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HomeMy WebLinkAbout2022_Renton-Airport Layout Plan i Contents Contents i Figures iii Tables iv A. Inventory of Existing Conditions Introduction A.1 Airport Role and Facilities A.1 Renton Airport Advisory Committee A.2 Airfield A.5 Airspace System and NAVAIDS A.7 General Aviation and Seaplane Facilities A.8 Support Facilities A.9 Boeing Facilities A.9 Access, Circulation and Parking A.10 Zoning and Land Use A.10 Airport Environs Overlay Zoning A.11 Environmental Overview A.11 B. Facility Requirements Introduction B.1 Aviation Activity B.1 Airfield Facility Requirements B.2 Airfield Design Standards B.2 Summary B.8 C. Landside Alternatives Analysis Introduction C.1 Assumptions C.1 Landside Development C.2 Landside Area 1 Concept C.3 Landside Area 2 Concept C.5 Landside Area 3 Concept C.7 Landside Area 4 Concept C.9 Landside Area 5 (Seaplane Base) Development Alternatives C.11 Conceptual Development Plan C.19 ii D. Airport Development Program Introduction D.1 Implementation Schedule and Project List D.1 Cost Estimates D.1 Financial Plan and Implementation Strategy D.1 Airport Grant-In-Aid Funding Programs D.4 FAA Funding Programs and Guidance D.4 State of Washington (WSDOT) Funding Programs and Guidance D.5 Private-Third Party Funding D.5 Capital Improvement Program D.6 Phasing Plan D.6 E. Airport Plans Introduction D.1 Cover D.1 Airport Data D.1 Airport Layout Plan D.1 Airport Airspace Plan D.1 Inner Approach Plan and Profile D.1 Departure Surfaces D.2 Terminal Area Plans D.2 Airport Land Use Plan D.2 Airport Property Map D.2 iii Figures Figure A1 Airport Location Map A.3 Figure A2 Airport Vicinity Map A.4 Figure A3 Existing Airport Layout A.6 Figure B1 Existing RDC B-II Design Standards B.4 Figure B2 Existing RDC B-II Design Standards (North) B.5 Figure B3 Existing RDC B-II Design Standards (South) B.6 Figure C1 Landside Area 1 Concept C.4 Figure C2 Landside Area 2 Concept C.6 Figure C3 Landside Area 3 Concept C.8 Figure C4 Landside Area 4 Concept C.10 Figure C5 Seaplane Base Alternative 1 – Reconstruct Facilities in Place C.12 Figure C6 Seaplane Base Alternative 2 – Relocate Ramp and Flip N/S Dock C.14 Figure C7 Seaplane Base Alternative 3 – Reconstruct in Place and Improve Facilities C.16 Figure C8 Seaplane Base Alternative 4 – Reconstruct Seaplane Base for RDC C/D-III C.18 Figure C9 Conceptual Development Plan (CDP) C.20 Figure D1 Phasing Plan D.7 Figure E1 Cover Sheet E.3 Figure E2 Airport Data E.4 Figure E3 Airport Layout Plan E.5 Figure E4 Airport Airspace Plan & Profile E.6 Figure E5 Runway 16 Inner Approach E.7 Figure E6 Runway 34 Inner Approach E.8 Figure E7 Departure Surfaces Plan & Profile E.9 Figure E8 Terminal Area Plan E.10 Figure E9 South Area Plan E.11 Figure E10 North Area Plan E.12 Figure E12 Airport Land Use Plan E.13 Figure E12 Airport Property Map E.14 iv Tables Table A1 AIRPORT PAVEMENT INVENTORY SUMMARY A.5 Table B1 RNT HISTORIC TFMSC DATA ANALYSIS – LARGE C/D BUSINESS JET OPERATIONS AND BOEING OPERATIONS B.1 Table B2 RUNWAY 16/34 DESIGN STANDARDS MATRIX – RDC B-II > 1-MILE VISIBILITY MINIMUMS B.3 Table D1 PHASE I (0-5 Years) DEVELOPMENT PLAN PROJECT COSTS D.2 Table D2 PHASE II (6-10 Years) DEVELOPMENT PLAN PROJECT COSTS D.3 Table D3 AIRPORT FUNDING PROGRAMS AND PARTICIPATION D.4 A.1 CHAPTER A Inventory of Existing Conditions Introduction. The City of Renton is located on the south shore of Lake Washington, in King County, Washington. It is the fifth largest city in King County, and the 11th largest city in the State of Washington. The City of Renton is centrally located in the greater Puget Sound Region, approximately 11 miles southeast of downtown Seattle. In the 1920s, Renton Municipal Airport existed as a short turf runway called Bryn Mawr Airport. The first aircraft manufactured in Renton was the Boeing XPBB-1 Sea Ranger, built for the U.S. Navy, in 1941. By 1943 the U.S. Navy traded the Renton manufacturing site to the U.S. Army, where Boeing workers produced over 1,100 B-29 Superfortress aircraft. In 1947, through the Surplus Property Act of 1944, the United States of America deeded the rights and assets of the Defense Plant Corporation to the City of Renton. Renton Municipal Airport has since evolved into a busy General Aviation (GA) airport with seaplane facilities as well as Boeing 737 manufacturing facilities. As the Airport was transferred to the City of Renton, The Boeing Company maintained the Airplane Programs manufacturing site adjacent to the Airport. In 1952, Boeing developed the Boeing 367-80 prototype, from which the Boeing 707 was developed. During the 1960s, Boeing developed the 727 and 737 with production occurring at Renton. In 2005, the Airport was renamed Clayton Scott Field to celebrate the 100th birthday of Clayton Scott, a local aviation pioneer whose flying career dates back to the Airport’s very early days. The purpose of this Airport Layout Plan (ALP) Update with Narrative Report is to provide a physical development plan for the next seven to ten years that will identify space for potentially needed facilities, provide an on-airport land use plan and be compatible with the environment, land uses adjacent to the Airport, other modes of transportation and other airports in the region. The focus will be on the total aviation facility and its environs, with the overall planning goal being the development of an aviation facility that can accommodate future demand, is not significantly constrained by its environs, and does not adversely impact its surroundings. Airport Role and Facilities Renton Municipal Airport (RNT) is owned by the City of Renton and managed by the City of Renton Public Works Department. The Airport consists of one single runway, a full-length parallel taxiway, a partial parallel taxiway, exit taxiways, aprons, hangars, and various aviation related facilities. RNT is part of the National Plan of Integrated Airport Systems (NPIAS), a national airport system plan developed by the Federal Aviation Administration (FAA), which identifies nearly 3,400 existing and proposed airports that are significant to national air transportation and thus eligible to receive Federal grants from the Airport Improvement Program (AIP). The NPIAS also includes estimates of the amount of AIP money needed to fund infrastructure development projects that will bring airports up to current design standards. The current NPIAS report, National Plan of Integrated Airport Systems (NPIAS) 2021-2025, identifies RNT as a reliever airport. Reliever airports must have 100 or more based aircraft or have 25,000 annual itinerant operations. A.2 RNT is also part of the Washington Aviation System and is classified as a Regional Service Airport. In the 2017 Washington Aviation System Plan, a Regional Service Airport is defined as an airport that serves large or multiple communities, defined as a Reliever Airport in NPIAS, has 40 or more based aircraft, and at least a 4,000-foot-long runway. RNT’s location and vicinity maps are shown in Figure A1 and Figure A2. Renton Airport Advisory Committee In 2001, City of Renton Resolution 3495 established the 15-voting member and four non-voting member Renton Airport Advisory Committee (RAAC). As of September 2021, there are 16 RAAC members (both voting and non-voting), including Neighborhood Representatives, Airport Representatives, Pilot Association Representatives, and Tenant Representatives. The RAAC members are to be appointed by the Mayor and confirmed by a majority of the members of the City Council. The RAAC convenes on a quarterly basis and will serve as the Study Committee for this planning process. ALP Update Renton Municipal Airport/ Clayton Scott Field FIGURE A1 Airport Location Map A.3 5 405 90 Darrington Granite Falls Lake Stevens Seattle Mukilteo Lynnwood Edmonds Tacoma Lakewood Olympia Bothel Kirkland Redmond Bellevue Renton Everett Kent Port Towsend Oak Harbor Sammamish Issaquah Puyallup Auburn Maple Valley Mercer Island Bainbridge Island Bremerton Arlington Stanwood Clinton Enumclaw Kangley Carbonado Elk Plain Allyn-Grapeview Lakebay North Yelm Tumwater Greenwater Riverbend North Bend LangleyFreeland Port Ludlow Poulsbo Silverdale Vashon Des Moines Gig Harbor Quilcene Brinnon Dabob Bay Hood Canal SKAGIT SNOHOMISH JE F F E R S O N C A L L A M KING PIERCE THURSTON KITSAP MASON Mount Baker-Snoqualmie National Forest Mount Rainier National Park West Tiger Mountian Skagit Bay SkagitBay Saratoga Passage 20 203 522 9 18 410 507 99 16 104 20 5 ndddddand BBelleleevueevvSSammamishmsish I saquqssaquah cccererererrrr ndnd Northst Tigt TWeWestTiger MtiMMi Renton Municipal Airport/ Clayton Scott Field NNNoooro 555 Approximate Graphic Scale in Miles N 061218 SOURCE: Google Maps 2021. ALP Update Renton Municipal Airport/ Clayton Scott Field EM ercer W a y SE88thPl SunsetBlvd N E LoganA v e N S W Sunset Blv d S132nd St S Bangor St SE 72nd St NE 4th St Ra i n i e r A v e Be a c o n A v e S W V a l l e y H w y Re n t o n A v e S Ma p l e V a l l e y H w y TUKWILA City of MERCER ISLAND City of NEWCASTLE City of SEATTLE May Creek Park Lake Washington Renton 5 5 405 405 405 515 181 167 900 900 169 Lakeridge Park Gene Coulon Memorial Park Graphic Scale in Miles N 0.5 1.512 SOURCE: BASE MAP: Google Maps, 2021; MAP DATA: City of Renton GIS, 2021 A.4 ogaannA vA ee NN Renton Municipal Airport/ Clayton Scott Field FIGURE A2 Airport Vicinity Map Kennydale Clover Creek Rainier View Earlington Hill Lakeview South Renton North Renton Monterrey Terrace Highbury Park Sunset President Park Honey Creek Glencoe Honey Creek Ridge Sunset Kennydale LaCrosse Renton Hill Falcon Ridge Rolling Hills Steeple Chase Hills Talbot Hill Victoria Park Victoria Hills Liberty Ridge Maple Wood Glenn Leisure Estates Heather Downs South Union Shadow Hawk Tiffany Park Maplewood Winsper Ponderosa Estates Cascade Huntington Heights Bryn Mawr-Skyway TUTUTUTUTUKWKWKWKWKWILILILILILAAAAAIIIII 44 Neighboring City Boundary Renton City Boundary Neighborhood Boundary VICINITY LEGEND A.5 Airfield Table A1 defines the functional use and geometry of runways, taxiways, and aprons at RNT. Figure A3 shows the existing airfield layout. Table A1 AIRPORT PAVEMENT INVENTORY SUMMARY Item Description Runway 16/34  5,382 feet x 200 feet  Asphalt – Concrete – In good condition  Published Strength: 100,000 pounds Single Wheel (SW), 130,000 pounds Dual Wheel Gear (DW), and 340,000 pounds Double Tandem Wheel Taxiway A  Full parallel Taxiway (west side of Runway 16/34)  50 feet wide  Connector Taxiways A1 through A7 Taxiway B  Partial parallel Taxiway (east side of Runway 16/34)  50 feet wide  Connector Taxiways B3 through B7 APRONS Apron A  East side of RNT near Taxiway B6 and the South Bridge  388,458 square feet  Used by Boeing as a staging area during the manufacturing process and has sufficient parking space for seven 737s Apron B  West side of RNT near Taxiway A7 and Run Up Area  191,403 square feet  Also used for manufacturing 737s and has hard stands for five 737s Apron C  West side of RNT between Taxiways A3 and A4  319,680 square feet  Used for General Aviation parking and storage Transient Parking Apron  West side of RNT adjacent to Boeing Employees Flying Association and Rainer Flight Service  97,290 square feet  Provides overnight tiedown parking of up to five aircraft SOURCE: Mead & Hunt. ALP Update Renton Municipal Airport/Clayton Scott Field 405 A i r p o r t B o u n d a r y Lo g a n A v e n u e Loga n A v e n u e R a i n i e r A v e n u e Rai n i e r A v e n u e Airport Way South Tobin Street Lake Washington North 4th Street North 3rd Street South 2nd Street Re n t o n A v e n u e 84 t h A v e n u e S o u t h 87 t h A v e n u e S o u t h 85 t h A v e n u e S o u t h RU N W A Y 1 6 / 3 4 ( 5 , 3 8 2 ’ X 2 0 0 ’ ) South 128th Street 34 16 Approximate Graphic Scale in Feet N 0 1,000 2,000 SOURCE: Google Maps, Map Data 2014. A.6 Renton Municipal Airport/Clayton Scott Field FIGURE A3 Existing Airport Layout The Boeing Company Cedar River Hangars Tie Downs Boeing Compass Rose South Bridge The Landing Gear Works Ace Aviation Private Hangars Aerodyne Aviation North BridgeU.S. Customs Northwest Seaplanes Seaplane Base Clean Craft Detailing Rainier Flight Service Airport Maintenance Pro Flight Aviation Boeing Building 650 NW Seaplane Maintenance City Hangars Private Hangar Private Hangar Approach RunwayProtection Zone (RPZ) Departure RunwayProtection Zone (RPZ) Departure RunwayProtection Zone (RPZ) Approach RunwayProtection Zone (RPZ) Lane Hangars Air Trac Control & Airport Oce BEFA A1 A2 A3 B3 A4 B4 A5 A6 A7 B7 B5 B6 A A B A.7 Airspace System and NAVAIDS RNT, as with all airports, functions within a local, regional, and national system of airports and airspace. Table A2 summarizes the airspace system facilities at RNT. Table A2 AIRSPACE FACILITIES INVENTORY SUMMARY Item Description Navigational Aids (NAVAIDS) Non-Directional radio Beacon (NDB)  Waton (AW) – 382.0 MHz, 35.1 nm at 184.1°  Skagit/Bay View (BVS) – 240.0 MHz, 59.1 nm at 172.0° Tactical Aircraft Control Navigation (TACAN)  McCord (TCM) – 109.6 MHz, 23.3 nm at 26.9°  Whidbey Island (NUM) – 113.8 MHz, 54.8 nm at 160.7° Very-high frequency Omnidirectional Range (VOR)  Seattle (BFI) – 180.6 MHz, 4.2 nm at 121.1°  Seattle-Tacoma (SEA) – 117.5 MHz, 4.2 nm at 57.0°  Seattle (BFI) – 116.8 MHz, 5.2 nm at 47.1°  Paine (PAE) – 110.6 MHz, 25.7 nm at 174.4°  Olympia (OLM) – 113.4 MHz, 42.0 nm at 41.5°  Penn Cove (CVV) – 117.2 MHz, 49.6 nm at 155.4° Facility Communications  Flight Service Station (FSS) – Seattle (SEA)  Universal Communications (UNICOM) – 122.95 MHz  Common Traffic Advisory Frequency (CTAF) – 124.7 MHz  Automated Terminal Information Service (ATIS) – 126.95 MHz  Renton Ground – 121.6 and 256.9 MHz  Renton Tower – 124.7 and 256.9 MHz Visual Aids Lighting  Precision Approach Path Indicator (PAPI) – Runway 16/34  Runway End Identifier Lights (REILs) – Runway 16/34  Medium Intensity Runway Lights (MIRLs) – Runway 16/34  MIRL – Taxiway Markings  Non-precision runway markings – Runway 16/34 Misc. Aids  Airport Rotating Beacon (clear and green)  Wind Indicator (lighted) SOURCE: Mead & Hunt and Airport Master Record 5010-1 (2021). Presently, there are three straight-in instrument approach procedures published for RNT. These are listed in Table A3. Table A3 INSTRUMENT APPROACH PROCEDURES Approach Designated Runway(s) Ceiling Minimums (AGL) Visibility Minimums RNAV (GPS) Runway 34 860’ AGL 1 mile1, 1 ¼ miles2, 2 ½ miles4, N/A5 RNAV (GPS) – Y Runway 16 780’ AGL 1 mile1, 1 ¼ mile2, 2 miles6 RNAV (GPS) – Z Runway 16 526’ AGL 1 3/8 mile3, N/A6 SOURCE: U.S. Terminal Procedures August 12, 2021 through September 9, 2021. NOTE: 1 Authorized for use by Category A aircraft 2 Authorized for use by Category B aircraft 3 Authorized for use by Category A and B aircraft 4 Authorized for use by Category C aircraft 5 Authorized for use by Category D aircraft 6 Authorized for use by Category C and D aircraft A.8 Airspace. RNT is a controlled airport with an airport traffic control tower (ATCT). The immediate area surrounding the Airport is classified as Class D airspace. RNT airspace is unique in that it lies under the Terminal Control Area Class B Airspace of Sea-Tac International Airport (SEA). RNT Class D airspace has a ceiling of 2,500 feet Mean Sea Level (MSL) and is semi-circular in shape. The western boundary, as shown in the following illustration, is only a few hundred feet from the western airport property line to restrict operations into Sea-Tac airspace. The airspace between 2,000 - 2,500 Feet is administered by Seattle Approach/Departure Control by a letter of agreement (LOA) with Renton Tower. An operation requesting permission to transit the Class D surface area of RNT could contact Seattle Approach/Departure Control on the appropriate frequency, and not ask Renton Control Tower for this permission. Weather Monitoring Equipment. The RNT has an Automated Surface Observing System (ASOS), which can be monitored on the ATIS frequency of 126.95 MHz or by calling the station at (425) 255-6080. The ASOS tower is located on the east side of the Airport. General Aviation and Seaplane Facilities RNT not only supports aircraft manufacturing but primarily supports numerous general aviation related business and facilities. Airport tenants that offer Fixed Based Operator (FBO) services include, Ace Aviation, Aerodyne Aviation, Boeing Employee Flying Association, Clean Craft Detailing, Ellison Fluid Systems (Kaynan Inc.), Landing Gear Works, Northwest Seaplanes, Inc., Pro-Flight Aviation, and Rainier Flight Support. Businesses currently located on the west side of the Airport include:  Northwest Seaplanes: Provides scheduled and charter seaplane flights throughout the region.  