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Home My WebLink AboutAirport Master Plan - 2009 • . .� - Airport Layout Plan Update • i Renton Municipal Airport/ Clayton Scott Field Renton, Washington 4 01116 s �0 i UTIS • i�- .tip 1 � � a ►" 4 Z '� .,if %� � �sf �•,...... iv - ,„'•,' ',. �; _.."s_.-.s,1 ��L.-.x"'r ��. �';t ;�,,:.74 . :ar. C M:. - .. _. _.�}w,^:ic..d� ` - '.� �i - _. •. --. Airport Layout Plan Update RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD April 2009 Prepared For: City of Renton Renton Municipal Airport/Clayton Scott Field 616 West Perimeter Road,Unit-A Renton, WA 98057 Prepared By: URS Corporation 1501 4th Avenue, Suite 1400 Seattle, WA 98101-1616 (206) 438-2700 The preparation of this document was financed in part through a planning grant from the Federal Aviation Administration(FAA)as provided under Section 505 of the Airport and Airway Improvement Act of 1982. The contents do not necessarily reflect the official views or policies of the FAA. Acceptance of this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein nor does it imply that the proposed development is environmentally acceptable in accordance with appropriate public laws. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 • INTENTIONALLY LEFT BLANK Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 ii TABLE OF CONTENTS Chapter 1: Executive Summary I.1 Introduction 1-1 1.2 Why did the city undertake an Airport Layout Plan Update at this time? 1-2 I.3 How was the plan prepared? 1-2 1.4 What were the findings of the Airport Layout Plan Update? 1-3 1.5 Alternative Development Concepts 1-5 Chapter 2: Existing Conditions 2.1 Background 2-1 2.1.1 Other Planning Efforts 2-1 2.2 Airport lnventory/Design standards 2-2 2.2.1 Airfield Pavements 2-3 2.2.2 Associated Areas 2-7 2.2.3 Navigational Aids and Runway Lighting 2-8 2.2.4 Landside Facilities 2-8 2.2.5 Ground Access 2-11 2.2.6 Off-Airport Land Use 2-11 2.2.7 Aviation Activity 2-15 Chapter 3: Aviation Demand Forecasts 3.1 Introduction 3-1 3.2 Demand Elements 3-1 3.3 Historical Aviation Activity 3-2 3.4 Previous Aviation Activity Forecasts 3-5 3.4.1 FAA Terminal Area Forecasts 3-5 3.4.2 FAA Aerospace Forecasts 3-6 3.4.3 Washington State Airport System Plan(WSASP) 3-7 3.4.4 2001 Regional Airport System Plan(RASP) 3-7 3.4.5 RNT Business Plan 3-8 3.4.6 Summary of Previous Forecasts 3-8 3.5 Aviation Demand Forecasts 3-10 3.5.1 Based Aircraft Forecast 3-10 3.5.2 Based Aircraft Fleet Mix 3-11 3.5.3 Aircraft Operations Forecast 3-13 3.5.4 Local and Itinerant Operations 3-16 3.5.5 Critical Aircraft 3-16 3.5.6 Instrument Operations 3-17 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Hi Table of Contents 3.5.7 Military Operations 3-18 3.5.8 Summary of Forecast Activity 3-18 Chapter 4: Demand Capacity and Facility Requirements 4.I Introduction 4-1 4.2 Requirements Assessment 4-1 4,3 Airport Reference Code and Critical Aircraft 4-2 4.4 Airside Facilities 4-2 4.5 Lighting 4-5 4.6 Pavement Marking 4-5 4.7 NAVAIDS 4-6 4.8 Approach Area Requirements and Runway Protection Zones 4-6 4.9 Runway System Capacity 4-8 4.10 Aircraft Tiedown and Storage 4-9 4.11 Vehicle Parking,Access and Circulation 4-13 4.12 Support Facilities and Services 4-14 4.13 Perimeter Fencing and Equipment 4-14 4.14 Airport Land Area and Compatible Landside Development 4-14 4.15 Seaplane Base Improvements 4-15 4.16 Development Concepts 4-16 4.17 Planning Considerations and Assumptions 4-16 4.18 Development Alternatives 4-17 4.19 Conceptual Alternative 1 4-17 4.20 Conceptual Alternative 2 4-21 4.21 Conceptual Alternatives 3a and 3b 4-25 4.22 Findings and Conclusions 4-31 4.23 Preferred Development Concept 4-31 Chapter 5: Alternatives Analysis 5.1 Introduction 5-1 5.1.1 Title Sheet 5-2 5.1.2 Airport Layout Plan 5-2 5.1.3 Far Part 77 Airspace Plan,Runway 15-33 5-7 5.1.4 Inner Runway Approach Surface,Runways 15 and 33 5-9 5.1.5 Land Use Plan 5-9 5.1.6 Off-Airport Land Use 5-10 5.1.7 Airport Property Map 5-16 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 iv Table of Contents Chapter 6: Implementation Plan 6.1 INTRODUCTION 6-1 62 IMPLEMENTATION PLAN 6-2 6.2.1 AIP State Entitlements 6-3 6.2.2 AIP Discretionary Grants 6-3 6.2.3 Private Third Party Financing 6-3 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 V Table of Contents LIST OF EXHIBITS Chapter 1: Executive Summary Exhibit 1-1:Aviation Demand Forecast 1-4 Exhibit 1-2:Airport Layout Plan 1-9 Chapter 2: Existing Conditions Exhibit 2-I:Existing Facilities 2-5 Exhibit 2-2:Runway Protection Zones(RPZs) 2-7 Exhibit 2-3:Airport Vicinity Land Use 2-13 Exhibit 2-4:Historical Aviation Activity 2-15 Exhibit 2-5:Historical Based Aircraft 2-16 Chapter 3: Aviation Demand Forecasts Exhibit 3-1:Historical Aircraft Operations—1976 to 2004 3-3 Exhibit 3-2:Historical Based Aircraft/Operations per Based Aircraft— 1976 to 2004 3-3 Exhibit 3-3:Historical Aviation Activity 3-4 Exhibit 3-4:Historical Based Aircraft 3-4 Exhibit 3-5:Existing Based Aircraft 3-5 Exhibit 3-6:FAA Terminal Area Forecasts for RNT 3-6 Exhibit 3-7:2001 RASP Forecasts for RNT 3-7 Exhibit 3-8:RNT Business Plan 3-8 Exhibit 3-9:RNT Operations Forecasts 3-8 Exhibit 3-10:Summary of Previous Forecast 3-9 Exhibit 3-11:Based Aircraft Forecasts 3-11 Exhibit 3-12:Existing RNT Fleet Mix 3-12 Exhibit 3-13:Existing Fleet Mix Forecasts 3-12 Exhibit 3-14:Based Aircraft Fleet Mix Forecast 3-13 Exhibit 3-15:Aircraft Operations Forecasts 3-14 Exhibit 3-16:Aircraft Operations Forecast Models 3-15 Exhibit 3-17:Local and Itinerant Operations Forecast 3-16 Exhibit 3-18:Instrument Operations Forecast 3-18 Exhibit 3-19:Forecast Summary 3-18 Chapter 4: Demand Capacity and Facility Requirements Exhibit 4-1:Airport Design Airplane and Airport Data-Runway 15-33 4-3 Exhibit 4-2:Approach Slope and Runway Protection Zone Dimensions 4-7 Exhibit 4-3:Aircraft Tiedown and Hangar