °t3- y ArF : a Source:Gensler,photo by David Lauer. JVIATION B-10 MASTER PLAN EAGLE COUNTY -- Regional Airport /111 /4*IimmiO4 iNliktimi.. There are currently three airlines serving Eagle County Regional Airport including: American Airlines (AA), Delta Airlines (DL), United Airlines (UA) which provides nonstop service.The ticket counters are located just as you enter the main entrance of the building. There are additional curbside ticket counters located toward the southeast end of the building.Ticketing Positions by airline carrier are as follows: • AA—6 positions(plus self-service kiosks) • UA—6 positions • DL—2 positions B.9 SCREENING The main attraction that Eagle County Regional Airport provides is the ease of transport to the slopes, therefore they experience an influx of skis, snowboards and snowgear duringski season.Oversize,or odd sized baggage will be processed via the check in counters,they are only accepted at the curbside area.Large radius(5')power turns are used so skis can be routed directly to the CT8ODRXL machines. The specified Baggage Handling System(BHS)is directly associated with the operation of the Explosive Detection System (EDS) machines for the security screening of all originating passengers.The proposed System Type 3 Mini In line CBIS consists of three ticket counter conveyors,and two curbside inputs. Figure B-9A—Plan of Baggage Handling System II 1 I 11 I L I 0 / I., 1 4 ,., __ . ,e- , r., i / i 111,11,11110 i III Di li• • ,, :, 4' OEM . .•, iia � - Jf, it ?Jt1. t:�i � 1� A �. ..;'.: -.'lt,•',1,7 .•Virft, ' ''4 4t4'.." Wit:LP. ."'.'.7 '''' "'t A i'7.'' 1 ' If ,.. to - EV ►/ /♦ rf r ; 11 G _ a ' i gesmaimigiv---._- _______ _ 0 Source:Gensler JVIATIDN B-11 te EAGLE COUNTY MASTER PLAN � Regional Airport — Nlir..014 8.9. 7 EDS Subsystem Description Level 1 I Refers to an EDS device operating in a fully automated mode. All bags will be routed to a Level-1 subsystem for screening. The EDS will scan the bag(s) before exiting the device.The EDS will pass the bag back to the BHS with the appropriate bag status. (e.g., clear, suspect, decision pending, etc.) and the corresponding bag identifier. The BHS will maintain PLC tracking of the bag at both input and output interfaces with the EDS. 8.1.2.3 If the bag is successfully cleared at Level-1, prior to the decision point,then it will be sorted to its final sortation destination.If a"suspect" or "fault" bag decision is received from the Level-1 EDS, the BHS shall advance the bag and the bag image will be sent to the remotely located manned workstation/Level-2 where the operator will review the bag image. Level 2 I Known as a "manually" operator workstation where the TSA agent will decide after reviewing the image. They will then determine as to whether the bag is a threat or not. If the bag is successfully cleared, then it will be sorted to its final sortation destination. If the bag reaches to the decision point and a decision has not been made, then the bag will stop at the appropriate Bag Removal Point (BRP) for ETD screening. Level 3 I The ETD area refers to a location where failed Level-2 bags, are routed by the BHS in order to be cleared as per airport/airline/TSA protocols. Once the bag has been cleared at the ETD area it will be placed on the re-insertion queue conveyor and transported to the make-up device. Bags that have been cleared by the CBIS system (automatically or manually) bags will be transported onto a dedicated clear line. There is no automated sortation subsystem, in its initial configuration; each EDS pod has a dedicated clear bag line feeding a single slope pallet make-up device. The capacity for the EDS pod system is 30BPM. In the event of a Make-up device failure manual Sortation is accomplished utilizing fixed diverters positioned on the clear line transport conveyors. 8.9.2 Previous Work BNP Associates, Inc. was retained by the Eagle County Air Terminal Corporation (ECAT) to design an outbound inline checked baggage inspection systems (CBIS) capable of screening skis.The baggage system's design consists of two EDS screening pods, each of which contains three EDS machines. The pods are fed by three ticket counters and two curbside lines. The EDS pods divert ski bags to either a CT8ODRXL line or to the out-of-gauge line for screening and standard passenger bags to CT8ODR machines. In case of an EDS machine failure, the system has a purge functionality. Out-of-gauge bags are diverted around the EDS devices onto an OG line for transport to ETD screening. BNP's designs incorporate the latest TSA Planning Guidelines & Design Standards making the EGE baggage handling system design fully compliant to TSA's current protocol for 100%inline certified EDS checked baggage screening. JVIATID N B-12 f MASTER PLAN EAGLE COUNTY Regional Airport till Nftlimma:"jj:—.."11841Wilataillilliharb. Figure B-9B—Screening _ ..,.. ,„ , i'0-L: i;f"-- 17 'Ntp , , _ a I, 1 , . ,, :. , , L..... ..1, ' rr IilHl i IF0 J ,g;..,'-'','.•-- ,,l_i,',',!'•i'.1':.:;.:.-:t-F f-,1i1--1;'Y•l- l 1 r___ , ..,, ...,... . ...„:,„„ .t„ ...,.......... .. 'Mrs.. r. i Source:Gensler B.9.3 Operational Faults BNP Associates has identified existing issues with the system that need to be improved in order to meet performance benchmarks. Regarding the CS1-07,there is a significant number of Variable Frequency Drive (VFD) Faults for Over Current Fault (OCF). These faults shut down the CS1-07 conveyor in this area,and during the peak departure period bags will start to cascade stop until the fault is cleared and reset. The resetting of this fault requires the cycling of the Emergency Stop controls and start-up sequencing of the conveyors upstream of this location. Based on information received from Five Star Airport Alliance the original equipment manufacturer(OEM) and installer of the BHS, these faults have been occurring for a significant period. Several facets have been implemented to resolve this issue such as replacement of several components, VFD, and gearbox. Also, conveyor belt adjustment tension was made but the fault persists.Just recently the maintenance staff at EGE has received a VFD cable for installation on CS1-07. Summary Points: • Large number of E-stops in front of the machines to cross over instead of using stop/start crossover controls. • Jams are occurring primarily upstream of the EDS machines possibly due to the frequent use of E-stops. • Seemingly continuous issues with EDS machines powering off/offline or faulting for a few seconds to a minute throughout the day JVIATION B-13 MASTER PLAN EAGLE COUNTY — Regional Airport AAA • Total bag counts between Input and output do not match, brings into question the accuracy of the reports. Data off by approximately 300 bags e.g., December 23rd • Faults on (Baggage Measuring Array) cause undue demand on OOG screening lanes. • TC1 Security door sensors, and controls are not operating properly • CS1-07 VFD shows multiple faults and drive should be replaced or repaired. B.10 BAGGAGE MAKEUP AND CLAIM Figure B-10A—Baggage Makeup • 4 _ _ 1, Ii' .... ^ ��'�\�``:_ - ' r . rt. r • wryNag. • Source:Gensler In fall of 2009 the terminal lobby equipment was removed and upgraded to include four(4) Reveal CT8O-DR's machines and two(2) Reveal CT80-XL machine. Many elements were carefully considered while constructing the in-line operations mezzanine, including locating the mezzanine in the best possible area for bag movement and conveyor installation,use of existing conveyor systems,and structural reinforcement to carry the loads of the heavy in-line equipment and screening operations. It was envisioned that the conveyors currently delivering bags for all airlines will all be routed to the in-line bag screening area on the mezzanine and sorted to the appropriate airline belt once screened.The local TSA collected baggage and passenger information which has been used in the assumptions for the inline screening analysis to determine screening demands for an in-line system to meet current demand needs and DBU +5 years. B. 10. 1 Design Criteria For any changes being proposed will be designed with the specific characteristics below: The BHS top of belt clearance for all the conveyor lines will be designed with a clearance of 30"from top of belt to the bottom of the lowest obstruction(e.g.,beam, conduit, etc.) for all outbound baggage and 30" clearance for all new curbside JVIATION B-14 A W[JO:-PST^rM°ANY teEAGLE COUNTY ,. MASTER PLAN Regional Airport conveyor lines.BHS controls will be specified with a particular programming to ensure that all baggage processed through the EDS units does not exceed the EDS supplier maximum height restriction-to comply with the EDS supplier's documentation. The size for standard conveyors is 120 lbs. maximum and lib minimum per bag. The maximum length by width by height is: 54" by 33" by 34" and the minimum dimensions are as follows: 12" by 12" by 12". Figure B-10B—Baggage Claim and Rental Car Facilities 14, ,..,4 -0,.. \,,?1,\0-A0.\, oPe,i‘ai'vl-''-\.s4p.....-..4.i_t„‘__,i w1_v- 01 11111, %1‘.,_ ., ri L, a(r i II '' C - iiill f o, '''',,ii/ii , , ,, 1,111 , toill ,,, ._,-- 4-0 1:1, ,s,,,- 1.6; 10 _.--:, 1 ,.4 I ., 40 _• 1 i ____ . lyPll 1 . -- ' ^ ink, `..,. c{nt44*�'°�r�:Tvh � i- t:81�e'aE�Y���i14::. '''-:-. -: Source:Gensler B.11 RENTAL CAR FACILITIES Currently operating at EGE are seven different rental car companies within the terminal: Avis, Budget, Dollar, Enterprise, Hertz, National and Sixt. Off airport,there are also two additional rental car companies which serve EGE:Thrifty and Go Rentals. There are also two ground transportation shuttles located in the terminal: Epic Mountain Express and High Mountain Taxi. Rental car and ground transportation providers have expressed interest in additional space, but operations appear adequate at this time. However, the queuing from these counters often extends north into the circulation path, causing congestion in the east-west flow of passengers. JVIATION B 15 A.00o PER CC`, 4N.' i all 44 EAGLE COUNTY — MASTER PLAN Regional Airport ill �� :414411111116b. B.12 AIRLINE TICKET OFFICES Airline Ticket Offices (ATO) primarily serving the airline back of house functions, are located in various locations throughout the terminal: • East end of the commercial terminal at curbside check-in. • Inside the commercial terminal at the northeast end of the building. • West end of the terminal in the vicinity of the baggage claim carousels. B.13 TSA SECURITY CHECKPOINT AND FACILITIES Figure B-11—Reconfigured SSCP ----- .lit ''.—.-•pi 1. 1.......L 11,:I!. — — : :ill:: ' F2121 . 4--N- a. .r 7,1 ,•-' 1 4 '--•' IMO 1 �-- :.... , I i , _., z.,.,: ji- ,___. _ _.„._, : .t.„ .,.. ...1 _ _J...., . ,ow.- fist....!--- WM a a x 1 .7 Source:Gensler The Security Screening Checkpoint (SSCP), and other facilities associated with the operations of the TSA, operate on Level 01 in the middle of the terminal between Ticketing and the Concourse areas. The 2019 concourse expansion and remodel involved a rearranging of the security checkpoint in order to obtain a more efficient layout and increase the area of passenger queuing. The security checkpoint has (4) lanes, with (2) ATD scanners, a private screening room with glass partitions, a couple recomposure benches, and additional recomposure space north of the security checkpoint exit. In fall of 2022 EGE upgraded the scanning equipment to the Computed Tomography (CT) x-ray systems, which will improve both security screening and passenger experience by J_VIATION B-16 tipMASTER PLAN EAGLE COUNTY Regional Airport IL 1411111111111 allowing for greater passenger throughput. Additionally, the 2019 concourse expansion relocated the TSA offices, breakroom, and storage to level 1 of the new concourse,west of the security checkpoint. Currently,the security screening check point is approximately 6,380 square feet with approximately 1,200 square feet of queuing space south of the document checkers. The additional TSA support spaces, including the breakroom, muti-purpose room, office, storage,and IT room total approximately 1,150 square feet. B.14 HOLDROOMS AND GATES Figure B-12—Level 02 Holdrooms ti a / , . ,. , toll tv � .,..- , 11111 ;!,„„ .., 0 41 4.7,.., � ._40162x vl,. is 2' ! � 1 .... \ \ ;‘,..,4 .--,...... ..... — 9 l Source:Gensler,photo by David Lauer. The terminal has 16,000 square feet of holdroom area reserved for scheduled outgoing passengers waiting to access their aircraft through one of the 6 available gates. The concourse has 6 gates total, four on level 2 with passenger boarding bridges (PBB) and two ground loaded gates on level 1. The holdrooms have a mix of tandem seating, lounge seating, and tables to meet the varied needs of the passengers. The majority of the holdroom layouts exist within a 27-foot depth and adjacent to a 20-foot concourse circulation path and there is increased density of holdrooms on both the east and west ends of the concourse.The compression of the roof form at the gate lounges creates a more intimate environment and strong connection with the airfield and landscape beyond. Holdroom 1, on the west end of level 2, has a 78' boarding bridge extender to the west. Holdrooms 5 and 6 are the ground loading gates on level 1, and passengers egress out the east vestibule to the apron. iA' Il0 INI B-17 MASTER PLAN EAGLE COUNTY '"- — Regional Airport B.15 CIRCULATION The commercial terminal at EGE incorporates a great hall concept in the main terminal area,which allows for passenger circulation in the east-west direction of the ticketing hall and baggage claim with generous spatial volume. Typically, main passenger flow occurs in the middle of the terminal, however, queuing for the ticket counters, around the baggage claim carousels, and at the ground transportation counters can all extend into this circulation space during peak times and cause congestion. Figure B-13A-Vertical Circulation (left); Figure B-13B-Security Circulation (right) \ '`II-______ „A i A _ _ w -,,,... , ____ ON I I ��II i ��t iik- " ��V i I . 1 r7' , II ,910 -0s ...............E-,--N' 1) it. I nihl' w' . '77 i 4 int it . , .' •. ' " \ ami I , - eft.._+. , A - . t.. . , ____ a3: sz '.._.. ._ .. amommsemormrmsfraRme Source:Gensler,photo by David Lauer. The 2019 concourse addition expanded and reconfigured the security checkpoint for improved circulation and upon exiting security offers a generous re-composure area. The custom-crafted wood stair, escalators and elevators offer intuitive wayfinding to the second level, which is organized by a 20-foot-wide concourse circulation spine. This amount of circulation space allows for the movement of passengers coming and going, as well as an overflow space when flights get delayed or canceled and the holdrooms exceed their seating capacity. B.1 6 CONCESSIONS The landside concessions area is a 1,020 square foot space on the south side of the ticketing hall,which offers coffee, news, gifts and some grab-and-go products.There are a few high-top tables and counter spaces, but none of these seating options offer an ADA compliant seating choice. There are also landside vending machines located in the main entry vestibule and the west baggage claim vestibule. The secure side concessions are located on the west side of the level 2 concourse and include a point-of-sale counter with grab-and-go products, coffee bar, and a restaurant menu run by the Tailwind Concessions.The concessions area is supported by a 900 square foot back-of-house kitchen.The seating options outside the point-of- sale area include 2-top tables, a long banquette with tables, lounge seating around a fireplace,and high-top tables and bar seating.The total area of this concessions zone, JVIATION B-18 ooiNee CC v.'4N.' ,» tO EAGLE COUNTY MASTER PLAN Regional Airport 1 including the point-of sale, kitchen, trash room, bar, seating, and fireplace area is approximate 4,040 square feet.The queuing at the point-of-sale counter can become quite long at peak times, stretching through the seating area and occasionally into the concourse circulation. The central location and layout of the level 2 concessions area allows it to function as an alternate passenger waiting area, supplementing the holdroom capacity, because of the proximity and direct sightlines to gates 1, 2, and 3. EGE is currently building out an additional secure concessions space on level 1, inside holdrooms 5 and 6, which will also be run by a contracted operator. It will provide 400 square feet of concessions space and a 100 square foot storage room. Currently there are also secure vending machines located on level 1 in a niche south of holdroom 5 and 6 and on level 2 in a niche south of Gate 4. Figure B-14-Airside Concession .at 04 114 a .I y,� - *mai \v. Source:Gensler,photo by David Lauer. B.17 RESTROOMS, NURSING ROOM, AND PET RELIEF The landside public restrooms are a single bank of men's and women's restrooms, centrally located across from the main entry and adjacent to the security queuing. There are 5 fixtures and 3 lavatories in the men's restroom, which is part of the original 1996 building, and there are 9 fixtures and 6 lavatories in the women's restroom which was remodeled in 2009. Once arriving passengers leave the secure JVIATION —._ B-19 PV. >)P-P'CC q:�Y EAGLE COUNTY MASTER PLAN Regional Airport /41iNilmimie* iii11411611111b. concourse, these are the only restrooms available and often become overcrowded with long lines during peak times. EGE is currently undergoing a restroom remodel in the ATO space,which will replace 2 single use restrooms with a men's and women's restrooms with 3 fixtures and 2 lavatories each.These are the only back-of-house restrooms in the airport. On the secure side, level 1 has a bank of men's and women's restrooms located west of the stairs and escalators, serving the level 1 holdrooms and arriving passengers along their route to baggage claim or ground transportation.The men's restroom has 7 fixtures and 3 lavatories and the women's restroom has 6 fixtures and 3 lavatories. Both restrooms have a single baby changing station inside the handicapped accessible stall.These restrooms were part of the 2019 concourse expansion, and all finishes are in good condition. These restrooms are separated by a janitor's closet that has an access door form the women's restroom. The level 2 secure restrooms are centrally located on the south side of the concourse spine,east of the concessions area. The men's restroom has 11 fixtures, 5 lavatories, and 1 baby changing station. The women's restroom has 12 fixtures, 5 lavatories, and 2 baby changing stations. They are separated by a janitor's closet,which has access doors into both restrooms. On the east side of level 2,south of Gate 4,there is a family restroom,a nursing room and a room for pet relief.These facilities appear to be adequately serving the current passenger loads at EGE. JVIATION B-20 A't>DO_I'c.R'CC Y CMASTER PLAN EAGLE COUNTY Regional Airport ill 1%1000114 I i B.1 8 SIGNAGE AND WAYFINDING Figure B-15A—Pylon Sign Figure B-15B—Flag Mounted Sign \\‘1 \\:, ,,N\ . i., 1 ,5-7 ill! . ,,,, , , , A , , ____ -1.,,,........_ \v. \ \ il t Wit 11) di ® to ® . _ ,, _. ill • i. Source:Gensler. The 2019 concourse expansion and renovation included comprehensive signage and wayfinding that was integrated into the building architecture. Due to the large number of international travelers,the signage was focused on clear icons that can be globally understood. The concourse signage was accomplished through stand-alone pylons, as seen in Figure 2.18A; flag mounted signs, as seen in Figure 2.18B, and occasionally ceiling hung signs. The signage in the non-secure terminal is not consistent with the 2019 signage and is primarily brown surface mounted signs and occasional flag mounted signs. JVIATION B 21 A YJ70 PER ( '4h" MASTER PLAN te EAGLE COUNTY .a �,, Regional Airport Ail %ft... I 1 B.19 INTERIOR FURNITURE AND FINISHES Figure B-16—Concourse Living Room 1 l -- i. is aa ■ aa N a a a ! raa.■ a a a a a a d4lW. 1 1 1 $ . ' a a a a a s a a s aa io '�- ! ,a a a s n a a a a a s a s a a a � ■ a a h a• • a+S.,t• -._..- a a a a a IN Pa:aaa rir'a4444444444 a as alias aa as a ■a a+ 11 11111604,4t aM L � / a / a a p a a a 9 a M a a a a a a s '/'./. 1 / a a a� t ...rat 11 ` r( a a ,t, `t kr tr Alta m.444444,a airl •,a •• II II :a 7_-4+ r:r• ♦t. kak e*� ra r s k a ■ • ♦� I ,. r.A + .a a s a�f_l, P. ..a a Iai a s r•a a a r a Iru1 Y a r. (ii', N eitiptil 1 vp 41 ier 011 -- 114 ___ 1 • ik C ., ..4` = Source:Gensler,photo by David Lauer. The furniture throughout the concourse is brand new, compared to how the main terminal elements are either simply outdated, or had to be removed entirely due to inhibiting the passenger flow at highest traffic. The main terminal area finishes are generally considered to need outdated and in need of being refreshed (i.e., carpet, walls). B.20 MECHANICAL The following section includes a brief history of major projects impacting the mechanical, plumbing and fire protection systems as well as facility upgrade considerations. B.20. 