Boeing Employee Flying Association (BEFA): Provides use of small aircraft for personal flying and flight training to all current Boeing Employees and retirees.  Rainer Flight Service: Provides flight training.  Pro-Flight Aviation: Provides multiple services that include flight training and rental, Aviation Fuel (100LL and Jet A), aircraft maintenance, and car rental.  Puget Sound Energy: Serves as energy provider for local area.  540 Renton Hangar LLC: Provide private hangars offering storage of aircraft.  Lane Hangars Condo Association: Provide private hangars offering storage of aircraft. Businesses currently located on the east side of the Airport include:  Aerodyne Aviation: Provides technical expertise in aeronautical engineering, aviation safety, unmanned aircraft systems, and flight operations.  The Landing Gear Works: Provides manufacturing and improvement services of landing gear for general aviation aircraft.  Bosair (Ace Aviation): Provides aircraft maintenance and repair. Hangar Facilities. RNT has conventional and T-hangars on both the east and west sides of the field. In 2005, RNT created a policy for T-hangar leasing and a hangar waiting list, which sets guidelines for leasing T-hangars and guidance for the hangar waiting list. A one-time, non-refundable fee of $100 is collected by the Airport Office from individuals applying for the hangar waiting list. Private hangars are also located on RNT, offering private aircraft storage with direct access to the taxiways. A.9 Support Facilities The quantity and type of support facilities at the RNT that encompass a broad set of functions that ensure smooth and efficient airport operation, include airport administrative offices, airport maintenance facilities, aircraft fuel storage, U.S. Customs, pilot control lighting, and the Airport Traffic Control Tower. Airport Administration Office. The Airport Administration Office is located at 616 West Perimeter Rd in the ground floor of the control tower with an airside and landside door. Office hours are 8:00 am to 5:00 pm Monday through Friday. Airport Maintenance Facility. The RNT Maintenance Facility is located on west side of the Airport, adjacent to Apron C and Rainier Flight Service. As the Maintenance Facility is a small building at approximately 550 square feet, the majority of the maintenance equipment is stored outside. US Customs Service. Federal Inspection Service (FIS) is provided by the US Customs Service. U.S. Customs control the entry and clearance of aircraft arriving into the United States and inspect the crew, passengers, baggage, stores, and cargo carried. All inspections regardless of type of aircraft, must be conducted at the inspection facility, located in a portable building at the north end of the Airport. Aircraft inspections are to taxi to the inspection station and proceed inside the building. Commercial carriers must request landing rights in advance in writing, post an international carrier’s bond in an amount established by Customs, and transmit the crew and passenger data electronically to Customs. As a Landing Rights Airport, Customs will respond within one hour with prior notification. Pilot Controlled Lighting. RNT utilizes Pilot Controlled Lighting, which provides air-to-ground radio control of the airport lighting system. The pilot selects the intensity by selecting the proper frequency on the communication radio, then keying the microphone a prescribed number of times with a five second interval. The lights will remain at the selected intensity for 15 minutes if no subsequent pluses are received to change the intensity. The Pilot Controlled Lighting is available at RNT, when the ATCT is closed. Airport Traffic Control Tower (ATCT). The FAA ATCT is located on the west side of Runway 16/34 at approximately mid-field, adjacent to Taxiway A5, and is 55 feet tall. The Control Tower is operated daily from October 1st through April 30th from 7:00 AM until 8:00 PM, and from May 1st through September 30th, from 7:00 AM until 9:00 PM. Boeing Facilities Aircraft Manufacturing Facilities. The Boeing Commercial Airplane Group assembles all lines of the Boeing 737 aircraft adjacent to RNT. Boeing is the major lease holder at the Airport. Boeing accesses the Airport through a through-the-fence agreement and two taxilane bridges over the Cedar River. The taxilane bridges are labeled as the North Bridge and the South Bridge. It is estimated that once a 737 departs the Boeing Renton manufacturing facility, it will remain on RNT property for seven days and then depart, via air, for additional manufacturing improvements. A.10 Every Boeing 737, upon exiting the factory, is towed across the North Bridge to access the Airport. Towed aircraft cross the runway to Taxiway A1 and then proceed down Taxiway A to Boeing aircraft stalls on either the southwest or southeast side of the approach end of Runway 34. For aircraft parked on the east side of the runway, the aircraft tow will cross the runway again at Taxiway B7 and proceed via Taxiway B. Some aircraft are towed, in lieu of being parked on airport property, across the South Bridge to aircraft parking positions east of the Cedar River. Boeing 737 aircraft ready for first flight will enter the runway at Taxiway B6 or Taxiway B7 if they originate from the east side of the runway, or Taxiway A7 if they originate from the west of the runway. Once on the runway, the aircraft crew will perform aircraft checks while taxiing to the runway end not in use (downwind taxi). At the runway end not in use, the crew apply full power, proceed down the runway a short distance, then perform a preplanned aborted takeoff. The aircraft decelerates to normal taxi speed at the conclusion of the aborted takeoff and continues to the runway end in use. Once reaching the end of the runway in use, the aircraft will turn 180 degrees on the runway, requiring full use of the 200-foot-wide runway width. The aircraft then await instructions from the ATCT for departure. Total time on the runway for each first flight is approximately 10 minutes. Boeing 737 aircraft occasionally return to RNT, although these operations are infrequent. Usually, an aircraft will return for a mechanical issue that cannot be addressed at either Paine Field, Moses Lake, or Boeing Field. In the last five years RNT has averaged 10 annual landing operations by 737 aircraft, with the most retuning in 2020 with 44, and the least in 2019 with zero returning. Boeing Compass Rose. The Boeing Compass Rose is located on the east side of RNT and is utilized just for the Boeing manufacturing process. The Compass Rose consists of approximately 3,332 square yards of pavement. Access, Circulation and Parking This section defines the quantity and type of ground access systems that serve RNT, or are served by it, such as on-airport access roads, circulation and service roads, and parking. Vehicular Access and Parking. RNT has two main access points, one on the south side of the Airport from Airport Way, and one from the west side of the Airport from Rainer Avenue. Interior vehicular access of the Airport is conducted via Perimeter Road. Perimeter Road provides access to the aircraft manufacturing facilities as well as the general aviation facilities throughout the Airport. There are multiple vehicular parking areas spread throughout the Airport, providing parking for Boeing Employees as well as general aviation users. Prior to gaining access to RNT, a user must read the Renton Airport Ground Vehicle Operations Rules booklet, fill out forms, and complete the Airport Ground Vehicle Test. The purpose of the ground vehicle training program is to promote safe airfield driving through education. This program applies to Airport employees, tenants, and any other ground vehicle operators. Zoning and Land Use RNT is located less than a mile from downtown Renton and is surrounded on three sides by urban development. Planning for land use compatibility with airport development and operations requires knowledge of what land uses are proposed and what, if any, changes need to be made. A.11 Existing Zoning. Airport property is zoned Medium Industrial in the September 2021 City of Renton GIS online database. Areas directly to the east are zoned Urban Center, a zoning type incorporating mixed use development, and Light Industrial. Additional higher-density Residential development is located adjacent to the Cedar River running parallel to Logan Avenue. To the south, Commercial Arterial, Residential, and Center Downtown are the primary zones. Zoning west of RNT includes additional Commercial Arterial, Residential, and Commercial Office. Lake Washington is located directly north of RNT. Existing Land Use. Existing land use patterns in the area follow closely to what is portrayed on the zoning map. Land uses east of RNT include Urban Center, Industrial, and Residential uses. Urban Center land use continues to the south, as does Commercial development. Land uses to the west largely comprises of Residential, with some Commercial development along Reiner Avenue. Future Land Use. Future land use patterns are illustrated in the 2018 Amendment to the City of Renton Comprehensive Plan, where future land uses are largely not expected to change. This map lists airport property as an Employment Area, which includes Light, Medium, and Heavy Industrial land developments. Areas east and south of RNT are to remain a combination of Commercial, Residential, and Mixed-Use designations, while areas to the west will remain mostly residential in nature. The density of zoning in each of these areas is expected to increase to accommodate increased growth and demand in the periphery of RNT. Airport Environs Overlay Zoning According to the Revised Code of Washington Title 36, Chapter 70, Section 547, entitled General Aviation Airports – Siting of Incompatible Uses, every county, city, and town in which there is located a general aviation airport that is operated for the benefit of the general public, whether publicly or privately owned, shall, through its comprehensive plan and development regulations discourage the siting of incompatible uses adjacent to such general aviation airports. To meet this mandate the City of Renton has developed set of objectives and policies to address land use compatibility between RNT and an area of the City known as the Airport Influence Area. Under Title IV Development Regulations, Chapter 3 Environmental Regulations and Overlay Districts, Section 020 Airport Related Height and Use Regulations; the Renton Municipal Code states, in order to regulate the use of property in the vicinity of the airport, all of the land within Safety Zones 1 through 6 of shall be known as the Airport Influence Area. Section 020 includes height restrictions and airport overlay zones based primarily on Federal Aviation Regulations (FAR) Part 77 imaginary surfaces. The overlay zones consist of Runway Protection Zone, Inner Approach/Departure Zone, Inner Turning Zone, Outer Approach/Departure Zone, Sideline Approach/Departure Zone, and Traffic Pattern Zone. As part of this ALP Update planning process, the FAR Part 77 map will be updated and consideration should be given by the City of Renton to adopting the update map for the purposed of airport height restriction and land use overlay zoning. Environmental Overview Environmental considerations and factors are important to review during the airport planning process when analyzing development alternatives and identifying preferred alternatives. The following sections provide brief descriptions of environmental impact categories that are pertinent to airport planning at RNT, as well as Airport-specific environmental information. A.12 Air Quality. The U.S. Environmental Protection Agency (EPA) has established National Ambient Air Quality Standards (NAAQS) for six criteria air pollutants: carbon monoxide (CO), ozone (O3), particulate matter (PM10), sulfur dioxide (SO2), oxides of nitrogen (NOx), and lead (Pb). According to the EPA, King County is currently designated as being “in attainment” for all criteria pollutants under the NAAQS. An attainment area is one in which air pollution levels do not exceed the NAAQS. Future projects at airports in non-attainment areas may need to be accounted for in the State Implementation Plan and/or be shown not to exceed the applicable de minimis levels as defined by General Conformity. The Puget Sound Clean Air Agency has jurisdiction over the Puget Sound Basin and has established local ambient air quality standards to ensure compliance with the Clean Air Act. Short-term air quality impacts may be expected from heavy equipment pollutant emissions, fugitive dust resulting from the movement of earth for cut and fill, any open burning that may occur on the Airport, and the operation of concrete batch plants. Contractors would be required to comply with all local, state, and federal air quality regulations, especially the procedures contained in the Federal Aviation Administration’s Advisory Circular (AC) 150/5370-10A, Standards for Specifying Construction of Airports, which is the FAA guidance to airport sponsors concerning protection of the environment during construction projects. Floodplains. Executive Order 11988 directs federal agencies to take action to reduce the risk of flood loss, minimize the impacts of floods on human safety, health, and welfare, and restore and preserve the natural and beneficial values served by floodplains. According to Federal Emergency Management Association (FEMA) published floodplain maps, the majority of airport property is within a FEMA flood zone (either Zone X or Zone