Allocations 4-9 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 vi Table of Contents Exhibit 4-4:Aircraft Tiedown Area Requirements 4-11 Exhibit 4-5:Transient Apron Requirements 4-12 Exhibit 4-6:Aircraft Hangar Requirements 4-13 Exhibit 4-7:Concept Alternative 1 Summary 4-17 Exhibit 4-8:Alternative I (B-II Standards)Meet Facility Requirements 4-19 Exhibit 4-9:Concept Alternative 2 Summary 4-21 Exhibit 4-10:Alternative 2(B-lI Standards)Airport Development Study 4-23 Exhibit 4-1 1:Concept Alternatives 3a and 3b Summary 4-25 Exhibit 4-12:Alternative 3a(Existing Separations)Development Plan-Jet Center 4-27 Exhibit 4-13:Alternative 3b(Existing Separations)Development Plan-Corporate 4-29 Exhibit 4-14:Preferred Development Concept 4-33 Chapter 5: Alternatives Analysis Exhibit 5-1:Declared Distances 5-3 Exhibit 5-2:Declared Distances Graphic 5-4 Exhibit 5-3:Aircraft Operation Requirements 5-5 Exhibit 5-1:Washington State Guidelines for Accident Safety Zones 5-13 Sheet 1:Title Sheet 5-17 Sheet 2:Airport Layout Plan 5-19 Sheet 3:FAR Part 77 Airspace Plan,Runway 15-31 5-21 Sheet 4:Inner Runway Approach Surface,Runways 15 and 33 5-23 Sheet 5:On-Airport Land Use Plan 5-25 Sheet 6:Community land Use Plan 5-27 Sheet 7:Airport Exhibit'A' 5-29 Chapter 6: Implementation Plan Exhibit 6-1:Capital Improvement Plan 6-4 Renton Municipal Airport/Clayton Scott Field Master Plan Update—Aril 2009 P P YP vii Table of Contents APPENDICES Appendix A: Glossary A.I ABBREVIATIONS A-1 A.2 DEFINITIONS A-3 Appendix B: FAA INM Model 13.1 BASE CASE-YEAR 2006 B-1 B.2 FUTURE CASE—YEAR 2025 B-7 Appendix C: State Environmental Policy Act (SEPA) Environmental Checklist and Determination (WAC 197-11-960) C-I Appendix D: Airport Layout Plan Checklist D-I Appendix E: FAA Airport Design Program Printout E-I Renton Municipal Airport/Clayton Scott Field Master flan Update—April 2009 viii Executive Summary Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 1 EXECUTIVE SUMMARY 1.1 INTRODUCTION The information contained in this chapter summarizes the analysis, findings and decisions of the Airport Layout Plan (ALP) Update for the Renton Municipal Airport (RNT). RNT is classified as a Reliever to Seattle-Tacoma International Airport (SEA) in the FAA's National Plan of Integrated Airport Systems (NPIAS). The airport is owned and operated by the City of Renton as part of the Transportation Planning Division of the City's Planning, Building, and Public Works Department. RNT occupies 168 acres of land located approximately one mile north of downtown Renton. The landing area for Wiley Post Seaplane Base is sited in the waters of Lake Washington but many of the aircraft that use it are based at RNT. Operations at Renton Municipal numbered about 87,226 in 2004. Of these, more than 36,000 were itinerant, indicating a healthy corporate environment. At present, RNT has an Airport Reference Code (ARC) of B-II. This was determined using the criteria set forth in Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, "Airport Design". This category reflects the _ operating requirements of the most demanding aircraft to regularly use alt the airport (those which generate 500 • or more itinerant operations per year), in this case, the Beech King Air. The City of Renton has commissioned the preparation of an Airport Layout Plan Update for Renton Municipal Airport/Clayton Scott Field. This updated plan is intended to chart the 20- year future of the airport. It represents an opportunity for the City of Renton to accomplish several important tasks: Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Chapter 1 -Executive Summary + Develop a Capital Improvement Plan (CIP) for airport facilities that allows RNT to keep pace with the changing needs of the community and to remain a valuable community asset. + Determine the opportunities for economic expansion within the community that may arise over the next twenty years and consider the role that the airport can play in enhancing these opportunities. + Comply with Federal Aviation Administration (FAA) guidelines regarding airport development in order to maintain operational safety. The plan is being financed in part though a planning grant from the FAA and by the users of the airport. 1.2 WHY DID THE CITY UNDERTAKE AN AIRPORT LAYOUT PLAN UPDATE AT THIS TIME? The last time the city completed an Airport Layout Plan Update for RNT was in 1996. Since then several important changes have occurred, including: • Several parcels of land along the airport's west side, formerly used by Boeing, become available for aviation-related development. + Aviation growth throughout the Puget Sound region has increasingly included more corporate and business aircraft related activities. + With the availability of the vacated Boeing properties, the City experienced increased demand from potential new commercial aviation-related businesses seeking development opportunities at RNT. + General aviation, particularly corporate aircraft use, is growing at the airport and the City is seeking to establish an organized plan outlining future development to support this. 1.3 HOW WAS THE PLAN PREPARED? Preparation of the Airport Layout Plan Update involved a process that used the following steps: + Determine Airport Requirements: Under this step the existing airport facilities were inventoried, 20-year activity forecasts developed, and an assessment made regarding the Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-2 Chapter 1 - Executive Summary need for future facility maintenance and enhancements to maximize the use of available airport property and meet the forecast demand levels. • Alternative Development Options: After the needs of the airport's users were identified, a series of alternative development analyses were conducted to assure that the small amount of land available for development was dedicated