1 Original Terminal The mechanical systems serving the original terminal consisted of chilled water cooling and hot water heating systems with a mixture of large volume air handling units and four pipe fan coil units. The chilled water system was fed by an air cooled chiller with nominal 70 tons of cooling capacity.This chiller is still in service although it was not operational at the time of the 11/17/2022 site visit. The original main heating plant consisted of four natural gas fired boilers with primary and secondary JVIATION B-22 a. )) ---------- wOiJtPER CC.v;?4nr MASTER PLAN CO EAGLE COUNTY Regional Airport Ak ►1 circulating pumps. This system also served the snowmelt systems for the terminal. The capacity of the system for the 1996 original terminal was approximately 1.8 million btu/h. This boiler system is still in service as of the 11/17/2022 site visit although it appears portions of the original load have been removed as evidenced by cut pipes within the boiler room. The plumbing systems for the original terminal were fed by a 6" water main to feed both domestic water and fire protection supply systems from the west side of the building. Sanitary sewer for the 1996 terminal construction connected to a 6"gravity main on the west side of the building. The original 1996 terminal building was provided with a fire sprinkler system throughout the building. B.20.2 2001 Terminal Building Expansion The following section is reproduced from the EGE Airport Advanced Terminal Area Planning Program Criteria Document dated January 2016. This information is reproduced here to add & retain context to revisions that have occurred over time. In 2001, the terminal added approximately 30,000 square feet by expanding the ticket lobby, baggage claim, and the concourse. The chilled water plant for the building was not expanded in 2001, maintaining its original 70-ton nominal cooling capacity.The chilled water system was also noted in 2001 to have 30% propylene glycol solution in the chilled water loop. The approximate Square Foot/Ton ratio for the building after the 2001 expansion was 928 sf/ton,assuming the chiller was providing its full 70-ton nominal rating.The presence of propylene glycol in the system would de - rate the chiller capacity from its 70-ton nominal rating, so the ratio is even higher. A typical sf/ton ratio for cooling is approximately 350-400 sf/ton. Thus, the existing chiller system was undersized to provide proper cooling after the 2001 expansion. The heating plant for the building was modified and provided with four new boilers rated to provide 1.6 Million Btu/h each, for a total heating capacity for the building, including snowmelt, of 6.4 million Btu/h. The heating capacity for the building after the 2001 expansion appears to be adequate. The plumbing systems were expanded in the 2001 building expansion to serve new restrooms located in the expansion areas, but these were fed from sources internal to the existing building. Thus, the main system connections remained in the same location and size as the 1996 construction. There was some site utility construction to relocate the existing underground utilities to avoid the new building expansion, but the plumbing and fire protection system connections were not affected. B.20.3 2007 Outbound Baggage Expansion The following section is reproduced from the EGE Airport Advanced Terminal Area Planning Program Criteria Document dated January 2016. This information is reproduced here to add& retain context to revisions that have occurred over time. , lt"'1nf B-23 EAGLE COUNTY MASTER PLAN Cip Regional Airport The 2007 expansion consisted of a 22,000 square foot addition east of the ticket lobby to serve as outbound baggage screening area. The mechanical systems for this outbound baggage area consisted of roof mounted gas-fired make-up air units to provide ventilation air and heating to these areas. These new units were not connected to the existing chilled water cooling and hot water heating systems. In the 2007 baggage expansion, the domestic water supply system and the fire protection supply systems were modified to provide a separate and independent fire sprinkler supply line to the building.This line was located at the east end of the new expansion and routed across the roof to connect to the existing fire protection system. B.20.4 2009 Restroom Remodel The 2009 restroom remodel included an expansion of the existing Women's restroom and construction of a storage/janitor room. The toilet rooms were reconfigured in same location. B.20.5 2011 Baggage Claim Remodel The 2011 bag claim remodel included addition of a mezzanine level above the bag claim area to house additional baggage screening equipment.This mezzanine area is provided with heating and cooling via two cooling-only Trane fan coils with split DX condensers and two Liebert Mini-Mate units with split DX condensers providing both heating and cooling. Plumbing was limited to condensate drains from new fan coils which were taken to existing sanitary drains below. Fire protection was extended from existing systems to serve the new mezzanine area. B.20.6 2012 Checkpoint Reconfiguration The 2012 checkpoint reconfiguration did not appear to include any mechanical, plumbing, or fire protection updates. B.20.7 2019 Concourse Expansion and Remodel The 2019 concourse expansion and remodel included demolition of concourse mechanical and plumbing systems and installation of new air handling units and a new boiler room.Air handling units are air-cooled DX with indirect gas-fired furnace. Makeup air units are direct-fired natural gas type with evaporative cooling.The new boiler plant includes two (2) boilers with 1,055 MBH output at altitude each, 2,110 MBH output total.The plant is arranged with a constant primary/variable secondary pumping loop,and it includes 30%propylene glycol heat transfer fluid.The new boiler plant serves the new concourse expansion and select areas within the footprint of the original terminal building and 2001 terminal expansion. The boiler plant is not interconnected with the original building boiler plant. .1 iATIC)N B-24 te EAGLE COUNTY ', MASTER PLAN Regional Airport During the 2019 scope of work, the existing boiler plant load appears to have been reduced. The piping system originating from the original boiler plant room was re- routed and connected to serve existing heating loads in the original terminal building, 2001 terminal expansion, and other non-concourse areas. Plumbing systems in the new concourse areas were extended from existing services within the building including domestic water, sanitary, and storm piping systems. Domestic water serving the new concourse areas is connected to the original 2-1/2" water service entry in the original 1996 build-out. Fire protection drawings were not available at the time of the site visit, although it is anticipated that the fire protection serving the new concourse areas is extended from the wet system originating in the original building terminal. B.20.8 Facilities Upgrade Considerations The air handling equipment and boilers installed under the 2011 and 2019 projects appear to be in working order and are anticipated to still have ample useful life. The existing chiller system installed under the original 1996 build-out is beyond normal life expectancy.Consider replacement of the chiller system with a new chiller system sized for the remaining loads not already covered by other cooling systems.A capacity study will be needed to determine the required size of the new chiller and pumping system to serve remaining connected loads. The existing boiler system is nearing end of life, and due to the arrangement of the equipment within the room, the system is very difficult to service. Access is very limited at the back of the boilers where the primary pumps and several other copmonents are located. The normal life expectancy for these boilers is 25 to 30 years,which can be reduced where maintenance is difficult.Consider replacement of the boilers at the same time as replacement of the chiller system to reduce installation costs. When replacing the boiler system, a capacity study will be needed to determine the required size of the new boilers and pumping system to serve remaining connected loads. The building was observed to have several air handling systems that were installed under the original 1996 build-out including fan coils and one rooftop mounted air handling unit. These units are beyond their useful life and should be considered for replacement. Similarly, terminal heating equipment including unit heaters, cabinet heaters, etc. that were part of the original 1996 build-out and 2001 terminal expanstion and are beyond their useful life. These units should be evaluated on a case-by-case basis to determine their age and remaining equipment life. Plumbing and fire protection systems appear to be in working order. These systems should be maintained including periodic inspection and repair in order to extend useful life. JVIATION B-25 MASTER PLAN EAGLE COUNTY Regional Airport AL 11111111111111%, B.21 ELECTRICAL The following section includes a brief history of major projects impacting the electrical systems as well as facility upgrade considerations. B.21. 1 Original Terminal The Electrical systems serving the original terminal consisted of one 1600 amp 208/120v 3 phase service feeding a fused main Switchboard MDP which fed the chiller, conveyors, lighting and power distribution panels. The airfield lighting was tapped at the utility transformer and was provided with a separate service feeder from the main terminal. Lighting consisted of Metal Halide fixtures in the ticketing, baggage claim, and TSA Inspection area.The holding areas contained an assortment of incandescent and T8 parabolic fluorescent fixtures. B.21.2 2001 Terminal Expansion The following section is reproduced from the EGE Airport Advanced Terminal Area Planning Program Criteria Document dated January 2016. This information is reproduced here to add & retain context to revisions that have occurred over time. In 2001, the terminal added approximately 30,000 square feet by expanding the ticket lobby, baggage claim and concourse.The electrical distribution was expanded in 2001 to a 1200-amp power panel SDP2 and an 800-amp power panel SDP1 were added.The same fixtures were used in the new holding areas, new ticketing,and the new baggage claim areas. The outbound baggage area used a combination of wall and ceiling mounted 250- watt metal halide fixtures.The new curbside check-in uses incandescent down lights. B.21.3 2007 Outbound Baggage Expansion The following section is reproduced from the EGE Airport Advanced Terminal Area Planning Program Criteria Document dated January 2016. This information is reproduced here to add & retain context to revisions that have occurred over time. The 2007 expansion consisted of a 22,000 square foot addition east of the ticket lobby to serve as outbound baggage screening area. The electrical distribution was only slightly modified for the conveyor system, screening, and new outbound baggage area. Additional lighting in the screening area consisted of more 250-watt metal halide fixtures. B.21.4 2009 Bathroom and Storage Room Addition, Emergency Power Generators The electrical work done in 2009 included the addition of a new 450kW generator installed to provide complete backup of all normal power fed the building's existing 208/120V service switchboard MDP. The generator work included a new outdoor diesel fuel tank. The diesel generator, diesel fuel tank, ATS switches and service switch are outdoor equipment located on the west side of the building. JVIATION B-26 MASTER PLAN CO. EAGLE COUNTY ' 0, - Regional Airport /IL t4tift....04. In addition to the addition of the above referenced equipment, a 100kW, 208/120V natural generator(labeled EG-2 on 2009 drawings)was added on the east side of the building.This generator appears to have been removed in the 2011 electrical work. B.21.5 2011 Baggage Claim Remodel The 2011 bag claim remodel included the addition of a mezzanine level above the bag claim area to house additional baggage screening equipment. The 2011 baggage claim remodel electrical work included the addition of a 1600A, 480/277V service switchboard MDPB to support the new space. MDPB is fed from a utility transformer located east of the main building. An outdoor diesel generator, 750kVA-derated to 600kVA, 480/277V was also added and is located east of the main building near the utility transformer. The 2011 electrical work included new panels and distribution boards required to power the baggage screening equipment including power to support areas, mechanical equipment power and power for new lighting. Light fixtures added included linear fluorescent lamps. The 2011 work included demolition of the 100kW, 208/120V natural gas generator located just east of the building. The existing generator backed loads previously fed from the demolished generator were fed with the diesel generator installed in 2011. 8.21.6 2019 Concourse Expansion and Remodel A concourse remodel and expansion project occurred in 2019. The associated electrical work included modifications to both the existing east and west services. In the west, a new 208/120V, 800A distribution board SMDP3 was added to support mechanical rooftop equipment associated with the remodel/expansion work.SMDP3 appears to have been fed via a bus tap at the west outdoor main distribution panel MDPE. In the east a new 480/277V, 1200A switchboard DPBM was added to support the remodel/expansion work. DPBM was fed from the existing service switchboard MDPB.Automatic transfer switch ATS-4 was added and has backup power connected to the east emergency generator distribution equipment. LED Lighting with programmable lighting controls were included in the remodeled and expansion areas. B.21.7 Facility Upgrade Considerations There may be spare capacity on the existing east and west service entrance switchboards. Utility peak demand information and/or 30-day metering may be used to determine if capacity is available. The National Electrical code dictates associated calculation requirements. Depending on future project scope, expansion/remodel work in the terminal may require a new electrical service to support the project. The original 208/120V distribution equipment on the west end of the building was installed circa 1996.This equipment may be considered as approaching the end of its IATION B-27 MASTER PLAN EAGLE COUNTY " elp Regional Airport expected life-expectancy. Consideration should be given to a replacement program for the original distribution equipment. In addition, the originally installed electrical feeders can be megger tested to determine if there are any potential problems associated with the feeders. Some of the original building areas utilize a fluorescent source. It is recommended consideration be given to replacement of non-LED light fixtures with LED source light fixtures. Analysis of the building lighting control systems should occur. Replacement of originally installed lighting control equipment with new energy code compliant systems should be considered. Lighting control system analysis could include consideration of including all building lighting controlled by a single lighting control system. Work associated with lighting and lighting control systems should comply with the latest energy code requirements JVIAT1ON B-28 EAGLE COUNTY Regional Airport ut 114. `t � ...:>,. ,; •'w... ... - fit+• - -- �,t A I i M1 re '. �. � ro• a.. t ii� .� 'U �3— EAGLE COUNTY REGIONAL AIRPORT VASTER PLAN 11/ Atli t4kt d I _rf-j - �� i COMASTER PLAN EAGLE COUNTY .. Regional Airport C. LANDSIDE TRANSPORTATION C.1 LANDSIDE TRANSPORTATION PLANNING CHALLENGES As part of this Master Plan for the EGE facility, the airport has the opportunity to address several existing challenges that impede safe, clear, and functional use of the landside transportation system.Outreach to airport staff, passengers,operators,and airlines at the initiation of the Master Plan effort identified the following non- exclusive list of challenges for consideration as part of this planning effort: • Congestion at the terminal frontage(curbside) • Insufficient curbside space for all types of surface transportation • Unclear or missing wayfinding signage • Non-intuitive and disconnected parking/lot usage • Insufficient accessible parking • Substandard pedestrian and bicycle facilities • Pending introduction of new facilities to serve international travel with undefined landside access and parking needs • Substantial and constrained use of rental car quick turnaround (QTA) facilities C.2 LANDSIDE TRANSPORTATION BEST PRACTICES Identification of and collaboration over the challenges mentioned above prompted examination of the feasibility and applicability of the following best practices for this site: • Separation of arrivals, departures, and/or type of surface transportation users • Evaluation of two-way and/or one-way roadway facilities • Evaluation of feasibility and value of adding an additional access to the airport from Cooley Mesa Road • Evaluation of traffic calming strategies • Optimization of curbside access • Improvements to and organization of parking o Making parking organization as intuitive as possible o Evaluate consolidation of some lots o Develop pricing strategies for all lots o Consider phased deployment of revised parking organization o Provide uninterrupted space for certain types of parking • Consideration of structured parking to consolidate surface lots • Intentional deployment of improved pedestrian and bicycle infrastructure • Improvements to on-site wayfinding(signage and intuitive design) • General improvement to site circulation: JVIATION_ A WOOLPERT COMPANY C-1 t; EAGLE COUNTY __ MASTER PLAN Regional Airport o Minimize turning conflicts o Allow queueing space o Identify parking organization based on right-in/right-out access to reduce conflicts o Accommodate bus,fire,delivery,and other unique vehicle requirements in logical and safe patterns and locations C.3 SITE OBSERVATIONS The project team completed onsite observations of the landside transportation network on Friday, February 10, 2023,to specifically examine parking utilization and curbside circulation. The observations collected are described herein and illustrate general considerations that relate to landside vehicular circulation, curb side operations and functionality, and parking utilization and organization. Additional observations specific to curb side and parking are detailed below. C3. 1 General Observations • Lack of gated access to parking lots(with the exception of the Epic Mountain and High Mountain Taxi lot located immediately to the west of the terminal) • Arrows are sometimes hard to see at night, a condition which leads some people to do unsafe U-turns • Curbside access starts too far to the west and creates a conflict point C3.2 Curbside Observations • Drivers park and block the crosswalks. • Some vehicles speed after they have dropped off passengers. • The departures area (on the east side of the terminal) will start queuing up, which subsequently blocks access to the arrivals area(on the west side of the terminal). • Access to the ECO Transit bus stop gets blocked by people who utilize the area as an extension of the curb frontage at the terminal,causing the bus to stop in the travel lane. • The entrance to the Epic Mountain and High Mountain Taxi lot is blocked occasionally, also due to curbside parking. • Some passengers utilize the curbside temporarily to access the counters just inside the terminal for additional help with their rental cars. • Despite several crosswalks, a substantial amount of jaywalking activity was observed in between the established crosswalks. C3.3 Parking Observations Overall, all parking areas were utilized at 55 percent on the day of the team's field observations. There were three parking lots with utilization rates over 70 percent, including the Signature EGE parking lot, employee parking lot, and short-term parking. J VIATION` A WOOLPERT COMPANY C-2 EAGLE COUNTY %� �_ MASTER PLAN Regional Airport �=— TABLE 1: PARKING UTILIZATION (OBSERVATIONS FROM 2/10/2023) Area Available Spaces Utilized Spaces %Utilized Signature EGE 233 227 97% Employee Parking 106 98 92% Short-term Parking 233 175 75% Administration Parking 14 6 43% Long-term parking 464 194 42% Rental Car Ready Lot 240 98 41% Signature EGE 110 39 35% Permit Parking 76 18 24% 30-minute Parking 30 6 20% Transportation Network Companies(TNC) 10 1 10% Cell phone waiting lot 45 1 2% Total 1,561 863 55% In addition to overall parking utilization, additional observations about the parking areas included: • The airport does not enforce use of the 30-minute parking spaces but does enforce use of the short- and long-term parking lots by manually checking license plates. • Restricted curb areas limited to drop-off or pick-up are utilized for short-term waiting areas. • While waiting to pick up passengers,some people will park on the curb while they run in to access facilities inside the terminal. • UPS/FedEx vehicles utilize the rental car ready lot or the short-term parking lot in lieu of the short-term parking lot. • There are only 15 ADA parking spaces. • There is not an established walkway through parking lots for pedestrian access or clear pedestrian wayfinding. • The rental car companies are spread out across several different lots for rental return, cleaning, and ready areas. C.4 CURRENT TRANSPORTATION OPERATIONS As part of the effort to gain more information and input on the operations of all transportation occurring to,from, and within the airport,the Master Plan team held meetings with rental car companies and ground transportation (GT) companies, transportation network companies(TNCs),the transit provider(ECO Transit),and the parking management firm (LAZ Parking). JVIATION_ A WOOLPERT COMPANY C-3 tip EAGLE COUNTY �..� MASTER PLAN Regional Airport .1111111114141 C4. 