AE). Zone X indicates areas of 500-year flood; areas of 100-year flood with average depths of less than 1 foot and areas protected by levees from 100- year flood. Zone AE, which is primarily the southeast area of the Airport includes areas of 100-year flood that have base flood elevations determined. Also, the Cedar River is subject to frequent flooding and designated by FEMA as a regulatory floodway. Historical, Architectural, Archeological, and Cultural. Section 106 of the National Historic Preservation Act requires federal agencies, or their designated representatives, to take into account the effects of their undertakings on historic properties, which include archeological sites, buildings, structures, objects, and districts. According to the Washington State Department of Archeology and Historic Preservation, Washington Information Systems for Architectural and Archaeological Records Data, there are no potentially eligible historic buildings on airport property. It is not known whether archaeological sites are present on the airport property, as no surveys have been conducted. However, the area has high potential for such resources. The Black River once drained Lake Washington (just above the river’s confluence with the Cedar River) in the Airport vicinity, prior to the Montlake Cut in 1916. There are at least five recorded Duwamish Place names in the area, including a reported village site possibly located to the northwest of the Airport property. Several sites are located just south of the airport property, including two pre-contact sites on the grounds of Renton High School, a pre- contact fishing station, and a homestead site. Despite historic and modern disturbance (including construction of the Cedar River channel, and the airport itself), archaeological materials may still be present. Given this history, an airport wide archeological survey should be considered. A.13 The Native American Consultation Database (NACD), maintained by the National Park Service, lists three federally recognized tribes for King County including the Confederated Tribes and Bands of the Yakama Nation, the Confederated Tribes of the Colville Reservation, and the Muckleshoot Indian Tribe of the Muckleshoot Reservation. There are no known cultural resources on Airport property. However, it is important to note that the Muckleshoot Tribe has historical ties to the Lake Washington watershed. It is also important to note that Executive Order 13175 requires government to government consultation on potential cultural resource impacts. Treaty Rights. The Muckleshoot Indian Tribe and Yakama Nation have adjudicated tribal treaty rights to usual and accustomed fishing areas in the vicinity of the Airport. Noise. Noise is generally defined as unwanted sound and, as such, the determination of acceptable levels is subjective. The day-night sound level (DNL) methodology is used to determine both the noise levels resulting from existing conditions and the potential noise levels that could be expected to occur with proposed airport improvement projects. Very simply, a DNL level for a specified area over a given time is approximately equal to the average dB(A) level that has the same sound level as the intermittent noise events. Thus, a DNL 65 level describes an area as having an average noise level of 65 dB(A), which is the approximate average of single noise events. RNT has implemented voluntary noise abatement procedures, a set of voluntary measures for use by pilots to "fly friendly" and be good neighbors to the citizens who live under aircraft flight paths. These procedures generally encourage pilots to fly over Lake Washington for approaches and departures, or to fly above the more commercial and industrial areas around RNT to the east and south. Pilots should deviate from these procedures only when necessary to comply with any Air Traffic Control requests or in the interest of safety. Pilots of large or turbine-powered aircraft must comply with the provisions of FAR 91.129(e), rather than these procedures. Threatened and Endangered Species. The Endangered Species Act (ESA), as amended, requires each federal agency to ensure that any action authorized, funded, or carried out by such agency is not likely to jeopardize the continued existence of any endangered or threatened species or result in the destruction or adverse modification of habitat of such species. Table A4 details ESA-listed species and or critical habitats identified by the United States Fish and Wildlife Service (USFWS) and National Marine Fisheries Service (NMFS) as potentially occurring in the vicinity of the Airport. Table A4 SPECIES AND CRITICAL HABITAT WITH FEDERAL ESA STATUS Common Name (Scientific Name) ESA Status Critical Habitat Gray Wolf (Canis lupus) Proposed Endangered None designated in project area Marbled murrelet (Brachyramphus marmoratus) Threatened None designated in project area Streaked Horned Lark (Eremophila alpestris strigata) Threatened None designated in project area Yellow-billed Cuckoo (Coccyzus americanus) Threatened None designated in project area Bull trout (Salvelinus confluentus) Threatened Designated – Final Monarch Butterfly (Danaus plexippus) Candidate None designated in project area SOURCE: United States Fish and Wildlife Service (USFWS) Information for Planning and Consultation (IPaC). Suitable habitat for terrestrial species is not present within or within several miles of the Airport. Listed plant species identified by USFWS to be present in King County included the golden paintbrush (Castilleja levisecta). A.14 Suitable habitat for this species is also not present within and adjacent to the Airport. NMFS identifies several aquatic species that occur in the marine environment of Puget Sound. Marine species are not applicable because the Airport is located adjacent to the freshwater environment of Lake Washington. Also, initial conversation with USFWS indicated that the Primary Constituent Elements are not present of the Streaked Horned Lark (SHL). However, further coordination may be required. Review of the Washington State Department of Fish and Wildlife (WDFW) Priority Habitats and Species (PHS) Database online identified the following priority species as occurring in the vicinity of the Airport. Table A5 also identifies the state and federal status of the protected species and the occurrence and location of the species. Table A5 SPECIES DOCUMENTED ON THE WDFW PHS DATABASE Common Name (Scientific Name) Federal Status State Status Occurrence and Location Chinook salmon NA NA Occurs in Lake Washington and Cedar River Coho salmon (Oncorhynchus kisutch) NA NA Occurs in Lake Washington and Cedar River Coastal cutthroat trout (resident) (Oncorhynchus clarki) NA NA Occurs in Lake Washington and Cedar River Dolly varden trout (Salvelinus malma) NA NA Occurs in Lake Washington and Cedar River Bull trout (Salvelinus confluentus) Threatened Candidate Occurs in Lake Washington and Cedar River Kokanee (Oncorhynchus nerka) NA NA Occurs in Lake Washington and Cedar River Sockeye salmon (Oncorhynchus nerka) Not Warranted NA Occurs in Lake Washington and Cedar River Steelhead (Oncorhynchus mykiss) Threatened NA Occurs in Lake Washington and Cedar River SOURCE: Washington Department of Fish and Wildlife (WDFW) Priority Habitats and Species (PHS) Database. Essential Fish Habitat. Pursuant to the Magnuson-Stevens Fishery Conservation and Management Act (MSFCMA) and the 1996 Sustainable Fisheries Act (SFA), an Essential Fish Habitat (EFH) evaluation of impacts is necessary for activities that may adversely affect EFH. EFH is defined by the MSFCMA in 50 CFR 600.905-930 as “those waters and substrate necessary to fish for spawning, breeding, feeding, or growth to maturity.” Federal agencies are required to consult with NMFS on all activities, or proposed activities, authorized, funded, or undertaken by the agency that may adversely affect EFH. In the vicinity of the Airport, the Pacific Fishery Management Council (PFMC) has designated EFH for the EFH composite group of Pacific salmon. The Pacific salmon composite includes Chinook salmon, coho salmon, and pink salmon (O. gorbuscha). EFH for Pacific salmon includes all those streams, lakes, ponds, wetlands, other currently viable waterbodies, and most of the habitat historically accessible to salmon in Washington. The freshwater environment of Lake Washington does not include the two EFH composite groups of the marine species groundfish and coastal pelagic fish. A.15 Other anadromous salmonids, such as chum salmon and steelhead trout, are rarely captured in the Pacific Fishery Management Council's ocean fisheries and are therefore not addressed with regard to EFH. However, the EFH evaluation for Pacific salmon species considers similar habitat needs and uses to those of additional anadromous salmonids. DOT Section 4(f). According to Section 4(f) of the Department of Transportation Act (recodified as 49 USC, Subtitle I, Section 303), no publicly owned park, recreation area, wildlife or waterfowl refuge, or land of historic site that is of national, state or local significance shall be used, acquired, or affected by programs or projects requiring federal assistance for implementation unless there is no feasible or prudent alternative. Several recreational areas are located in the vicinity of the Airport. RNT property is bound on the north by Lake Washington and to the west by the Cedar River. Several parks and recreational facilities ae located adjacent to the Airport in association with these water bodies. On Lake Washington adjacent to the Airport’s northeast property corner, the City of Renton owns the Cedar River Boathouse, which is built on pilings over Lake Washington, located at the north end of the Cedar River Trail. The Cedar River Trail Park, owned by the City of Renton, is located adjacent to the Airport along the eastern boundary on the east side of the Cedar River, stretches for 4.5 miles within the city limits, and connects eastward to Maple Valley. The Cedar River Trail Park includes a bike path, picnic areas, play equipment, a non-motorized boar launch, and bird viewing opportunities, including blue herons and bald eagles. The City-owned Kiwanis Bicentennial Air Park is located along the Airport’s western boundary, near the southwest corner of the site, and is largely open space with park benches providing a scenic view, as well as a location to view airplanes. As development alternatives are considered in this planning process, consideration should be given to the potential for impacts to these recreational resources. B.1 CHAPTER B Facility Requirements Introduction. A key step in the master planning process is determining airport facilities required to accommodate airside and landside needs throughout the planning period. Facility requirements are developed to determine the facilities needed to meet existing and forecasted demand related to the existing and forecasted aircraft fleet. Evaluation procedures analyze runway length, dimensional criteria, aprons, hangars, and vehicular access. Aviation Activity The City of Renton recently analyzed data from Fiscal Year (FY)2015 to FY2020 and identified a declining trend of C/D business jet operations. When considering this declining trend and the decline in aircraft manufacturing-related operations from the Federal Aviation Administration (FAA) Traffic Flow Management System (TFMSC), it was decided that the need to upgrade the Runway Design Code (RDC) to C/D is not currently warranted, as Category C/D operations in CY2020 did not exceed the required 500 annual threshold. Consequently, the City and Federal Aviation Administration (FAA) Seattle Airports District Office (ADO) elected to undertake a simple ALP Update for the Airport with an RDC of B, without a change in RDC, and with the inclusion of operational restrictions for C/D aircraft expected to be implemented by the Airport Traffic Control Tower (ATCT). Data from the TFMSC database is shown in Table B1. Table B1 RNT HISTORIC TFMSC DATA ANALYSIS – LARGE C/D BUSINESS JET OPERATIONS AND BOEING OPERATIONS Fiscal Year Large C/D Business Jet Operations Boeing Operations Total Large Aircraft Operations 2006 799 179 978 2007 465 211 676 2008 499 267 766 2009 316 300 616 2010 334 425 759 2011 358 474 832 2012 303 400 703 2013 281 433 714 2014 345 480 825 2015 248 501 749 2016 144 512 656 2017 144 513 657 2018 114 581 695 2019 140 574 714 2020 131 251 382 SOURCE: FAA Traffic Flow Management System Counts (TFMSC). B.2 In contrast with trends from the previous 14 years, the total large aircraft operations for FY 2020 remained below 500. Whether this level of C/D aircraft operations will continue into the future is unknown. Boeing has publicly stated its plans for aircraft manufacturing rate increases, but it is uncertain when or if production will return to its pre-2019 levels. The data also shows that large C/D business jet operations have been in decline since 2006, with little to indicate a reverse in the trend. These two factors of reduced Boeing production and declining business jet operations indicate RNT could remain below 500 C/D operations for the foreseeable future. Airfield Facility Requirements To identify facility needs, it is necessary to translate the forecast aviation activity into specific types and quantities. This section addresses the actual physical facilities and/or improvements to existing facilities needed to safely and efficiently accommodate the projected demand that will be placed on the Airport. This section consists of two separate analyses: those requirements dealing with airfield facilities, and those dealing with landside facilities. The analysis of airfield requirements focuses on the determination of needed facilities and spatial considerations related to the actual operation of aircraft on the Airport. This evaluation includes the analysis of airfield dimensional criteria according to the updated FAA Advisory Circular 150/5300-13A, Change 1, Airport Design, the establishment of design parameters for the runway and taxiway system, and an identification of airfield instrumentation and lighting needs. Airfield Design Standards The types of aircraft that currently operate at RNT, and those projected to utilize the facility in the future have an impact on the planning and design of airport facilities. This knowledge assists in the selection of FAA specified design standards for the Airport, which include runway and taxiway dimensional requirements, runway length, and pavement strength. These standards are based on the “design aircraft” that currently utilize the Airport, or that are projected to utilize the Airport in the future. According to the AC 150/5300-13A, Change 1, Airport Design; the first step in defining a runway’s design geometry is to determine the Runway Design Code (RDC). The design aircraft can take the form of one particular aircraft, or a composite aircraft representing a collection of aircraft classified by three parameters: Aircraft Approach Category (AAC), Airplane Design Group (ADG), and Taxiway Design Group (TDG). The critical aircraft for Runway 16/34 is the King Air 200 (Aircraft Approach Category B and Airplane Design Group II, based on approach speed and wingspan), along with approach visibility minimums of 1-mile, or a Runway Visual Range (RVR), of 5,000 feet. Therefore, the appropriate Runway Design Code (RDC) is B-II-5000. The critical aircraft for the seaplane base is a combination of the de Havilland Canada DHC-2 Beaver and the DHC-6 Twin Otter/Viking. Both aircraft fall under Aircraft Approach Category A and Airplane Design Group I, based on approach speed and wingspan. Runway 16/34 Design Standards. RNT meets most dimensional standards for classification under a B-II airport. Existing dimensions and the corresponding existing FAA design standards applicable to Runway 16/34 are presented in Table B2 and Figure B1 through Figure B3. B.3 Table B2 RUNWAY 16/34 DESIGN STANDARDS MATRIX – RDC B-II > 1-MILE VISIBILITY MINIMUMS Item Existing Dimension FAA Criteria Standard Met RUNWAY DESIGN Runway Width 200 FT 75 FT Yes (+125 FT) Shoulder Width 0 FT 10 FT No (-10 FT) 1 Crosswind Component 13 Knots 13 Knots Yes RUNWAY PROTECTION Runway Safety Area (RSA) Runway 16 Length beyond departure end 340 FT 2 300 FT Yes (+40 FT) Length prior to threshold 300 FT 2 300 FT Yes Width 150 FT 150 FT Yes Runway Safety Area (RSA) Runway 34 Length beyond departure end 300 FT 2 300 FT Yes Length prior to threshold 340 FT 2 300 FT Yes (+40 FT) Width 150 FT 150 FT Yes Runway Object Free Area (ROFA) Runway 16 Length beyond departure end 340 FT 2 300 FT Yes (+40 FT) Length prior to threshold 300 FT 2 300 FT Yes Width 500 FT 3 500 FT No 4 Runway Object Free Area (ROFA) Runway 34 Length beyond departure end 300 FT 2 300 FT Yes Length prior to threshold 340 FT 2 300 FT Yes (+40 FT) Width 500 FT 500 FT Yes Runway Obstacle Free Zone (ROFZ) Length beyond Runway 16 end 340 FT 200 FT Yes (+140 FT) Length beyond Runway 34 end 300 FT 200 FT Yes (+100 FT) Width 250 FT 250 FT Yes RUNWAY SEPARATION Runway centerline to: Holding position 200 FT 200 FT Yes Parallel taxiway/taxilane centerline 300/350 FT 5 240 FT Yes Aircraft parking area 350 FT 250 FT Yes SOURCE: FAA Advisory Circular 150/5300-13A, Change 1, Airport Design (February 2014). NOTE: 1 Though non-standard, the much larger than standard runway width compensates for a lack of shoulder. 