to the types of development that met the City and the Renton Airport Advisory Committee's (RAAC) stated goals for the airport. The alternative identification and analysis options were presented to the general public at several open public meetings. During these meetings comments were received and the final recommendations of the plan were adjusted to reflect the comments received. Implementation Planning: Upon adoption of a 20-year development plan, details on phasing and construction of the individual development projects was prepared. This implementation plan included the results of a detailed Pavement Conditions Index (PCI) report. The PCI report combined the results of a similar study conducted by the Washington State Department of Transportation (WSDOT) Aviation Division on the runway and taxiway system with new analysis of all other pavements at the airport to create a comprehensive pavement management plan for RNT. 1.4 WHAT WERE THE FINDINGS OF THE AIRPORT LAYOUT PLAN UPDATE? Forecasts of future aviation demand were prepared for the period from 2004 through 2025. These forecasts included an analysis of the historical airport operations as recorded by the Airport Traffic Control Tower (ATCT) and forecasts prepared by others such as FAA, the Puget Sound Regional Council and the city of Renton. From this base information a series of possible forecasts were prepared using market share analyses, trend analyses and other accepted forecasting techniques. The resultant forecasts were reviewed and approved by both the city and the FAA. The demand analysis concluded that there were likely to be 116,000 annual operations by 2025. Total based aircraft are expected to increase by 45 through 2025, with the growth primarily occurring in the multi-engine and corporate/business jet segments of the aircraft fleet. These forecasts are shown in the following exhibit. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-3 Chapter 1 - Executive Summary Exhibit 1-1: Aviation Demand Forecast General Aviation Operations Instrument Based Year Operations Aircraft Local Itinerant Total 2004(base) 50,591 36,635 87,226 3,436 290 2010 55,338 40,072 95,410 3,605 301 2015 58,989 42,716 101,705 4,140 312 2020 62,918 45,561 108,480 4,871 323 2025 67,403 48,809 116,212 5,789 335 Historical and Forecast Annual Aircraft Operations 250,000 225,000 200,000 175,000 a 0 150,000 125,000 -• 0 100,000 0 F- 75,000 50,000 25,000 1994 1999 2004 2009 2014 2019 2024 Historical Forecast Forecast of Based Aircraft by Type 350 - 300 250 200 — 150 100 , 50 0 2005 2010 2015 2020 2025 I•Single-Engine OMulti-Engine OJet Engine CHelicopters■Other) Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-4 Chapter 1 - Executive Summary As the next step in the plan development, an analysis of the future needs of the airport was conducted. This analysis included the following elements. • An examination of the Airport Reference Code (ARC) for RNT and determination as to whether the facility was meeting these standards. • Airside facility needs, including runways, taxiways, lighting, pavement markings, and navigational aids. • Approach area requirements including Runway Protection Zones (RPZ) and approach slopes associated with existing or proposed approach procedures. • Aircraft storage needs,including aircraft aprons, hangars and tiedowns. • Automobile parking areas and access and circulation. • Utilities and drainage. • Support facilities and services including storage and distribution of aircraft fuel, facilities required to accommodate airport maintenance and emergency equipment. • Perimeter and security fencing. • Airport land area development. • Consideration of minor property acquisitions. • Seaplane base improvements. In summary it was determined that the airport is capable of supporting 230,000 annual aircraft operations, well above the 116,000 operations projected by 2025. Total based aircraft are expected to increase by 45 through 2025,with the growth primarily occurring in the multi-engine and corporate/business jet segments of the aircraft fleet. This level of growth will possibly be constrained due to the lack of available land on the airport on which to construct hangars and aircraft storage facilities. 1.5 ALTERNATIVE DEVELOPMENT CONCEPTS Three airport development alternatives were prepared to investigate ways to best provide for the future needs of the airport and its users. Each alternative was developed to emphasize slightly different aspects of the future facility requirements, while taking into consideration the recommendations contained in the Renton Municipal Airport Development Study completed in 2005. This study was cited by the City as having established the ultimate goal for airport Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-5 Chapter 1 - Executive Summary development. The development concepts focus on three key areas where the greatest opportunities for change are located. Each alternative is briefly summarized below and graphically depicted in Chapter 4 - Facility Requirements. Alternative 1: Alternative 1 was developed to provide for a growth alternative that meets the minimal demand for aircraft tiedown and hangar spaces. The concept also provided a"test case" to evaluate increasing the developable airport land by applying less restrictive FAA (ARC B-II) design standards to future development. Using B-II design standards would enable airside development to expand by allowing the relocation of Taxiway A closer to the runway. However, this change would negatively impact Boeing's current procedures for moving B-737 aircraft along the west side of the runway. Alternative 2: Similar to Alternative 1, Alternative 2 assumed less restrictive FAA design standards to gain additional airside development area and relocate Taxiway A closer to the runway. While this alternative increased basing