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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whole, the Airport Master Plan has become outdated.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
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AIRPORT MASTER PLAN
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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
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EAGLE COUNTY REGIONAL AIRPORT
MASTER PLA \
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•
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
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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.
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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
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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.
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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
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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
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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
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EAGLE COUNTY '-'--- MASTER PLAN
Regional Airport �—
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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
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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.
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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.
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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•
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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
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3 https://www.townofgypsum.com/business/planning-zoning/long-range-planning
JVIATION 2-7
tOp EAGLE COUNTY MASTER PLAN
Regional Airport
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Figure 2-3:Eagle County Zoning Map
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"" 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
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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)
,
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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�
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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
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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
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•
�.:,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, ,,.• .. __....
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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>
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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
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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
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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
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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 •
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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
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-
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r�r�, a . ,.- •i'-y. Eagle County Regional Airport s_ .., --.4,1
.._ �`�
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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
: '
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4
Jules Dr, a
x- �j 1
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. 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. -
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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
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----4--ta- -_,__--__ ..,I
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7,-
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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
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' ,eff 4t W7, 4 eff izt4.2dk`tli p GYPS 1,- i N.`` `,� /.'Ck)7:-}' & et_f",ii—1 0Q7i
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nt
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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
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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
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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.
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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 %• •
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• • • °• 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
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•O 0 °• •O •0 •
00
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490 0 000 °•r
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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
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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
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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.
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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
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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
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• 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
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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
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• 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/ ',
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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.
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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
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I\
•
EAGLE COUNTY REGIONAL AIRPORT
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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.
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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%
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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
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Figure 3-8:EGE Paved Runway Catchment Area
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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
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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 —
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=• 4% — 2%
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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
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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
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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
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•TFMSC ■OpsNet
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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.
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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
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m sr.v... ______,=
L _. ,
. _ __ _. __,_. _ _,,
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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
.
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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
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Source:FAA,Jviation,a Woolpert Company,
Public Domain Images
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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
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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
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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
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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
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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
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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
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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°
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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.
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• 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
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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
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EAGLE COUNTY
Regional Airport
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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
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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
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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
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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
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Runway,$afayty A..,&` ilk 3 '..., "�'sC;�,° _
i ear i'� }UMW 5_ .,... qu, . . ' f
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Source.Jviation,a Woolpert Company;Google Earth
EGE meets all RSA requirements;no action is required.
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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
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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 ,
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1,700'
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Source:lviation,a Woolpert Company;Google Earth
.JVIATION 4-31
A WOOLPERT COMPANY
COMASTER PLAN
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Regional Airport
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Figure 4-25: Runway 7 Departure RPZ
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Source:iviation,a Woolpert Company;Google Earth
Figure 4-26: EGE Runway 25 Approach RPZ
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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
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ikka 1S111161111h.
Figure 4-27: Runway 25 Blast Pad
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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
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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
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►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
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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
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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
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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
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Figure 4-28: Runway Markings
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• 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
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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
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Figure 4-30: EGE Ticket Counter Area
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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
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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
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Figure 4-32:EGE Baggage Claim
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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
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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
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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
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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
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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
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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
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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
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EAGLE COUNTY MASTER PLAN
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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 '�=
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►i
Figure 4-39: Future EGE FIS Facility
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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).
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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.
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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.
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l 1 i1
4.4 ANALYSIS OF ADVANCED AIR MOBILITY MARKET
POTENTIAL AND INFRASTRUCTURE NEEDS ASSESSMENT
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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.
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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.
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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.
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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.
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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
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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
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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.
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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
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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
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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
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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
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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/
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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
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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
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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.
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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.
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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
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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
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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
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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.
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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
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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.
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• 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
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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.
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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
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Figure 5-2:Taxiway Improvements(TW B,TW A2,TW A3, and TW A4)-Northeast Perspective
,400► :.► TW A4 ,
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JVIATICIfV
5-5
t; MASTER PLAN
EAGLE COUNTY
Regional Airport
IAA \0011A NI1161111‘.