2 Standards are met using the existing Runway 16/34 Declared Distances, including displaced thresholds. FAA criteria would not be met if they were not applied. 3 The ROFA on Runway End 16 is not fully contained within the Airport property boundary. 4 The ROFA is partially deficient due to the Cedar River running at an angle parallel to Runway 16/34 to the east. 5 Varies. H:\CADD GIS\cad-d\renton\Renton2012Mosaic.sid RU N W A Y S A F E T Y A R E A RU N W A Y S A F E T Y A R E A RU N W A Y 1 6 / 3 4 ( 5 , 3 8 2 ' X 2 0 0 ' ) 34 16 RU N W A Y O B J E C T F R E E A R E A RU N W A Y O B J E C T F R E E A R E A Existing RDC B-II Design StandardsFIGURE B1 Renton Municipal Airport/ Clayton Scott Field B.4 Approach Runway Protection Zone 500' x 700' x 1000' Airport Boundary 2019 NAIP AERIAL Approach Runway Protection Zone 500' x 700' x 1000' Taxiway 'A' (50') Taxiway 'B' (25') Taxiway 'B' (50') 'A5' (35') 'A4' (35') 'A3' (35') 'A2' (50') 'A1' (50') 'A6' (50') 'A7' (50') 'B3' (25') 'B4' (25') 'B5' (25') 'B6' (50') 'B7' (50') 150' 500' 150'500' 34 0 ' 30 0 ' Departure Runway Protection Zone 500' x 700' x 1000' Departure Runway Protection Zone 500' x 700' x 1000' Runway Safety Area (RSA) Runway Object Free Area (ROFA) Departure RPZ Approach RPZ DISPLACED THRESHOLD DISPLACED THRESHOLD DECLARED DISTANCES RUNWAY 16 RUNWAY 34 TORA 5,382'5,382' TODA 5,382'5,382' ASDA 5,042'5,082' LDA 4,742'4,742' 16 Existing RDC B-II Design Standards (North)FIGURE B2 Renton Municipal Airport/ Clayton Scott Field B.5 Airport Boundary 2019 NAIP AERIAL Taxiway 'A' (50') 'A3' (35') 'A2' (75') 'A1' (65') 'B3' (25') ROFA OFF PROPERTY Runway Safety Area (RSA) Runway Object Free Area (ROFA) Departure RPZ Approach RPZ 300 600 150' 500' 30 0 ' DI S P L A C E D T H R E S H O L D Seaplane docks located in RPZ 34 Existing RDC B-II Design Standards (South)FIGURE B3 Renton Municipal Airport/ Clayton Scott Field B.6 Airport Boundary 2019 NAIP AERIAL Taxiway 'A' (50') Taxiway 'B' (50') 'A6' (50') 'A7' (50') 'B6' (50') 'B7' (50') Runway Safety Area (RSA) Runway Object Free Area (ROFA) Departure RPZ Approach RPZ 300 600 BLAST FENCE 150' 500' 34 0 ' DI S P L A C E D T H R E S H O L D B.7 Runway Object Free Area (ROFA). The Runway Object Free Area (ROFA) is centered about the runway centerline and requires clearing the ROFA of above-ground objects protruding above the nearest point of the RSA. Objects non-essential for air navigation or aircraft ground maneuvering purposes must not be placed in the ROFA, including parked aircraft. On the east side of the runway, the ROFA is penetrated by the Cedar River. This penetration may require an FAA Modification of Standards, as the alternative would require either the infill of a portion of the river or the relocation of a portion of the river, both of which are not feasible or prudent alternatives. Another ROFA consideration is the current configuration and location of the seaplane ramp, located roughly 185 feet west of runway centerline, seaplanes are towed through the ROFA to parking areas. While technically not a nonstandard condition, relocation of the ramp should be considered such that towing seaplanes through the ROFA is not required. Should this relocation require reconfiguration of the seaplane docks, consideration should be given to parcel, easement, and other property lines adjacent to and within the lake. Runway Protection Zones. The function of a Runway Protection Zone (RPZ) is to enhance the protection of people and property on the ground beyond the runway ends. This is achieved through airport control of the RPZ areas, and control is preferably exercised through the acquisition of sufficient property interest within the RPZ. It is desirable to clear all about ground objects from with RPZs; where this is impractical, airport owners, at minimum, should maintain the RPZ clear of all facilities supporting non-compatible activities. RPZs are trapezoidal in shape, are centered about the runway centerline, and begin 200 feet beyond the end of the area usable for takeoff or landing. The RPZ dimensions are functions of the type of aircraft using the runway and the approach visibility minimums associated with each runway end. Of note, the current configuration of the seaplane base, both the ramp and one of the seaplane docks are located within the approach RPZ to Runway 16 and according to the FAA AC 150/5300-13A, Change 1, Airport Design, it is desirable to clear these seaplane facilities from the RPZ. Declared Distance Application. FAA AC 150/5300-13A, Change 1, describes declared distances as the maximum distances available and suitable for meeting takeoff, rejected takeoff, and landing distance performance requirements for turbine powered aircraft. The declared distances include Takeoff Run Available (TORA), Takeoff Distance Available (TODA) which apply to takeoff; Accelerate Stop Distance Available (ASDA), which applies to a rejected takeoff; and Landing Distance Available (LDA), which applies to landing. By treating these distances independently, declared distance is a design methodology that results in declaring and reporting the TORA, TODA, ASDA, and LDA for each operation direction. RNT’s existing declared distances were shown previously in Figure B1. No changes to the existing declared distances are recommended. Taxiway Design Standards. Similar to the runway design standards in the previous section, taxiway design standards are based on the most demanding aircraft (critical aircraft) operating on the taxiway on a regular basis (more than 500 annual operations). Taxiway and taxilane standards will be illustrated on the on the ALP as required by the FAA Standard Operating Procedure ALP checklist. B.8 Summary The information presented in this chapter provides the basis for understanding what facility improvements are necessary at RNT to meet current standards for Airport Reference Code B-II design standards. The following facility requirements were noted based upon existing conditions at RNT:  Runway Design Standards: Runway 16/34 meets most dimensional standards for Airport Reference Code B-II.  ROFA: East of Runway End 16, the ROFA is penetrated by a portion of the Cedar River. Either a design solution or a potential Modification of Standards (MOS) may be required to address this nonstandard condition.  RPZs: The RPZs on either end of Runway 16/34 extend beyond the Airport property line. The RPZ’s off the approach end of Runway 16 extend over Lake Washington which is technically compatible land use. The RPZ’s at the approach end of Runway 34 extends over several noncompatible land uses to the south, and additional consideration should be given to obtaining City/Airport control over these RPZs.  Taxiway Design Standards: RNT’s taxiway appears sufficient to accommodate existing and future aviation activity and will be appropriately illustrated on the Airport Layout Plan. The facility requirements identified in this chapter are used to direct the development of the alternatives presented in the following chapter which will consider alternatives related to seaplane base configuration and general aviation related development (aprons and hangars) primarily in the southwest corner of the Airport. C.1 CHAPTER C Landside Alternatives Analysis Introduction. This chapter presents and evaluates planning considerations, alternatives, and concepts associated with the future landside configuration of Renton Municipal Airport (RNT or Airport). The alternatives development process considers the facility requirements as determined in Chapter B, and input received from the Renton Airport Advisory Committee (RAAC), Airport staff, the Seaplane Pilots Association, the public, and the Federal Aviation Administration (FAA) throughout the planning process. The chapter concludes with preferred concepts illustrated on the conceptual development plan (CDP). The CDP will later be utilized in the development of the official Airport Layout Plan (ALP) set of drawings, which requires FAA approval. Given that the Runway Design Code (RDC) will remain B-II at RNT, no airfield alternatives will be developed because only minor changes to the airfield are warranted. Assumptions There are several fundamental reasoning assumptions that are driving this planning process and influence the basis for the recommended development program for the Airport. Consideration factors associated with these assumptions are the roles of RNT, the RAAC, and stakeholders providing input during the planning process. Development alternatives for the RNT seaplane base were a primary consideration in this ALP Update, as the ramp and docks need to be replaced or reconstructed in the near term. Seven assumptions have been established to direct the alternatives analysis the landside concepts. Assumption One: The aircraft fleet mix is not expected to change. RNT will continue to serve as a reliever airport accommodating primarily general aviation (GA) activity, in addition to military activity, Boeing 737 manufacturing-related activity (primarily 737 departures) and seaplane aircraft operations. Assumption Two: Recommended improvements must comply with local, state, and federal regulations. RNT will be developed and operated consistent with local ordinances and codes, federal and state statutes, federal grant assurances, and Federal Aviation Administration (FAA) regulations. Assumption Three: The critical design aircraft for the airfield is the King Air 200. The King Air 200 is RNT’s critical design aircraft for Runway 16/34. This aircraft is Aircraft Approach Category B and Airplane Design Group II, making B-II the RDC for Runway 16/34. Assumption Four: The critical design aircraft for the seaplane base are the DHC-2 Beaver and DHC-6 Twin Otter/Viking. The de Havilland Canada DHC-2 Beaver and DHC-6 Twin Otter/Viking are seaplanes that are based at RNT and use the seaplane base on a regular basis. In considering improvements to the ramp and docks the DHC-2 and 6 requirements will be used. C.2 Assumption Five: Runway 16/34 and its associated taxiway meet B-II standards and will remain classified as B-II. The King Air 200’s B-II classification for Runway 16/34 applies to all airport facilities. As previously stated in Chapter B – Facility Requirements, RNT meets most dimensional standards for Airport Reference Code (ARC) B-II and the Airport will remain under B-II classification. Assumption Six: Landside developable property is limited, and the Airport should make the highest and best use of existing and reconfigured landside developable property. RNT is land-constrained, so each alternative should focus on making the best use of existing landside developable property. Assumption Seven: Any reconfigured facility will be replaced on a one for one basis. With any proposed landside reconfiguration, existing facilities will either be reconstructed in place or replaced on a one for one basis including vehicle access, hangars, aircraft parking space, vehicle parking spaces, etc. Landside Development RNT is located on the south shore of Lake Washington approximately 11 miles from downtown Seattle, and it serves an important role in the regional transportation system for ground, rail, and waterway access. This makes RNT a prime location for aviation industrial, GA, and seaplane facilities. The Airport is site-constrained, with much of its 168 acres currently reserved for airfield development such as runways, taxiways, aprons, and/or safety-object setbacks. Limited property is available for new or expanded landside development, and effective planning is crucial to optimize RNT’s limited footprint. The landside alternatives are divided into five development areas in this chapter as follows:  Area 1: West of the runway  Area 2: Southwest of the runway  Area 3: Southeast of the runway  Area 4: East of the runway  Area 5: Seaplane development area north and west of the runway. Existing landside development at RNT includes areas for GA facilities, aviation industrial (including aircraft manufacturing apron areas), aircraft parking aprons, Fixed Based Operator (FBO) facilities, fuel storage facilities, the seaplane base, park/open space, and access roadways. C.3 Landside Area 1 Concept As shown in Figure C1, the Area 1 Concept includes GA and seaplane uses. All facilities shown are compliant with B-II standards and setbacks, and no additional action is required to meet design standards. Existing structures and other facilities will be rebuilt in place on an as-needed basis based upon reaching the end of their useful life or at the end of the leases. A portion of this area, commonly referred to as Apron C, is subleased for aviation industrial use; however, the area will likely revert to GA use at the end of the sublease. The existing airport maintenance Quonset hut is to be removed and replaced by a new structure, and the northern airport entrance off Rainier Avenue will be rehabilitated to aesthetically match the south entrance. Concept Features:  Reconstructs existing facilities where necessary in their present location.  