opportunities for corporate aircraft, fewer open tiedown spaces were provided. Alternative 2 also imposes constraints on Boeing 737 movements along the west side of the runway similar to Alternative 1. Alternative 3: Alternatives 3a and 3b presented two options for each of the three key development areas on the airport. Both alternatives assumed expanded business/corporate activity including a new FBO, corporate hangars and a mix of small aircraft hangars and tiedowns. The existing runway-taxiway separations and FAA design standards were retained and Boeing aircraft movements on the airfield continued to be unaffected by the proposed development. Based on the analyses conducted and the goals of the city, either Alternative 3a or 3b was considered viable and a "hybrid" alternative that combined elements of both was developed and recommended for adoption by the City and presented for public comment. The public comment process included two public meetings in the city of Renton and one open public meeting in the city of Mercer Island. During these meetings the range of alternatives and the recommended alternative was explained as was the reasoning that led to its selection. As a result of the presentation it was clear that the citizenry did not agree with the conclusions. While additional study of the overall impact of these alternatives was underway, The Boeing Company decided to regain the lease of Apron B in support of their 737 manufacturing facility and decided not to relinquish the compass rose and aircraft position A-9. Due to the combination of community Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-6 Chapter 1 -Executive Summary concerns and the changes in the long term use of the land, a revised preferred concept was developed to serve as the basis for the ALP. This is shown on the accompanying drawing. As shown, specific improvements recommended for the airfield at RNT are as follows; • Establishment of a continuous pavement rehabilitation of the runway and taxiway system. • Establishment of improved instrument approach procedures. • Redesign the jet blast fence located on Runway 33 to allow for clearer approaches as well as for the eventual installation of a non-precision instrument approach procedure to Runway 33. • Complete the pavement markings for the vehicle drive land on the west side of the Alpha taxiway. • Install pavement markings in the Alpha taxiway to denote a helicopter landing/departure pad. Seaplane Base Improvements Currently, the Wiley Post Seaplane Facility is located on the south shore of Lake Washington. Docking and landside facilities are provided at RNT with a dock capable of accommodating three or four floatplanes. An aircraft launch/retrieval ramp is also provided to facilitate movement of the floatplanes into and out of the water to allow for service and storage. While the dock facilities are relatively new and in good condition, the launch/retrieval ramp has been undermined by wave action and needs replacement. The dock and launch/retrieval facilities are critical to the FBOs and the floatplane operators on the airport. In addition, the area around the seaplane base dock and the launch/retrieval ramp needs to be dredged to remove sediment that has caused inadequate depths for floatplane operations when the level of Lake Washington is lowered during the winter months. Therefore, it is recommended that the launch/retrieval ramp is replaced in the near future and that the area around the dock and launch/retrieval ramp be dredged to maintain appropriate water depths for floatplanes. Aircraft Aprons and Storage Improvements Given the limited land area that is available for aircraft storage and services at RNT, it is recommended that all airport land that has access to the airfield be reserved for aviation use purposes. This includes the following. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-7 Chapter 1 - Executive Summary • Redevelopment of the area on the northwest portion of the airport to allow for expansion of the floatplane service facilities. This includes the potential for a passenger service terminal, U.S. Customs and Border Patrol facilities for screening international passengers and flights, and automobile parking for customers. ♦ Apron B will continue to be part of Boeing's operation at RNT. In the event that Boeing evacuates the area in the future, development should include based aircraft tiedown spaces for small piston aircraft. This is recommended due to the fact that building heights will be limited due to the FAR Part 77 Surface restrictions. The recommendation could include a GA flight center where flight training and other services are offered. ♦ Apron C is located north of the Air Traffic Control Tower (ATCT) and will continue to be used for general aviation purposes. • On the airport's east side, Apron A is to be expanded for general aviation hangars and tiedowns. The apron will be expanded to the south to the current compass rose. Land, including the compass rose and areas to the south will remain leased to The Boeing Company. • The final land development shown on the ALP is the reservation of the existing Boeing leasehold on the eastside including Aprons A and D and the connecting taxiway bridge for future GA development should Boeing choose to leave the area in the future and demand for facilities exceed the levels forecast in this report. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 1-8 RUNWAY DATA TABLE (RUNWAY 15-33) URPORT FACILITIES AIRPORT FACILITIES DOSTTNG ROI 3Ta= NUM. PROPOSED I.PTION NEIGTI. WIER DESORPTION MOM /400101 MOW _ NNr Lk *' NI- E IP'21-I MOW NO OW E LOX - 23 3W ONO MOUE - WY 3k ARIL WM _ _ 01121ii UM WWI It i Row10 302!00 a WWII tall IO lie 341 001 IN OW 77 AIIWB r a MI ROPE NY a 01 NO ik1 p an a OMR=IWO I- F w MIN MO sr MOS 75' 30t NO COIN RR O a UMW IOW !1 i ISMlt;7q a WORM IOW 1! NAWa 01101010115 ISLNt LTV ND awLE MD >C V WAIT NOV V MOW TINE AINIWI NO CORE }}1110 NW a TOMB 00 - i 3W IBM WV IIr MOLE Caw Iaawo DI NO OMR S UR•a WOMB NOW W3W i 4i- OW or MOWDi1DN NY.MO 13aw0 Ii ND O11Q I MO Milt MME1w NOD 0' 30 ON ISM- NI' I MUM w 3100 DO OD MOLE I Tao,Ti a IWWwi NOW NI' 3I WI mras w 20' MONO TM. BR ND COME ,MO - i ME MORN WY >r 1 MONO we fa M71 IV ND MNIE 1 SIR MO a MOO 11010 - i MO MOW 1/ ! we 31. 