1 Rental Car Companies and GT The airport is currently served by five different rental car operators (Hertz, SIXT, Avis/Budget, Dollar/Thrifty, and Enterprise/National) and two major ground transportation companies (High Mountain Taxi and Epic Mountain Express). While there are many additional private car services available to travelers through EGE,High Mountain and Epic Mountain are the predominant providers.The fleet for the rental car companies primarily includes sport utility vehicles(SUVs)to accommodate skiing baggage and winter driving conditions. Many of the vehicles for the ground transportation companies are either large SUVs and/or sprinter vans that carry many passengers. Representatives from the rental car companies shared that their operations run smoothly due to the close proximity of the rental ready lot,the rental return lot, and the quick turnaround (QTA)facility. All onsite rental car companies contract with the QTA facility for services after each vehicle rental including interior/exterior washing and fueling. Based on operational data from the winter season in 2023,a maximum of 300 vehicles were processed per day,with a minimum of 50-100 cars per day on the slowest days.The busiest day for the QTA is typically Saturday,when 200-300 cars are usually serviced,and the rest of the week is less busy. In addition to the rental cars that are processed for Eagle Airport passengers, the operator for the QTA also noted that some rental car companies will use the QTA facility to prep vehicles that are going to other mountain airports/areas like Aspen and Telluride. This facility also processes a substantial number of vehicles at the beginning of the winter season prior to vehicle distribution across the resort communities. There is current capacity for approximately 400 vehicles a day. Right now,the size of the quick turnaround is adequate with capacity to accommodate additional daily cars. The daily volumes also vary because not all vehicles have the same pick-up and drop-off location (some are one-way rentals). On the peak days during the high season, almost all the vehicles are returned, cleaned, and released within about 15 minutes.This time encapsulates: • The car arriving in the return lot • The car rental provider checking the car in and closing the contract out (generally all completed using a handheld process) • The car arriving at the QTA where it is washed, cleaned, filled up with gas, and maintained (if needed) At the end of this process,the car is driven to the ready lot. Most rental car providers have an employee in a chase car to provide rides to/from vehicles and across the multiple lots used for rental car operations. The Master Plan team requested data from all rental car companies to provide information about the current pick-ups/drop-offs for low and high peak days as well as anticipated future pick-up/drop-offs. Information was provided by Hertz, Avis/Budget, Enterprise/National, and Epic Mountain Express. Information for SIXT and Dollar/Thrifty was approximated from QTA data. Because no data was provided by High Mountain Taxi, the data from Epic Mountain Express is replicated here for High Mountain Taxi for planning purposes. From the data provided,the Master Plan team determined that the companies are anticipating future growth between 23-36% -AVIATION __ A WOOLPERT COMPANY C-4 EAGLE COUNTY MASTER PLAN Regional Airport over current volumes. As a result,the team applied a reasonable estimate of 30%to the current numbers to anticipate the future volumes: • High Season: During the high season (winter months), total pick-ups/drop- offs for rental car companies is approximately 380. Current GT volume is estimated to be at 70 pick-ups/drop-offs(vehicles).Applying a 30%increase, this Master Plan anticipates a total of 494 total pick-ups/drop-offs for rental car companies and 91 for GT. • Low Season:During the low season(non-winter months),total pick-ups/pick- ups for rental car companies are approximately 110. Ground transportation is estimated to be at 20 pick-ups/drop-offs. Applying a 30% increase to the future numbers, a total of 143 total pick-ups/drop-offs are anticipated for rental car companies and 26 for GT. C.4.2 Transportation Network Companies (TNC) Like the other transportation providers, the TNC providers experience a peak winter season with higher demands than the non-winter months. With the current operations,there is confusion and tension between drivers and riders because drivers are directed to pick-up/drop-off at the designated area within the parking area, and customers are expecting curb access for both pick-up and drop-off. This puts the drivers in an uncomfortable position because they risk getting a bad rating and/or no tip if they follow the airport's rules for where they need to pick-up/drop off riders. One provider (Lyft) talked about how the supply is so low that they don't have any drivers waiting to get dispatched for a ride.They expect the drivers are coming mostly from Vail in on-demand situations.There is some anecdotal evidence that visitors will load a rental car full of baggage and the rest of the party will request a TNC to the destination. Rides can be scheduled in advance, but one provider (Lyft) said that option is likely unavailable when the driver supply is really low. C4.3 Transit Eco Transit is the regional transit provider,and currently one route serves the airport. Ridership at the airport does not occur until 8 AM, and it is unclear whether it is for airport staff commuting or airport trip purposes. During the midday period between 10 AM and 2 PM, the ridership activity is between 2-6 people. This is when most people are accessing the bus stop that serves the airport. The ridership information does not show a large difference based on seasonality, and generally the ridership is consistent.All trips to the airport are served by a 40-foot bus. To stop at the airport,the bus has to get off of Cooley Mesa Road and navigate the existing loop road to get to the bus stop located just west of the terminal.This travel into the airport property adds time to the overall route(approximately five minutes). C4.4 Parking LAZ Parking is the airport's parking management vendor and took over parking operations in 2023. Because they have only recently been awarded the contract for parking operations,the items discussed are listed as potential ideas to be addressed JVIATION A WOOLPERT COMPANY C-5 EAGLE COUNTY """ ,�;'- CIP MASTER PLAN Regional Airport `fir iiiiill Ail N* -wsweelte* . i i as part of the preferred concept opposed to current operations. An overarching theme that was discussed is to set up the pricing based on type and distance to the terminal: the parking that is closest to the terminal will be at the highest price point and will serve short term parking needs, and parking rates will decrease for longer term parking further away from the terminal. Generally, LAZ would prefer to have one entrance for each lot. A number of additional ideas were discussed and are labeled on a map in Figure 1. FIGURE 1: POTENTIAL PARKING IDEAS Some kind of valet parking srrnce. . + Y ,exve +- fir ` -._�Could utilize for add+tional „ admmtstrauon parkmg °L ;. , A more established cell phone_ -, x ' " ^i waling lot with bathrooms "°'' • '!and flight information to .::* .deal r aile Le Ur L I ns u rt ecunu ry tut. .�aaitb aw a•""" � Makes:se for short-term 5 ;encourage Veople[o actually parkingbe located on the east a use the facihty. „�Potential to have em to e r� side ins the ring road opposed p Y e a kirtm. � P 8tt'' located here. to whet is currently on they i .a'west sinside the ring road. ` . r Could add fencing,gate to restrict '�kYr� T"' L access,and create overhead r„ s }8A r�'d " � Ideally would be Yong term pa i. { 4. lighting and would be able to st'r.` '► �„increase revenue from parking fees the area where current employee .' yip+'+. _ and short term parking are locate t ` L t .L F iPa"y1•employparkmgtotharea�. er�-Gin anJ rental car quemng is currently a located. Potential to utilize and expand into the Current Gi parking area to be the (date long term parking to the area where ";,.�' most western parking lot In the cwrcnt short term only area for GI pick up/drop-off WA and rental car queuing is currency Ido rot as tFr a.�•bi. ` i parking area,could create a q located. Looking at adjusting the access pow!' two-level parking garage to # for the most western parking lot and s P 8 provide a lot of parking .a.removing the cut through access 'M spaces. 4 's k wa between that and the current long '"` '� ••alligi + t ` "4 term parkmg lot .,,.„w ' . ."" .<s C.5 ALTERNATIVES AND EVALUATION C5. 1 Transportation A variety of alternatives have been developed for both circulation and parking organization. Design Giteria The following design criteria were established for use as concepts were developed. JVIATION' A WOOLPERT COMPANY C_6 EAGLE COUNTY MASTER PLAN tip Regional Airport 1:4111111111116,. TABLE 2: ROADWAY DESIGN CRITERIA ITEM Unit Notes Design Speed MPH 15 20 25 30 Design Vehicle N/A _ WB-50 Lane Width FT 15 15 30 30 Assume 15'for a single lane and 30'for two lanes Horizontal Curve CDOT Roadway Design Guide 2018 Table 3-2 Radius FT 47 105 200 300 Town of Gypsum Public Works Manual Table 3.07.1 Superelevation % Assumed 2%(low-speed Rate facilities) Deceleration FT - - - 235 CDOT RoadwayDesign Guide 2018 Table 10-3 Length g Acceleration FT - - - 180 CDOT Roadway Design Guide 2018 Table 10-4 Length Redirect Taper N/A - - 7.5:1 8:01 CDOT Roadway Design Guide 2018 Table 9-10 Ratio Median Width FT 4 4 6 6 CDOT Roadway Design Guide 2018 7.2.1.112— may be used under very restricted conditions Median Width FT 12 12 30 30 CDOT Roadway Design Guide 2018 7.2.1.112— desirable to provide protection for left turn lanes Input from Airport Staff The Master Plan team met with airport staff several times to discuss alternatives and ideas for circulation and parking organization. The following themes were voiced from the airport staff: • General o Desire for safe facilities and improved ADA access o Encouragement to think about circulation and parking organization with a fresh slate(unconstrained by existing conditions & patterns) o Need to think about snow storage and snow removal o Pedestrian access is missing throughout the site which is problematic for people who have parked and need to walk to the terminal or Signature EGE o Preference to avoid major changes that would require significant design solutions for the substantial elevation difference between Cooley Mesa Road and the airport's landside facilities o Open to moving the QTA and rental car operations to be offsite • Circulation o Clarity on directing people once they are on-property and before they get to the airport o Expanded curb access o Western airport entrance—roundabout intersection desired o Eastern airport entrance JVIA T IOIV_ A WOOLPERT COMPANY C-7 CipMASTER PLAN EAGLE COUNTY Regional Airport • Preference to have ground transportation (GT)accessing the airport here • Consideration for roundabout o Need to avoid substantial utilities facilities that are currently located just west of the eastern rental storage lot, almost directly across from the Signature EGE entrance o Concern about people stopping in bypass lanes that are located immediately in front of the terminal o Preference for keeping separate curb accesses for arrivals and departures opposed to separating vehicle types (GT versus private vehicle) due to the preference of GT service providers to park and meet customers inside to help with baggage o Preference for a loop option for people to access FIS and then leave the airport but also have an option to continue back to the main terminal if they have taken a wrong turn o Open to havingan additional airport entrance that is not necessarily p located at an existing intersection along Cooley Mesa Road (which may restrict turning movements) o Assume curbside drop off and skycap will generally remain in their current locations • Parking o Open to covered and/or structured parking o Electric vehicle charging stations are being installed and need to be included in the plan but do not need to remain at their current location (permit parking lot) o Long term parking lot can reach capacity during peak times o Rental car storage lots can be very full during peak times o Signature EGE continues to ask for more parking o Desire to accommodate charter buses o Assume that demand for GT services will continue to grow o Would like to keep a designated space for transportation network companies(TNCs) • Phasing o Improvements will need to be phased over a multi-year program o The airport will maintain air service during construction, so improvements must consider implementation while in use o Funding for improvements is not all immediately available and will not all be granted to the airport at one time Potential Circulation Improvements This analysis of facility requirements will result in a package of recommendations of improvements for circulation, parking, and safety for landside users. The general themes and improvements that will be addressed are listed here: JVIATION` A WOOLPERT COMPANY C-8 COEAGLE COUNTY MASTER PLAN 411 Regional Airport AIL 1%Ismod* • Multimodal o Improve sidewalks, bicycle access, and bus stop location/access to the bus stop to allow people to safely walk, bike,and ride transit to/from the airport and improve safe access to the terminal from the parking areas. • Traffic Calming o Evaluate considerations to manage speeds across the property (e.g. raised crosswalks, mini traffic circles, medians, curb extensions, and/or landscaping). • Curbside Access o Organize dual columns of curbside access with two lanes each(a parking lane and a bypass lane). • Wayfinding o Improve wayfinding to direct people as clearly as possible around the property. • Intersection Improvements at Cooley Mesa Road o Evaluate intersection improvements, including installation of roundabouts. • Electric Vehicle (EV) Charging Considerations o Maintain or expand number of EV charging facilities on-property. o Identify additional opportunities for EV charging for rental vehicles, employees, and those using long term parking. Circulation Alternatives Considerations for All Concepts Three alternatives were developed for consideration for circulation. The three concepts are described below, with the associated benefits and constraints. The concepts consider several elements that influence how the concepts are organized: • Location of the QTA/rental car operations (immediately adjacent to the airport vs. offsite) • Potential GSE expansion area immediately west of the future FIS exit • FIS access • Number and location of access points from Cooley Mesa Road Concept 1 and 1 a - Double Terminal Frontage with FIS Loop This concept is similar to existing conditions, with improved curbside access. There are two entrance points to the airport located at the east and west ends, with the option for a four-way intersection or roundabout.The main roadway(shown in blue) is two-way and has two adjoining one-way loops heading east, which provide two curbside access points for drop-off/pick-up to the airport. The smaller loop on the eastern side of the airport is specifically for the FIS arrivals. The larger loop on the west side of the airport has two one-way roads for enhanced curbside access. All JVIATION A WOOLPERT COMPANY C-9 MASTER PLAN EAGLE COUNTY '''*'‘, Regional Airport trill 114411mi MA - I loops connect back to the main roadway,giving traffic the option to exit at either end of the airport.These concepts are shown in Figure 2 and Figure 3. This concept offers the following benefits: • Double curb access with two expanded curbside access points immediately in front of the terminal • Similar to existing conditions and easy for passengers to adapt to • Loop for FIS access • Allows the QTA and some rental car activity to remain immediately adjacent to the airport for the near term • Supports phased implementation if/when the QTA and all rental car operations move offsite This concept offers the following challenges: • Potential GSE expansion area is reduced in size • Two main access points of the airport remain • Curb side access is not maximized immediately in front of terminal • Reduces available parking immediately in front of terminal FIGURE 2: CONCEPT 1 (WITH CURRENT ROADWAY FOOTPRINT) M 10 . e „ ,. rr I .. ti d. w - ¢. ' . i e , .,¢— ,a.'" ,. ''""".." Jy .b ...t ii.0ii 1° , ....' JVIATION` A WOOLPERT COMPANY C_10 te EAGLE COUNTY MASTER PLAN Regional Airport lati 1%MinoMir* NII61116. FIGURE 3: CONCEPT 1A(WITH FULL LOOP) ,r _ . . i �,; 1 / a . 1 I�114 rr - r 1 ���Ir...yyy.'rrr » ti Y r, G+ '4 Rt r� `r I . j.. `• /v 1 4 41, ... _ IIMPN_ 1. riiiiii/11/MOR� ' Concept 2 - Double Terminal Frontage with Expanded FIS Loop This concept provides an additional entrance point to the landside portion of the airport from Cooley Mesa Road.The main two-way roadway,shown in blue, provides access to the FIS loop and larger loop in front of the terminal. The FIS loop connects to the main roadway through a four-way intersection or roundabout. Traffic can connect from this loop directly to the larger loop or return to the main roadway.The larger loop on the west side of the airport is one-way and has two roads for access to curbside drop-off/pick-up and short-term parking. Traffic in this loop can exit at the west end of the airport or merge back with the option to exit in the center or at the east end of the airport. The exits at the west and east ends of the airport have the potential for a roundabout in place of a four-way intersection. This concept is illustrated in Figure 4. This concept offers the following benefits: • Double curb access with two expanded curbside access points immediately in front of the terminal • Loop for FIS access • Additional airport access point • Supports phased implementation if/when the QTA and all rental car operations move offsite This concept offers the following challenges: • Additional airport access point may confuse people on where/how to enter/exit the airport JVIATION A WOOLPERT COMPANY C-11 ti; MASTER PLAN EAGLE COUNTY Regional Airport • Reduces available parking immediately in front of terminal FIGURE 4: CONCEPT 2 '1 . .wS 1011 w • • t'Y 1 rxar'L " . _ "fit ] ,3�y'Rk, R ✓ �3 yr � 1 .nsar+ ,- �, tL. kr 1�� Concept 3 - Peninsula Loops with PIS Loop This concept maximizes curbside access and has three entrances located at the east end, in the center, and at the west end of the airport where there is an option of a four-way intersection or a roundabout. The main two-way roadway provides access to the FIS loop and its attached, larger loop.This larger loop provides one-way access to curbside drop-off/pick-up and parking. This loop returns traffic to the FIS loop or main roadway with the options to exit through the east or center access points to the airport.The west entrance to the airport gives access to the western-most loop which provides additional curbside pick-up/drop-off and parking access. Traffic from this loop can exit at the western access point, continue to the other loops, or connect to the main roadway to exit. This concept offers the following benefits: • Expands curbside access • Clearly separates arrivals and departure traffic • Loop for FIS access • Allows rental car companies to be more centrally located to where customers where access the vehicles • Additional airport access point This concept offers the following challenges: • Additional airport access point may confuse people on how to enter/exit the airport • Does not allow for a phased improvement to transition from current conditions to future conditions if moving the QTA off site JVIATION A WOOLPERT COMPANY C-12 MASTER PLAN EAGLE COUNTY ":„:11:14Regional Airport ill 1:411111111111 • Reduces available parking immediately in front of terminal FIGURE 5: CONCEPT 3 v lo,� ,`• t �i, . , % `� • . •— 4 of Yt.lLy f yy4`,/.�'Y ! 4 .. • • 2 • .. 4 � J� `• ram. .• --.1 JVIATION A WOOLPERT COMPANY C-13 feMASTER PLAN EAGLE COUNTY Regional Airport TABLE 3:CIRCULATION ALTERNATIVES SUMMARY Concept# Access FIS Benefits Challenges and Name points to access Cooley Mesa Rd 1 and la- 2 Yes — Double curb access with two — Potential expansion area is Double curbside access points reduced in size Terminal immediately in front of the —Two main access points of the terminal airport remain Frontage — Similar to existing conditions — Curb side access is not maximized with FIS Loop and easy for people to immediately in front of terminal. understand — Reduces available parking — Loop for FIS access immediately in front of terminal —Allows the QTA and some rental car activity to remain immediately adjacent to the airport for the near term — Allows for a phased improvement if/when the QTA and all rental car operations move offsite 2-Double 3 Yes — Double curb access with two —Additional airport access point Terminal curbside access points may confuse people on how to Frontage immediately in front of the enter/exit the airport terminal — Reduces available parking with — Loop for FIS access immediately in front of terminal Expanded FIS — Additional airport access Loop point — Allows for a phased improvement if/when the QTA and all rental car operations move offsite 3-Peninsula 3 Yes — Expands curb side access — Additional airport access point Loops with — Clearly separates arrivals and may confuse people on how to FIS Loop departure traffic enter/exit the airport — Loop for FIS access — Does not allow for a phased — Allows rental car companies improvement to transition from to be more centrally located current conditions to future to where customers where conditions if moving the QTA off access vehicles site — Additional airport access — Reduces available parking point immediately in front of terminal Circulation Preferred Concept Based on the summary of the different circulation concepts above, the preferred concept is 1/1a - Double Terminal Frontage with FIS Loop. This concept is identified as the preferred concept for several reasons, with the main benefits being that it supports phased implementation,allows for structured parking and parking flexibility in the interim, and would work with or without the airport moving rental car operations offsite. Potential Parking Improvements The circulation alternatives provide an important starting point, and the preferred circulation alternative will influence the final parking recommendations. However, several ideas were identified for parking considerations: JVIATION' A WOOLPERT COMPANY C-14 teMASTER PLAN EAGLE COUNTY Regional Airport • Organization o Adjusting the location and organization of different types of parking • Technology Solutions o Parking spaces available in the different lots o Gates managing access • Payment Strategies o Kiosks that allow people to pay as they are leaving Parking Organization Considerations for Parking Organization The parking concepts consider these elements: • Rental car operations • Potential GSE expansion area immediately west of FIS exit • Signature EGE parking • Waiting area ("cell phone lot") • Covered and structure parking opportunities (future considerations) • Combining short-term parking with "less than 30-minute use"for simplicity These concepts are different than the circulation concepts in that they are major themes that influence how the parking is organized. Concept 1 - Rental Car Operations Onsite This concept would keep rental car operations onsite.While the location of the ready lot and rental car storage lots may change, the operations would remain the same from the user perspective - picking up and returning vehicles close to the terminal. This would allow the current QTA to remain in place. This concept offers the following benefits: • Ease of access for picking up and dropping off rental cars • Do not need to move the QTA • Shuttle service not required This concept offers the following challenges: • QTA takes a lot of space in a highly desirable location relatively close to the terminal Concept 2 - Rental Car Operations Offsite This concept would move rental car operations offsite. While some of the elements of the rental car operations could remain close to the terminal,this would move the storage of rental cars and the QTA offsite and would clear that existing space for other uses in a desirable area close to the terminal. JVIATION A WOOLPERT COMPANY C-15 EAGLE COUNTY Regional Airport MASTER PLAN This concept offers the following benefits: • Opens up additional space for parking close to the terminal • Potential to consolidate rental car operations and storage This concept offers the following challenges: • Will require a shuttle service to access the facility • Can be confusing/inconvenient to customers that are used to accessing the existing rental car ready lot Concept 3 - Structured Parking For many of the parking areas, a preliminary high-level assessment has determined there are several locations that would be appropriate for structured parking. This concept offers the following benefits: • Structured parking efficiently utilizes the available space(s) • May allow rental car operations to stay close to the terminal • Phasing structured parking can be compatible with multiple concepts when certain thresholds are met This concept offers the following challenges: • Higher construction costs/increased airport investment • Aesthetically unpleasing Organization by Parking Areas To think about parking organization,different parking areas were defined with square footage to determine the appropriate number of parking spaces.The following tables lay out potential parking organization given the main themes presented in the previous three concepts above. All parking spaces were estimated with the assumption of 350 square feet including aisles and organization unless otherwise noted. Provision of accessible spaces will be evaluated in more detail once an overarching concept is selected. JVIATION A WOOLPERT COMPANY C-16 MASTER PLAN EAGLE COUNTY .