Returns Apron C back to GA related use at the end of the aviation industrial sublease.  Maintains apron vehicle service road in its existing location.  Maintains Taxiway A in its existing location with a recommendation for reconstruction in the short- term planning period. Landside Area 1 ConceptFIGURE C1 2017 GOOGLE EARTH AERIAL 1" = 4,000' Ta x i w a y ' A ' RU N W A Y 1 6 - 3 4 Ra i n i e r A v e n u e 1 2 3 4 5 7 8 LEGEND Northwest Seaplanes Inc. BHC Inc. City Tiedown Row Boeing Employee FlyingAssociation Rainier Flight Service Rainier Flight Service Airport Maintenance Boeing PARCELS 1 2 3 4 5 6 7 8 6 Apron C 300'93' 75 ' 40 ' Renton Municipal Airport/ Clayton Scott Field C.4 300 600 5 1 4 2 3 8 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Underground Storm Drain Airport Service Road General Aviation Seaplane FU T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R Pro Flight Aviation9 9 7 (Boeing Sublease) US Customs and Border Protection C E D A R R I V E R T/W 'A2' T/W ' A 3 ' T/W 'A 1 ' 6 5 ' 50' Building Demolition Rehabilitate North Airport Entrance C.5 Landside Area 2 Concept In this concept, the existing land uses primarily remain in their existing configuration. Parcels 1 and 2 are maintained for GA use while Parcel 3 is maintained as aviation industrial. Apron B is maintained as aviation industrial. The layout of Apron B would be able to accommodate the Boeing Max 10 aircraft, which at 116 feet 8 inches is the longest aircraft expected to be produced during the planning period. As with Landside Area 1, all B-II standards and setbacks are met. The existing chamber building will be demolished. Landside Area 2 Concept is illustrated in Figure C2. Concept Features:  Reconstructs existing facilities where necessary in their present location.  Maintains Parcel 3/Apron B as aviation industrial use with two hard stands.  Maintains Taxiway A in its existing location with a recommendation for reconstruction in the short- term planning period. TOF A TOF A Landside Area 2 ConceptFIGURE C2 LEGEND 1" = 4,000' Ta x i w a y ' A ' Ta x i w a y ' B ' RU N W A Y 1 6 - 3 4 Apron B 300'93' 50 ' 60 ' 10 7 ' Renton Municipal Airport/ Clayton Scott Field C.6 2017 GOOGLE EARTH AERIAL 300 600 5 4 2 3 540 Renton Hangar LLC PARCELS 1 1 2 2 Lane Hangar Condo Association Boeing 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Airport Service Road General Aviation Aviation Industrial Chamber Building FU T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R 1 3 T/W 'A7' T/W ' A 6 ' T/W 'B6' Building Demolition C.7 Landside Area 3 Concept Landside Area 3 examines the southeast corner of the Airport. Many of the facilities in this area have reached the end of their useful life necessitating a reexamination of the layout and configuration of Landside Area 3. This conceptual layout recommends removal of older hangars and facilities and includes the conversion of much of the area for GA aircraft parking. The taxilane accessing this area has also historically not met Airport Design Group (ADG) II/Taxiway Design Group (TDG) 2, Taxilane Object Free Area (TOFA) clearance and this concept recommends a standard 115-foot wide TOFA be protected for the future layout. There is also a small amount of land acquisition recommended for the parcel located at the corner of Airport Way and Logan Avenue North. One additional component of this concept is the aviation industrial areas shown as Parcel 4 which are recommended to remain in their existing condition. The components of this concept are illustrated in Figure C3. Concept Features:  Replaces existing box hangars and T-hangars in this area and recommends replacement with Clearspan hangars that open in only one direction.  Reserves adjacent areas for additional GA aircraft parking with a standard Group II taxilane to accommodate Group I and Group II aircraft.  Extends The property boundary to include the 0.22-acre parcel at the southeast corner of the airport property line (at the intersection of Airport Way and Logan Ave North). LO G A N A V E . TOFA TOFA TOFA TOFA Landside Area 3 ConceptFIGURE C3 LEGEND C E D A R R I V E R 1" = 4,000' Ta x i w a y ' B ' RU N W A Y 1 6 - 3 4 350'93' 11 5 ' Renton Municipal Airport/ Clayton Scott Field C.8 2017 GOOGLE EARTH AERIAL 300 600 5 4 2 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Taxiway Object Free Area (TOFA) Airport Service Road General Aviation Pavement Demolition Aviation Industrial Hangar Demolition Hangar Development Vehicle Parking Perimeter Road Realignment GA Aircraft Parking (0.18 Acres) Clearspan Hangar Large Hangar Replacement GA (Group I & II) Aircraft Parking Vehicle Parking Remove Landing Gearworks and Add Clearspan Hangar FU T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R 1 Lease Parcel Line TOFA Airport PARCELS 1 2 Aerodyne LLC Bosair (Ace Aviation)3 1 1 2 2 Boeing4 3 4 4 4 Future Pavement 11 AIRPORT WAY LO G A N A V E . N . T/W 'A7'T/W ' B 7 ' E Perimeter Road ADG II Taxilane 2 C.9 Landside Area 4 Concept This concept recommends existing uses in Landside Area 4 be maintained in their current configuration. Parcel 3 will remain aviation industrial while Parcels 1 and 2 will remain GA. No reconfiguration is necessary to meet B-II standards or setbacks. The concept is illustrated in Figure C4. Alternative Features:  Retains Parcels 1 and 2 as GA.  Reconstructs existing facilities where necessary in their present location.  Maintains the RNT compass rose in its existing location for future use.  Retains Parcel 3 as aviation industrial for use by Boeing and in support of Boeing’s off airport through the fence access. Landside Area 4 ConceptFIGURE C4 LEGEND C E D A R R I V E R 1" = 4,000' Ta x i w a y ' A ' Ta x i w a y ' B ' Apron A 300' 40 ' 4 0 ' 25' Renton Municipal Airport/ Clayton Scott Field C.10 2017 GOOGLE EARTH AERIAL 300 600 5 4 2 3 Leven Eastside Tiedowns PARCELS 1 2 City Maintained Boeing3 1 3 4 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line General Aviation Aviation Industrial RU N W A Y 1 6 - 3 4 FU T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R 1 Boeing (off Airport)4 2 Airport Service Road 4 T/W 'A4' T/W ' B 5 ' T/W 'B4' T/ W ' A 5 ' T/ W ' B 3 ' T/W ' A 6 ' E Perimeter Road C.11 Landside Area 5 (Seaplane Base) Development Alternatives Landside Area 5 development alternatives focus on the seaplane base in the northwest corner of the Airport. The key consideration in the seaplane base development alternatives is meeting FAA standards to the greatest extent practicable. Many options exist to meet these standards, several of which do not necessitate the relocation of the existing docks or pullout ramp. Each alternative introduces a new perimeter fence installation along the west side of Parcels 1 and 2, maintaining residential access from outside the perimeter fence and converting the existing Parcel 1 viewing area into future vehicle or aircraft parking. Existing GA uses in Area 5 would remain for use by the seaplane base. Additional operational considerations relevant to the development of these alternatives include:  Most seaplane operations at RNT occur during the summer when prevailing winds come from the north.  Most seaplanes operating at RNT have a left pilot seat.  Seaplane launch operations are primarily performed by a single pilot (without a line crew) and require direct left seat access or the ability to maneuver the seaplane to provide left seat access after launch.  Seaplanes are launched tail first, after which the bow is held while the aircraft rotates counterclockwise into north prevailing winds. The plane is then walked forward with the left side against the dock.  The existing box culvert, southwest of the east-west (E/W) dock along the seawall, has a utility easement and conveys stormwater from a large area outside of Airport property; therefore, it must remain in place. Seaplane Base Alternative 1 – Reconstruct Facilities in Place. The first seaplane base alternative would reconstruct the existing facilities in their current location. Seaplane Base Alternative 1 is illustrated in Figure C5. Alternative Features:  Reconstructs existing facilities where necessary in their present location.  Maintains the practice of towing seaplanes through the ROFA with Airport Traffic Control Tower (ATCT) clearance during launch and recovery.  Reserves space to convert the existing vehicle parking and viewing area for aviation related development. Advantages:  Minimizes costs through reconstruction of facilities in place.  Maintains existing configuration of seaplane docks and ramp, meeting the operational requirements of seaplane operators with prevailing winds from the north (summer operations).  Allows for aviation related development in Parcels 1 and 2. Disadvantages:  Does not add additional width to the pull-out ramp, which is needed for the design aircraft.  Does not add additional seaplane parking or access capacity. X X X X X X X X X X X X X X X X X X X X X X Seaplane Base Alternative 1 - Reconstruct Facilities in PlaceFIGURE C5 LEGEND 1" = 4,000' Renton Municipal Airport/ Clayton Scott Field C.12 2020 GOOGLE EARTH AERIAL 125 250 5 4 2 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Future Dock and Ramp County/City Parcel Boundaries Harbor Lines Docks Within RPZ for Loading and Unloading Only Departure RPZ 500' x 700' x 1000' Approach RPZ 500' x 700' x 1000' 150' 500' ROFA 250' 30 0 ' Di s p l a c e d T h r e s h o l d Box Culvert Prevailing South Wind Prevailing North Wind Underground Storm Drain Airport Service Road DNR Lease Parcel 8 (Easement) General Aviation City Maintained City Tiedowns PARCELS 1 2 1 2 Maintain Residential Access Outside Perimeter Fence Seaplane Pullout Ramp 1 T/W ' A 1 ' 65' C.13 Seaplane Base Alternative 2 – Relocate Ramp and Flip N/S Dock. Alternative 2 removes much of the existing dock in favor of repositioning the north-south (N/S) dock and relocating the ramp. Like Seaplane Base Alternative 1, this alternative reserves the N/S dock for loading and unloading only. The relocation of the ramp would allow seaplanes to be towed to and from the ramp without having to be towed through the ROFA and without having to request ATCT clearance. Seaplane Base Alternative 2 is illustrated in Figure C6. Alternative Features:  Flips the N/S dock.  Slightly reconfigures the E/W dock.  Creates a new, physically separate N/S ramp clear of the ROFA.  Reconstructs the walkway connecting the E/W dock to the shore in a new location further away from the new seaplane pullout ramp and N/S dock.  Reconstructs the remaining existing facilities where necessary in their present location. Advantages:  Allows seaplanes to be towed clear of the ROFA.  Provides a one for one replacement of the N/S dock.  Allows for aviation related development in Parcels 1 and 2. Disadvantages  Dock configuration would not meet the left seat access requirements of seaplane operators with prevailing winds from the north (summer operations).  Requires additional costs relative to Alternative 1 to reconfigure docks and widen the ramp.  Potentially reduces the overall capacity for parked aircraft at the E/W dock.  Locates the loading/unloading N/S dock closer to extended runway centerline. X X X X X X X X X X X X X X X X X X X X X X Seaplane Base Alternative 2 - FIGURE C6 LEGEND 1" = 4,000' Renton Municipal Airport/ Clayton Scott Field C.14 2020 GOOGLE EARTH AERIAL 125 250 5 4 2 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Future Dock and Ramp Future Demo County/City Parcel Boundaries Harbor Lines Docks Within RPZ for Loading and Unloading Only Departure RPZ 500' x 700' x 1000' Approach RPZ 500' x 700' x 1000' 150' 500' ROFA 250' 30 0 ' Di s p l a c e d T h r e s h o l d Box Culvert Prevailing South Wind Prevailing North Wind Underground Storm Drain Airport Service Road DNR Lease Parcel 8 (Easement) General Aviation City Maintained City Tiedowns PARCELS 1 2 1 2 Maintain Residential Access Outside Perimeter Fence Seaplane Pullout Ramp 1 Relocate Ramp and Flip N/S Dock T/W ' A 1 ' 65' C.15 Seaplane Base Alternative 3 – Reconstruct in Place and Improve Facilities. Alternative 3 reconstructs the docks and the pull-out ramp in their existing location, but also includes some additional improvements including an extension of the N/S dock and the provision of additional walkways to the E/W dock. Seaplane Base Alternative 3 is illustrated in Figure C7. Alternative Features  Reconstructs existing facilities with some expanded facilities.  Installs two additional walkways to the E/W ramp. The box culvert will not be affected.  Extends the N/S ramp 100 feet.  Reconstructs and widens the existing ramp for use in seaplane pullout operations.  Converts Parcels 1 and 2 into a future aeronautical development area. Advantages:  Provides adequate ramp width for design aircraft.  Maintains the existing configuration of seaplane docks and ramp, meeting the operational requirements of seaplane operators with prevailing winds from the north (summer operations).  Allows for aviation-related development in Parcels 1 and 2.  Enhances existing seaplane facilities. Disadvantages:  Requires extension of DNR lease boundary to accommodate dock extension.  Additional improvements require third-party funding.  Requires continuation of the practice of towing seaplanes through the ROFA with Airport Traffic Control Tower (ATCT) clearance during launch and recovery. X X X X X X X X X X X X X X X X X X X X X X FIGURE C7 LEGEND 1" = 4,000' Renton Municipal Airport/ Clayton Scott Field C.16 2020 GOOGLE EARTH AERIAL 125 250 5 4 2 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Future Dock and Ramp County/City Parcel Boundaries Harbor Lines Departure RPZ 500' x 700' x 1000' Approach RPZ 500' x 700' x 1000' 150' 500' ROFA 250' 30 0 ' Di s p l a c e d T h r e s h o l d Box Culvert Prevailing South Wind Prevailing North Wind Underground Storm Drain Airport Service Road DNR Lease Parcel 8 (Easement) Future Aeronautical Development Area General Aviation City Tiedowns PARCELS 1 2 City Maintained 1 2 DHC-2 Beaver Wingspan: 48' Docks Within RPZ for Loading and Unloading Only Reconstruct and Extend Ramp Maintain Residential Access Outside Perimeter Fence 1 Seaplane Base Alternative 3 - Reconstruct in Place and Improve Facilities T/W ' A 1 ' 65' C.17 Seaplane Base Alternative 4 – Reconstruct Seaplane Base for RDC C/D-III. Should a change in aircraft operational activity in the future occur that necessitates a change in RDC to C/D-III, the seaplane base facilities would have to be significantly reconfigured. Alternative 4 illustrates the limited space available for relocating facilities outside the ROFA in this scenario. There is simply not enough space available to replace the ramp and docks on a one-for-one basis. Consequently, unless land acquisition were contemplated, the change in RDC would be devastating to the Renton Seaplane Base. Base Alternative 4 is illustrated in Figure C8. Alternative Features:  Completely removes all existing docks and reconstructs them outside of the C/D-III ROFA.  