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ONsuaE rew ZONE(OM 0 ma Amer masonry Ito az Oar pA1>Ain1R1 Awn NEM 1DNN ODOM NION N I Z 1100 OWN OVINE AM LEGEND RUNWAY ELEVATIONS OHO NN IN-)1.14 MOTE IN-NO O 1�1 DESCRIPTION COSMO PROPOSED INna-XII W'33-IOGORE - C NIeWY WV la-MOO WM II-ND MOUE WA AIa1FLD PAVIDERT I 1 NONE INPLICEDWM 33-3210 Of 33-MD OWIE WM ON-N3'ORT BUILDING I 1 NONE MOO=ME FM -a1.10 WIN1a-NO OW1E OrOFF-N PCRT BUN.CINC 1 I NONE WM 33-mar WM MI-ND ONE OM AUTOMOBILE PAWUNO 1 I NONE NOW 11110101100 NOT ANOW= ND OWN NM ON-AIRPORT ROADWAY 0=1 NONE 11W t 10111w� NIX-3Eir NM-10 OWN 7]11W SO-TOW IDN-NO 0111E RUNWAY SAFETY AREA(RSA) --TWA— NONE SURVEYED DC 00CI0111o� 3g Mai �R ACLUMR RUNNY OBJECT FREE AREA(014) OPA---- NOK LA1m1OE: a3701.W N 47111UW I W OWE N NWT[ RUNWAY OBSTACLE FEE ZONE(0F7) --OR— NO LOWSTUOE: Ia13D3FT a Ta,rar I 110 I101E NO ORM Anil RUNWAY PROTECTION ZONE(Rrz) r.� NOW c_- TIP-NCII PEO90N *�• TAMMY OBJECT FREE AREA(TOFA) ---TOFA---- NONE 'AMORY CIRCULAR 150 13,AIPERT OEsa1,0ItP11R 5,SECTION 5D7, "R' PET+IETER FENCING 110NE f 1�OF "PT S.1WTDl A NOTES NI'ORT PIUaPExTY LNE ----— —-- --- AIPORT LEASE UNE -- -- -- - NINE DECLARED DISTANCES' 1. neE NE NO THRESHOLD .., D Q 000010N APPROACH PATH INOIGTOR(P*) HONE RUNWAY TORA 1'OOA ASDA LDA 2 N11NY PROTELTION 201E COA°" ABORT REFERENCE POINT(ARP) NONE WOES FOR AL 4MNY 044--74,' w1NNAY END IDDRIFTER LAGNIS(REL.) 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I 1 Eis 1NG DEPARTURE 1P2 WIA 4r N a.io w 1 �1 L` _ rr 1 500.1D10.1,roO f LOPE Mt is aanMN 4 '- I inoliaZi�• "�.-zap ..�- '- ---_-- Q L NON-anal 161NwENT ,,� I I CATE C t 0 AIRCRAFT 1- RLMMY a(Ei Its LOi u by(/� __ I II RUNNY 15(a 1 111ELA�D I CI �__"" I J` AIRPORT LAYOUT PLAN ,�o g :. _n MODIFICATIONS TO STANDARDS Li U• IdO01FICATION REcaLYENDED ACTIO1. IOW N ' ' RENTON MUNICIPAL AIRPORT 15 40111 1100021 WMS CONTICE TO 1 TO°"° "NT0IP � CLAYTON SCOTT FIELD PLANEOPERATICS CORM AT LARCH W No N! INTO sOVaals L P550 NO Ow WWta AT MVO OB IWWwN110 001(I100 SIrx1 E EEW1AOFa la POEIRNE N7RWMI FON N ROW?OEr5Di1QR NO PIANO UM11;N MONOMIAL ORS 1501 4111 AVENUE SUITE 1400,SEATTLE.WASHINCTCN 98101 (206)4.78-2700 A NOV may AIOL ps)NO NV maIOWYIO�COMM!NLL Wi IEWNIWN IS 111llllD min AR=Novo TOPOIEWNT OF W1OZIOLI BDMEwU;,N a OEMICONNT NO MOOS DESIGNED BY: RLO DATE: APRIL 2009 4 MA 0010 CNI OVACMS USN ON NIMM/f AWNMI YiN[ MY au NONENONETO w@N11tN1!DWK IA1E3 DRAWN BY: RLO _ CHECKED BY: JJY EXHIBIT 1-2 PAGE ATE PROJECT MANAGER: JJY 1.g Existing Conditions Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 2 EXISTING CONDITIONS 2.1 BACKGROUND The Renton Municipal Airport/Clayton Scott Field (RNT) is classified as a Reliever to Seattle-Tacoma International Airport(SEA)in - • the FAA's National Plan of Integrated Airport - - Systems (NPIAS). The airport is owned and •a - • - operated by the City of Renton as part of the Transportation Planning Division of the City's 10. __ - - 7 Ian''" Planning/Building/Public Works Department. RNT occupies 168 acres of land located -- approximately one mile north of downtown Renton. Included with the airport is the landside portion of the Will Rogers/Wiley Post Memorial Seaplane Base. The landing area for the base is sited in the waters of Lake Washington but many of the aircraft that use it are based at RNT. In July of 2005, Renton Municipal Airport was renamed Renton Municipal Airport/Clayton Scott Field. Clayton Scott has been flying aircraft since 1927. From 1940 to 1966, he was in charge of flight-testing for The Boeing Company and upon retirement in 1966, started a seaplane reconstruction and modification business at Renton Municipal Airport. The seaplane base is named after Will Rogers and Wiley Post. Will Rogers was a famous comedian, humorist, social commentator and actor and Wiley Post was an early aviation pioneer who twice set records for flying around the world. Both men left Renton Municipal Airport (at the time known as Bryn Mawr Air Field) in a float plane bound for an around-the-world trip in 1935. Later, they were both killed when their plane crashed on takeoff from a river in Alaska. 2.1.1 OTHER PLANNING EFFORTS The future of RNT has been looked at in several previous studies including the 2003 Inventory Update of the Washington State Aviation System Plan, the 1997 Renton Renton Municipal Airport/Clayton Scott Field Master Ilan Update—April 2009 Chapter 2 -Existing Conditions Municipal Airport Master Plan, the 2002 Airport Business Plan, and the 2005 RNT Airport Development Study. These reports were used to obtain information on the existing conditions of the airport for this study. 