►-giiiii Regional Airport ill 1%Ilimmilleilik. 1:4411111111111oe, Concept 1 - Rental Car Onsite Keeping rental car operations onsite reduces available parking but provides easy access for customers who are picking up and dropping off rental cars. It is assumed that this will remain in place at least for the near term, with future plans to adjust operations if rental car operations demonstrate need for a larger area. TABLE 4: POTENTIAL PARKING ORGANIZATION WITH CONCEPT 1 (RENTAL CAR ONSITE) Parking Area Existing Type Proposed Type Parking Change Total Spaces (approximate) A Rental car overflow Rental car overflow +45 625 AND Signature EGE parking B Long term parking Long term parking No change 360 and employee parking C(estimated Employee parking, GT, GT,short term -49 570 with 400 sq ft 30 minute parking, parking, rental car per space) rental car ready lot ready lot D Rental car return lot Permit parking -50 30 (mostly)/Signature EGE E Rental car return Permit Parking -20 30 lot/Signature EGE (mostly) F QTA, QTA storage, and No change No change Not typical parking Signature EGE facility G Signature EGE and cell No change No change 320 phone waiting lot .....,, .. tit,‘ 11011, .: H Rental car overflow No change No change 220 Total N/A N/A -74 2,155 FIGURE 6: PARKING AREAS—CONCEPT 1 N00 s '11111 Area rvkl .:".11.: .y�} E •_Ayr_ Area , CM I I:= ""'-. — ' -------- Alts 'IP. _— JVIATION A WOOLPERT COMPANY C-17 MASTER PLAN EAGLE COUNTY _ Regional Airport ill INIftlimmilil4 1 l Concept 2 - Rental Car Offsite This concept assumes that rental car operations will be moved offsite, which offers more available space for surface parking close to the terminal. TABLE 5: POTENTIAL PARKING ORGANIZATION WITH CONCEPT 2 (RENTAL CAR OFFSITE) Parking Existing Type Proposed Type Parking Change Total Spaces Area (approximate) A Rental car overflow Rental car overflow +45 625 AND Signature EGE parking B Long term parking Long term parking No change 380 and employee parking C Employee parking,GT,30 GT,short term -20 570 minute parking, rental parking car ready lot D Rental car ready lot Permit parking -50 30 (mostly)/Signature EGE E Rental car ready Short term parking -20 30 lot/Signature EGE (mostly) F QTA,QTA storage, and Short term parking +340 340 Signature EGE AND/OR rental car returns G Signature EGE and cell Signature EGE (60%) No change 180 for Signature phone waiting lot and GT waiting area EGE/120 for waiting (40%) area H Rental car overflow Signature EGE No change 250 parking Total N/A N/A +295 2,525 FIGURE 7: PARKING AREAS—CONCEPT 2 per . ., • r A. Area Area E Tom. Area C, _ F w' �. _.:. '. a: f t •'mum #. .$ . - -^ — `s. pi., ..n. .T h !UY �r d l tt 1 m { �A � JVIATION A WOOLPERT COMPANY C-18 CO EAGLE COUNTY �_ MASTER PLAN Regional Airport . — ill 1%11=0MA' I Alliiiib., Concept 3 - Structured Parking The structured parking concept assumes that three locations provide the opportunity for three levels of parking. Due to increased capacity that is created from structured parking, it is assumed this allows rental car operations to remain onsite. Assuming a parking structure with up to three levels (2 additional) for these three parking areas provides an additional 2,110 parking spaces. TABLE 6: POTENTIAL PARKING ORGANIZATION WITH CONCEPT 3 (STRUCTURED PARKING,ASSUMES RENTAL CAR REMAINS ONSITE) Parking Existing Type Proposed Type Parking Change Total Spaces Area (approximate) A Rental car overflow No change in near term, +1,040(assumes 3 1,560 structured parking if rental levels for structured car remains onsite parking) B Long term parking No change in near term, +720(assumes 3 levels 1,080 structured parking in for structured parking) future C Employee parking, GT,short term parking -20 570 GT, 30 minute parking, rental car ready lot D Rental car ready lot Permit parking -50 30 (mostly)/Signature EGE E Rental car ready Short term parking -20 30 lot/Signature EGE (mostly) F QTA, QTA storage, QTA,QTA storage(no No change Not typical and Signature EGE Signature EGE parking) parking facility G Signature EGE and Signature EGE (60%)and No change 180 for Signature cell phone waiting lot GT waiting area(40%) EGE/120 for waiting area H Rental car overflow Signature EGE parking, +440(assumes 3 levels 660 potential for structured in for structured parking) the future Total N/A N/A 2,110 4,230 FIGURE 8: PARKING AREAS—CONCEPT 3 � � F ::..G ea �j,. 4 A as F t'L G` w�► ..ram• :�:r- -- ,.., ® CMs — rC A aF�t ,. µ K,� F� �_ VI,' JVIATION' A WOOLPERT COMPANY C-19 tip EAGLE COUNTY *�,. MASTER PLAN Regional Airport � : 1111111616. Summary As noted above, the parking concepts are flexible, and the details can be refined as the overall recommendations of this Plan move forward into implementation. The structured parking option (Concept 3) provides the greatest increase in parking and allows rental car operations to remain onsite.Concept 2 provides the second greatest number of parking spaces, with an additional 250 spaces. Concept 1 reduces the number of parking spaces due to the spatial requirements of the preferred circulation concept that was identified. TABLE 7: PARKING ORGANIZATION SUMMARY Concept Parking Change Total Spaces Concept 1-Rental Car Onsite -74 2,155 Concept 2-Rental Car Offsite +295 2,525 Concept 3-Structured Parking 2,110 4,230 Parking Preferred Concept The preferred concept in the near-term is Concept 1 - Rental Car Onsite. As airport development and enplanements increase, the airport will transition to Concept 3 - Structured Parking.Structured parking expands access immediately near the terminal without the need for offsite rental car operations. C5.2 Feedback Received Airport Feedback After presenting the preferred circulation and parking concept to airport staff, the Master Plan team received the following feedback from airport staff: • Circulation o Desire to accommodate two truck loading docks, one to serve the terminal and one to serve airside operations. o Support for two curb accesses to maximize the area immediately in front of the terminal. o Ultimate vision to move some or all of the quick turnaround (QTA) facility to be offsite to maximize space immediately in front of the terminal. • Parking o Hesitation associated with structured parking and the associated cost. o Desire for more organization associated with parking inside the ring road so that people arriving at the airport park near the ticketing (eastern area)and people departing the airport have transportation services near the baggage claim (western area). o Valet parking is an important service to provide. JVIATION A WOOLPERT COMPANY C-20 tipMASTER PLAN EAGLE COUNTY Regional Airport Interested Parties Feedback Rental Car Feedback • Desire to think about overall organization from the perspective of the airport user. • Ideas for Efficiencies o Combining the return line with the queue for the QTA: In the current condition,on the east side of the QTA,each provider has a lane for clean and dirty based on the direction they are facing. Having this space be organized as a combined return/dirty line,with the storage of clean cars elsewhere,would provide additional space for queuing of the dirty cars. o Combining the clean line with the ready lot:To avoid moving the vehicles from the clean line to the rental ready lot, whenever the vehicles were done being serviced at the QTA, they would move directly into an adjacent rental ready lot. • Things to Avoid o Moving the return and/or ready lot offsite(requiring a shuttle bus): From a customer perspective, renting a car from Eagle Airport is straightforward and easy to navigate, as passengers are able to walk directly to and from the rental car to the terminal.The introduction of a shuttle bus to a more-remote facility would add time and inconvenience into the overall operations. o Moving the QTA offsite: A critical aspect of turning the vehicles around so quickly is because of the close proximity to the QTA. An offsite QTA location would significantly impact the turnaround time, increase congestion (because the vehicle would need to be driven through the airport),and induce risk because the vehicles would access a public road to go to an offsite facility. Car rental companies also want to limit the amount of time that employees are driving the vehicles,since that is one of the biggest risks rental car operators deal with. TNC Feedback The following are improvements the TNC providers would like to integrate into their airport operations: • Curb access for pick-up/drop-off: Both providers expressed they would like to be able to pick-up/drop-off at the curb. If both is not an option, it's more important to allow drop-off at the curb. Other airports have pick-up areas in designated areas away from the terminal,so that condition is generally more accepted. All riders are generally expecting to be dropped off at the curb in alignment with conditions at most other airports. If pick-up has to occur in a designated area, it would be helpful to have wayfinding signage to direct people to that location to reduce confusion. • Staging area for waiting for trips: One provider(Uber)talked about having a staging area. It would be good to have a waiting area for drivers before they are dispatched for a ride. Ideally want it to be within a five-minute drive to JVIATION A WOOLPERT COMPANY C-21 teMASTER PLAN EAGLE COUNTY '' .01 Regional Airport the terminal if possible. If there are plans for any EV charging stations, it would be great to have those chargers in the staging area if possible. In some airports,the staging area is also the cell phone waiting lot. Some are shared with taxis while others are a separate designated lot. • If drop-off remains in a designated place outside of curbside at the terminal, combine with a staging area: If drivers still need to drop off riders in a designated place, it would be ideal to also have that area function as an area for staging as well until the driver gets dispatched for the next ride. Transit Feedback Eco Transit would like to continue to serve the airport but would prefer to have a bus stop on Cooley Mesa Road outside of the airport circulation within the property. Eco Transit anticipates there would be pushback from current riders, but an on-street stop location on Cooley Mesa Road would reduce overall route time and provide better service to bus passengers who are not accessing the airport but who are instead headed to the industrial area to the south of Cooley Mesa Road. Eco Transit generally locates bus stops on the far side of intersections (downstream of the intersection in the direction that the bus is headed); however, Eco Transit would instead prefer to have stops on the east side of the main airport entrance intersection with Cooley Mesa Road (Spring Creek Road). Public Feedback Throughout the course of the project, the following landside transportation-related feedback was received: • Support for a roundabout at the airport entrance. • Possibility of fast charging for electric vehicles. • Add bike racks outside the front of the terminal. • Signage added to the airport exit to communicate to travelers that they are in the Town of Gypsum as part of overall navigation. • Consider traffic generation and need for intersection improvements at Cooley Mesa Road and Eldon Wilson Road to maintain safe traffic pattern for the future. • Investigate a new exit and overpass off of 1-70 westbound from Eagle. Believe this would alleviate congestion on Grand Avenue and roundabouts. • Please address increased traffic into Eagle as part of this plan, especially improving the access to/from Highway 6. Concept Adjustments in Response to Feedback Truck Loading Docks Two loading dock locations were identified, and the team developed options for access to those locations by confirming truck turning movement requirements. The terminal loading dock is recommended to be on the eastern side of the terminal expansion.The airside operations loading dock is recommended to be on the western JVIATION_ A WOOLPERT COMPANY C-22 t; EAGLE COUNTY il MASTER PLAN Regional Airport l 1%111ftwandelPhiNgidalali side of the expanded snow removal equipment (SRE) building. The potential loading docks are described and illustrated on an aerial below, with the yellow showing the outline of the truck movement,the pink showing the direction of the truck, and the numbers with the sequence of the truck movement. Terminal Loading Dock The access to the terminal loading dock considered two options: • FIS Ring Road—East: Because the FIS will not be busy at all times of the day, having trucks utilize this roadway would be an efficient use of space for two different types of uses. It would require some coordination with deliveries to avoid negatively interfering with FIS operations. FIGURE 9: FIS RING ROAD-EAST -� ___ - 1 ,_i :., 4110 ,fir .f l ofir , , , _ __ , .., .,, , . �,. ., r I ht..0 Sir JVIATION` A WOOLPERT COMPANY C-23 tipEAGLE COUNTY _ MASTER PLAN Regional Airport • Between FIS Ring Road and Ring Road:This would be a separate loading zone access for trucks only to enter just west of the exit of the FIS Ring Road.There would be space for trucks to queue while a truck in front of them is making a delivery, allowing for trucks to get off the main roadway and prevent additional queuing.Trucks would exit the FIS Ring Road exit. FIGURE 10: BETWEEN FIS RING ROAD AND RING ROAD i1,, (per ✓ , �. i`' it it 1 i io mi • tU 4. am -' .ar"' t The last option(Between FIS Ring Road and Ring Road)is recommended and has been integrated into the recommended concept, as it takes the least amount of space for the truck operations and provides a queuing area that is off of the main roadways. C-24 MASTER PLAN EAGLE COUNTY — 111110Regional Airport ill 1%bommill$' Nilliblik Airside Operations Loading Dock The access to the airside operations loading dock considered three options: • Long Term Parking Lot — East: Provide an access through the long-term parking lot and then utilize the administrative parking lot area for staging and backing into the loading dock. This would generally take up the middle row of parking spaces of the parking lot, and some additional parking spaces on the western end as well as the northern row of parking.This requires trucks to share the access with passenger vehicles that are access the long-term parking lot as well. FIGURE 11: LONG TERM PARKING LOT-EAST - rist. a _. IN 1 ', ''"-' ` pry... £ s .... 3 EE IE IE'ri iI fqp I 7 'P fY: f' JVIATION_ A WOOLPERT COMPANY C-25 a.,& ii. it 0 1.te MASTER PLAN EAGLE COUNTY _ Regional Airport ill %I\mod* • West of Long-Term Parking Lot: Creating a new access point between the current long term parking lot and the overflow parking lot to the west. This would utilize the restricted gate access currently in place on the access road and use the western end of the administrative parking lot as the area for the turnaround to back into the loading dock. FIGURE 12:WEST OF LONG-TERM PARKING LOT `'� ' �, 4t t t s l� . , .,,,,.. .,- w► ll '* ,.... 1 J VIATION • A WOOLPERT COMPANY C-26 EAGLE COUNTY ',,, _-- MASTER PLAN Regional Airport • liti 144Iammir* i illikift. • Long Term Parking Lot—West: This would provide access through the long- term parking lot straight back to the loading dock and utilizing the area to the west for the turaround to back into the loading dock.This requires trucks to share the access with passenger vehicles that are access the long-term • parking lot as well. FIGURE 13: LONG TERM PARKING LOT-WEST . Vire°"11181114 0 � 1 1.1 ' tan ,1' 1 ,..,'---taigliNe ", ",gam / ,4 `�-TfA $�}' ��` �,�y ,7��yr�-�'. ry'f I I* 1L _ v f� L. h Ea-.S: II I 1i i . .." - t -v.,r_s.. '!?: A'. :-. ".t' 9�"'K?..- y '^..,ec"�alCs:., - "Rd''.'� "•-v _ • illf ilk The last option (Long term Parking Lot — West) is recommended and has been integrated into the recommended concept, as it provides the most direct access to the loading dock and impacts the fewest parking spaces. Rental Car Operations After receiving the feedback that the consolidated rental car center(CONRAC) is not preferred and the most important element of EGE rental car operations is making it easy for customers to pick up and drop off rental cars, the recommended concept was adjusted to remove the CONRAC. Instead, the recommended concept moved some or all of the quick turnaround (QTA) facilities to be offsite and adjusted the rental car drop off to be bumper to bumper queuing. The issues and how things were addressed are included in Figure 14. J VIATION A WOOLPERT COMPANY C-27 r a' m o N a E riL U o a v kr.pto � \_\_=\ q j 1. w = a ? r V Y *` mItl: m g `t .J .O u.. .iii gl to wN �y aauyc - IN or B. tic ' . ` w « O N G w E N Z . mo.c�Y 1 ocean I+Y 4 v m..rn L" JJ N 3 0 s a J o Y L.6 has w a i w •'s.. �+� 4 a u �yw — � - ;: + ce v o o w c c 44 4' jta,41 46," 14..... t: i., F. )00: .0 \ • W -°mc * it ` m c''o A A a= LLI ¢° J O Y 0 £ «O C N y `C Q addy } aoa vEQ � ty ' a \\- .1,6, 3`o a —a« C " 111 Q e v G c a d ' °� �a u o ;((;�Q! c Y ',i � o2aIt no cam " •1 :. W .0 4 c w Z I //!__- Y R d_V a Ce 1 0 0 •a ro c v•O O c o .O dci-u u▪ N E a I H > a 0 EU a OP ? 'd-6c �O 0 0lNaa u2vv aW a_�XI AD ;9 '.. utmo • 0 H O MN ` u6av Z c al • c° n H° 41p y 67 q ma Or ovov vE23 , oLi. " � a � + 3SEo { «' ° . mn -0 uiEo c EaNSrMI 3 -0L ' • 1 « c m.0 .' x w • rl o U1r � Au o « a .'; wvw n al hj dY Q 9 '6 E � �U p a �O as Q a2 '° cry m ,a mUE a c O 5 y›.- ooF3o tu Q � \ JL I • o ¢ Q O. 1.1. O ry W� t m 1 76 c , � Nv" t, ,,,1 0 . wo: i s I, E L o� o 01 b .. NAY 3 c MASTER PLAN EAGLE COUNTY Regional Airport C.6 RECOMMENDED CONCEPT C6. 1 Circulation Recommended Concept The circulation recommended concept is similar to the preferred concept, with the noted following changes as listed: • Connection between FIS ring road and main ring road removed • Access for two loading docks(terminal and airside operations) • Moving some or all of the operations of the QTA offsite • Rental car drop off will be located in a bumper to bumper queuing organization to maximize space and efficiency in returning vehicles FIGURE 15: RECOMMENDED CIRCULATION CONCEPT �.. MIN" ,-. ti v W Pr 111*V.IF 444. >17 -,� ^" f '♦. •. sP NMI RECOMMENDED. + :+ • t �4 d i t;.+�.F.,.+.y Access Points to/from Cooley Mesa Road The recommended concept is to keep the existing two access points with Cooley Mesa Road. Both of these intersections have been identified to have a roundabout as a recommended improvement for the future. This would improve overall safety for these two intersections and make left turns in and out of the airport easier and safer. The conversion of these intersections to roundabouts will require coordination with the Town of Gypsum. C6.2 Parking Recommended Concept The parking recommended concept is different from the preferred concept based on the discussions and feedback associated with rental car operations and structured parking: • Rental car ready lot and return lot will remain onsite, with the existing QTA to remain onsite initially.The QTA will ultimately move, in whole or in part, to an offsite location. JVIATION A WOOLPERT COMPANY C-29 414 MASTER PLAN EAGLE COUNTY Regional Airport Ntimmegis • Structured parking is not necessary with the creation of an offsite parking lot on airport property south of Cooley Mesa Road near the eastern edge of the airport(across from Costco). • Valet parking counter, pickup, and dropoff should be located to the west of the terminal expansion,with storage of vehicles offsite. • Some of the landside parking areas should be identified for flexible parking usage depending on the seasonality and the demand for different types of parking. Overall adjustments to existing parking are shown in Table 8 and Figure 16. TABLE 8: PARKING AREA CHANGES Area Existing Type Proposed Type Al Rental car overflow No change A2 Rental car overflow Signature EGE B1 Long term parking No change B2 Permit parking No change B3 Administration parking No change B4 Mountain High Taxi/Epic Mountain Express Terminal expansion and valet counter Cl Employee parking Flexible space for rental car ready lot(winter)and short-term parking(non-winter) C2 Short-term parking Rental ready lot C3 GT GT C4 30 minute parking/Rental car ready lot Short term parking D Rental return lot/Signature EGE Truck loading dock E Signature EGE FIS ring road/employee parking(paid) F QTA dirty and clean lines/Signature EGE Rental return lot and dirty line G1 Signature EGE Signature EGE G2 Signature EGE Cell phone waiting lot and vehicle staging H1 Rental car overflow Employee parking(free) H2 Rental car overflow Flexible space for rental car overflow/Signature EGE Offsite N/A Rental car overflow,valet parking storage,GT staging FIGURE 16: RECOMMENDED PARKING AREAS o j..A .. GI C72 MUM ^'a'�89•.., B4 E 13t ' �t H2 r l v M,, " C1 C2 C3 „, .