Removes the seaplane pullout ramp and reconstructs it outside of the ROFA. Advantages:  Relocates the docks and ramp outside of the C/D-III ROFA.  Allows for aviation related development in Parcels 1 and 2. Disadvantages:  Does not meet the requirements of the seaplane base due to the reduction in dock space.  Requires reconfiguration of the underground storm drain and culvert outlet to accommodate the relocated ramp.  Requires the complete demolition and reconstruction of all seaplane base facilities. Recommended Seaplane Base Alternative. Alternative 3, Reconstruct in Place and Improve Facilities, is recommended as the preferred alternative for the seaplane base and Landside Area 5 for several reasons. This concept best meets the needs and requirements of the seaplane users and minimizes changes to the facility. Alternative 3 also provides the following benefits:  Preserves the entirety of the existing seaplane base, reconstructing in place as necessary.  Reserves space for a N/S dock extension in the future; however, this extension would require revisions to the DNR lease.  Reconstructs and widens the seaplane pullout ramp to meet design aircraft requirements.  Reserves space for Parcels 1 and 2 to be redeveloped for aeronautical use that could include additional seaplane facilities. X X X X X X X X X X X X X X X X X X X X X X FIGURE C8 LEGEND 1" = 4,000' Renton Municipal Airport/ Clayton Scott Field C.18 2020 GOOGLE EARTH AERIAL 125 250 5 4 2 3 Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line Lease Parcel Line Future Dock and Ramp Future Demo County/City Parcel Boundaries Harbor Lines Departure RPZ 500' x 1010' x 1700' Approach RPZ 500' x 1010' x 1700' 500' RSA 250' 800' ROFA 400' 30 0 ' Di s p l a c e d T h r e s h o l d Box Culvert Prevailing South Wind Prevailing North Wind Underground Storm Drain Airport Service Road DNR Lease Parcel 8 (Easement) General Aviation City Maintained City Tiedowns PARCELS 1 2 1 Maintain Residential Access Outside Perimeter Fence Relocate Seaplane Pullout Ramp 1 Seaplane Base Alternative 4 - Reconstruct Seaplane Base for RDC C/D-III T/W ' A 1 ' 2 65' C.19 Conceptual Development Plan Utilizing the recommended components of RNT’s landside development areas presented in this chapter, and following input from Airport Staff and the RAAC, a CDP for RNT was developed and is presented in Figure C9. The CDP incorporates the alternatives and development proposals best suited to accommodating the needs of RNT’s users. Landside Areas 1 through 4 primarily preserve existing airport parcels for continued development of existing designated land uses. Landside Areas 1, 2, and 4 remain largely unchanged, preserving all existing facilities and rebuilding facilities like hangars and aprons in place, as needed. Building demolition will occur in Areas 1 and 2, where the existing airport maintenance Quonset hut and chamber buildings will be demolished. Significant redevelopment is planned in the southeast corner of the Airport designated as Landside Area 3, where the general aviation facilities will be reconfigured. Existing hangars that have reached the end of their useful life have been and will continue to be demolished in this area. This will free up space for the construction of a more standard, Design Group II taxilane connecting to Taxiway B. This plan corrects the existing historically non-standard taxilane layout while providing a standard object free area for the taxilane. New Clearspan hangars will be constructed as replacements for the existing box and T-hangars, as well as a combination of general aviation and vehicular parking areas throughout the southeast development area. Seaplane Base Alternative 3, the preferred seaplane base alternative for Landside Area 5 to the northwest, best meets the needs of RNT’s based and transient seaplane users while providing the fewest disadvantages. The seaplane base is to be expanded as illustrated, including rebuilding and widening the seaplane pullout ramp in place and extending the north/south dock in future. The remaining area adjacent to the seaplane ramp and docks will be redeveloped for future seaplane related uses including additional seaplane parking. As with any airport planning decision, the ultimate build-out of the various aviation and aviation-compatible development areas will be demand driven, and the depicted development far exceeds that which is projected during the planning period. The CDP will ultimately be used to develop the official set of ALP drawings representing the ultimate long-term airport configuration, which will be sent for submission and approval by the FAA. LO G A N A V E . S. 2nd Street RPZ EASEMENTACQUISITION AIRPORT WAY Conceptual Development Plan (CDP)FIGURE C9 2017 GOOGLE EARTH AERIAL Ta x i w a y ' A ' Ra i n i e r A v e n u e LEGEND Renton Municipal Airport/ Clayton Scott Field C.20 1000 2000 RU N W A Y 1 6 / 3 4 F U T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R C E D A R R I V E R T/W 'A2' T/W 'A7' T/W 'B7 ' T/W 'A4' T/W ' B 5 ' T/W 'B4' T/W ' A 5 ' T/W ' B 3 ' T/W 'A6' T/W 'A1' Ta x i w a y ' B ' Ap r o n B Apron A Airport Service Road General Aviation Pavement Demolition Aviation Industrial Building/Hangar Demolition Hangar Development Future Pavement Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line T/W 'B6' T/W ' A 3 ' ·Runway 16/34 to be narrowed to 150' width with 25' shoulders. Runway edge lights to be relocated. ·Taxiway B7 to be realigned to 90 degree exit from Runway 16/34. 16 34 Expand Seaplane Docks for Loading and Unloading Only Reconstruct and Extend Seaplane Ramp Seaplane Redevelopment Area D.1 CHAPTER D Airport Development Program Introduction. The Development Program chapter focuses on funding available for projects at Renton Municipal Airport (RNT or the Airport), so the City of Renton may continue to plan for development needed to accommodate future demand, meet Federal Aviation Administration (FAA) B-II design standards, and receive FAA and state financial support for improvements. Like most airports, the primary source of funding is the Airport Improvement Program (AIP) by the FAA. As part of the AIP, the FAA asks airports to annually submit a Capital Improvement Program (CIP), which lists short- and medium-term development projects by priority need. It is important to understand that the FAA is not obligated to allocate funding simply because an airport’s projects are listed in the CIP. Implementation Schedule and Project List A list of capital improvement projects has been assembled from the documentation previously presented, utilizing the Airport’s existing CIP as a starting point. The improvements necessary to accommodate the current and future needs of RNT have been placed into two phases: Phase I and Phase II. The projects for Phase I (years 0-5) are listed in priority order by year. In Phase II (years 6-10), the projects are listed without year designators, as priorities may change. RNT’s proposed phased CIP is presented in Table D1 and Table D2 in this chapter. It is anticipated that the project phasing will invariably be altered as local and federal priorities evolve over the coming years. Cost Estimates Planning level cost estimates have been prepared for the proposed projects in Phase I and Phase II. These estimates should only be used as a planning tool due to costs reflecting 2022 dollars. Additionally, they should not be construed as construction cost estimates, which can only be compiled following the preparation of detailed engineering design documents. Financial Plan and Implementation Strategy Like most airports, there are three main funding sources for airports: the FAA AIP, the state’s department of transportation aeronautics division, and lastly the airport sponsor. Funding depends on availability of funds, project eligibility, and the priority of the project within the CIP. Its authority encompasses programming, planning, design, and construction of all airport development projects. For planning purposes, assumptions were made related to the funding source of each proposed capital improvement project. The estimated project costs and likely funding sources are provided in Table D1 through Table D3. D.2 Table D1 PHASE I (0-5 Years) DEVELOPMENT PLAN PROJECT COSTS Project # Project Description Total Costs Recommended Financing Method Local State Federal YEAR 1 (2022) I.1 Reconstruct exterior fence line for improved security standards; install security cameras and key card gate locks (Design - Construction) $140,700 $12,800 - $127,900 Year 1 Totals $140,700 $12,800 - $127,900 YEAR 2 (2023) I.2 Reconstruct and widen seaplane pullout ramp $417,200 $20,900 $20,900 $375,400 I.3 Reconstruct Taxiway A (Design) $2,548,300 $127,400 $127,400 $2,293,500 Year 2 Totals $2,965,500 $148,300 $148,300 $2,668,900 YEAR 3 (2024) I.4 Demolish large hangars in the southeast development area (Phase I) $2,170,100 $108,505 $108,505 $1,953,090 I.5 Reconstruct Taxiway A and narrow runway to 150', including runway edge lights (Construction Phase I) $11,467,600 $573,400 $573,400 $10,320,800 Year 3 Totals $13,637,700 $681,905 $681,905 $12,273,890 YEAR 4 (2025) I.6 Construct two additional walkways on the east-west seaplane ramp $17,100 $4,500 $4,500 $8,100 I.7 Extend North/South seaplane dock 50 feet to the north $28,100 $7,400 $7,400 $13,300 I.8 Reconstruct Taxiway A and narrow runway to 150', including runway edge lights (Construction Phase II) $11,467,600 $573,400 $573,400 $10,320,800 Year 4 Totals $11,512,800 $585,300 $585,300 $10,342,200 YEAR 5 (2026) I.9 ATCT Renovation (Construction) $5,000,000 $500,000 - $4,500,000 I.10 Design/Construct seaplane aircraft parking $1,129,964 $56,498 $56,498 $1,016,968 Year 5 Totals $6,129,964 $556,498 - $5,516,968 SUB-TOTAL PHASE I $34,386,664 $1,984,803 $1,415,505 $30,929,858 D.3 Table D2 PHASE II (6-10 Years) DEVELOPMENT PLAN PROJECT COSTS PROJECT # PROJECT DESCRIPTION TOTAL COSTS RECOMMENDED FINANCING METHOD LOCAL STATE FEDERAL OTHER YEARS 6-10 (2027-2032) II.1 Rehabilitate aprons, including windsock and tiedown apron $4,598,700 $229,935 $229,935 $4,138,830 - II.2 Construct additional clearspan hangars in the southeast development area (Phase II) $4,433,800 - - - $4,433,800 II.3 Realign and rehabilitate southeast development area taxilane and apron; reconfigure Exit Taxiway B7 $3,076,500 $153,825 $153,825 $2,768,850 - II.4 Rehabilitate Runway 16/34 $21,775,800 $1,088,790 $1,088,790 $19,598,220 - II.5 Demolish existing Chamber Building $313,800 $313,800 - II.6 Acquire Property Easements for Parcels Intersecting the Runway 16/34 Runway Protection Zone (Phase I) $4,470,700 $223,535 $223,535 $4,023,630 - II.7 Construct two new vehicle parking lots in the southeast development area $1,185,800 $59,290 $59,290 $1,067,220 - II.8 Construct reconfigured GA aircraft parking apron in the southeast development area $3,434,400 $171,720 $171,720 $3,090,960 - II.9 Rehabilitate North Entrance to Airport off Rainier Ave $310,800 $310,800 - - - II.10 Demolish existing maintenance facility and reconstruct new facility $596,800 $596,800 - - - II.11 Airport Master Plan Update $750,000 $37,500 $37,500 $675,000 - II.12 Acquire Property Easements for Parcels Intersecting the Runway 16/34 Runway Protection Zone (Phase II) $4,470,700 $223,535 $223,535 $4,023,630 - Year 6-10 Totals $49,417,800 $3,409,530 $2,188,130 $39,386,340 $4,433,800 SUB-TOTAL PHASE II $49,417,800 $3,409,530 $2,188,130 $39,386,340 $4,433,800 D.4 Airport Grant-In-Aid Funding Programs The following section describes the traditional federal and state airport-in-aid funding programs administered by the FAA and Washington State Department of Transportation (WSDOT). Table D3 lists the funding categories and typical participation available to the Airport as a FAA Non-Hub Primary airport funding classification. Most projects in the previous tables are FAA-eligible and will be funded from federal grant-in- aid programs (FAA entitlement and discretionary), with the airport matching participation typically at five to 10 percent. Table D3 AIRPORT FUNDING PROGRAMS AND PARTICIPATION Grant Program/Funding Category Federal (FAA) Participation State (WSDOT) Participation Airport (RNT) Participation Federal Funding Programs (FAA) FAA Cargo Entitlement $475K (FY 2020) - - FAA ‘Pure’ Discretionary 90% 5% (See Note) 5% to 10% FAA State Apportionment 90% 5% (See Note) 5% to 10% FAA Small Airport Fund 90% 5% (See Note) 5% to 10% State of Washington Airport Funding Programs (WSDOT) WSDOT Airport Aid Program (Pavement Projects) - 95% 5% WSDOT Airport Aid Grant Program (Safety Projects) - 95% 5% WSDOT Airport Aid Program (Security and Planning Projects) - 95% 5% WSDOT Airport Aid Program 100% Airport Low Interest Loan Through State of WA SOURCE: FAA and WSDOT program analysis. NOTES: Funding programs and participation levels subject to FAA/WSDOT budget reauthorization. WSDOT funding participation and levels per SWDOT program and project discretion. FAA Funding Programs and Guidance The federal government has funded civilian airport development since 1946. The FAA currently funds airport improvements through a dedicated Aviation Trust Fund, collected from user-generated fees and taxes (airline passenger tax, aircraft parts, and fuel). The Trust funds are reinvested at FAA-eligible airports through the Airport Improvement Program (AIP); the current FAA Airport Improvement Program is authorized under the Airport and Airway Improvement Act of 1982, administered in accordance with FAA Order 5100.38, “Airport Improvement Program Handbook”. Although subject to congressional authorizations, the FAA AIP program and funding levels are not anticipated to change significantly throughout the 10-year RNT CIP period. The FAA funding sources available to support airport capital improvements are: FAA Entitlement. Commercial service airports enplaning more than 10,000 annual passengers are classified as primary and receive FAA entitlement funds. Per FAA formula, the Airport is allocated $1.0 million annually in passenger entitlement funds. These funds can be committed to AIP-eligible projects with FAA approval and can be accumulated up to four years. Projects funded with entitlement grants typically receive 90 percent FAA participation and 10 percent Airport (local) participation. D.5 FAA Discretionary. FAA discretionary dollars are the remaining funds not assigned to FAA entitlements or mandated by FAA set-asides. Typical projects funded with discretionary money are:  Airport capacity  Safety and security  Noise related  Those identified as FAA national priority projects. Subject to FAA formula, discretionary balances and available funds are uncertain from year-to-year. Discretionary funds commonly provide grants for large capital projects (airfield pavement rehabilitation and land acquisition), and support 80 to 95 percent of the total eligible project cost. Discretionary funding levels are typically identified in the FAA ACIP three to five years in advance of the project, in which the Airport must commence the project within six months of the fiscal-year grant agreement. FAA Apportionment. FAA apportionment funds are distributed amongst individual states based on an area/population formula and national funding considerations. The use