2.2 AIRPORT INVENTORY/DESIGN STANDARDS Renton Municipal Airport/Clayton Scott Field (RNT) and the Will Rogers/Wiley Post Memorial Seaplane Base (W36) are located on South Lake Washington. RNT is the only airport in the region that includes a publicly owned seaplane base. The following section details conditions at RNT as of June 2006. The Airport reference Code (ARC) is a classification system developed by the FAA to relate airport design criteria to the operational and physical characteristics of the types of aircraft expected to operate at the airport. The ARC is based on two key characteristics of the designated Critical Aircraft. The first, denoted in the ARC by a letter, is the Aircraft Approach Category, as determined by the aircraft's approach speed in the landing configuration. Generally, aircraft approach speed affects runway length, exit taxiway locations, and runway-related facilities. The ARC approach speed categories are as follows: + Category A: Speed less than 91 knots; + Category B: Speed 91 knots or more,but less than 121 knots; + Category C: Speed 121 knots or more, but less than 141 knots; • Category D: Speed 141 knots or more, but less than 166 knots; and + Category E: Speed 166 knots or more. The second ARC component, depicted by a Roman numeral, is the Airplane Design Group. The Airplane Design Group is defined by the aircraft's wingspan and determines dimensional standards for the layout of airport facilities, such as separation criteria between runways and taxiways, taxilanes, buildings, or objects potentially hazardous to aircraft movement on the ground. The Airplane Design Group categories include: Design Group I: Wingspan up to but less than 49 feet; • Design Group II: Wingspan 49 feet up to but less than 79 feet; Design Group III: Wingspan 79 feet up to but less than 118 feet; Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-2 Chapter 2 - Existing Conditions • Design Group IV: Wingspan 118 feet up to but less than 171 feet; • Design Group V: Wingspan 171 feet up to but less than 214 feet; • Design Group VI: Wingspan 214 feet up to but less than 262 feet. At present, RNT has an Airport Reference Code (ARC) of B-II. This was determined using the criteria set forth in Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, Airport Design. This category reflects the operating requirements of the most demanding aircraft to regularly use the airport (those which generate 500 or more itinerant operations per year) in this case, the Beech King Air. 2.2.1 AIRFIELD PAVEMENTS Renton Municipal Airport/Clayton Scott Field (RNT) has a single runway; Runway 15-33. It is 5,382 feet long and 200 feet wide. Both runway ends have displaced thresholds. Runway 15 is displaced 300 feet to provide for the Runway Safety Area (RSA), and Runway 33 is displaced 340 feet to provide clearance of the blast fence at the end of the runway and to provide for the RSA. The runway is composed of asphalt/concrete and has pavement strength of 100,000 pounds with single-wheel gear, 130,000 pounds with dual-wheel gear, and 340,000 pounds with dual-tandem gear. The pavement is scheduled for rehabilitation in the summer of 2009. The runway is supported by a full parallel taxiway system on the west end—Taxiway A. This taxiway extends the full length of the runway and provides for efficient aircraft circulation within the landside area. On the eastern side a partial parallel taxiway exists— Taxiway B that connects the Cedar River hangars and the Boeing ramp with the runway. Other pavements at the airport consist of the aircraft apron areas that are used for numerous purposes, including aircraft tie-downs and maintenance. Exhibit 2-1 shows existing airport facilities. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-3 Chapter 2 - Existing Conditions INTENTIONALLY LEFT BLANK Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-4 AIRPORT FACILITIES AIRPORT FACILITIES NUMBER 1 DESCRIPTION HEIGHT. NUMBER DESCRIPTION HEIGHT' ❑ --1 J �' L[nIf 1 SFAPINE DOCK - 21 300 RAKER AYFMIE - -_—_--_ _..- --. Ir J ___.-� ,_-_- _I I I -�---- -~��IU _ �+ 1 4 BUILDING 850;850 W.PERSIETER ROM 27' 26 HEDNG 243;243 W.PERIMETER ROAD 15• i 5 HANGAR 840 7]• 27 HASP FETICE 22• I 6 BUILDNG 840;840 W.PERIMETER ROAD - ?a 150 ANPORT WAY 1C O 7 BURDNG 800:800 W.PERY4TER ROAD 15/29' 30 450 AIRPORT WAY 21' I 8 _ HIR1MiG 80P.800 W.PFAIMEfER ROAD 21• 30 450 AIRPORT 7N7 21' - _ 9 AIRBIJIDFC 790;780 W.PEAIMETFIt ROAD X' SI 500 AIRPORT WAY 21• --__ 10 AN 0 f11E1 TANILS - 32 288E AFPORT SAY 24' ` - 11 BMOC 780;710 W.PERIMETER ROW - 33 28W AIRPORT WAY 26' ` `=�—:.' - 1 l 12 BUILDING 710:710 W.PERIMETER ROW 14' 34 RR.RD/NC 330;330 AIRPORT WAY 22' JD (� t � -- 13 BOEHC MEL FRAM - 35 IMMO 300;500 AIPORT WRY 32' ' LOWYN ATI(NIE 14 BUILDNG 850(BOERD 5-45) 25' 36 BMW 5-02 40' �'I J/ ❑ 15 - BUILDING 622:622 W.PERIMETER ROW 25' 37 BONG 5-DB 25' V d U / -70' `-,••L � •. imi IS. D mew TRAFFIC CONTROL TOWER(ATCt) 36 SOENG 5-09 25' ] 16 AIRPORT OFFICES 55 3B BOE]ID 5-50 PAINT HANGAR 25' 1 ,) / �` C "3 17 BWDNG 608;608 W.PERYEIEA ROW 20' 40 BOERIC 5-03 - YL Q 16 BUILUWNC 80P,800 W.PERIMETER ROAD 15' 41 BOEIIG 5-38 - D E1 4 1B PRO FlAiNT FUEL,AN(S - 41 HOEWIL'S-43 _ n Y ❑ Aft •' �ki I.20 MOM 540:540 W.PERIMETER ROAD 22' 43 ELM 7498 RIVET.HANGARS 13' U / O F 21 BLINDING 520;520 W.PERIMETER ROAD 16' 44 MCC 749A RIVER HANGARS 13' _ IM 22 BUILDNG 50Q 500 W.PERIMETER ROAD 20' 45 FM EOUIiENT/COW TOYER - - -f 1 i �• . iiii-71__ •BULDINC HEMS ARE lE04 team LEVEL No POUNDED TO THE loam FOOT. HSTNICES 10 THE TOP No Boum OF THE atom WERE MEASURED USNG A isE;110 MASER RTJNGE RIDER AID 7uANG1ILATm TO CALCULATE HWONG HEIGHT. m Q o ® 11-_- jii:-In;lin - Nano lllNyNI-gllii �� AY- �1 1 IS ® I �VI1�� l:� _ . wASERw jILn _ 2 _,- � l 0 • - EREV1 ---i v 1�� ,Cer:IC:f.t.::' COnlj I , td `Ri; „61_01,.. Iii, 1 .... ........... . ; ___._,. ."--rr- .11.00.: ......... . .. 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I;' 1 a ____ _1_4(6.7..-;-. 1 1 : ,:: lii e•t- . _ . ____ ist irii i 7 i,:., �: - — — — - - - •1• — 6l ® : TT \ii +Tbw �1 ‘ ----0. � W — —_ TTTTTTTTT /1 fl d 0 BA CIA _ t • t ti It 1_ � , ,3._ � *wig � r �— _ _ � —, . . r _J� — — — — _ — — F� F-1 t� t� t,� f� F TlTyTyTyTl 1 x IIII �� Wit' . r ,____ - - N _ =�� r t -I TT © __ _11 f 1 �� IfF t� 1.4 ,o t� t-I t-I r. ill F- t� It •TTT•TTT.TTT .I 1 y.> - - - - -- - - - - - - - - - - - - - � ------ �� -- - _ .,.\ t t q �\ � --IE 1.1 cID 91 ° '''''S':)' \ \ - � _� — y.-j:i". +r =--_ - _ -- - _ - 11, n ( ;Ire. a �, �; __ I_A 1-4 i - ot ti-' ' g was° I- ti 1 �� Existing Facilities N - �� I I �� i ., ig I, °, a Y, n err ff ,Il IL-41=Am , r IC C) 1 O't , ' .