�• y =- Al 7 Existing parking space counts are based on current parking spaces if the parking areas are paved/striped. Unpaved existing parking spaces and proposed spaces are estimated using a parking calculator that estimates parking based on the available space. Conservative numbers are utilized for the unpaved existing parking spaces, but, since parking spaces are not striped, the actual number of parking spaces is realistically much lower due to inefficiencies without the striping. Also included as JVIATIONA A WOOLPERT COMPANY C-30 ti; EAGLE COUNTY �+r - MASTER PLAN `9 Regional Airport IAA `` 1■ part of the assumptions is the type of parking. While most of the existing parking is currently organized in a 90-degree layout, most of the proposed parking is recommended to be 45 degrees to maximize number of spaces. The only parking areas where this is not recommended are the following: • Short term parking(retain 90 degrees) • Signature EGE (75 degrees) • Flexible space for rental car ready lot(winter) and short-term parking(non- winter) (45 degrees) • Rental car return lot(assume 15' lanes with bumper-to-bumper parking with 25' car lengths) It is important to note that these are estimates only and no design work has been completed to refine these numbers. As parking changes move further into design, these recommendations will need to be refined with design to confirm the organization and number of spaces. Table 9, Table 10, and Table 11 describe the overall parking space numbers that are adjusted by different areas of the airport and Table 12 shows the parking changes for the entire airport. There are parking reductions for the areas west of the terminal and in front of the terminal, with an overall increase in parking.The parking increase occurs primarily from developing the offsite area to the east to be a parking lot which is anticipated to serve as a rental car overflow, valet parking storage, and GT staging area.Total estimated parking will go from 2,268 to 3,485 for a 53% increase in parking spaces. TABLE 9: PARKING RECOMMENDATION WEST OF TERMINAL Area Proposed Type Existing Proposed Change Al Rental car overflow 620 620 N/A A2 Signature EGE B1 Long term parking 464 350 -114 B2 Permit parking 14 14 N/A B3 Administration parking 76 76 N/A B4 Mountain High Taxi/Epic Mountain Express Terminal expansion and valet counter Total 1,084 970 -114 TABLE 10: PARKING RECOMMENDATION IN FRONT OF TERMINAL Area Proposed Type Existing Proposed Change C1 Flexible space for rental car ready lot(winter)and short N/A 70 +70 term parking(non-winter) C2 Rental ready lot 240 90 -150 C3 GT 154 100 -54 C4 Short term parking 322 340 +18 Total 716 600 -116 JVIATION A WOOLPERf COMPANY C-31 • MASTER PLAN EAGLE COUNTY "*N Regional Airport TABLE 11: PARKING RECOMMENDATION EAST OF TERMINAL/OFFSITE Area Proposed Type Existing Proposed Change D Truck loading dock Adjustments made in other rows E FIS ring road/employee parking(paid) N/A 50 +50 F Rental return lot and Dirty line 117 110 -7 G1 Signature EGE 110 160 +50 G2 Cell phone waiting lot and vehicle staging 45 45 N/A H1 Employee parking(free) 106 100 -6 H2 Flexible space for rental car overflow/Signature EGE N/A 60 +60 Offsite Rental car overflow,valet parking storage,GT staging N/A 1,300 +1,300 Total 378 1,825 1,447 TABLE 12: PARKING RECOMMENDATIONS FOR ALL AREAS Area Proposed Type Existing Proposed Change Al Rental car overflow 620 620 N/A A2 Signature EGE B1 Long term parking 464 350 -114 B2 Permit parking 14 14 N/A B3 Administration parking 76 76 N/A Cl Flexible space for rental car ready lot(winter)and short- N/A 70 +70 term parking(non-winter) C2 Rental ready lot 240 90 -150 C3 GT 154 100 -54 C4 Short term parking 322 340 +18 D Truck loading dock Adjustments made in other rows E FIS ring road/employee parking(paid) N/A 50 +50 F Rental return lot and Dirty line 117 110 -7 G1 Signature EGE 110 160 +50 G2 Cell phone waiting lot and vehicle staging 45 45 N/A H1 Employee parking(free) 106 100 -6 H2 Flexible space for rental car overflow/Signature EGE N/A 60 +60 Offsite Rental car overflow,valet parking storage,GT staging N/A 1,300 +1,300 Total 2,268 3,485 1,217 Parking Enhancements While the recommendation described here does not include covered or structured parking, those enhancements can be considered on an ongoing basis to see if they will provide benefits and enhance customer experience. Solar canopies can provide protection to vehicles to reduce snow clearing in the winter and overheating in the summer while providing solar energy to address overall sustainability goals.This was discussed with rental car companies as a potential option for providing some level of protection to rental cars. At this time with the planned development of the offsite land, structured parking is not recommended. However, if it is later determined that developing that land is infeasible or cost prohibitive,it is recommended to revisit structured parking near the terminal. Based on conversations about structured parking, it is currently preferred to the west of the terminal where the long-term parking and rental car overflow is located. C-32 tOp EAGLE COUNTY - MASTER PLAN ithisik Regional Airport C6.3 Action Plan/Future Considerations As these recommendations move forward, several considerations need to be discussed and coordinated with different entities. The following are items that have been discussed as part of this master plan update, documented here to be resolved during design: • Intersections with Cooley Mesa Road: Coordination with the Town of Gypsum will be necessary to identify the details associated with the recommended roundabouts for the two intersections with Cooley Mesa Road. Current and future information about traffic volumes, speeds, and turning movements will be necessary to develop the design and implementation plan. • Coordination with Signature EGE: As the needs for Signature EGE change moving forward,it will be important to continue coordinating on the parking demands experienced by their clients to make adjustments to the available parking. • QTA partners related to phasing and ultimate location: While the initial improvements retain the QTA onsite, the ultimate vision is to have the QTA located offsite. Regular communication will need to occur with the QTA about what and when to relocate offsite.Current conversations with the QTA provider indicate that the current facility can process approximately 400 vehicles per day, and, at their peak, they are currently only processing 300 vehicles per day. Once the volumes increase by 25%, it will be time to start thinking about adjusting the location of the QTA to be offsite. Another opportunity for thinking about the QTA is when repairs and upgrades need to occur. Since this is an aging facility, constructing new elements of the facility offsite will likely be another natural progression for the future of the QTA. • LAZ Parking: As the parking provider for the Eagle Airport,there will need to be continued coordination with LAZ Parking associated with parking organization, including paving, striping, restricted access, and pricing (including dynamic pricing). • Minor enhancements: o ADA parking: as each parking area is redeveloped, each design must consider code requirements to bring the number of accessible spaces up. o Cell phone/waiting lot: including facilities such as restrooms in the cell phone lot will limit trips through the main loop. o Regular striping/signing maintenance: the winter weather experienced in Eagle County damages traffic controls. A program to prioritize maintenance of striping and signing to encourage driver compliance is recommended. -AVIATION A WOOLPERT COMPANY C-33 teMASTER PLAN EAGLE COUNTY Regional Airport C.7 INPUTS TO THE MASTER PLAN C7. 1 Phasing The phasing of recommended landside improvements at EGE was developed to address the airport's highest priorities first while also tackling the improvements in a logical manner so that operational disruptions are minimized. The phases are organized so that moving parking areas and/or revising vehicular circulation occurs in an organized fashion. Phase 1: Ring Road Improvements In the first phase of improvements,the focus will be on the ring road immediately in front of the terminal.The work will include implementation of expanded curb access and reorganization of the parking located within the ring road.This includes moving the rental car ready lot to the west to be closer to where people exit the terminal from baggage claim. With these improvements, the future of the QTA needs to be addressed as far as whether the ring road will accommodate the QTA in the near- term or whether the facility should be relocated offsite. It is anticipated that this first phase will have two different phases, one with the QTA remaining onsite and then subsequently relocating the QTA offsite. Temporary accommodation may need to be provided for parking/access to the admin building and the SRE building until the new access is provided in Phase 4. Phase 2: East of TerminalImprovements During this phase, improvements will be made to the parking lots to the east of the terminal, and sidewalks will be added to the east to allow people to safely access the parking areas. The new rental car return lot will be prepared in anticipation of its change of use in the next phase.The improvements to the Signature EGE lots will be completed as well before moving onto the next phase. Phase 3: FIS Ring Road and Terminal Truck Loading Dock The current Signature EGE and rental car return lots will be adjusted to accommodate the terminal truck loading dock and the FIS ring road. To maximize available space, the area within the FIS ring road will be utilized for parking and is preliminarily identified to be employee parking(paid). Phase 4: Western Parking Lots and SRE Truck Loading Dock The last phase addresses the parking lots to the west of the terminal and creates an access to a truck loading dock on the west side of the airport to serve the SRE building and airside operations. The parking lots would be paved and striped to maximize available parking spaces. Unrestricted Improvements Whenever deemed appropriate,the EGE team can move forward with the following: JVIATION_ A WOOLPERT COMPANY C-34 EAGLE COUNTY MASTER PLAN Regional Airport • Reconstruction of the western entrance to the airport from Cooley Mesa Road, potentially into a roundabout intersection. • Reconstruction of the eastern entrance to the airport from Cooley Mesa Road, potentially into a roundabout intersection. • Construction of parking, perimeter fencing, access controls, and other facilities at the offsite lot to the east of the airport on the south side of Cooley Mesa Road. • Install electric vehicle (EV) charging stations in all parking areas. • Provide secure bicycle storage to employees. • Improve wayfinding signage including access to/from Cooley Mesa Road and within airport property. • Coordination between CDOT, Eagle County, Town of Eagle, and Town of Gypsum to address regional transportation concerns related to airport access to/from Highway 6 and 1-70. C7.2 Cost Estimates The Master Plan team developed conceptual cost estimates for the recommended improvements, packaged in accordance with the phases of work identified in Section 8.1 of this memo.The costs include high-level assumptions related to the cost of the construction elements and also include design and construction engineering costs. The table below identifies the conceptual per-phase costs(based on 2023 cost data). TABLE 13: LANDSIDE IMPROVEMENTS CONCEPTUAL COSTS Phase Conceptual Cost Range 1 $17-18 million 2 $11-13 million 3 $3-4 million 4 $12-14 million Offsite Lot $18-20 million JVIATION A WOOLPERT COMPANY C-35 1110 EAGLE COUNTY Regional Airport 117. • 1 /• • 'S • • -•••"''1* •f Oa ‘! • • ea.. EAGLE COUNTY REGIONAL AIRPORT VASTER PLA \ APPi rri-71 11) /7 A ,11441111 MASTER PLAN EAGLE COUNTY _ Regional Airport D RECYCLING, REUSE AND WASTE REDUCTION PLAN D.1 Introduction and Background As part of the FAA Modernization and Reform Act, signed into law in 2012, airports are required to address issues related to solid waste recycling in airport master plans. As such, the purpose of this Appendix to the Eagle County Airport Master Plan, is to review the Airport's current recycling, reuse,and waste program and suggest ways to reduce waste and improve recycling and reuse at the Airport. EGE is a publicly owned facility consisting of 632 acres. The airport is located in portions of unincorporated Eagle County and the Town of Gypsum and is located 30 miles west of Vail and 25 miles east of Glenwood Springs.The airport is approximately 136 miles west of downtown Denver, Colorado. EGE is the major conduit for commercial airline passengers to and from the Vail Valley. The airport's location provides access to the heart of the Colorado Rocky Mountains and is a short drive to the Vail & Beaver Creek Ski Resorts, making EGE a primary gateway for tourists enjoying both winter and summer recreation activities. The airport is owned and operated by Eagle County, which is governed by a three- member Board of County Commissioners (BOCC). The County owns and maintains the airport facilities, and functions as the airport sponsor for FAA grant funding purposes. The commercial passenger terminal is owned and operated by the Eagle County Air Terminal Corporation (ECAT). ECAT is a non-profit corporation created under Colorado law that is owned and controlled by Eagle County and is authorized to both issue bonds to finance the terminal and to impose and collect Passenger Facility Charges (PFC) to discharge the debt. The BOCC designates an Aviation Director to oversee the day-to-day operation and development of the airport.Airport staff is responsible for terminal operations, airfield operations, aircraft rescue and firefighting, and administration. A detailed airport description and background is available in the Airport Master Plan. D.2 Airport Operations In 2021, the Airport supported 57,436 operations and 188,513 enplanements. The based aircraft at EGE in 2021 totaled 89. According to the FAA Terminal Area Forecast for EGE, there will be a steady growth in total operations, enplanements and based aircraft through 2049. EGE is served by three branded airline systems, American, Delta and United. All three airlines provide seasonal (Winter) non-stop jet service to fourteen major domestic and international cities.American and United provide year- round non-stop daily flights between EGE and Dallas/Ft. Worth and Denver, respectively. V li irlro D-1 EAGLE COUNTY ,--.16414411MASTER PLAN IL Regional Airport 1116111* D.3 Facilities The landside facilities include a passenger terminal, the Vail Valley Jet Center(VVJC) Fixed Base Operator(FBO),fire station, and aircraft hangars. EGE is also home to the National Guard HAATS Facility. The VVJC services include aircraft line service, apron parking, hangar storage space, on-site catering, and flight planning. Additionally,the FBO provides aircraft fueling for both Jet Fuel and AvGas, along with aircraft maintenance and aircraft deicing.The VVJC provides the majority of hangar space for transient aircraft. Hangar space is in high demand due to the high traffic that accompanies the ski season and the inclement climate during this peak time. D.4 Existing Waste Types, Locations and Sources Federal,state,and local agencies regulate different types of waste based on what the waste contains. In general waste from airports can be divided into eight types of waste: 1. Municipal solid waste (MSW) 2. Construction and demolition waste (C&D) 3. Green waste 4. Food waste S. Waste from aircraft flights(deplaned waste) 6. Lavatory waste 7. Spill cleanup and remediation waste 8. Hazardous materials Identifying and analyzing an airport's sources of waste can be complicated.There are numerous groups, agreements, operational styles, and collection/disposal processes that play into the overall generation of waste at a given airport. The FAA lists the primary sources of waste at an airport and their potential outputs as shown in Table 1 TABLE 1 Location Source Potential Output Terminals Restaurants,shops,passengers Food waste,paper,plastic,aluminum cans,trash, and employees grease and oil,green waste,deplaned waste Airfield Aircraft operations Runway rubber,green waste Aircraft Maintenance Hangars Aircraft and ground service Vehicle waste,plastic,waste water,hazmat equipment(GSE) Cargo Hangars Goods movement Plastic,wood,vehicle waste(tires and fluid) Flight Kitchen Aircraft food services Food waste,waste water,plastic,wood Administrative Offices Employees Food waste,paper,plastic,aluminum cans,trash Airport Construction Projects Construction,reconstruction Reused concrete,reused asphalt,vehicle waste, and demolition soils,building materials,wood,general waste JVIATION` A WOOLPERT COMPANY D-2 C EAGLE COUNTY jr _ MASTER PLAN Regional Airport The sources of waste, per the FAA's September 30, 2014 memo, can be further classified by the degree of control the Airport has on the generation and disposal of waste.There are three levels of control 1. Areas where the Airport has direct control of waste management (public space, office space, terminal building, airfield). The Airport controls these areas and can directly implement recycling, reuse, and waste reduction programs. 2. Areas where the Airport has no direct control but can influence waste management(tenants).These areas are owned by the Airport and leased out to tenants. The Airport can recommend that recycling, reuse, and waste reduction programs be used and can such include language in the tenant contracts but cannot realistically control what is done. 3. Areas where the Airport has no control or influence over waste management. These are areas the Airport neither owns nor leases (none of which are included in this chapter). Table2 lists the identified areas of waste generation,what waste is generated, how it is collected, amount of waste generated, and the EGE's level of control. JVIATION A WOOLPERT COMPANY I]-3 O u O u 0 u O O O C od O c p cu o 2 0 7 +� Uw Ui c U - C C C y, C ,.+ C CO u c c c 0 O O u - u -- U a) c O U U U v a Y Y Y Y U N i U 0 U y U C v ' O a O O 0 0 U rn O Z s Z r5 Z CD 4- c 0 vN C 2 2 a, ov `L°o ~ Z O VA C NIp a 03 a ---- 0CC UJ 0 _ /-- C .CD o O Yo 2 c j Yo tri Y j Y C C Y YY C a a Y a N a N a V2 a i ON a) N U i "._ Y p :° p L 0 O , 0, CO -0 CO o a 0 o CO ,• c 0) C C -0cc a) 00 o o oa a apoa C _0 "rall O Q, (a n a a' Q O' O. p° on pa pa � c C a C c C C C> o CU Cu U a a U a U a T Y U Y >- C Y >` = U u C u u u u u u u U u u O U u U a v = a � a v a v E. - a . = a c �+ Y C C C ,- N i v, a N -O -N -0 m 0 f` U N N N Ui - O C u +'cu co O u c uE al a`i 3 N 3 . vi 3 if0C at0 O O a C fa C• -CI_ C p° C pa . c T ,�i, .� w p 3 Q u 7 C O a ) )1 ‘-i W > !a vi to M CO- Z3 -O Q -O a+n �i �, L -p U L J fp f6 L D_ N LA' C C C N C E tiro a L , N 3 -U co Q U > .p -O vYi N C U N to '6 .0 �, S] O 0 QI Y -p C —, -p N U -/ - a . N N N `, Y to ° c° Lop co > u f4 •+' N E a-C co • `° m Y f0 N ro a L �O co L a " — - C v c a ° ^ ° @ _0 a)� 3 a " v a c o- 0 c ai.p 1/1 U 0 aai v C a v-5 o 3 ,,,- co ,a, co v oan co .- cu 0 c co o as ora 61 3 " .5 ') o °c° 3 a .• N o v •`°CU E -V U N n h0 C ..-' y ,a, ; u N Y '6 o a Yva1 u -0 U N O. tts ,- CO o coN v °1 v o 0 =s JD m , 'c a s p 3 n 3 ar ° 3 cc E aai w o° p°°: pa 4- z o U 3 3 Y 3 a O_ O_ w N 1 s- al C C Ual O VsU CO a N ' O N a c - U a C C >-. 0 0 c U j N N o a a C C N pp U 2 N - O a a a c •, - > O?Q N O ' CO a 0 CO a E 0 a U c N L w w E N `' p a i � v CO a -p CO 2 N 'O 0 QJ C U U 7 00 t- 2 o c N cc cco a a aai C7 a w U as a U U CC 0 COw 0 u c i a C — N C O + H CO o 2 r I"" t6 ,an U+ h U Z CO U + i S ][ i Q co -C C u O ,,Q. a CC UC m E Q.-• . a o u V'� F ..c ¢ = U u_ Q Qa Q ` W;a .� °o J C > ! Q ° 1 < a W� L.C4 EAGLE COUNTY MASTER PLAN Regional Airport D.5 Waste Management Program Airport Recycling The Airport has a contract with Vail Honeywagon to handle all waste, including recyclables.The current waste management program offers single-stream recycling, where all recyclables can be commingled into one container and do not need to be separated, and dual-stream recycling programs. The Airport collects the following materials: • Plastic bottles(#'s 1-7) • Aluminum cans,foil and bakeware(with no food residue) • Steel and tin cans(soup can,veggie cans, coffee cans, etc.) • Corrugated cardboard • Paperboard, office paper, magazines, and newspaper • Glass bottles and jars Waste and recyclables are collected by Service Master, a cleaning contractor. The EGE airport terminal has multi-stream recycling containers placed throughout the building (see Figure 1). The cleaning staff collect recyclables from recycling receptacles which is then placed in one of three exterior dumpsters.Vail Honeywagon is contracted to remove the collected waste and recyclables from the airport dumpsters.The location of waste and recycling dumpsters are depicted on Figure 2. FIGURE 1:WASTE AND RECYCLING DUMPSTERS AND RECEPTACLES 4 3 yx 'o N� O a I L�, a 1 INIMP rn < _ r n �.� i � cam. • !` Source:Woolpert,Inc. t 1. Lr-A.Ti N 5 • MASTER PLAN 11141111111..11.114 tirp EAGLE COUNTY ill11111111ir` Regional Airport IAA £ FIGURE 2: WASTE AND RECYCLINI G 1:.,-.) ATI07S, -..',: ,,° . _ . ."- , ‘,.', —.. . -.4 ..,..B3 . •'" • ":- '3‘7,- . ', • i ' . 13, • • i fig' r• 91 • ' '', '''''` ' '04 1 ' ' ' • ..--,-,:-- . ., . , .........„ • : :,- ., , .. . . . , . ., ..,I- , . . .. - - . , „......,. . ` 10.0...-1 - , '!- . :- ! .. ' 'I i; .',7 it, . ,, , • #4- "' ,,,. •_4 ,,.4,, . .., ,4 1 - !, 1 , ,,. 4 i., . , .. 1 ', •i i. L' , ,,,,t. , , ,, ,, , .. ,..„, , '`,.94 ., , .4,,' ' ' ' - '' ' ':',',., '', ' '1 '.- 7,- ' ' ' • '' ' ' ' :-,,, : .1,‘, - 41 : , . ._ ' 4 • 11 I . • ,t • '' ' '," ' • " 3,- ' .t 1 1 ''..`; ''si ''''‘'' '1..! —,-... '..4, ,. \ ,,,,..., • 4 t,.,.• . . ,.,r. .... k: .' , •• : . ',., ... -; ' - . 4 - j '7"".-k'l• i 1 ., k.,, , . :, ' ,• • i,A , '1,•;. 1 ,ti . z. , i .• i Lk .4;., : .i• I 'IR- ? •-, . -• .. tf" ' 1, \ '' - l'''''. '1 i ,.'' -', 1111'1,,' 1.1 IL "1 ... : .....$ .. .: ' , .., .