of apportionments for funding individual airport project grants is at the discretion of the FAA and varies based on funding formula and balances. State of Washington (WSDOT) Funding Programs and Guidance The WSDOT administers an Airport Aid Grant Program for airports within the State of Washington. The program is funded by a per-gallon aviation fuel fee and aircraft registrations. Projects are required to be identified in the WSDOT Aviation's five-year Statewide Capital Improvement Program (SCIP), including projects not funded or eligible under the FAA. The program distributes funds to three major project categories: 1. Pavement projects 2. Safety projects 3. Maintenance, security, and planning projects, in which projects must be accessible by the public and depicted on the Airport Layout Plan (ALP). The maximum WSDOT grant amount is $750,000 per project, in which WSDOT may fund up to 95 percent, with a minimum of five percent local Airport participation. In addition, WSDOT may participate in matching the local share of FAA AIP projects, where WSDOT contributes up to half of the 10 percent match of the total FAA funded project. Private-Third Party Funding Many airports use private third-party financing when the planned improvements will be primarily used by a private business or for other “non-public” uses. Such projects are typically not eligible for federal funding. Projects of this kind typically include corporate hangars, FBO facilities, cargo facilities, exclusive aircraft parking aprons, and various other projects that are private use facilities. D.6 Capital Improvement Program The Airport Capital Improvement Program (ACIP) is a document prepared by the FAA under the AIP. This document serves as the primary planning tool for identifying and prioritizing critical airport development for airports within the National Plan of Integrated Airport Systems (NPIAS). The CIP is also the basis for distribution of grant funds to airports. For smaller airports, grant funds from the FAA range from 90-95 percent per project. Phasing Plan To supplement the information provided by the project list and project cost estimates, a phasing illustration was prepared. Figure D1 indicates the suggested phasing for the proposed improvement projects throughout the 10-year planning period. The plans represent a suggested schedule, but variance from it may be necessary, especially during the latter time periods. Attention has been given to the first five years because the projects outlined in this time frame include many critical improvements including the reconstruction of Taxiway A. The demand for certain facilities, especially in the latter time frame, and the economic feasibility of their development, are to be the prime factors influencing the timing of individual project construction. Care must be taken to provide for adequate lead-time for detailed planning and construction of facilities to meet aviation demands. It is also important to minimize disruptive scheduling, where a portion of the facility may become inoperative due to construction, and to prevent extra costs resulting from improper project scheduling. LO G A N A V E . S. 2nd Street RPZ EASEMENTACQUISITION AIRPORT WAY Phasing PlanFIGURE D1 2017 GOOGLE EARTH AERIAL Ta x i w a y ' A ' Ra i n i e r A v e n u e LEGEND Renton Municipal Airport/ Clayton Scott Field D.7 1000 2000 RU N W A Y 1 6 / 3 4 F U T U R E 1 5 0 ' W I D T H & 2 5 ' S H O U L D E R C E D A R R I V E R T/W 'A2' T/W 'A7' T/W 'B7 ' T/W 'A4' T/W ' B 5 ' T/W 'B4' T/W ' A 5 ' T/W ' B 3 ' T/W 'A6' T/W 'A1' Ta x i w a y ' B ' Ap r o n B Apron A Airport Service Road Pavement Demolition Future Pavement Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Protection Zone (RPZ) Airport Property Line T/W 'B6' T/W ' A 3 ' 16 34 Phase I (0-5 Years) Phase II (6-10 Years) II.1 Future Building I.1 I.1 I.2 I.3, I.5, I.8 I.4 I.6 I.7 I.9 I.10 II.1 II.1 II.2 II.3 II.4 II.6, II.12 II.7 II.8 II.9 II.10 II.2 II.7 I.4 I.1 II.5 II.6, II.12 1 COVER SHEET 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ C O V E R S H E E T . D W G 10 / 1 0 / 2 0 2 2 2 : 3 5 : 4 9 P M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 VICINITY MAP LOCATION MAP RENTON MUNICIPAL AIRPORT AIRPORT LAYOUT PLAN UPDATE 616 W PERIMETER ROAD RENTON, WA 98057 3089600-130659.06 JUNE 2022 AIRPORT LAYOUT PLAN SHEET LIST Sheet Number Sheet Title Revised 1 COVER SHEET JUNE 2022 2 AIRPORT DATA JUNE 2022 3 AIRPORT LAYOUT PLAN JUNE 2022 4 AIRPORT AIRSPACE PLAN & PROFILE JUNE 2022 5 INNER APPROACH SURFACE RUNWAY 16 JUNE 2022 6 INNER APPROACH SURFACE RUNWAY 34 JUNE 2022 7 DEPARTURE SURFACES - PLAN & PROFILE JUNE 2022 8 TERMINAL AREA PLAN JUNE 2022 9 SOUTH AREA PLAN JUNE 2022 10 NORTH AREA PLAN JUNE 2022 11 AIRPORT LAND USE PLAN JUNE 2022 12 AIRPORT PROPERTY MAP JUNE 2022 REVISIONS KING COUNTY 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 2 AIRPORT DATA CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ A I R P O R T D A T A . D W G 6/ 2 3 / 2 0 2 2 8 : 2 7 : 3 8 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 10 20 NNE 30 40 NE 5 0 6 0 E N E 7 0 80 90 E 10 0 11 0 ES E 120 130 SE140 150 SSE 160 170180 S 190 200 SS W 21 0 22 0SW 2 3 0 2 4 0 W S W 2 5 0 26 0 27 0W 28 0 29 0 WN W 300 310 NW 320 330 NNW 340 350 360 N 28 27 22 21 17 16 11 10 KNOTS WIND COVERAGE: 95.6 + + + + .1 .1 + + +.2.7.8.5.2.1.1+ + + + + + + + .1 .6 .3 .3 .1 +++ + + +.1+++ + + + + ++ + ++ + + + 99.89 % 34 16 ALL-WEATHER WIND COVERAGE SUMMARY RUNWAY 10.5-Knot 13-Knot RUNWAY 16 88.76%88.85% RUNWAY 34 81.22%81.48% RUNWAY 16/34 99.58%99.89% SOURCE: WIND ANALYSIS TABULATION PROVIDED BY MEAD & HUNT UTILIZING THE FAA AIRPORT DESIGN TOOLS, WIND ANALYSIS. WIND DATA OBTAINED FROM NOAA, NCDC, STATION 727934, RENTON. PERIOD OF RECORD 2011-2020. NOTE: A 5-KNOT TAILWIND COMPONENT WAS USED FOR THE INDIVIDUAL RUNWAY END ANALYSIS. 10 20 NNE 30 40 NE 5 0 6 0 E N E 7 0 80 90 E 10 0 11 0 ES E 120 130 SE140 150 SSE 160 170180 S 190 200 SS W 210 22 0SW 2 3 0 2 4 0 W S W 2 5 0 26 0 27 0W 28 0 29 0 WN W 300 310 NW 320 330 NNW 340 350 360 N 28 27 22 21 17 16 11 10 KNOTS WIND COVERAGE: 97.9 + + + + + +.1.2.2.2.1+++ + + + + + .1 .2 .2 .4 .2 +++ ++ + + + + ++ 99.93 % 34 16 IFR WIND COVERAGE SUMMARY RUNWAY 10.5-Knot 13-Knot RUNWAY 16 92.14%92.21% RUNWAY 34 88.32%88.44% RUNWAY 16/34 99.77%99.93% SOURCE: WIND ANALYSIS TABULATION PROVIDED BY MEAD & HUNT UTILIZING THE FAA AIRPORT DESIGN TOOLS, WIND ANALYSIS. WIND DATA OBTAINED FROM NOAA, NCDC, STATION 727934, RENTON. PERIOD OF RECORD 2011-2020. NOTE: A 5-KNOT TAILWIND COMPONENT WAS USED FOR THE INDIVIDUAL RUNWAY END ANALYSIS. ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ TOFA TOFA TOFA TOFA TOFA TOFA TOFATOFATOFATOFATOFATOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 3 4 5 8 9 11 12 14 15 16 17 18 20 21 22 24 35 37 38 36 34 28 32 33 39 43 44 23 40 10 2 41 42 6 13 19 1 RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RAM P BLAST FENCE BLAST FENCE BLAST FENCE BLAST FENCE WILL ROGERS WILEY POST MEMORIAL 200'TOFA 131' TWY 50' RSA 150' OFA 500' TOFA 115' TWY 50' TOFA 115' TWY 50' TOFA 89' TWY 25' DT = 340' R500 45 200' 200' TWY 40' TWY 35' TWY 60' 30 0 ' 30 0 ' 35 0 ' 30 0 ' BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 27 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X GATE GATE BLAST FENCE GATE GATE V-11 GATE GATEPEDGATETO F A TS A TO F A TS A TOF A TOFA TS A TS ATOF A TOF A TWY 40' TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A TO F A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A TWY 41' TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TOF A TWY 40' TWY 40' TWY 50' TO F A TWY 50' P7 7 RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA 25 26 TSS TSS TSS TSS TSS TSS TSS TSS TS S TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS 200' DT = 304' TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TO F A TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOF A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TWY 75' TO F A TO F A TO F A TO F A TO F A TO F A BLAST FENCE H X T O F A TOF A TO F A TS A TOFA 131' 0' 5' 10' 15' 20' 25' 30' 35' 40' 45' 50' 0' 5' 10' 15' 20' 25' 30' 35' 40' 45' 50' 0'200'400'600'800'1000'1200'1400'1600'1800'2000'2200'2400'2600'2800'3000'3200'3400'3600'3800'4000'4200'4400'4600'4800'5000'5200'5400'5600'5800'5982' DI S P L A C E D T H R E S H O L D DI S P L A C E D T H R E S H O L D RU N W A Y 3 4 E N D E L . 3 2 ' RU N W A Y 1 6 E N D E L . 2 4 ' SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 3 AIRPORT LAYOUT PLAN CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ A I R P O R T L A Y O U T D R A W I N G . D W G 8/ 2 / 2 0 2 2 3 : 2 2 : 1 2 P M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 61 6 W P E R I M E T E R R O A D RE N T O N , W A 9 8 0 5 7 FAA APPROVAL RUNWAY 16/34 200' X 5 , 3 8 2 ' N 4°49'37.63"W (TRUE) 00 300 600 15°34'E MAG. DEC. ± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) EXISTINGDESCRIPTION ROFZ F1 F2 FUTURE FUTURE RUNWAY 16/3 4 1 5 0 ' X 5 , 3 8 2 ' w / 2 5 ' S H O U L D E R S TOFA TSA 245' 868' 493' 535' 953'15 7 ' 356' 19 0 ' 19 8 ' 13 8 ' 19 3 ' 28 2 ' 17 1 ' 1647' 21 7 ' 44' 57 ' 88' 89' RW16 TDZ EL. 26.2' 8' PERIMETER FENCE ROADWAY EL. 30' ROADWAY EL. 30' ROADWAY EL. 30' ROADWAY EL. 30' ROADWAY EL. 30' ROADWAY EL. 30' BRIDGE EL. 25.6' 5'-0" LINE OF SIGHT RUNWAY 16/34 CENTERLINE PROFILE 00 300 600 00 30 60 P77 TSS 0' 50' 100' 150' 200' 250' 300' 350' 400' 450' 500' 550' 600' 650' 700' 0'1000'2000'3000'4000'5000'6000'7000'8000'9000'10000'11000'12000'13000'14000'15000' 0'1000'2000'3000'4000'5000'6000' 0' 50' 100' 150' 200' 250' 300' 350' 400' 0'1000'2000'3000'4000'5000'6000'7000'8000'9000'10000'11000'12000'13000'14000'15000' 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 4 AIRPORT AIRSPACE PLAN & PROFILE CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ A I R P O R T A I R S P A C E P L A N . D W G 6/ 2 3 / 2 0 2 2 8 : 2 4 : 0 7 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 2000 4000 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/ Y E A R (JAN 2020 ) TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW REFER TO INNER APPROACH DRAWINGS FOR CLOSE IN OBSTRUCTION DETAILS. RSA RSA RSA RSA RSA RSA ROFA ROFA ROFA ROFA ROFA ROFA RO F Z ROFZ ROFZ ROFZ ROFZ BRL BRL RAM P WILL ROGERS WILEY POST MEMORIAL P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP X X X X X X X X X GATE RS A P7 7 A P P TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TS S TS S TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS 0'500'1000'1500'2000'2326' 25 50 75 30 35 40 45 55 60 65 70 PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI 39 40 0' 20' 40' 60' 80' 100' 120' 0' 20' 40' 60' 80' 100' 120' 0'200'400'600'800'1000'1200'1400'1600'1800'2000'2200'2326' PO B : 0 + 0 0 . 0 0 P77 P77 P77 P77 P77 P77 TS S TS S TS S TS S TS S TS S TS S TS S PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI 39 40 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 5 INNER APPROACH SURFACE RUNWAY 16 CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ I N N E R A P P R O A C H S U R F A C E . D W G 8/ 2 / 2 0 2 2 3 : 2 2 : 3 7 P M 00 200 400 NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 EXISTING DISPLACED THRESHOLD EL. 24' EXISTING RUNWAY 16 END EL. 24' LAKE WASHINGTON EL. 18.3' (APPROX.) 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/ Y E A R (JAN 2020 ) EXISTING DISPLACED THRESHOLD EL. 24' EXISTING RUNWAY 16 END EL. 24' EXISTING APPROACH RPZ EXISTING DEPARTURE RPZ PART 77 NON-PRECISION 'C' APPROACH SURFACE (SLOPE 34:1) EB99 THRESHOLD SITING SURFACE TYPE 4 (SLOPE 20:1) EB99 THRESHOLD SITING SURFACE TYPE 4 (SLOPE 20:1) PART 77 NON-PRECISION 'C' APPROACH SURFACE (SLOPE 34:1) RUNWAY 16 APPROACH PLAN RUNWAY 16 APPROACH PROFILE FUTURE AERONAUTICAL DEVELOPMENT AREA PAPI OCS 2/3 GPA NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 39 BRIDGE 28.85 24.00 4.85 TBS 40 RUNWAY LIGHT 25.18 24.00 1.18 TBS NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 39 BRIDGE 28.85 24.00 2.40 TBS NONE IDENTIFIED TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW. EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA P77 TSS PAPI RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFZ ROFZ ROFZ ROFZ RO F Z ROFZ ROFZ ROFZ ROFZ BRL BRL BRL BRL BLAST FENCE BLAST FENCE TWY 50' BRL BRL BRL BRL P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP P77 APP X X X X X X X X X X X X X X X X X X RS A TWY 50' TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TS S TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TSS TS S 2765'0'500'1000'1500'2000'2500' 3 117 118 119 124 125 132 134 137 150 151 154 28 ROADWAY 29 ROADWAY 30 ROADWAY 32 ROADWAY 33 ROADWAY 34 ROADWAY 35 ROADWAY 36 ROADWAY 37 ROADWAY 38 ROADWAY 122 123 126 127 116 128 129 130 131 152 153 31 ROADWAY PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI 41 42 43 44 45 46 ROADWAY 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 6364 65 66 67 68 69 70 71 72 7374 75 76 77 78 79 80 81 82 83 84 85 86 87 8889 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 50 75 35 40 45 55 60 65 70 80 0' 20' 40' 60' 80' 100' 120' 0'200'400'600'800'1000'1200'1400'1600'1800'2000'2200'2400'2600'2765' PO B : 0 + 0 0 . 