Figure 5-3: Runway Improvements(1,000' Extension)
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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
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Figure 5-5:Southwest Development Area Concept
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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
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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
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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
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(-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
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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
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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
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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,
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worn I PTO Sq I Ara xA I AT0114
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ff
t 0 I 0 Li2LELIEL_ELALAil
!AMIE f1i itigatE SIM t?R PE AFIJNE fi[
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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
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ICVNMI PIANO C.VNRI
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INTERMEDIATE OVERSIZE -" """ ` ""'
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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 • • •
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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 '-,
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Feed#1 Feed#2 • • • • • • _ z
Feed#3 Feed#4
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■ ■ 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
• ,
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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 -
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', flll I1111:f11' '
Baggage Makeup (Currently Used
Der,ol
for Parking)
Baggage Screening •
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❑ ❑ ❑ 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
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• ..,�.,:�
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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
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Source:DEA j
Figure 5-31: Roadway and Circulation Alternative 1A
Alternative 1A
One-Way
INN Two-Way N
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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
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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; . -
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JVIATION
5 49
A AOOLPEP1 CO•
MASTER PLAN
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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
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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
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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
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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
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• 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
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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
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MASTER PLAN
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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
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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
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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
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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
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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
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Ii4bINflo EAGLE COUNTY
Regional Airport
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EAGLE COUNTY REGIONAL AIRPORT
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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
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lifEAGLE COUNTY
*Iijp Regional Airport
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EAGLE COUNTY REGIONAL AIRPORT
VASTER PLA \
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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
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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.
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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
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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.
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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
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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
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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,
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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
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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
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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
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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)
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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
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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
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ti; MASTER PLAN
EAGLE COUNTY
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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
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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
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EAGLE COUNTY
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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
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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."
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• 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.
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• 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.
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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
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• 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
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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
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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
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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.
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• 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.
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• 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.
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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
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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:
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• 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).
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• 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.
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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.
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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.
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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.
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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
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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.
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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.
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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.
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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.
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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
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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.
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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),
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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:
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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.
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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.
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• 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.
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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.
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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.
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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.
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• 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.+
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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
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essito
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•
ft
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g _
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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
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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'
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° = .. ._
-
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
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per.
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1
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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
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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
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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
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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
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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
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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
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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
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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
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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)
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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
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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
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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
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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.
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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.
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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.
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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
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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
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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:
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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.
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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).
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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%
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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
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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.
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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.
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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
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• 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:
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• 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
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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)
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FIGURE 3: CONCEPT 1A(WITH FULL LOOP)
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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
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• Reduces available parking immediately in front of terminal
FIGURE 4: CONCEPT 2
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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
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• Reduces available parking immediately in front of terminal
FIGURE 5: CONCEPT 3
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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:
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• 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.
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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.
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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
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H Rental car overflow No change No change 220
Total N/A N/A -74 2,155
FIGURE 6: PARKING AREAS—CONCEPT 1
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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
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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
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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.
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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
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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
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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
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• 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
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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.
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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
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• 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
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• 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
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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.
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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
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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.
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MASTER PLAN
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Regional Airport
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• 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
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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
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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
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MASTER PLAN
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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
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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.
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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:
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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
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Regional Airport
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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.
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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
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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.
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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
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FIGURE 2: WASTE AND RECYCLINI G 1:.,-.) ATI07S,
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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
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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
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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
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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
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EAGLE COUNTY ,, .._
MASTER PLAN
44
Regional Airport
Ail Niblimmid4 INIIIIIiikk
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EAGLE COUNTY
Regional Airport
A ,, Alit?' . 4, . . , i
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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;
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31
CENTRALIZED OVERSIZE
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•
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BAG CLAIM '� l'� . . •--i- ..:.••�•• '"••••• ,�.
EXPANSION!LEVEL 1 ^�tit•lty; .ImRElmri vauulo•}
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NEW INCLINED BELT SYSTEM,
CENTRALIZED OVERSIZE
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NEW LOOP CAROUSELS i:----,,-•
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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 _. • • •:
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34
1•
LF/L'•F/LV L:
•
.9 •V,.. 44110011
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\•
•
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:
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RECOMMENDED
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EFFICIENT IAYOUT OVERALL :1 ' ,• u ,
4
37
•-•"-
- •
•
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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
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QUEUINGCONTAINED • 1 ` I—t
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39
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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—
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41
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l
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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
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.
PROGRAM AREA.
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43
PLAN OVERALL 1 LEVEL 1
Eagle County Regional Airport
FP 4 Y I
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44
2:
44/LLII LUL:
PLAN_OVERALL 1 LEVEL 2
Eagle County Regional Airport
0 0 El H P1
? ,7
I
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45
Questions, Comments?
rill.
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......
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„ .-,- -.,
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
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NESA ROADiUE NI IS AL'
O N.
57
Questions, Comments?
rill'
lit . .
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, ._
. .
58
2!
'1-/L.4-11 Z.L.P L.
- . . .
RECOVVENDED
ALTERNATIVES
..... .. . . .
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59
recommenced Airsice & Lancside
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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, ,
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„.
, ,
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 ..." -...-
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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
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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
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'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
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,....____.__..__-
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
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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
-
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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;