• ,, : -, L..... .. , ..4: . , 6 teEAGLE COUNTY MASTER PLAN Regional Airport City and County Recycling Eagle County and the Town of Gypsum provide numerous recycling programs and opportunities for residents and small businesses. Gypsum sponsors the Gypsum Community Recycling Site which offers dual stream recycling. Eagle County owns a Solid Waste and Recycling facility that offers waste disposal services to support environmental and recycling programs. The Eagle County website has How To videos on Recycling and Composting. According to the website, Eagle County residents and businesses may recycle their old electronics at the Eagle County Household Hazardous Waste Facility, located at the municipal solid waste landfill. The County also owns and operates the Recycled Materials Recovery Facility (MRF) which has manual and mechanized methods for sorting recyclables. The MRF help remove the distance-to-market barrier for local recycling programs. Figure 3 shows the location of the County solid waste and recycling facility in relation to the airport and Vail Honeywagon. A non-profit organization, Walking Mountains Science Center serves residents and businesses of the Eagle/Vail Valley region, which includes Eagle County, engaging in environmental stewardship and sustainability. The Science Center website hosts an Eagle County Waste Wizard app that helps the user figure out if an item is recyclable and how to recycle or dispose of it. The Science Center also provides outreach and education about recycling and composting as well as how to hold Zero Waste events. FIGURE 2: SOLID WASTE AND RECYCLING FACILITIES LOCATION MAP N 6reeneorn 0 1 2 A twueal,hWsA Moontz!n °E1ry -iMites (1•cenhorn' '3 Eagle County C,utch a e Solid Waste and Recycling w6 fVail Y, �f t 1'a� Honemagon i4 Wa tr lcott )4S t 6010o % A Eagle County Eagle Regional • Gypsum adil .'w:u"Pr *'4+ .e5a •1. eagle a. h . catcowu c's e: ��` ! x Moantat USuS Bureau N V otM e EDA NFS Us_ y, Source:Woolpert Inc. JVIATION 7 A W OOLPER'COMPANY tipMASTER PLAN EAGLE COUNTY Regional Airport IN111111b., D.6 Operation and Maintenance (O&M) Requirements As previously discussed, EGE has multi-stream receptacles throughout the airport terminal. The airport contracts with Service Master for waste and recyclables collection and transportation to the on-site dumpsters. Vail Honeywagon removes solid waste and recyclables from the dumpster and transports them to a landfill or recycling center. Composting is not currently done by concessions and restaurants within the terminal building. A new dumpster would be needed for composting and compost would be removed by Vail Honeywagon. EGE does not currently produce an internal report for airport employees nor is an external report produced for the website or press releases. It may be beneficial to release the waste logs internally to keep interest in the program and advertise a positive program. EGE does not currently stockpile their Construction and Demolition debris. D.7 Review of Waste Management Contracts Current Contracts As discussed, the airport contracts with Vail Honeywagon for removal of solid waste and recycling materials. The waste and recyclable materials are collected from the Airport by the Service Master cleaning staff and placed in exterior dumpsters. Vail Honeywagon then removes the waste and recyclables and transports them to landfill or recycling facilities. Terminal tenants are billed monthly for waste removal, while concession and general aviation tenants manage their own waste. Leases and Service Contracts The Airport has numerous tenant leases as well as service and goods contracts. The agreements vary in duration and expire intermittently. Recycling, reuse, waste reduction, and environmentally preferred purchasing incentives are not included in existing contracts. Fun ding Expenses associated with waste management, to include the collection and disposal of solid waste and recyclables,are paid for by the Airport from the facilities operating budget.The management of tenant produced waste is the responsibility of tenants. D.8 Potential for Cost Savings or Revenue Generation The airport contracts with Vail Honeywagon to rent the recycling and trash dumpsters. The following fees are related to the Vail Honeywagon contract as of February 1, 2023: • Fiscal Year 2022-$22,496 for waste going to a landfill o Rental Fee-Compactor(34 yard)$198.42/month JA/LATILIN 8 EAGLE COUNTY :4044,0411\41;SLLAN Regional Airport o Rental Fee- Dumpsters(4 yard)$1079.34/month o Waste Disposal Fee—$44.19/ton • Fiscal Year 2022 -$15,463 for recycling o Rental Fee-Recycle containers (96 Gallon) $400.20/month o Rental Fee- Recycle dumpsters (6 yard) $731.84/month These Fiscal Year 2022 costs include container rental and service,scheduled material pickup, transfer to disposal site/recycler, and educational programs. As shown, the largest waste management expense is the annual cost for waste transported to a landfill.This cost can only be reduced by decreasing the amount of waste which goes into the landfill stream.The following section provides recommendations to minimize waste generation. D.9 Plan to Minimize Solidate Waste Generation As the amount of recyclable material and waste increases, the costs associated with removal will also increase.To reduce costs,the amount of waste generated needs to be reduced. The airport may consider the following condensed strategies to reduce waste and the associated removal costs. 1. Complete an initial comprehensive waste audit to fully understand where the most waste is being generated. This audit would inform a trackable baseline that can be used to develop future reduction plans. 2. Once a baseline is established, track annual volume of waste going to a landfill and the amount diverted through recycling, reuse, reduction, or donation. 3. Actively discuss baseline volume and future goals with waste generators. Initial reductions may occur through more transparency and awareness of is the waste being generated. 4. Discuss goals with Vail Honeywagon and other waste removal contractors to see if rebates or incentives are available. 5. Evaluate regular purchasing decisions and products to ensure the EPP is being considered. The Airport should actively encourage vendors and contractors to do the same—possibly including language in contracts requesting verification that the EPP was considered. 6. As new leases are signed or old leases renewed,the Airport could incentivize waste reduction(i.e.,decreased rates if waste remains under a set threshold, additional fees if waste exceeds the rate, and requirements to participate in a recycling program). 7. Enhance the existing recycling program through additional receptables, signage, additional training and education outreach, and regular communication with airport staff regarding the success of the program. 8. Complete a cost-benefit analysis for adding recycling infrastructure such as trash balers, scales, and airport-owned dumpsters and compactors. J IIAT ION 9 teEAGLE COUNTY '��_ MASTER PLAN Regional Airport 141 The strategies above would facilitate the EGE's commitment to become more sustainable. Ultimately, support and buy-in from airport administration and employees will have the most impactful influence on the success of the airport's recycling, reuse, and waste reduction. The extent of recycling that occurs at EGE is limited, as the airport is the most active participant in a recycling program.This limited reach stems from the airport's partial control over leased areas and a lack of tenant buy-in on recycling programs. Eagle County, and therefore EGE, is committed to continue the current recycling program and improve waste reduction and participation in recycling programs. The incentive to change the current strategy is to ultimately reduce operating costs and move the airport towards greater sustainability. A commitment to purchase additional waste collection infrastructure would also advance the airport's recycling program. Additionally, EGE can encourage more tenants to recycle by emphasizing participation in revised leasing contracts or by creating incentives that promote involvement. JVIATION A WOOLPERT COMPANY - 10 110 EAGLE COUNTY Regional Airport 1 : ".. .� ram.= �.+++sR-Air rellOr Ate ',, `,,, 4' ° A. _____________JIM i_. - . ' .,... - -r i ilk M ` EAGLE COUNTY REGIONAL AIRPORT VASTER PLAN _r-1 lj P '6-2 ri r-J -] _,/ I-j R r Lai G MASTER PLAN EAGLE COUNTY Regional Airport E NOISE CONTOURS REPORT E.1 Background An aircraft noise analysis was completed to assess the current and forecasted aircraft activity at EGE. The FAA's Aviation Environmental Design Tool (AEDT) was used to model the current (forecast year 2022) and future (forecast year 2032) noise contours. Results of this analysis were two distinct sets of noise contours. This analysis did not include any field measurements. The FAA evaluates noise impact through the Day Night Average Noise Level (DNL) metric,to estimate a person's average exposure to sound over a 24-hour period.This is expressed as the noise level for the average day of the year on the basis of annual aircraft operations. DNL calculations utilize a number of variables, including aircraft models and engine types,approach and departure tracks, number of operations,and time of day. DNL uses the A-Weighted decibel [dB(A)]for aircraft sound estimates.A- Weighted measures account for how the human ear hears noise. A 10 dBA penalty (double the noise level)is added to noise occurring during the nighttime, between 10 p.m.to 7 a.m.,to account for peoples' higher sensitivity to noise and expectation for quieter noise levels during these hours. The first public release was AEDT 2a in 2012. The latest version, AEDT 3e, was released for use on May 2022,which was the version used for noise modeling at EGE. The purpose of DNL noise contours generated by AEDT is to graphically the expected annualized noise exposure in a general area. These contours are computer-driven models based on inputted data and assumptions, and do not depict noise levels occurring in a specific location or for a single aircraft event. The FAA and Environmental Protection Agency(EPA) have set a guideline of 65 DNL to determine compatible land use around airports. E.2 Input Input data for AEDT falls into six general categories: aircraft operations, aircraft fleet mix, runway utilization, approach and departure profiles, and time. The more detailed data that is input into the model,the higher confidence that output contours are realistic.As such,significant effort was expended to create accurate estimates of aviation activity at EGE, based primarily on the approved forecast. Discussions with Airport management and staff, coordination with Air Traffic Control Tower (ATCT) staff, data collected from an on-site ADS-B receiver, published ATCT operation counts, historical commercial service schedules, FAA's Traffic Flow Management System Counts (TFMSC) and Terminal Area Forecast (TAF), and research into flight training schools were all used to identify aircraft makes, models, activity levels, and operational patterns at EGE. Both scenarios contain commercial service, military,and general aviation operations. Given the steep terrain surrounding the airport, the noise modeling included digital elevation model (DEM) data. —JVIATION A WOOLPERT COM.ANY E_1 tIOMASTER PLAN EAGLE COUNTY Regional Airport NilImMiielk' 1\1 411111111k. E.3 Output In total, two scenarios were modeled and are presented. Scenario 1: Baseline (see Figure X)was based on the aviation activity in 2022,and Scenario 2: Future(see Figure Y)was based on the aviation traffic forecasted for 2023.The size of the calculated 60 (green),65(blue),and 70(orange) DNL noise contours for the two scenarios are listed below. In comparison, the area of future scenario 65 DNL is 8.2% larger than the baseline scenario, representing the forecasted aviation growth expected at EGE over the next decade. In general, the 65 DNL contour for either scenario rarely extends beyond the airport property line and the contours from the two scenarios are extremely comparable in the area covered. Contour(dB) Area (Acres) Future Compared to Baseline BASELINE SCENARIO(2022) 60 726.4 65 350.6 70 179.5 FUTURE SCENARIO (2023) 60 812.1 +11.8% 65 379.3 +8.2% 70 199.0 +10.9% JVIATION E2 A WOOiPcR`OOY1°ANY EAGLE COUNTY ,, .._ MASTER PLAN 44 Regional Airport Ail Niblimmid4 INIIIIIiikk Noise Contours(Scenario 1:Baseline 2022) k • t 7! is t� , rA fi } y ,, S. 4 art"' ��Y �w , - • 1 xyy qgN. Y 'x ai 3� i. � ;P • -t fift .', t g , ''' . ''t 11, ' Illikr" ' gi. ' ' iil ,S.,,:,‘:,70,#1,, ..:„,,,,,,',.' , 4t.,.., ,,:e. ,.. , ‘1,,,•: , L ' , .,:'''.t.4''''.'.'''1, .1:''' \ . .1.''.W '' *.:441t*""i : . .., , , r..,, , ..... r— ''. ,....ttkr:',,1 14,111,1:.:Lik't V ', 1 ' , • , - ",,F..,,,,i t ,o,,,.. :,,,', , -....., ,'',,,,,-... ', t , -.,,, ) 4 LT' H* {f yy rs. : n �4 7 IR ,.,yam t ,t .. R. t 1 �]] $$ . , t ..s. i .,..'ram to- — , '. . 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EAGLE COUNTY Regional Airport A ,, Alit?' . 4, . . , i — AA Illii\c%h\ 4‘.'-- TIN EAGLE COUNTY REGIONAL AIRPORT VASTER PLAN A7snciii _ri Alliell EAGLE COUNTY "`� -- MASTER PLAN Regional Airport H. PROJECT ADVISORY COMMITTEE (PAC) MEETING PRESENTATIONS JVIATION H-1 'F/L'I/Lk/L. EAGLE COUNTY Regional Airport ,, till I MASTER PLAN K Project Advisory Committ FEBRUARY 7, 2023 1 Veeting Objectives Today we will leave with: • An understanding of the Airport Master Plan process and the value of airport planning • An awareness of the key relationships and requirements in the airport industry including expectations of the Project Advisory Committee • Knowledge of the work-to-date on the inventory and aviation demand forecasts • Agreement on next steps it - it I 'F/L'I-/Lt./L. Why Do We Master Plan Airports? . • The Master Plan is a systematic approach to --woolibook ' . the Airport's overall maintenance, "` development, and operation over the next 20 ti ` � -�" years -. - , ,.- ,� r''° • This planning effort is designed to identify and `t- '� `„ -~ . then plan for current and future airport activity ' _ ".�. in advance of the actual demand for new ' i 1 r facilities k. ? ,��+z; 1,?, � • It is important to ensure: . Fe.�• . _ � _ • safe and orderly development of EGE Y reflective of the community values and t ,-.r* goals 4 ry'r ~ . � �.J a purposeful, inclusive, and w---,lime' ...) educational process it _ .... 4. 3 _at \ ,m y M \�31" EGE Roots ,��r /►� '\ eo,d 4- Louise Ellen Cooley purchased a plot of land in the ,F. $ '1 4' 1920s for barnstorming demonstrations ik o `r ,� „` • Established in 1939 with a 300-foot by 3,000-foot 7 "- , _ emergency landing strip to support airline service , 1 s ' between Denver and Los Angeles •, -" • + Purchased by Eagle County in 1945 and dedicated f GfE�fan .-0,. �r, �, ow J � �?I 119;8'TO�t ����c as the Eagle County Airport on September 14, 1947 1687 �� a "�s r. Q •.un Pint RP7 `� .. + Grown to a 9,000-foot runway supports three legacy ?'' . .; v= .. Ec carriers with routes serving Dallas and Denver year- ��PPf,;, i n° ) L9�., •ImoO ; y0¢fi t,m'AF. b �r�cAo• round and 13 additional markets served during the - '.�f°', ®• • ' °�4 '` winter season `, GB a �44 ' . + Today EGE serves as gateway to the Eagle Valley A. and its world-renowned ski resorts and acclaimed ;r �.t. recreational opportunities !'�ii1 �, c :...,.. ,,,,, '„;. , �� ., Li, • iP^^9 $.,,f 'h,...„.. , , ,�,-,,ter fit. .,.., .t. „...t • . ` `�.: A 2a 7 .�., yr,,n. fi!.,.. .s t ;:. 4a z �,V. ,- tea.. +:"t�. ,'^...�f�� .fr r tie 4 '+/L'+/L U L Key Partners Federal Aviation Administration (FAA) Colorado Department of Transportation (CDOT), Aeronautics Division Eagle County, Airport Sponsor Project Advisory Committee (PAC) IIN4b1111.110* 5 Roles This is the Airport's Master Plan I.s- " • Airport Master Plan , .*rw. _ . O Reviewed by FAA and CDOT • FAA does not approve the Master Plan I _ .•;+�-= O FAA approves only the forecast and .. the Airport Layout Plan (ALP) O FAA will conditionally endorse projects (following Master Plan and during �, .- o ¢ annual CIP process) pending environmental approvals ,1. - • Airport Layout Plan (ALP) o Airport Sponsor must keep it current o Airport development must be consistent with the ALP1141111101 6 '4/L'-F/LUZ. Key Planning Considerations Planning Is Not Prejudicial • FAA/CDOT mandate against predetermined outcomes • The plan must be based on current conditions,community input,and forecasts Master Plan Inclusions • Establish future facility needs • Measure aviation demand • Create the Airport Layout Plan set • Identify funding opportunities and strategies • Integrate relevant environmental considerations/opportunities • Identify compliance issues/recommendations Master Plan Exclusions • Marketing strategies or management of the airport • Formal bus s planning 7 EGE Planning Considerations + , Effectively engage Assess functionality Plan surface all stakeholders and of the terminal for transportation and the public current and future vehicular parking to • passenger demand improve "`.�....A.. connectivity and f `fi convenience �i 8 f 41c, .E" ... Ensure responsible Identify future Identify emerging environmental capital aviation and stewardship and improvements airport-related alignment with based on the technologies and related County analysis of existing potential future goals and fut re demand integration 8 '+/L'+/LUL: Project Advisory Committee Role and Responsibilities The PAC functions best when it: • Acts as a conduit for citizens, users & tenants to access accurate and timely information igli • Provides focused feedback on key elements of the w • Master Plan working papers and findings S- • Thinks critically through the key issues • Shares varied perspectives on the future of the airport • Serves in an advisory capacity to the Airport for the project , Ail41,41. . . A Z 4 INVESTIGATION Identification of ,IMPLEMENTATION Preferred AlternatIves Inventory Financial Planning forecasts& - P -m not Plan(CIP) Planning Activity ENGAGEM Master Plan l evels Q J� C F,yT nation out Master Plan Process '� (MASTER PLAN � 5 PREPLANNING /` PROCESS APPROVAL Project Scope&Fee • Independent Fee Estimate ,o` C Project Set Up kiC ENG AGE3't O Project Kick-off iii t -.N,.....___., ill vik4,,,... ?k 'A"ktt wy., il. 10 4/Lill LV L. Community Outreach • Project Advisory Committee "` • Stakeholder Meetings re-- , = _ rtG, • Community Meetings M g l_s==�` • Focus Group Meetings • _a , ' _" $ f.44E ,,k rr ■ • Neighborhood Updates .. ® B 44, • User, Tenant and Passenger Surveys rye,.,,, T of • Social Media Updates ..,, ' hF ptr ilY • Media Releases ", "'w . 4 °.w,'4 • Local Government Briefings - =," ._: - E ---°,.. a.w a / • FAA/CDOT collaboration -'=-�°'* "�� - • Project website: www.egemasterplan.com 1-- ilk 11 EGE INVENTORY 1,. .....iliaillii.. -' -..iiitilii 4,16., 41, 12 '+/L'+/L U L: Airside Inventory SERVICES PROVIDER ,ate ` Commercial Passenger Air American Airlines - � ' .` ,i-, 4 r.,.. , Service Delta Airlines �_. 4 Li _ �_ United Airlines y - er.+s" - _•• .; `` Gam,, Commercial Passenger Eagle County -I'- ^?r,"'.. ' cr.` , - %b, .a1.4,�,'`, Support Services Regional Airport s Fixed Based Operator Vail Valley Jet Center 1 =w Services I `- Flight Training Alpine Flight Training Due West Aviation ' V- N„' ; ,;> I,.-- `j, T A,# 4 11 Aircraft Storage Eagle County (Based/Transient)-Tie Regional Airport Downs and Hangars Vail HangAir,LLC Vail Valley Jet Center r, ;t. . 13 • - + .1.. EGEND - - Landside Inventory y _,+ t ,� r� co FACILITIES .� j �^�� ins Commercial Terminal Airport Rescue and Building Firefighting Building «* 1, # :a '" ' General Aviation Snow Removal Equipment il ® I !^: - '� 1 Building ®® ® �e;i .ate ' • —_ _ Hangars Equipment and Related r Storage L High Altitude Army Support Facilities ,..,,•''K Hsu National Guard Aviation J �• ,�.� Training Site r a. , •_ . Air Traffic Control Tower Access Roadways and r"- '� LEGEND Automobile Parking 14/L41/LUL: Terminal Plan • Original Terminal constructed in -N ► - 1996; concourse expansion in 2019; ,. ` ►i .,, , other improvements throughout 11 :!4P 1.:1 -.' . , r# ' timeline '=i� — `:,„ .v' 4- '"__ • 2022 enplanements were 221,081 „ `�°° ~•• • Seventy-five percent of EGE's --- —~" '"' passenger traffic occurs between December and March 2021 ... r-1+ _._ _ . . • Terminal Plan Analysis • Curbside Approach (i. +' - f,+-.` 0 , • Ticketing i ti ,, "'• li c. • Baggage Screening,Makeup and Claim • Rental Car Facilities and Airline Ticket F` s" . ' ' Offices r!..+ • TSA Security Checkpoint and Facilities 'ounaj=railliI • Holdroom and Gates • 'i • Circulation and Concessions • Mechanical Sy tems "' li - -'"' 1 I i 16 I EG E AVIATION ACTIVITY FORECAST 17 'F/L'f/LUL: Forecasting Elements 0 it 0111 BASED AIRCRAFT OPERATIONS ENPLANEMENTS FORECAST FORECAST FORECAST •Airfield storage %� •Airfield(runway/taxiway ' r •Terminal Development -hangars system,capacity,lighting, ' (security,baggage, ' -tie-downs ' I &NAVAIDs) ' ' concessions,gates,etc.) ' ' -apron space I ' •Aircraft Rescue&Firefighting I ' •Airline space/storage needs I 1 •Support facilities(fuel,etc.) r t •Airport Traffic Control Tower r + •Parking and traffic circulation p r • •Snow Removal 1 , •Curb frontage .•instruriient Approaches • . F 18 EGE Market Area �� ,fir r _, s `,` « A • Ines 1• " - :, .-,a � r. - ,.. .n. • l`r V•- ! , - r , r- � i. L'ta _ EGE DRIVE TIME EGE CATCHMENT AREA f .lik, IA/ IIIIIimindillii ..... ' 19 4/L4/LUL. EGE Originating - 2021 General Aviation Flights 20 EGE Destination - 2021 General Aviation Flights 21 11 'F/L'-F/LUL: 180 160 ppttMlStK. i- 140 120 ec 00 0 1 so PESSIMISTIC m 60 40 20 HISTORICAL 0 ,e ry,,01 ticF°,e e„F."to''tie,to`'tio'e if'0 le Pl."PI°.Le,,e'elr tiee°10P'; l.ti°°o le EGE Based EGE OPTIMISTIC BASED AIRCRAFT FORECAST Aircraft Forecast Single-Engine Multi-Engine Jet Rotorcraft Total 2022 Baseline 54 2 25 15 96 2027(+5 years) 64 3 29 17 113 2032(+10 years) 73 3 33 20 129 2037(+15 years) 82 3 38 22 146 2042(+20 years) 91 4 42 25 162 2022-2042 AAGR 2.7% 14 41 ' , ,.:".: , 22 80,000 ,, 70,000 OPTIMISTIC z g 60,000 IMISTtG ` PESS g 50,000 g 40,000 30,000 2 20,000 Q 10,000 HISTORICAL vee Oel ee° eeb Oe8 ewe ,e' ems° ebb e'`e eti0 ell eti° etie e. e,,e e''~ e,,° e'6 e"'e 0°O �°� ti '1 t 1 ti 1 - ti 1 - ti ti ti 1 ti ti ti 1 ti 1 ti 1 EGE OPERATIONS FORECAST BY TYPE EGE Operations ItinerantLocalForecast Air GeenerallTotal Total Carrier Air Taxi Aviation Military Itinerant Civil Military Local Total Year (9.4%) (21.5%) (40.8%) (6.0%) (77.6%) (18.6%) (3.8%) (22.4%) Operations 2022 Baseline 5,234 12,014 22,845 3,340 43,432 10,433 2,109 12,542 55,974 2027 (+5 years) 5,906 13,557 25,780 3,769 49,012 11,773 2,380 14,153 63,165 2032 (+10 years) 6,077 13,950 26,526 3,878 50,430 12,114 2,449 14,563 64,993 9. 2037 (+15 years) 6,248 14,342 27,272 3,987 51,848 12,454 2,518 14,972 66,821 a , 1�, ,� .. 2042 (+20 years) 6,419 14,734 28,01 6 53,267 42,795 2,586 15,382 68,648 J L. i ,� .j 23 1: 'F/L'F/LUL: 350,000 SUPER r-OPTIMISTIC 300.000 SEASON R iiy'SEASON 150,000 , 100,000 50.000 HISTORICAL E G E 0 ' s Q,, -p,b '9,, -p'u ,tic' M10 s s ..e E n p I a n e m e n t Optimistic Forecast Pessimistic Optimistic Load Shoulder Season Super Optimistic Year Scenario Factor Scenario Scenario Scenario 2022 Baseline 219,009 219,009 219,009 219,009 2027(+5 years) 199,128 226,133 242,777 258,269 2032(+10 years) 211,157 237,474 242,777 275,418 2037(+15 years) 223,913 248,815 266,545 316,855 2042(+20 years) 237,439 260,156 266,545 322,554 2022-2042 AAGR 0.4% 0.9% 1.0% 2.0% J ti Air . ; i 24 EGE Peak Period Enplanements �CIN 1 ' i ti ,t , • Peak period activity helps determine optimum sizing of se QF 44 terminal facilities,landside facilities and airfield capacities a j(j •0? II; • Peaking Characteristics: . I 1 , 4 . o Peak Month N.S. w - m_ o Peak Month Average Day o Peak Hour .; Category/Year Annual Peak Month peak Month Peak Hour Enplanements Average Day `tr ` -- -----.. - -- 1 Air Carrier r`""" ' a %;"" I,'Y,, , } L 2022 219,009 48,182 1,606 554 -•+1 2027 258,269 55,528 1,851 629 2032 275,418 57,838 1,928 655 2037 316,855 64,955 2,165 736 -y_ r;,' ""7,, ,,,,X,; 2042 322,554 64,511 2,150 731 'Ar ,,"r, + �MN'. -a ii i , q� YM-gI,1E a , , l 25 1, L'-F/LUL: FAA Forecast Review TAF Comparison 2022 Baseline 2027 2032 (Baseline,5 and 10 Years) +5 Years +10 Years • The FAA prepares a 10-year - Terminal Area Forecast(TAF) at a TAF Based Aircraft 96 113 129 national level Percent Difference - 0.0% 0.0% • The FAA reviews if the passenger TAF Operations 57,833 59,380 60,906 enplanements, based aircraft and operations forecasts are within 10 Percent Difference 6.4% 6.7% % of the five-year TAF and 15% of the TAF Enplanements 189,940 205,647 219,152 10-year TAF Percent Difference - 9.9% 8.4% • All the EGE forecasts are within these tolerances 26 N EXT STEPS low 27 1: '-F/L'-F/L u L Project Schedule S ASTER PLAN AUG 22 SAP 22 OCT22 NOV 22 DEC RR JAN 23 FEB 27 MA0.