0 0 P77 P77 P77 P77 P77 P77 TSS TSS TSS TSS TSS TSS TSS 3 116 117 118 119 122 123 124125 126 127128 129 130 131 132 134 137 151 152 154 28 29 30 32 33 34 36 37 PAPI PAPI PAPI PAPI PAPI PAPI PAPI PAPI 41 42 43 44 45 93 94 95 96 97 9899 101 102 103 104 105 106 107 47 48 49 50 51 52 53 54 5556 5758 59 60 61 62 63 64 6566 67 68 69 70 71 72 73 74 75 76 77 7879 80 81 82 83 84 85 86 87 88 89 90 91 92 150 38 35 153 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 6 INNER APPROACH SURFACE RUNWAY 34 REH JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ I N N E R A P P R O A C H S U R F A C E . D W G 6/ 2 3 / 2 0 2 2 8 : 2 1 : 2 9 A M 00 200 400 NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/ Y E A R (JAN 2020) EXISTING RUNWAY 34 END EL. 32.0' EXISTING DISPLACED THRESHOLD EL. 30.4' EXISTING EB99A THRESHOLD SITING SURFACE TYPE 4 (SLOPE 20:1) EXISTING PART 77 NON-PRECISION 'C' APPROACH SURFACE (SLOPE 34:1) APPROACH RPZ DEPARTURE RPZ PART 77 NON-PRECISION 'C' APPROACH SURFACE (SLOPE 34:1) EB99 THRESHOLD SITING SURFACE TYPE 4 (SLOPE 20:1) RUNWAY 34 APPROACH PLAN RUNWAY 34 APPROACH PROFILE PAPI OCS 2/3 GPA RE N T O N , W A 9 8 0 5 7 EXISTING RUNWAY 34 END EL. 32.0' EXISTING DISPLACED THRESHOLD EL. 30.4' NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 3 BLAST FENCE 42.64 32.00 10.64 TBS 28 ROADWAY 46.99 31.99 11.99 TBS 29 ROADWAY 45.84 30.84 12.01 TBS 30 ROADWAY 45.79 30.79 13.01 TBS 31 ROADWAY 46.60 31.60 5.81 TBS 32 ROADWAY 44.74 29.74 5.46 TBS 33 ROADWAY 43.99 28.99 -3.24 TBS 34 ROADWAY 44.81 29.81 -3.62 TBS 35 ROADWAY 45.00 30.00 -0.95 TBS 36 ROADWAY 45.00 30.00 -27.83 TBS 37 ROADWAY 45.00 30.00 -29.64 TBS 38 ROADWAY 45.00 30.00 -31.76 TBS 41 BLAST FENCE 44.83 32.00 12.83 TBS 42 BLAST FENCE 43.31 32.00 11.31 TBS 43 ACCESS ROAD 41.60 31.60 9.60 TBS 44 ACCESS ROAD 41.13 31.13 9.13 TBS 45 ACCESS ROAD 41.11 31.11 9.11 TBS 46 ROADWAY 29.28 29.28 -9.26 TBS 47 BUILDING 46.79 30.00 8.80 TBS 48 BUILDING 48.18 30.00 11.07 TBS 49 BUILDING 46.90 30.00 10.29 TBS 50 BUILDING 50.91 30.00 12.51 TBS 51 POLE 45.33 30.00 7.97 TBS 52 BUILDING 47.76 30.00 11.79 TBS 53 SIGN 41.70 30.00 5.80 TBS 54 BUILDING 45.04 30.00 7.58 TBS 55 POLE 64.55 30.00 17.03 TBS 56 POLE 64.18 30.00 17.08 TBS 57 POLE 63.35 30.00 16.82 TBS 58 POLE 64.88 30.00 18.96 TBS 59 BUILDING 58.59 30.00 13.15 TBS 60 BUILDING 51.33 30.00 7.12 TBS 61 BUILDING 45.68 30.00 3.23 TBS 62 BUILDING 50.54 30.00 4.35 TBS 63 POLE 54.93 30.00 10.18 TBS 64 BUSH 43.42 30.00 2.49 TBS 65 BUSH 43.51 30.00 -0.25 TBS 66 BUSH 43.60 30.00 3.25 TBS 67 BUILDING 47.63 30.00 6.20 TBS 68 BUILDING 46.65 30.00 5.46 TBS 69 BUILDING 44.48 30.00 0.43 TBS 70 BUILDING 51.88 30.00 7.69 TBS 71 BUILDING 49.43 30.00 5.24 TBS 72 BUILDING 49.38 30.00 6.27 TBS 73 BUILDING 45.88 30.00 1.44 TBS 74 TREE 52.30 30.00 9.65 TBS 75 BUSH 47.76 30.00 1.92 TBS 76 TREE 67.37 30.00 16.13 TBS 77 TREE 65.43 30.00 15.08 TBS 78 TREE 53.68 30.00 2.84 TBS 79 TREE 54.79 30.00 6.44 TBS 80 BUILDING 53.36 30.00 4.46 TBS 81 BUILDING 49.94 30.00 1.55 TBS 82 BUILDING 51.82 30.00 0.48 TBS 83 TREE 62.10 30.00 13.06 TBS 84 TREE 63.21 30.00 12.48 TBS 85 TREE 60.44 30.00 7.55 TBS 86 TREE 67.74 30.00 16.86 TBS 87 TREE 58.77 30.00 6.61 TBS 88 TREE 69.50 30.00 17.95 TBS NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 89 TREE 64.41 30.00 15.68 TBS 90 TREE 65.06 30.00 14.54 TBS 91 BUILDING 56.69 30.00 7.70 TBS 92 BUILDING 59.65 30.00 9.42 TBS 93 TREE 108.26 30.00 32.38 TBS 94 TREE 100.77 30.00 25.06 TBS 95 TREE 88.74 30.00 14.05 TBS 96 TREE 92.44 30.00 18.06 TBS 97 TREE 81.06 30.00 6.86 TBS 98 TREE 81.71 30.00 7.78 TBS 99 TREE 82.17 30.00 8.43 TBS 100 TREE 77.18 30.00 1.85 TBS 101 TREE 109.37 30.00 32.96 TBS 102 TREE 107.43 30.00 30.85 TBS 103 TREE 119.91 30.00 43.22 TBS 104 TREE 98.18 30.00 23.08 TBS 105 TREE 74.96 30.00 2.27 TBS 106 TREE 75.14 30.00 2.24 TBS 107 TREE 119.45 30.00 45.16 TBS 116 LIGHTPOLE 47.72 30.00 13.84 TBS 117 LIGHTPOLE 47.58 30.00 14.13 TBS 118 LIGHTPOLE 47.21 30.00 14.17 TBS 119 LIGHTPOLE 47.02 30.00 14.40 TBS 122 LIGHTPOLE 51.93 30.00 16.62 TBS 123 TREE 59.05 30.00 23.71 TO BE TRIMMED OR REMOVED 124 LIGHTPOLE 55.81 30.00 20.67 TO BE LOWERED OR OB LIGHTED 125 TREE 55.35 30.00 19.80 TO BE TRIMMED OR REMOVED 126 TREE 51.40 30.00 15.44 TBS 127 LIGHTPOLE 56.00 30.00 20.52 TO BE LOWERED OR OB LIGHTED 128 LIGHTPOLE 56.55 30.00 20.59 TO BE LOWERED OR OB LIGHTED 129 SIGN 45.61 30.00 8.81 TBS 130 LIGHTPOLE 56.46 30.00 20.11 TO BE LOWERED OR OB LIGHTED 131 TREE 55.72 30.00 18.62 TBS 132 TREE 56.65 30.00 19.49 TBS 134 UTILITY 63.86 30.00 23.22 TO BE LOWERED OR OB LIGHTED 137 TREE 100.95 30.00 57.62 TO BE TRIMMED OR REMOVED 150 UTILITY 57.95 30.00 18.69 TBS 151 UTILITY 60.35 30.00 20.75 TBS 152 UTILITY 65.20 30.00 25.18 TO BE LOWERED OR OB LIGHTED 153 UTILITY 54.61 30.00 13.87 TBS 154 UTILITY 60.13 30.00 18.76 TBS NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 123 TREE 59.05 30.00 5.00 TO BE TRIMMED OR REMOVED 124 LIGHTPOLE 55.81 30.00 1.50 TO BE LOWERED OR OB LIGHTED 125 TREE 55.35 30.00 1.10 TO BE TRIMMED OR REMOVED 127 LIGHTPOLE 56.00 30.00 1.20 TO BE LOWERED OR OB LIGHTED 128 LIGHTPOLE 56.55 30.00 0.90 TO BE LOWERED OR OB LIGHTED 130 LIGHTPOLE 56.46 30.00 0.20 TO BE LOWERED OR OB LIGHTED 134 UTILITY 63.86 30.00 0.80 TO BE LOWERED OR OB LIGHTED 137 TREE 100.95 30.00 33.20 TO BE TRIMMED OR REMOVED 152 UTILITY 65.20 30.00 3.20 TO BE LOWERED OR OB LIGHTED NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 137 TREE 100.95 30.00 TO BE TRIMMED OR REMOVED TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW. EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA P77 TSS PAPI 50 10 0 15 0 20 0 25 0 30 0 12152 05001000150020002500300035004000450050005500600065007000750080008500900095001000010500110001150012000 40 0' 20' 40' 60' 80' 100' 120' 140' 160' 180' 200' 220' 240' 260' 280' 300' 320' 340' 360' 380' 400' 420' 440' 460' 480' 500' 520' 540' 560' 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 0''500''1000''1500''2000''2500''3000''3500''4000''4500''5000''5500''6000''6500''7000''7500''8000''8500''9000''9500''10000''10500''11000''11500''12000''12152'' DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS 40 0' 20' 40' 60' 80' 100' 120' 140' 160' 180' 200' 220' 240' 260' 280' 300' 320' 340' 360' 380' 400' 420' 440' 460' 480' 500' 520' 540' 560' 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 0'500'1000'1500'2000'2500'3000'3500'4000'4500'5000'5500'6000'6500'7000'7500'8000'8500'9000'9500'10000'10500'11000'11500'12000'12152' DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS DS 155 156 45 3 41 42 44 43 30 29 118117116 28 53124 127 128 52 49 129 51 130 47 50 151152 134153 6360 59 7562 58 5756 55 8091 92 3132 677172 70 68 6 7 8 9 10 11 12 13 14 1516 12152 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 9000 9500 10000 10500 11000 11500 12000 10 0 15 0 20 0 25 0 53 155 156 116 117 129 130 134 153 3 28 31 32 43 44 47 49 55 56 59 60 62 63 68 70 92 118 124127 128 29 30 41 42 45 151 152 50 51 52 57 58 67 71 72 75 80 91 6 HIGHWAY 7 HIGHWAY 8 HIGHWAY 9 RAILROAD 10 RAILROAD 11 RAILROAD 12 ROADWAY 13 ROADWAY 14 ROADWAY 15 HIGHWAY 16 ROADWAY 0' 20' 40' 60' 80' 100' 120' 140' 160' 180' 200' 220' 240' 0'500'1000' DS DS DS DS 45 3 41 42 44 43 30 29 118 117 116 28 53 124 127 128 52 49 129 51 130 47 50 151 152 134 153 63 60 59 75 62 58 57 56 55 80 91 92 31 32 67 71 72 70 68 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 7 DEPARTURE SURFACES - PLAN & PROFILE CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ D E P A R T U R E S U R F A C E S . D W G 6/ 2 3 / 2 0 2 2 8 : 1 8 : 5 6 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 1000 2000 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/ Y E A R (JAN 2020) DS RW 16 EL. 24' RW 34 EL. 32' RW 16 EL. 24' RW 34 EL. 32' NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 40 RUNWAY LIGHT 25.18 24.00 1.18 TBS NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 3 BLAST FENCE 42.64 32.00 7.40 TBS 28 ROADWAY 46.99 31.99 7.49 TBS 29 ROADWAY 45.84 30.84 7.27 TBS 30 ROADWAY 45.79 30.79 7.71 TBS 31 ROADWAY 46.60 31.60 2.13 TBS 32 ROADWAY 44.74 29.74 1.55 TBS 41 BLAST FENCE 44.83 32.00 9.58 TBS 42 BLAST FENCE 43.31 32.00 7.26 TBS 43 ACCESS ROAD 41.60 31.60 4.23 TBS 44 ACCESS ROAD 41.13 31.13 3.75 TBS 45 ACCESS ROAD 41.11 31.11 3.74 TBS 47 BUILDING 46.79 30.00 4.84 TBS 49 BUILDING 46.90 30.00 5.98 TBS 50 BUILDING 50.91 30.00 8.47 TBS 51 POLE 45.33 30.00 3.77 TBS 52 BUILDING 47.76 30.00 7.39 TBS 53 SIGN 41.70 30.00 1.38 TBS 55 POLE 64.55 30.00 14.35 TBS 56 POLE 64.18 30.00 14.34 TBS 57 POLE 63.35 30.00 14.00 TBS 58 POLE 64.88 30.00 16.05 TBS 59 BUILDING 58.59 30.00 10.17 TBS 60 BUILDING 51.33 30.00 3.95 TBS 62 BUILDING 50.54 30.00 1.48 TBS NO.DESCRIPTION TOP ELEVATION GROUND ELEVATION PENETRATION DISPOSITION 63 POLE 54.93 30.00 7.09 TBS 67 BUILDING 47.63 30.00 2.61 TBS 68 BUILDING 46.65 30.00 1.84 TBS 70 BUILDING 51.88 30.00 4.52 TBS 71 BUILDING 49.43 30.00 2.07 TBS 72 BUILDING 49.38 30.00 2.94 TBS 75 BUSH 47.76 30.00 1.71 TBS 80 BUILDING 53.36 30.00 4.59 TBS 91 BUILDING 56.69 30.00 3.67 TBS 92 BUILDING 59.65 30.00 8.75 TBS 116 LIGHTPOLE 47.72 30.00 9.12 TBS 117 LIGHTPOLE 47.58 30.00 9.23 TBS 118 LIGHTPOLE 47.21 30.00 9.23 TBS 124 LIGHTPOLE 55.81 30.00 15.59 TBS 127 LIGHTPOLE 56.00 30.00 15.77 TBS 128 LIGHTPOLE 56.55 30.00 16.03 TBS 129 SIGN 45.61 30.00 4.36 TBS 130 LIGHTPOLE 56.46 30.00 15.41 TBS 134 UTILITY 63.86 30.00 19.56 TBS 151 UTILITY 60.35 30.00 17.13 TBS 152 UTILITY 65.20 30.00 21.45 TBS 153 UTILITY 54.61 30.00 10.86 TBS 155 TREE 293.46 165.20 47.95 TBS 156 TREE 259.43 177.98 1.90 TBS RUNWAY 16 DEPARTURE SURFACE SECTION 1 SLOPE 40:1 RUNWAY 16 DEPARTURE SURFACE SECTION 2 SLOPE 40:1 RUNWAY 34 DEPARTURE SURFACE SECTION 1 SLOPE 40:1 RUNWAY 34 DEPARTURE SURFACE SECTION 2 SLOPE 40:1 RUNWAY 34 DEPARTURE SURFACE SECTION 2 RUNWAY 34 DEPARTURE SURFACE SECTION 1 RUNWAY 16 DEPARTURE SURFACE SECTION 2 RUNWAY 16 DEPARTURE SURFACE SECTION 1 RW 34 EL. 32' RUNWAY 16 DEPARTURE SURFACE DETAIL 00 500 1000 TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW.TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW. TBS = TO BE FURTHER STUDIED IN FUTURE AIRSPACE REVIEW. TOFA TOFA TOFA TO F A TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 3 4 5 8 9 11 12 14 15 16 17 43 44 10 6 13 ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA TOFA 89' TWY 25' R500 45 TWY 40' TWY 35' 30 0 ' 30 0 ' BRL BRL BRL BRL BRL BRL BRL X X X X X X X X X X X X X X X X X X X X X X X X X X GATE T S A T O F A TS A TO F A TO F A TOFA TOFA TSA TSA TSA TSA TOFA TOF A TOF A TWY 40' TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A T S A TWY 41' TSA TSA TSATOF A TOFATWY 40'TWY 40' RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TWY 75' H T O F A T O F A TO F A T O F A T S A T S A TSA TS A 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 8 TERMINAL AREA PLAN CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ T E R M I N A L A R E A P L A N . D W G 6/ 2 3 / 2 0 2 2 8 : 1 5 : 5 1 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 100 200 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) 870' 19 3 ' 13 1 ' 493'536' 13 9 ' 19 0 ' 356' EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA P77 TSS TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA BRL BRL BRL BRL BRL BRL BRL BRL BRL 15 16 17 18 20 21 22 24 35 37 38 36 34 28 32 33 39 23 40 41 42 19 ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA BLAST FENCE BLAST FENCE BLAST FENCE BLAST FENCE TOFA 131' TWY 50' RSA 150'OFA 500' TOFA 115' TWY 50' TOFA 115' TWY 50' DT = 340' 200' TWY 35' TWY 60'35 0 ' 30 0 ' BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 27 P77 P77 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X BLAST FENCE GATE GATE V-11 GATE GATE PEDGATE TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A TO F A TS A TO F A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TO F A TO F A TS A TS A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSATOF A TOFATWY 40'TWY 50' TO F A TO F A TWY 50' RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA 25 26 TSS TSS TSS TSS TS S TSS TSS TSS TSS TS S 200' TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOF A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TO F A TO F A TO F A TO F A TO F A TO F A TO F A TO F A TO F A TO F A BLAST FENCE TOFA X T O F A T O F A TO F A TO F A T S A T S A TSA TS A TOFA 131' 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 9 SOUTH AREA PLAN CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ T E R M I N A L A R E A P L A N . D W G 6/ 2 3 / 2 0 2 2 8 : 1 6 : 5 3 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 100 200 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) 1546' 21 0 ' 953' 15 8 ' 13 1 ' F1 F2 300' EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA P77 TSS BRL BRL BRL BRL BRL BRL 3 4 5 8 9 11 10 2 6 1 RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RA M P WILL ROGERS WILEY POST MEMORIAL BRL P77 P77 P77 P77 P77 P77 P77 P77 X X X X X X X X X X X X X X GATE GATE TO F A TO F A P7 7 RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA TSS TSS TSS TSS TSS TSS TSS TSS TS S TS S TSS TSS TSS TSS TSS TSS TSS TSS TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA T O F A TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA T S A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA T S A TSA TSA TSA TSA TSA TSA TSA TSA TSA TWY 75' 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 10 NORTH AREA PLAN REH JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ T E R M I N A L A R E A P L A N . D W G 8/ 2 / 2 0 2 2 3 : 2 3 : 3 1 P M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 100 200 15°34''E MAG. DEC.± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA P77 TSS 131' 29 3 ' 50' ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ ROFZ TOFA TOFA TOFA TOFA TOFA TOFA TOFATOFATOFATOFATOFATOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 3 4 5 8 9 11 12 14 15 16 17 18 20 21 22 24 35 37 38 36 34 28 32 33 39 43 44 23 40 10 2 41 42 6 13 19 1 RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RAMP BLAST FENCE BLAST FENCE BLAST FENCE BLAST FENCE WILL ROGERS WILEY POST MEMORIAL TOFA 115' TWY 50' TOFA 115' TWY 50' TOFA 89' TWY 25' R500 45 TWY 40' TWY 35' TWY 60' BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL 27 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 P77 BLAST FENCE TS A TO F A TS A TOF A TOFA TS A TS ATOF A TOF A TWY 40' TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A TSA TO F A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TS A TWY 41' TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TOFA TWY 40' TWY 40' TWY 50' TWY 50' P7 7 RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA 25 26 TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TO F A TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOF A TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TSA TWY 75' BLAST FENCE H T O F A TOF A TO F A TS A TOFA 131' 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 11 AIRPORT LAND USE PLAN CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ L A N D U S E P L A N . D W G 6/ 2 2 / 2 0 2 2 4 : 1 9 : 2 8 P M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 300 600 15°34''E MAG. DEC. ± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA RENTON KING COUNTY RENTON KING COUNTY CHURCH CHURCH PARK SCHOOL STADIUM RU N W A Y P R O T E C T I O N Z O N E IN N N E R S A F E T Y Z O N E INN E R T U R N I N G Z O N E TRA F F I C P A T T E R N Z O N E INN E R T U R N I N G Z O N E TR A F F I C P A T T E R N Z O N E RU N W A Y P R O T E C T I O N Z O N E IN N N E R S A F E T Y Z O N E INN E R T U R N I N G Z O N E TR A F F I C P A T T E R N Z O N E INN E R T U R N I N G Z O N E TRA F F I C P A T T E R N Z O N E RENTON RENTON RENTON BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RO F A ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA ROFA RAMP WILL ROGERS WILEY POST MEMORIAL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X GATE GATE GATE GATE V-11 GATE GATEPEDGATE RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA RSA H X 61 6 W P E R I M E T E R R O A D SHEET CONTENTS DO NOT SCALE DRAWINGS M&H NO.: DATE: DESIGNED BY: DRAWN BY: CHECKED BY: ISSUED These documents shall not be used for any purpose or project for which it is not intended. Mead & Hunt shall be indemnified by the client and held harmless and defended from all claims, damages, liabilities, losses, and expenses, including attorneys' fees and costs, arising out of such misuse or reuse of the documents.In addition, unauthorized reproduction of these documents, in part or as a whole, is prohibited. SHEET NO. Mead and Hunt, Inc. 1743 Wazee Street, Suite 400 Denver, CO 80202 phone: 303-825-8844 meadhunt.com 12 AIRPORT PROPERTY MAP CAL JWB M&H \\ C O R P . M E A D H U N T . C O M \ S H A R E D F O L D E R S \ E N T P \ 3 0 8 9 6 0 0 \ 1 3 0 6 5 9 . 0 6 \ T E C H \ C A D \ D R A W I N G S \ A L P _ U P D A T E \ A I R P O R T P R O P E R T Y M A P . D W G 9/ 2 9 / 2 0 2 2 9 : 1 8 : 5 5 A M NOT FOR CONSTRUCTION RE N T O N M U N I C I P A L A I R P O R T AI R P O R T L A Y O U T P L A N U P D A T E 3089600-130659.06 JUNE 2022 RE N T O N , W A 9 8 0 5 7 00 300 600 15°34''E MAG. DEC. ± 0°24' 0°6' W CHANGE/YEAR (JAN 2020) EXISTINGDESCRIPTION ROFZ FUTURE TOFA TSA AV EA 1