� ' �' RENTON MUNICIPAL AIRPORT I BUILDING ,ivy- CLAYTON sCOTT FIELD r PAVEMENT ROADWAY 200 0 200 400 Il• US 1501 4TH AVENUE SUITE 1400, SEATTLE,WASHINGTON 98101 (206) 438-2700 PARKING SCALE IN FEET DESIGNED BY: RHC DATE: APRIL 2009 DRAWN BY: RLO CHECKED BY: JJY Exhibit 2-1 PAGE PROJECT MANAGER: JJY 2 5 Chapter 2 - Existing Conditions 2.2.2 ASSOCIATED AREAS Runway Protection Zones The Runway Protection Zone (RPZ) is trapezoidal in shape and centered on the extended runway centerline for each runway end. Its function is to enhance the protection of people and property on the ground. It begins 200 feet beyond the permanent runway threshold (at the end of the primary surface). The RPZ dimensions are based on the type of aircraft using the runway, type of operations (visual or instrument) being conducted, and visibility minimums associated with the most demanding approach available. RPZ dimensional standards are defined in FAA AC 150/5300-13, Airport Design. Exhibit 2-2: Runway Protection Zones (RPZs) The dimensions for the RPZs at Renton Municipal Inner Outer Runway Slope Length Airport/Clayton Scott Field width width are tabulated and shown in 15 34:1 1,700' 500' 1,010' 33 20:1 1,000' 500' 700' Exhibit 2-2. At the present time the airport does not own all of the property within the RPZs and there is some non-compatible land in the RPZ for Runway 13. However, the city does exercise control over future development within the RPZs through their zoning ordinance. Therefore, the city can exert control over obstructions within these critical areas. Runway Safety Areas The Runway Safety Area (RSA) is a critical, two-dimensional area surrounding each active runway. Based on FAA Criteria from AC 150/5300-13, the RSA for the runway at RNT needs to be 150 feet wide and extend 300 feet beyond each runway end. The RSA must be: • Cleared,graded, and free of potential hazardous surface variations, • Properly drained, • Capable of supporting ARFF equipment, maintenance equipment, and aircraft, and Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-7 Chapter 2 -Existing Conditions • Free of objects, except for those mounted using low-impact supports and whose location is fixed by function. Presently the RSAs for both ends of the runway are in compliance with these standards due to previously enacted runway threshold displacement actions. Runway Object Free Areas The Runway Object Free Area (ROFA) is a two-dimensional ground area surrounding each runway. The ROFA clearing standard precludes parked aircraft or other objects, except NAVAIDs and other facilities whose locations are fixed by function from this area. At RNT, the ROFA is 500 feet wide, centered on the runway centerline, and extends 300 feet beyond the end of the runway. As with the RSAs, the OFA dimensions fall entirely on airport property and meet all FAA criteria. Controlled Activity Area The Controlled Activity Area (CAA) consists of the portion of the Runway Protection Zone (RPZ) that is not part of the ROFA. The CAA must be clear of hazards to air navigation and free of glare and misleading lights, residences, smoke generating facilities, and places of public assembly. Automobile parking can be permitted provided that automobiles and lighting are not an obstruction to air navigation, although FAA discourages such development. This area is not entirely within the airport property boundary and therefore does not meet the requirements. 2.2.3 NAVIGATIONAL AIDS AND RUNWAY LIGHTING As a non-precision instrument runway, Runway 15-33 uses a Non-Directional Beacon (NDB) and Area Navigation (RNAV) Global Positioning System (GPS) on Runway 15. This equipment allows for a published instrument approach with minimums greater than 3/4 mile. Runway 33 has no published approaches and operates as a visual runway. Each runway is equipped with Precision Approach Path Indicators (PAPI) and Runway End Indicator Lights (REIL). Medium Intensity Runway and Taxiway lights are situated on the airport and controlled utilizing Pilot Controlled Lighting (PCL) which provides for air-to-ground radio control of the airport lighting systems. 2.2.4 LANDSIDE FACILITIES Landside facilities at RNT include the full range of facilities and service providers needed to maintain an active general aviation airport. These include Fixed Base Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-8 Chapter 2 - Existing Conditions Operators (FBOs), hangars and tiedowns for land based aircraft as well as similar services in support of the Will Rogers/Wiley Post Seaplane facility. Exhibit 2-3 shows these landside facilities graphically and a description of these is contained in the following. Airport Tenants There is one full service Fixed Base Operator (FBO) at Renton Municipal Airport/Clayton Scott Field. Pro-Flight Aviation, Inc. provides aircraft storage,jet fuel, and aircraft maintenance services. They also operate a flight school. Other tenants leasing space at the airport and the services they provide are as follows: • Ace Aviation/Bosair—aircraft maintenance shop • AcuWings—Flight training,pilot supplies, aircraft rental • Aerocopters — Subtenant of AirO with a focus on aircraft maintenance and helicopter charter • Aero Pacific Aviation — subtenant of Aero Dyne providing flight instruction, aircraft rental, and charter services • AirO—Office/Tiedown/Hangar/Aircraft Maintenance/100LL and Jet A • Bahr Aero—subtenant of Aerodyne—Aircraft sales and services • BHC, Inc. — A hangar partnership occupying seven 60-foot T-hangars and subleasing one T-hangar to Northwest Seaplanes • Boeing Commercial Airplane Group — uses location for final assembly testing of the B737 and B757 aircraft lines • Boeing Employees Flying Association (BEFA) — provides aircraft rental and flight instruction to Boeing Employees and their families and associates • Federal Aviation Administration (FAA) — leases office space, the