& 23 APR 27 MA M Y 2]ONTHIUN 23 JUL 23 AUG 23 SEP 23 OCT 23 NOV 23 DEC.23 JAN.24 FEB 24 MAR 24 EGE t.IMROOUCRON MEM ORY �11I111 FAA EGE COOT 2.AVIATION ACTIVITY FORECAST -111 111 Mill EGE 3.FACIUTY REQUIREMENTS -1111I I EGE 4.ALTERNATIVES ANALYSIS 111111 EGE 5.AIRPORT FINANCIAL PLAN -111111 MAR F WE COOT 6.AIRPORT LAYOUT PLAN&FINAL REPORT1.111.1 IIIIIHIIIIIU I111IIII1 PUBIK OUTREACH PROGRAM TP -k PtaT 2 P PMT Pn NEE Avi•lion/Airside Terminol/londside kit li 28 Current Efforts • Other Kick-Off Meetings- February 6th and 7th: • BoCC Meeting • PAC Meeting • Terminal Building Tenants Focus Group • • • • Airport Staff Focus Group • GA Pilot/FBO Focus Group 211111121111111111 • Virtual Community Meeting- February 6th at 6pm • Draft Introduction, Inventory and Forecast Chapters are available online at www.egemasterplan.com • Please submit any review comments via the project website by Friday February 24th At 't. . :',.• , Ai . 29 14 4/L4/LUG. Upcoming Work Effort • In-depth Review of User/Tenant Survey and • Commercial Passenger Survey Results • Ongoing Community Outreach Efforts • Analysis of Terminal Facility • Further refinement of Environmental MEN Sustainability and Resiliency Analysis lie mom • Development of Facility Requirements and Alternatives Chapters • Next Series of Meetings:June 5th and 6th, 2023 30 EAGLE COUNTY Regional Airport THANK YOU ! David Reid, Director of Aviation josh Miller, Deputy Director of Aviation 31 1! L'-F/LVL: tip EAGLE COUNTY Regional Airport - MASTER PLAN PROJECT Project Advisory Committee JUNE 7, 2023 1 Meeting Objectives Today we will leave with: • An awareness of the work effort to-date • Knowledge of the Facility Requirements and evaluation of Alternatives • An understanding of the Recommended Alternatives • An opportunity for input and feedback • Agreement on next steps .44 4/L'-F/LUL: , EGE Planning Considerations .,. MI Effectively engage Assess functionality Plan surface all stakeholders and of the terminal for transportation and the public current and future vehicular parking tom ' Ar passenger demand improve -.-"... connectivity and convenience 4. *lir ilk ---4, .01.;"...„46) AN, 41r-.1 Li:Lii IN, Ensure responsible Identify future Identify emerging environmental capital aviation and stewardship and improvements airport-related alignment with based on the technologies and related County analysis of existing potential future goals and fut re demand integration "" - • Ai ..., 1L 3 2 adRiquir .. 4 Alternatives Analysis INVESTIGATION IdentiricatIon of IMPLEMENTATION Preferred Alternatives ��✓ i, Financial Planning ii i <; , rtl nprovement Plan(CIP) Master Plan "' K ENGAGE ..final Master Plan QJ9v MF4,l ipocumentation ri t offt an(AL jout Process 4rAr \ 1 MASTER PLAN 5 PRE-PLANNING ! PROCESS AI'I'i��.YAi Project Scope&Fee 9 n Project website Independent Fee Estimate A ,c www.egemasterplan.com Project Set-Up `ekh:ENGAGE-- Project Kick-off Act f, 1 4 '-F/L'F/LUL: EGE Forecasts go., n 10,000 OPTIMISM 350OW SUM ' Sg0EY1 MISY1 r OTMISIX ,,, 400 WO ,AP SOr O 10,00(1 \/✓ e. •-PESSIMISTIC .. 10,111%1 9 1p.0W HISTORICAL W 75a.uW ^ 8 p''yo° .A°,,r'ti"ti^a,.- tiff p"p"P-`o'p a"^o''40',d9" IW.t1W SO,UW 1110 -HISTORICAL IfP, ::,,,,,,,i,E too CNO O SISTK Optimistic 2 wPessimistic Optimistic Load Shoulder Season Super Optimistic '°Year Scenario Factor Scenario Scenario Scenario HISTORWAL 'I2022 Baseline 219,009 219,009 219,009 219,009 }d°'�e',d�°,'".."p.^"-°^',a°.p"se se ;7,,',�°,°�"1^O,°'' "'1' a 2027(+5 years) 199,128 226,133 242,777 258,269 2032(+10 years) 211,157 237,474 242,777 275,418 2037(+15 years) 223,913 248,815 266,545 316,855 2042(+20 years) 237,439 260,156 266,545 322,554111 2022-2042 AAGR 0.4% 0.9% 1.0% 2 0% : 5 FACILITY REQUIREMENTS 6 '+/L'F/LUL: Tenant & User Surveys : Pilot & Aircraft Owners • Mix of local recreational pilots and others who own or use aircraft for business and vacation travel • Overall positive view of Airport airside facilities • Higher rated items - pavements, runways, taxiways, navigational aids, etc. • Lower rated items - instrument rniommoomin approaches, fuel pricing, lease rates, etc. 7 Tenant & User Surveys: Business & Terminal Tenants Suggestions included: • • Expansion of baggage carousel expansion • Lack of TSA screening capacity during peak season mom • Addition of more jet-bridge equipped gates imm • Provision of onsite aircraft waster processing facility • Renovation/expansion of rental car counter space • Increase of electric vehicle charging stations ■ mom • Additional of rental car vehicle light maintenance area • Expansion of ready/return lot • Expansion of car wash facility • Development of year-round jobs • Addition of northside airfield taxiway it/ A 44/L'-F/LUL: Tenant & User Surveys : HAATS • Current facility accommodates 35 employees Nommommumumum • Anticipate growth to 50 employees lismiimmommo in the next five years and current smommummi space would not be adequate • 12 of 17 respondents indicated a immommummimi desire for a paved, non-motorized trail for access to the facility itili Passenger Survey rmes5ti"on`°` s,<� Parking ,,.�.iOngoptions uo •Airport 60% a� Better M 0 re One Fr.F ;;y . Need 50% Very Check Baggage Great Security Tsa Out 40% Flights L�"` Food Staff Bags 30% Service Nice 20% 10% , I I • Winter season online Wi-Fi survey °% — — — • General comments included: - • Reduce TSA wait time • Add food concession options • Reduce baggage claim wait time Overall quality of EGE facilities 10 LV L: Sustainability CLIMATE Eagle County - Climate Action Plan �Mx" ACTION • Education and Outreach* tt COLLABORATIVE • Commercial Buildings Sector • Waste and Landfill Sector* Residential Building Sector CLIMATE • -„, ACTION PLAN • Transportation and Mobility Sector* y- • EnergySupply Sector* r 1_ pp Y j >- ` r r . I *Airport is a contributing partner 11 EGE Sustainability & Resiliency Goals •Develop climate action policies in partnership with Eagle County Resiliency and other related departments Education & Outreach •Contribute to Energy Smart Colorado's ECO Credits program to offset airport GHG emissions Waste & Landfill •Available,visible,and effective recycling throughout airport public areas and operations •Build charging infrastructure,and electrify airport fleet and service vehicles(example: Transportation & Mobility luggage tugs) •Provide power supply for electrification of rental fleets •Conduct energy audits to identify,prioritize,and implement energy efficiency and electrification projects Energy& Supply •Replace combustion heating systems with high-efficiency electric heat pump systems Energy pp y •Implement benchmarking for airport buildings to monitor,manage and report on energy uses and GHG emissions •Explore geothermal options for long-term heating and cooling solutions AL •Engage with natural resources team to develop airport specific resources conservation plan Green Partnerships •Extend strategic focus of the County on GHG emission reduction to EGE's approach to sustainability,coordinated with Eagle County's Resiliency and Facilities Department iELIE 12 Facility Requirements Summary Airside FACILITY IDENTIFIED REQUIREMENT Airport Climatology No Action;crosswind runway not required Airfield Capacity No Action;current/projected aircraft operations fall well below the Airport's capacity Airport Design Standards No Action;Airport complies with all design standards Runway System Protect for potential 1,000-foot extension Taxiway System Implement taxiway improvements as described Obstructions and Airspace Ensure clearance of critical airspace to degree practicable Navigational Aids(NAVAIDs) Pursue instrument approach procedure improvements Airfield Marking,Lighting, Upgrade airfield lighting to LEDs as available;replace the lighting vault generator. Signage 13 Facility Requirements Summary Landside FACILITY IDENTIFIED REQUIREMENT Landside Facility Requirements Terminal Building Pursue design to renovate and expand terminal as required;temper design based on heavy peaking characteristics of Airport market;replace the west terminal electrical generator Regional Transportation Access Protect for potential future 1-70 interchange;Cooley Mesa Road improvements On-Airport Circulation Conduct strategic planning effort to formulate long-term plan to progressively improve Roadway roadway system Automobile Parking Conduct strategic planning effort to formulate long-term plan to progressively improve auto parking 14 '+/L'I/LUL: Facility Requirements Summary General Aviation and Support Facilities FACILITY I IDENTIFIED REQUIREMENT General Aviation and Support Facility Requirements FBO Facilities No Action;Signature EGE meets current servicing needs;the Airport should consider the potential introduction of an additional FBO Federal Inspection Services Construct FIS as planned (AS)Facility Air Cargo Facilities No Action;monitor opportunities as available Aircraft Storage Facilities Transient apron space is sufficient but additional hangar space for based and transient aircraft should be planned Fuel Storage No Action;existing fuel storage meets the Airport's minimum standards Deicing Operation No Action;glycol storage and disposal methods meet requirements ATCT Continue to support tower maintenance;replace the ATCT generator Snow Removal Expand SRE building;Construct additional storage facility;replace SRE as required ARFF/Administration Relocate administrative offices to renovated terminal;prepare for potential shift to meet Index C requirements Miscellaneous Requirements Install waste triturator tied to local sewer system for use by airlines an! FRO Emerging Technol The Airport should be apprised of new developments related to VT -. rc i certifications and use cases 15 Questions, Comments? rill E ; Ala . . '"N....____ x 16 4/Z4/LVL. • AIRSIDE DEVELOPMENT ALTERNATIVES _.,.. ��. - l _ Iv le 17 Existin : Concitions _ -. mot_ ��"�' _ s ---...- fir':,..' +s* �, '`'`� �~ `_ ' ",,• -. w+^' "' �� fir.. � '.-» % , » -,t, ^ s - . 18 '+/L'•F/LUL: Improvements - Planned Taxiwa S (Taxiway A3, A4 & B) w- -�- f3- lip MEW r.. .4poir �'�'•�,id a _r�+ • A } � -w r � �+ l ._ I4�K � C_.�* . J 4 fi 'r� d� % t �� � - i .. „ - ram. • • 19 Im • r• - I - - : . Extension (1 ,000,) , . --:�-- :fir_ .� �. s'' -' ,`,,....- y F:,r r �g Y ' •ice -'ate =► -3: fy� `'S•,. -•.r+, ._ f". . ".• _ of -- - .4 . 20 11 4/L4/LVL: Improvements - Planned Han :ars (Private Development)--;,,,;.,,,,,,,,,,;,;-,A,- ''r ' / ' " P • fie v , 0r.._r.._... f 7e • ' 4.. ,. r- ..-"- ., ....' 'i JIB $ LPL. j, `. l w�. 'r ,,,.`. _ z _ f f . r . 21 Improvements - Future Facilities (Hangars, FIS, SRE/Airfield) " ,..P.., y..c a .s. ,qy-'.«.. ,» .....-,. _ Po 5r ,:;- ._ ..'.. _ .�.., . "F ,M fin �� y.z ,,,,.."" j -.ram /�! s ry y' mot. 22 1: '+/L'+/LV L. Drovements - Potential Turf Punway (1,300' x 60'/Not Recommended) zior 3 L. y /.•� LJ `--d. r will sip / ; � .ifi 1 4T 23 Questions, Comments? Frill Ail .. 24 1; ei-f/LUL: TERMINAL DEVELOPVENT ALTERNATIVES • 25 PROJECT STATEMENT Eagle County Regional Airport, Colorado INTRODUCTION GOAL The airport rests on v3 acres of land located In order to adequately accommodate future commercial passenger demand at EGE, in central Colorado,in the town of Gypsum, a planning study is desired that updates key elements of the Airport's previous primarily serving the surrounding recreational Terminal Area Study as well as a description of future commercial service terminal areas in the mountains and roughly thirty- building development steps based on Planning Activity Levels established within seven miles horn Vail Eagle County Regional the AMP This includes multiple distinct phases.which are the following.lnventoiyof Airport [EGEj has a single runway with six Existing Conditions,Development of Planning of Activity Lewis,facility Requirements, gates currently serving three separate airlines Planning Study(current phase)&ultimately leading to the final deliverable of a (Delta,United,American)with approximately Facilitieslmplementation Pion. 195.000 enplanements annually, JVIATION I Gnu 1 Cagle Cuunry R wbnal nowt f argon Muree Pi. 12 26 1: 4/L'-F/LUL: Curbside Experience Baggage Claim Ticketing,SSCP&ATO OVERALL DEFICIENCIES Restrooms Landside&Terminal Study Airi,,,It f.i r,i Pl.it (ZiY%1.'is.1?i Concessions Baggage Makeup&Screening/Process Relocation of GSE 27 PRELIMINARY ALTERNATIVES I LANDSIDE&TERMINAL Eagle County Regional Airport r , •r Lir . fJ Peninsula Linear Lrpansiontadd•tion to the south 8 into existing parting kys.in the shape of a Erparsionradd.tror on each end of the terminal,stretctung the existrrrgeapenence out peninsula Creates a harder demon between departure.8 arrival.„however potentially linearly c rcatmg a new bag svern:ng8 makeup area to the far east fires up necessary creating larger focal point&gathering space for terminal dropof 8 pickup space for all other areas to expand to meet square footage forecasts for/022 7042 Least potential disruption to errst,og operations during construction,d sequenced properly 28 1, '+/L'-+/LUG. MASSING DIAGRAMS i RECOMMENDED Eagle Courtly Regional Airport +.�4x awl • - '.a,' a='..r a 1 Bag Claim,Admin B GSE Bag Screening/Makeup °&ATO Curbside Airslde Eeparid the suite wcvf fart Buikf a separate pew a 4rtmn to ,ntet set w ire C.µ isre addiho mat w.nrooter;pa:n i- r,-ring the erinrwdr.a'rdurnt add i anal;aptuty&41,0 the not of ttre current screening , I ii i,,, ii rili fee,.>4rn f tat car g sera e~r rc,L.catin g,,,n 6 naia l men tarn hskfraxns wdh: ,inerational efhcten y by basing &makeup area Circe n,perat«aril. Inds t y standards ire queu.ny,bq ekrwhare provide 30 feet of ethroes serving them can ire intermediate eversee bap the misting equipment can drop,.!emote kxask zones,et,i depth from coo to docts.which s added Lathe upper levei Gin slides bowmen claim carr.osek deaar,ensswr,E.A&Me suace usoi odd a tarn&+vote queuing to the the ptdusiry standard Glazing to ground Marled gate remains on Admnrstrahnn spoor ha,uisn for arpars ri of puh!,'terminal security ahackpoint B.urd new At i br epp.r natural light to tire sauited the lrwer level&open shell space bone retreated t o the west ands in spices space that u omlNe&ors;aneel ,+term,,are 3 ale pnveia pun ins'future iiea+tti`rty order to eutentally be complete In tcrnsparen.y t.,the steno,It, an earlier phase triton!Servae pasengers waling to Le puked up Fdwptr•.errt aho has the upturn to build underneath this leuq mat 29 ‘ - ----- , "dlIllr00jePP'..„--'''' • t . _ ,,,- .r_,.,,,lICI I I I 141 I I I II I I IV. '' ,.' BAG CLAIM, ADMIN & GSE Options for Development of West End of Terminal ilia `. .-- I w imr Mk In 1fre :.a s "e'er ...t ....--- 30 1! Li/LLi/LUL: ---71;44.7"-cto ri1 mc::›JD - r— NEWi..OrueoortLI • MIN - RAG CLAIM _ ..... EXPANSION @ LEVEL 1 ' } - -- -- — w • ...... NEW INCLINED LY- � Y-, BELT SYSTEM aolEseRtu �--^• P1714.DIA7CC.E.A:II , i .. 1— - L i- 3C CO J • . • ••••.. 7 fir-A-.J f of-tor JD L _, „ „ . I ._ 1.� OGACIE CLAM NEW INCLINED BELT , -- V,nH d • _- SYSTEM.CONSOLIDATED t t r--,, OVERSIZE --. r f CONSOl1OATED OVERSIZE ,r rial i rw.- I I—I • • -- ! ! ! • • at; I=PCX_XM L-7i.,_.>:_a,lt C-1.C__,C_X:t ".:_:›C- 2D ,I xi T m -. • ....awl OPTVON I I RENOVATE E. • 1 —,-- EXPAND EXISTING • W 1 f ..--�� 31 CENTRALIZED OVERSIZE -, - Located together or rortl last corner of bag c lash.most efficienttot xXatrorl tot Operal�, . , \ • • converu"ni for t -'rprt I Tx RECOMMENDED t • • _cam c=cc . . • • I � 2 I ,. BAG CLAIM '� l'� . . •--i- ..:.••�•• '"••••• ,�. EXPANSION!LEVEL 1 ^�tit•lty; .ImRElmri vauulo•} 1W/�RNP t4EC 4E�ji'N ,ass . NEW INCLINED BELT SYSTEM, CENTRALIZED OVERSIZE 1 1 i-- r NEW LOOP CAROUSELS i:----,,-• i IT— _..,. ;t ........w••.,,..-. 32 11 L'-F/LUL. l M I N RELOCATE@LEVEL2 9,500 SF NEW OFFICE SPACE ADJACENT TO BOTH LANDSIOE _ FUNCTIONS 8 AIRSIDE AMENITIES 5,000 SF EXISTING CURRENTLY LOCATED WITHIN SEPARATE ARFF BUILDING I rl I EXPANSION @ LEVEL 2 a aI valun�a r an be added to tfle r aimi upar on/additkn 33 GSE STORAGE RELOCATE @ LEVEL 0 15,000 SF NEW SPACE RAMPS DOWN TO BASEMENT .&PROVIDES ACCESSIBILITY TO INBOUND BAGGAGE BELT • -•------t-- • r ---^------'--�_— FEEDS r • • • -_- CL _. • • •: AkuNn:I..17VCE Nvil.14 NT pat 9TOiW ...,�.._e.�,. GSE STORAG L _-- ----• rr'aakar. 34 1• LF/L'•F/LV L: • .9 •V,.. 44110011 f I \• • BAG SCREENING/MAKEUP ' Expansion & Addition Options 35 LJ f'-L A-.Ai t1�L I SINGLE LEVEL OPTION Slmplr..r.': RE LOCATE @EAST an..unu I,. 3J INCREASEOCAPACTTY •• NEW SCREENING DEVICES eune aaew - CAN HANDLE SX THE - per~... AMOUNT Of BAGS PER HOUR .w®I.OYBIaIP OPERATIONAL EFFICIENCY `---`- -EASTERN SITE IMPACTS INCLINED BAG BELT MAZE UP _ -_-u 11 _-___..1 f.I,ng strur.lure used la parking trash TOLEVELZSCREENING LED TO - A® DEIAYSIERRORS - cnmpacter,wrface parking&CSE storage —--- SPLIT 2-LEVEL OPTION MA prdau•d',wet t lr ex.mwg.-a.. eon=Vamis lut IItlrs.stn.i,tute:3 OPTION 2 ......__- BA,I}stYOELMq BAG MAKEUP BELEMT • 36 1i 14/LI4/LUL: •;•‘• WOLOR0004 UVI10/13001i ---- RECOMMENDED „, 1 EF.7f 0001011111101010110001 MEL 1011: L: L. BAGGAGE 000 IIMEUP SCREEN1NG/MAKEUP ttttt 110.0 SCRE000-. RE-LOCATE EAST@ (=I • SINGLE LEVEL 8.MOST EFFICIENT IAYOUT OVERALL :1 ' ,• u , 4 37 •-•"- - • • • MM.• 404411 0WPHOOOPP TICKETING, SSCP & ATO 4 . Expansion, Updated Programming ... .„ II i - , tr.„ r -4` - • " ,3• , , _. 3 • - i 4 *71!) . ; t—r4. 11111111; ,uft , • I - A4*, • d 1• • 38 'F/L'-F/LUL: TICKETING SSCP&ATO EXPAND @ LEVEL1 TICKETING _ - _ — ADDITIONAL FULL SERVICE .,,'' COUNTERS,SW-SERVICE KIOSKS,BAG TAG KIOSKS.BAG I ... DROP INDUCTS,AND QUEUING SPACE THROUGHOUT m!III . - ". Ham ATO 9,400 SF NEW 16,300 SF EX. 'T""t" r '"' SscP II. . _..—__ u — II u ; IIIIIIIII...- 5 UENES POSSIBLE IN FUTURE. . -- ` � 1 -- j_.r— QUEUINGCONTAINED • 1 ` I—t 1 till . ....s aura TOE10@14111 I I ��MIN I- Wan= 39 /--4.1444'.°-/ - - .4e '°;-.>- _.;-: ,,,,--...- r / j 414 40 . ff,,,- ......_ iik,..... ,................i., \i" -'k-:--\-- - .. CURBSIDE - Expansion & Equipment Upgrades y - /Y. Gis c r , 1'4— '. _' No' 41111):" — .III-— -.."' r {I 7x's'' iii I iI fed 40 2I 4/LLF/LUL: cuRnsrnF DROPOFF/PICKUP ADDITIONAL CAPACITY FOR ALL CURRENT 8 FUTURE AIRLINES INCLUDES BOTH REGULAR 8 OVERSIZE BAGGAGE DROPOFF INDUSTRY STANDARD 30 FEET DEPTH BETWEEN CURB A EDGE OF BUILDING - ^--- ,ti .- .� t,.�� 1— MI..,.M1t, w.ea..re .. — _) — I ..._.... — wit l x "C 1. 41 '7 Z. ,,,...< . ._i ,.--- . o,0000,.. ' ' - "I' AIRSIDE =^� ,►*-1(-- Holdrooms, Concessions & Support l 4 4,4ik , _ _ to .1 t 'lilt 42 2: '+/L'-F/LUL: AJRcInF EXPANSION @ LEVEL 2 3 ADDITIONAL HOLDROOMS ADDITIONAL CONCESSION • L- _ i . ,......,..1.1 • CriNCOIlRSf FkPANSIC)N nN - Y m WEST SIDE.INCLUDES VERTIC, ._. I CIRCULATION FOR PASSENGERS _ &SERVICES 1.1 `1. 1'1"1.0" 1 EXPANSION @ LEVEL 1 RE-LOCATED GROUND BOARDING HOLDROOM @ LEVEL T iRCUI.ADO .RI !NTEPV,LV.PCXDM+.- EIitIHNITYVvIEH FUTURE . PROGRAM AREA. aI 0.111111011 �� i �=�, I 43 PLAN OVERALL 1 LEVEL 1 Eagle County Regional Airport FP 4 Y I 1 -t ,1 "LIA . . . ' ; " - - - - — tnl -lt�t:ak;= i (W a .i ' r - __ - - 44 2: 44/LLII LUL: PLAN_OVERALL 1 LEVEL 2 Eagle County Regional Airport 0 0 El H P1 ? ,7 I ... 1,- .... „ ,. . •, . .. • ..-, .. .. .. . . • ' .: i•-i L.: 45 Questions, Comments? rill. , . . „ ... . ,.. . .., . ...... ... „ .-,- -., 46 2: 4+/L4/LUL. LAN DSI DE DEVELOPMENT ALTERNATIVES 47 Lancsice Transportation Challenges • Overall • Substandard or lacking pedestrian and bicycle facilities • Unclear or missing wayfinding signage • Circulation • Congestion at the terminal frontage (curbside) • Insufficient curbside space for all types of surface transportation • Parking • Reaching maximum capacity • Non-intuitive and disconnected parking/lot usage • Insufficient accessible parking 48 2, 'F/L'f/LPL: Consicerations for All Concepts • Location of the rental car operations(onsite vs.offsite) • Potential Ground Service Equipment(GSE)expansion area immediately west of the future Federal Inspection Services(FIS)exit • FIS access • Number and location of access points from Cooley Mesa Road Tye of Imurovements for All Concepts • Multimodal Elements • Traffic Calming Opportunities • Curbside Access Enhancements • Wayfinding • Intersection Improvements at Cooley Mesa Road • Electric Vehicle(EV)Charging Considerations 49 Circulation Alternatives CONCEPT 1 CONCEPT IA - w Benefits:Double curb access,allows for phased implementation Benefits:Double curb access,allows for phased implementation moving rental car operations moving rental car operations Challenges:Reduced parking immediately in front of terminal, Challenges:Reduced parking immediately in front of terminal, no additional access points no additional access points 50 2! '+/L'-F/LUL: Circulation Alternatives ,,. ear_ ._ CONCEPT 2 ��, .... ►T......:-- • A- '' ' -....----tiii ,.,.. ., r -_,------4 ,t ::f.tirr 1.'fir.g°' , Benefits:Double curb access,allows for phased implementation Benefits:Expands curbside access,clearly separates arrival and moving rental car operations,expanded loop access for departure traffic,additional airport access international terminal,additional access point Challenges:Reduced parking immediately in front of terminal, Challenges:Reduced parking immediately in front of terminal, additional access point may cause confusion,no phased additional access point may cause confusion improvement option 51 Recommended Circulation Concept CONCEPT 1A liso 1 One-Way �.� 1.1 Two-Way lNN . :ii.. 1;4- ,-----:0-. ,, /._., , , . , . ,.- .. - . -` PHASING POTENTIAL WOWS ..� ifirtio e -'\ 9 52 21 HI L'-F/LUL: Parking Considerations • Rental car operations • Potential Ground Service Equipment (GSE) expansion area immediately west of Federal Inspection Services (FIS) exit • Jet Center parking • Waiting area ("cell phone lot") • Opportunities for covered parking and/or parking structure(s) (future considerations) • Definition of"short-term" parking Ail „. 4 ti *: , A, 53 Existing Parking Key Features: 1., • Limited curb front access • Piecemeal parking organization 7"'" • Many rental car operations located in prime proximity locations EXISTING AUTOMOBILE ,--7, PARKING `t,1 15 11 13 C• CELL PMONE V � WAITING LOT ADM1N 7 PERMIT ._- ---'� 3 Gi 8 PA0.KlN4 RENTAL CA0. 5T E } PARKING �} RETURN LOT [_ RERTO G P j pAA/KEING - } p e } 4 _J IETCENEEP l. PARKING 1 PENTALCM --- QTAAND PAR. i 14 ---s R[ 1" READY LOT RENTAL CAP STORAGE C PARYJNG 10 12 .7 AND G[ RENTAL CAR STORAGE LONGTERM PARKING EMPLOYEE PARKING 54 2' I+/L4+/LUL: Parking Alternatives Key Features: • Integrated circulation Concept 1 reduces overall parking by 13% • Opportunity to organize different types of parking • All rental car operations remain onsite "." • Potential to accommodate future parking demand EXISTING m„ AUTOMOBILE PARKING N 11 14cium' E 10T OpAERRIMNG 12 WWOT CONCEPT 1 VALET ...wow. 454.E "-- vlcK-uv l�l ------C) --11:r 13 1 2 3 4 19 RENTAL VALET JET LONG TERM 5 .'� �"'-'"� UR STORAGE' CENTER' PARKING' STORAGE' EMPLOYEE 1 ir SNARED PARKING GARAGE)] PAWING' E•SNAREO PARKING GARAGES 55 WI, 1111 Parking Alternatives Key Features: • Integrated circulation Concept 1A reduces overall parking by 13% • Opportunity to organize different types of parking • All rental car operations relocated to an offsite Consolidated Rental Car Center(CONRAC) EXISTING I • Accommodates future parking demand AUTOMOBILE -,I 13 PARKING NJ' 7 9 11 CONCEPT lA VALET WII`T PERMIT W„,,,,a .�p1UT11R" "1 i ' `-,.., ''"' 12 1 2 3 4 �P 6 /JIDGT t___8 10 [ECONOMY VALET lET I LONGTERM - PARKING STORAGE CENTER I PARKING 56 2 'F/L'I-/LV L. Consolidated Rental Car Center Concept 1 1 i,./ il PIIBL14 PARNN+O BlMTiLE SUS$iVRAOE -...__.._.. it,WAGES) MT MAINTENANCE EMPLOYEE {CBACI RENTAL CAR COUNTERS 1 PAR/ONG MID OFFICES 6RDY 1 TN'DIi;ATE[2p SPACES) '!� _ >_ OVERFLfYY Paw., 1 SIW%LE BUB _% � VFW_ F%ii i t UNE i f' " ` • ,•-,,I ' )Wtttu• - rr rr.N rr`'^�WESAq I i/\ ' �� "rNlllli'11111111'1111111I 111`11I1I1II Rfi 1�+� ' r a r "S........ �(IPNmRfR T114Ri fT10HiIIf(LRIfTNTfIOTIii,ITiI'l11RI*,1'T , _ R " • OTA VEHICLE QUEUE y-_ I1ffiMtili/l .� L' 110O PO51110NB EST 1 OU.ryIRN.ANf.UND +"'S" TA)FACI,ITY --{O I 2A MO SF VE#RCLE AWNIENANCP " ENTRANC TAR POTENTIALLY BUILDING READY LOT TORE,,,IGRPORA!EO INTO � f K9Y f 965PAiF5! ot.RF BEN E / Fic NDAR I A 1 l N)L[Y DEVELOPFAENT AREA NESA ROADiUE NI IS AL' O N. 57 Questions, Comments? rill' lit . . .,...„ , . __ _ , ._ . . 58 2! '1-/L.4-11 Z.L.P L. - . . . RECOVVENDED ALTERNATIVES ..... .. . . . . .. , .,..- . ... . _:. 59 recommenced Airsice & Lancside -- - .... .,., _.., --: -'t..w' ..., „Jo"' '.i - •- „,. - -.---- 7-•.'",- .: .k, ,. .,.: ._ . .. ...,- _ ,„,.._ .....,.. . :-.4.0,- . ,.., .,. ,-*,. _,...,„_.-- -. ---,=:."2,-- -,- --..,,,..--,"'"-....:. .Z.,-." *.. •-. :,„.• ---.a...- ..•.,' .....I.- s• . , . _ . ..............„ _ . .... . . 0" •- . .t. - • . , . viiir $...;"..,- '',••411."411‘""- . '.-.,''''.4b.....1.1r:11!..er...1::, ;."-...,6::- 4:"..406:4000W:„.i--I ' ;,...,e' *Ali.,- litis,, ---7.-:-,''* -- • 4.41111fr -. *.# ,.7." ." -...1k4-''''':.'.1.4.." AW , ' ir. - -"....4,..-.14., .,,—.4.- --• . -a, 7-- .c""4"/ ..--- ‘.:7'''' I .. ...,'. -.....--... ..7.," , ''''..C.......V '... *,... ..• . '›•IC: . . . '. 1.-k'''---11',7 .. •''''' ' .-;'.• • 7, .,' •T - ;A,- .3.4,-rr..-,:,..-:..-,1.44f.77,4 60 3 I 4/L'-+/LUL. Recommended Airside & Landside _______,... ,. ....litts„..... .. ,,•' iii • a z =mow► , ... w`.- • moo. ar .� :.. +c .4'� y '^w `tlska a -s.",4 ,.tea 0111, " 'fib 61 Questions, Comments? rill. ti 4 4 '''.4 62 3 '+/L'F/LVL. NEXT STEPS AAW. 63 Current Efforts • Other Meetings • June 6th o GA Pilot/FBO Focus Group o Virtual Community Meeting-June 6th at 6pm • • • • June 7th o Airport Staff Focus Group 21114111111111 o Air Alliance briefing o Project Advisory Committee (PAC) Meeting o Terminal Building Tenants Focus Group • Draft Facility Requirements and Alternatives Chapters are available online at www.egemasterplan.com • Please submit any review comments via the project website by Wednesday June 21s, 64 3; 'F/L'F/LV L. Upcoming Work Effort • Refinement of E MONTHS E �.1.k MAN Recommended Alternatives • Ongoing Community JA3MMNKM-,11.1.3T ��uin1 ni1i1 Outreach Efforts >M.mn -dml • Development of - �1�111111 Implementation Plan and Airport Layout Plan nA3 1PKM➢NNAWOl1[.0.> �111IM11111111111111111 (A11.<1411.0.311 • Final Series of Meetings: Et October 2nd and 3rd 65 Questions, Comments? Please submit any review comments via the project website by Wednesday June 21st www.egemasterplan.com 66 3: L'-F/LUL. CO EAGLE COUNTY Regional Airport THANK YOU ! David Reid, Director of Aviation josh Miller, Deputy Director of Aviation 67 • 34 '-F/L'-f/LA./L. EAGLE COUNTY iiiip Regional Airport Iti ,„,„,,,,,„..,,A, , ,. , , .; .,„ , . , , _ .. „„ ,, ..., ,,„ , , .. , , . .. .., , „. , , ASTER PLAN PROJECT eP Project Advisory Committee OCTOBER 3, 2023 1 Vaster Plan 2 4 Process INVESTIGATION Identification of IMPLEMENTATION Preferred Alternatives Inventory Financial Planning Forecasts& 4444iimprovement Plan fCill Phase 4 Planning Activo, ENGAG M Levels 1� E dal Master Plan ef1,T p 0 Umentation Layout Implementation 4I MASTER PLAN 5 PRE-PLANNING PROCESS Project Scope&Fee Independent Fee �— Project website ProjectSetUp AGe��CENGAGEN`i� `�O www.egemasterplan.COn1 Project Kick-off th 2 '•F/L'f/LUL: Community Outreach TM • Project Advisory Committee Meetings • Stakeholder Meetings . • {' 4, • Community Meetings '� ' ` • Focus Group Meetings • User, Tenant and Passenger Surveys _ s �G • Social Media Updates ;•,�q pgRT��,:s4\...4010. ,«N.r or • Press Releases rHE AN, • Local Government Briefings • FAA/CDOT collaboration • Project website: www.egemasterplan.com _ o Public Comment Portal ° J Niblowit 3 { .x� SURER . OIHMSy Activity Demand Forecast = "° , SEASON I 15o w 1m" vcssiM:s*. 5' ISO IOU no 160 �PEIMIlEC IOO.CYO !i0 SO" ,o0 HISTORICAL xo PESSIMISTit 0 ao LU HISTORICAL 0 `F • Forecasting is used to identify potential future demand placed on facilities ,� SnL • Provides key data to identify 4 60000 PESSIMISTIC g w« immediate, short-term and long-term o facilities needs to meet the demand `° 000 HISTORICAL • Optimistic Scenarios have received e'1+ -° P °�,.�, , .a : ., ., FAA approval 4 Sustainability at EGE : Today Tenants are leading the way! • Signature Aviation-Vail Valley Jet Center • Permanent supply SAF • Eco-friendly (LEED-certified facility(LEED-certified FBOs and LEED-certified hangars) • Achieve net zero emissions by 2050 it• Rent-A-Car Center EAGLE COUNTY Regional Airport • Hertz-80%electric fleet by 2025 • Dollar/Thrifty-Fleet is currently 75%hybrid and 10%EV and plans to have 50%of their fleet EGE is integrating fully electric by 2025;QTA facility operations are 100%solar powered with a water recycling system in place sustainability, resiliency, • Army National Guard and GHG reduction goals • High Altitude Aviation Training Site(HARTS)-follows the Army Net Zero Waste initiative across the board • American Airlines including integration in • Replace 10%of jet fuel with sustainable aviation fuel(SAF)by 2030 • Reduce GHG emissions intensity by 45%by 2035 the Master Plan and • Achieve net zero emissions by 2050 Capital Improvement Plan • Delta Airlines • 10%SAF usage by end of 2030,35%SAF usage by end of 2035,95+%SAF usage by 2050 • 100%net-zero operations using electrified GSE by 2050 • 100%waste diversion from landfill • United Airlines • Reduce carbon intensity by 50%by 2035 • 100%SAF usage by 2046 • A net zero goal of beco ing 100%green by eliminating GHG emissions by 100% - by 2050 5 Sustainability at EGE : Tomorrow Continue participation in Eagle County's Climate Action Plan Develop EGE Sustainability Plan •To include such things as: •Integrate sustainability language into Airport contracts/lease agreements •Develop climate action policies(green procurement,benchmarking,etc.)in partnership with Eagle County Resiliency •Reduce airport drought related impacts by adopting innovative indoor and outdoor water efficiency programs and strategies •Pursue on-site and off-site renewable energy sources-wind,solar,geothermal •Develop and implement an energy/carbon reduction plan,including consumption monitoring,reduction targets and auditing to monitor progress •Implement benchmarking for airport buildings to monitor,manage and report on energy uses and GHG emissions Contribute to Energy Smart Colorado's ECO Credits program offsetting GHG emissions Provide power supply for electrification of vehicles Support the development of alternative fuels(SAF)&supporting infrastructure 6 4+/L'f/LUL: AIRSIDE DEVELOPMENT , iuk Y _... d 7 General Aviation — '= Hangar Development -. . ice" • Development of --- ; approximately seven (7) - mid- to large-size general C�''s% 1-- ►.77 .o '' ' j- aviation hangars north of Runway 7/25 at east end . , �::;. �. P 1 , . �-ti- sue , ; • Development of ,y - ;, approximately 5 large �' '.. corporate hangars and --w- ` it's � additional ramp south of ,,:-. �` s V ;.,; ` , Runway 7/25 at west end x- ,- -_•! r_ • '_ :- _4 rs �Ie Y�r �Mr -` 3~ q 1 liti ( _ 4A. 8 '4/L'-F/LUL. Parallel Taxiway ,- `e - ` p .,' B & Maintenance p Building • New partial parallel '= Taxiway B v , ,.- ,,�. -,! r:--- r �.. .. • Extends between Taxiways .-,, A5 and A3 ,., �- , !� ..- ' ;,,,. • Construction/relocation of -r..-. -''f - •�"� Taxiways B3, B4,and B5 -f --' • Relocation of A2,A3,and A4 south of the runway to , ,jp,g;-� ; meet newA Co : :: g -.��F � _ �-� , r._ *�-' standards ,,� �: • nstruction of new r ` .".' �- ;'-• Maintenance Equipment ,�-'' a t. � �s` t,: .. _ Building ;- r f . � ,r� ;- ii ii "' ,.�.. . ___„,^*� " ---w --- ., a. _- , . Hangar Development, SRE k = ' = Expansion & Taxiway -; ,,, , " B Extension � � �.✓ ''�: '"` • General Aviation Hangar "•- ,,,-- • development area on - "`.y'.W� '�` r north side of runway, -- ;•• adjacent to Air Traffic -� / . Control Tower = �� -- "°_ • Could serve as location for - 2nd Fixed Base Operator -'- • Snow Removal Equipment T:� ;� s� Building expansion =�' • Extension of Taxiway B to ,- .' _ `` Runway 25 threshold .. ' - " F • f...../ to � -. `" !.` .rcf tf•' i ,:j 10 '-F/L'1-/LVL. -• �' : _ .' Complete Taxiway Bop_ -.M- & GA Development '"� Area !rt �� l - • Completion of full length it•r . '- �� f' � ,� ram ' p g - parallel Taxiway B to .; .`, .a :- ti"�•- i - _`_ ' .�°"" Runway 7 threshold ;.•- • Construction of additional er .. % -" • ; - tom general aviation _% r development area on ► `' -: �`°' : ; __ _--" north side extendingto .. '- ''°.. Runway 7 threshold s S f�- 4. "`' , y ., ,..-:_1•4:01.;-:--, ,..._, -,.....::"-_,, _,..--.. - -.0-,*"..w" ..,,c ..." -...- v A001. . .-----AI "Pw. --,-.7"- .-- -...“--)a r-; .' • , ,....t.._• _ ' - 111 lip tti i i ' .A.- 11 Runway 7 -- - �.. .•.r►_ . Extension "`�- - << s - ` - -.- " • 1,000 feet extension of - ,. ' _ - Runway 7/25 operations - �,, .:4, w'-C,<� . • Runway 25 operations • •.. would be subject to �;.• -. `` „� 'is. : •.= constraints of existingr~` -'' + `' ,......‘00,0---- terrain , —^ ;,,�.�;, ,,,-- • Not available for arrivals .' -'-- •. ' ..".7-' „ � � e* 4 on Runway7 - v}- � :,:1. e+,.�. ^' ,s'': .fir=`-4r-•s 44 I «`: 12 I 'F/L'F/Luz. PREFERRED TERV I NAL DEVELOPMENT PLAN 13 Federal Inspection _ Services . ;, �� { ;rsf}- =,, • Addition of Federal F Inspection Services (FIS) - • - - . Customs Services • Commercial Service and �� �� -4 General Aviation �International flights ate r - - _ _�• „ +a 14almommur 'F/L'-F/LVL: PHASING I MASSING Eagle County Regional Airport V. Bag Claim,Admin&GSE Bag Screening/Makeup Ticketing,SSCP&ATO Curbside Alt-side Expand the volume west for Build a separate new addition to Upgrade ticket counter program Capture additional perimeter By extruding the concourse additional capacity&also the east of the current screening to have ample depth for modern space by relocating rental car& volume east,three new operational efficiency by having &makeup area.Once operational. industry standards lie.queuing, storage elsewhere.Provide 30 holdrooms with Jet bridges intermediate oversize bag the existing equipment can bag drops,remote kiosk zones, feet of depth from curb to doors. serving them can be added to the slides between claim carousels. decommrssroned&the space etcf.Add a lane&more queuing which is the Industry standard upper level.One ground loaded Administration space has also used for expansion of public to the security checkpoint Build Glaring to bring in natural light gate remains on the lower level& been relocated to the west terminal spaces. new ATO space that is simple& to the vaulted interior space& open shell space prmrdes future end,in order to potentially be organized. also provide transparency to the flexibility complete in an earlier phase. exterior for passengers walling to Ground Service Equipment be picked up. also has the option to build underneath this footprint. 15 PHASING 1 PLANS ---r Eagle County Regional Airport I o c, IL �0 Bag Claim,Admin �--- r �_ . . - 'J © Bag Screening/Makeup e c .s, ti - 11.uz 3 :.....k I © TldteUrtg,SSCP i ATO Curbside L— - " .. _,_.. r- 3= + _= - © p 16 4/L'•F/LUL: E 1-44cF 1 ! I rA../F-1 "t _, West expansion/renovation: Bag Claim • Additional capacity added for baggage carousels • New inclined belt system • Centralized oversized bag slides • New furniture/waiting areas • Renovated restrooms to east, • • . new restrooms to west i • Renovated ground . _ transportation baggage service —.L„ ..J offices(BSO) t Li "'�_'"""— • Lobby/entry for Admin 1 4" �' � k .a • Re-located concession from the east to the west side r rii -i LA ;CI,3,.4 17 PHASE1 I LEVEL 2 West expansion:re-locate Admin :;. • 9,500 sf new office space ' • Adjacent/direct access to both landside&airside amenities • Doubling capacity currently in r—_ _ ' — ARFF building(5,000 sf existing) l ti--i T I 1 18 'F/L'-F/LUL: PHASE1 LEVEL O � West expansion:re-locate GSE • 15,000 sf new space • Ramp down to basement level • Provides accessibility to inbound baggage belt feeds iaiCl•J.^_C.:F_Cl AEI,'�,iNi::r:i%'i: 19 PHASE 2 I LEVEL 1 East Expansion:re-locate Bag Screening/Makeup • Increased capacity • New screening devices can handle 5x the amount of bags per hour • Improved operational efficiency • Inclined bag belt maze up to , Level 2 screening led to delays/ errors 4 ? l l • Loading dock&staging area for deliveries on southeast corner 0,3 NFEFV4.. • 20 11 '+/L'+/L U Z- PHASE I I FVF f Central renovation/expansion: Ticketing Hall,SSCP&ATO • Additional full-service counters, self-service kiosks,bag tag kiosks,bag drop inducts& queuing space throughout • 9,400 sf of new ATO space, compared to 6,300 sf existing • 5 security screening checkpoint lanes possible in the future G= • Queuing contained,in lieu of overflowing into circulation space • Automatic exit lanes to reduce °^E"'r TSA staffing position need 21 PHASE.4 LEVEL Curbside dropoff/pickup • Additional capacity for all current&future airlines • Includes both regular& oversize baggage dropoff • Industry standard of 30 feet of depth between curb&edge of building $ i I y1 22 1 4/L4/LUL: PH rcF S LEVEL 2 East expansion:Airside • Capacity added for concourse • 3 additional holdrooms @ Level 2 w/jetbridges • Concession&living room mirrors amenity space from • previous concourse expansion on the west side • Includes vertical circulation for passengers&services (deliveries) 23 PHASES I LEVEL 1 East expansion:Airside • Re-located ground boarding holdroom @ Level 1 • Includes additional vertical circulation,restrooms,CBP ? - — MXOR004 WL['ROW HoOROcM interview room • Future flexibility with shell program area wT ten« 1 r^ 24 1] 44/L4/LVL Preferred Terminal Facility Develooment ------ .yam r� ,....____.__..__- m . _ 1A ra 25 PREFERRED LANDSIDE ACCESS ADD PARKING PLAN r 26 1: 4/L4/LVL: Ground Transportation Numerous meetings held with Ground Transportation Providers • Feedback included: • Concern over CONRAC concept • Use the customer perspective when considering rental car operations • Adjust rental car pickup to be closer to baggage claim • Streamline rental car return and QTA operations • Consider bus stop on Cooley Mesa Road opposed to inside of the terminal • Consider pick-up/drop-off for Lyft and Uber on the curb,with the most important being drop-off iti ►' it } 27 Landside Access & Parking - Ph 1 ` � � � � :Q -< ��'� - • Update and realignment of __ automobile ring road — - -- • Improvements to associated parking areas / l ` • Improvement at western f- ,' I intersection with Cooley Mesa Road - • Rental Car Quick - Turnaround (QTA)facility 1> • 7 / j `L , r ." phasing _.. ' _fi .. - -F�.. 44 1 ./.• 28 14 L'F/LUL. Landside Access & Parking - Ph 2 • Additional updates and -} realignments of auto ring -- wM,m � road • = • Additional improvement - .... 1 at eastern intersection _ with Cooley Mesa Road •. _, t. .. _ r. R actt " fir �► 29 Landside Access & Parking - Ph 3 4 , • Construction of new ring road for FIS facility • Improvements to � """ E associated parking areas .. - � " xc _ m L'Ar 30 1! '-F/L'F/LUL: Landside Access & Parking - Ph 4 ,,,,, , � ._ yr _...,., • Construction of new fr __._ 040003110. service access road to the _ : .c.,�:._ _ Snow Removal Equipment --- :w' =--`"= -`- ---; Building ' .4 4 ..% 4. 4 r' 11 :• Improvements to / , f., :. associated parking areas ;-` " 11' ' 31 New Auto ~ j Parking Area _ • New parking lot near approach end of Runway f 25 _ - , • Will serve variety of -t,. operational functions that .� could include cell phone ``' lot, terminal support, '` � - ` vehicle staging, rental car ;" ` overflow 32 11 'F/L'F/LUL. FINANCIAL IVPLEMENTATIO \ x=s F 33 Project Funding Sources FAA •Airport Improvement Program(AlP) •Entitlement Grants EGE is a self- •Discretionary Grants •Often 90/10 grants sustaining enterprise fund that does not receive any •65%of fuel tax is returned to the generating airport general fund •30%is disbursed through a discretionary grant program(up to 90/10) revenue from Eagle •5%is retained for CDOT Aeronautics administrative costs County Local •Fee and Lease Revenues(including Airline Rates and Charges) •Passenger Facility and Customer Facility Charges •General Fund Revenue •Debt Financing •Private Funds •Other Sources - 34 1 LE+/LUL: Financial Implementation Plan Phases: Identification of projects Estimation of order of Estimation of the total •Phase I-Initial Five Years over a 20 year period of implementation of costs and funding •Phase II-Second Five Year time projects sources for each project •Phase III-Remaining Ten Years 4 All projects will need to Projects may be shifted receive required FAA The County will decide to later phases due to environmental and local if and when to build any FAA funding availability review approvals prior project to permitting 35 Phase Projects Estimated Funding Sources ($1,000,000&over) Capital Costs Federal State Local Other/Private Taxiway A Rehabilitation/Lighting and Signage Improvement(Construction) $14,500,000 $13,000,000 $464,000 $1,036,000 Phase 2 Embankment for Future Parallel Taxiway B $2,222,222 $2,000,000 $222,222 (Design and Construction) Federal Inspection Services(FIS)Facilities $15,000,000 $15,000,000 (Construction) Parallel Taxiway B with Relocation of Taxiways A2, A3,and A4(Design) $1,000,000 $900,000 $50,000 $50,000 Phase 3 Embankment for Future Parallel Taxiway B $1,400,000 $1,260,000 $70,000 $70,0000 (Design and Construction) Commercial Service Terminal Rehabilitation and Expansion-Phase I(Design) $2,000,000 $2,000,000 Phase 4 Parallel Taxiway B with Relocation of Taxiways A2,A3,and A4(Construction) $14,000,000 $12,600,000 $250,000 $1,150,000 Maintenance Equipment Building $1,200,000 $1,200,000 Not Estimates in 2023 dollars,'Subject to adjustmenth tenement '' " • 36 1' L'-F/LUL; Phase I (continued ) Projects Estimated Funding Sources ($1,000,000&over) Capital Costs Federal State Local Other/Private Transportation Security Administration(TSA)Exit Lane Technology Installation $1,000,000 $1,000,000 Commercial Service Terminal Rehabilitation and Expansion—Phase 1(Construction) $20,000,000 $20,000,000 Phase 5 Parallel Taxiway B with Relocation of $3,000,000 $2,700,000 $150,000 $150,000 Taxiways A2,A3,and A4(Construction) Acquire Aircraft Rescue&Fire Fighting Vehicle $1,300,000 $1,170,000 $65,000 $65,000 Commercial Service Terminal Area Landside Access and Parking—Phase 1(Design and Construction) $17,000,000 $17,000,000 Runway 7/25 Rehabilitation with Lighting and Signage Improvements(Design) $1,000,000 $900,000 $50,000 $50,000 Ten(17)Projects under$1,000,000 each $4,391,000 $4,391,000 Phase I Total $99,013,222 $34,530,000 $1,099,000 $56,384,222 Note Esnmotes in 2023 dollars;Subject to adjuslmenure(nement d y A 37 Phase II Funding Sources Projects Estimated Capital --- — Costs Federal State Local Other/Private Runway 7/25 Rehabilitation with Lighting and $12,000,000 $10,800,000 $250,000 $950,000 Signage Improvements(Construction) Concrete Apron Pavement Rehabilitation $2,000,000 $1,800,000 $100,000 $100,000 Commercial Service Terminal Rehabilitation and Expansion—Phase 2(Design) $2,000,000 $2,000,000 Commercial Service Terminal Rehabilitation and Expansion—Phase 2(Construction) $25,000,000 $25,000,000 Construct New Automobile Parking Lot on Cooley Mesa Road(Design and Construction) $18,000,000 $18,000,000 Commercial Service Terminal Area Landside Access and Parking—Phase 2(Design and $12,000,000 $12,000,000 Construction) Pavement Maintenance $1,300,000 $840,000 $230,000 $230,000 Acquire Aircraft Rescue&Fire Fighting Vehicle $1,300,000 $1,170,000 $65,000 $65,000 Phase II Total $73,600,000 $14,610,000 $645,000 $58,345,000 $ Norc.Estimates in 2023 OojW,N Subject to odlustmentlrefnement 38 1! 'f/L'}/LUL: Phase III Estimated Funding Sources Projects Capital Costs Federal State Local Other/Private Expand Snow Removal Equipment Building $3,000,000 $3,000,000 Access and Parking—Phase 3(Design and $3,000,000 $3,000,000 Construction) _ Access and Parking—Phase 4(Design and $13,000,000 $13,000,000 Construction) Commercial Service Terminal Rehabilitation and Expansion—Phase 3(Design) $2,000,000 $2,000,000 Commercial Service Terminal Rehabilitation and $20,000,000 $20,000,000 Expansion—Phase 3(Construction) Parallel Taxiway B—Phase 2(Design and Construction) $4,000,000 $3,600,000 $200,000 $200,000 Parallel Taxiway B—Phase 3(Design and Construction) $11,000,000 $9,900,000 $550,000 $550,000 Extend Runway 7/25 and Taxiways A and B 1,000' (Design and Construction) $17,000,000 $15,300,000 $850,000 $850,000 Phase Ill Total $73,000,000 $28,800,000 $1,600,000 $42,600,000 Grand Total $238,613,222 $77,940,000 $3,344,000 $157,329,222 Note;ESOmore,In 2023 dollars;Subject to adjustment/refinement !1 39 Funding Prioritization PHASE I FUNDING PHASE II FUNDING ■ ■ a ■ a r • FAA funding eligibility does not guarantee funding 11111 • FAA generally prioritizes project funding "from the centerline of the runway out" or if a safety issue needs to be addressed i. • EGE must compete for funding with all other airports in the national system PHASE III FUNDING • EGE continues to place itself in a ' ° a competitive position for funding by showing a consistent financial am commitment to projects Ii it 40 21 L4/LUL. tt ) W • J: 41 Current Efforts • Other Meetings- October 2nd and 3rd • BoCC • GA Pilot/FBO Focus Group • Terminal Building Tenants Focus Group • • 40 • Virtual Community Meeting• Airport Staff Focus Group • Air Alliance briefing • Draft Financial Implementation and Airport Layout Plan Chapters are available online at www.egemasterplan.com • Please submit any review comments via the project website by Wednesday October 18th • nr �< 42 2 II 44/L44/LUL: Next Steps • Submittal of Airport Layout Plan to the FAA for • review and approval • Anticipate a minimum of 60 day review period IIMINI • Anticipate final documents to be completed by March 2024 mom SIM MEM 41. 43 tip EAGLE COUNTY Regional Airport _, Nlimind$64410ka''H. '! THANK YOU ! David Reid, Director of Aviation Jos* Miller, Deputy Director of Aviation 44 2;