ATCT, and a small parcel on the east side of the runway for navigation and weather equipment • Kaynan/Ellison Fluid — manufactures aircraft fuel injection systems in a leased building and T-hangar • Kenmore Air—aircraft maintenance • Lane Hangar Condominium Association—a hangar partnership with 12 T-hangars Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-9 Chapter 2 - Existing Conditions • Leven—a corporate tenant that leases hangars and tiedowns • Northwest Seaplanes — Office/Tiedown/Hangar/Aircraft Maintenance/Float Plane Charters • ProFlight Aviation—Office/Tiedown/hangar/Aircraft Rental/Flight Training/Aircraft Maintenance/Pilot Supplies/100LL and Jet A • Puget Sound Energy—bases its corporate aircraft at airport • Renton Chamber of Commerce — leases a building located on Rainier Avenue South. The lot has no taxiway access • Seattle World Cruiser Foundation—non-profit subtenant of Kaynan/Ellison Fluid —building a replica of the Seattle World Cruiser • Sound Flight—subtenant of Aerodyne—wheel and floatplane charters • WorldWind Helicopters—subtenant of AirO—aircraft maintenance and helicopter charter Floatplane Operators There are two floatplane operators at the airport offering services at the Will Rogers/Wiley Post Seaplane facility. These are Northwest Seaplanes an operator of a seaplane air taxi service and Kenmore Seaplanes. Aircraft Fuel Aviation fuel is provided by two operators at the airport. Pro-Flight Aviation provides full-service fueling of Jet A and 1OOLL. There are two above-ground tanks with a capacity of 12,000 gallons of 100LL and 15,000 gallons of JetA. They are located midfield adjacent to gate V-6. Air 0 provides full- and a self-service 100LL fuel. They operate one above-ground tank with a capacity of 12,000 gallons and sublease a 40,000 gallon tank for JetA from Boeing. This is located adjacent to gate B-3. Airport Traffic Control Tower (ATCT) The ATCT is located on the west side of the runway and just south of midfield. It is staffed by contract, non-FAA, personnel daily from 7:00 am to 8:00 pm between October 1 and April 30 and from 7:00 am to 9:00 pm between May 1 and September 30. Renton Municipal Airport/Clayton Scott Field Master I'Ian Update—April 2009 2-10 Chapter 2 - Existing Conditions United States Customs Federal Inspection Service (FIS) is provided at RNT by US Customs. Customs agents are on one hour call from Seattle-Tacoma International Airport. Perimeter Fencing The airport's perimeter fencing is comprised mostly of 7-foot chain link fence with 3- strand barbed wire with portions composed of 6-foot chain link without barbed wire. The 6-foot portions are currently being replaced. The perimeter fence currently does not completely enclose the airport. Utilities Water and sewer connections on the airport are supplied by several providers. The city of Renton provides water and sewer connections for part of the airport while The Boeing Company provides water and Bryn Mawr Sewer provides sewage connections for the Boeing lease areas. Some of these areas have reverted back to Renton Municipal Airport; as a result, conversion to the city utilities will be required in the long term. 2.2.5 GROUND ACCESS Access to the Renton Municipal Airport/Clayton Field is provided at three locations. The main entrance is off North Airport Way, a second entrance is north along Rainier Avenue South, and a third entrance is located at the southeast corner of the airport, off of Logan Avenue. An on-airport perimeter road provides access to all airport facilities. This road runs along the entire west and south sides of the airport as well as the southern half of the east side of the airport along the Cedar River. 2.2.6 OFF-AIRPORT LAND USE As shown in Exhibit 2-3, the airport is located in an urban area surrounded by development. To the east the land has been designated for development as an Urban • Center. This land is currently occupied by The Boeing Company's 737 manufacturing facility. To the south the land is a mixture of residential and commercial center (downtown). To the west it is either commercial arterial or residential. On the north the airport is bordered by Lake Washington. No zoning exists in this direction. 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EMI R-4 MAX.OVERLAY DISTRICT 600 0 600 1200 RENTON MUNICIPAL AIRPORT I MISCELLANEOUS DESIGNATIONS 44'— ,-e IIIM CLAYTON SCOTT FIELD CENTER DESIGNATIONS ED ONO/MENU COMMERCIAL -,...z.:roc,CA._, MI MITER NEIGHBORI4X0 SCALE IN FEET — CITY UNITS IMI carrER SUBURBAN El clam oolorroo4 NM MIER OERCE RESOENTML REVISIONS URS 1501 4TH AVENUE SUITE 1400, SEATTLE,WASHINGTON 98101 (206) 438-2760 CENTE DESIGNED BY: RLO DATE: APRIL 2009 r--1 cerrER INS1TRIDON DRAWN BY: RLO R MANX PAGE. _ 1--1 URBM cartER-NORni CHECKED BY: JJY Exhibit 2-3 2-13 NO. DESCRIPTION By APP. DATE PROJECT MANAGER: JJY LANO USE OATA SOURCE,CRY OF RENTON Chapter 2 - Existing Conditions 2.2.7 AVIATION ACTIVITY Exhibit 2-4 shows the historical activity levels at RNT over the past 10 years. As shown, operations were at the highest level in 2000. Since then operations have shown a steady decline. Operation levels recorded for 2004, the base year for this plan, are the lowest in the 10 year period. Exhibit 2-4: Historical Aviation Activity Itinerant Operations Local Operations Year Air Air General Military Total General Military Total Total Instrument Carrier Taxi Aviation Aviation Operations Operations 1995 168 2,638 57,313 86 60,205 85,033 60 85,093 145,298 4,092 1996 87 875 43,962 55 44,979 69,643 12 69,655 114,634 3,172 1997 154 1,102 34,808 35 36,099 61,179 22 61,201 97,300 2,983 1998 299 967 37,392 91 38,749 62,810 16 62,826 101,575 3,292 1999 378 672 39,358 143 40,551 65,952 6 65,958 106,509 3,335 2000 363 683 49,037 105 50,188 81,054 32 81,086 131,274 3,396 2001 406 2,375 41,353 261 44,395 65,810 16 65,826 110,221 4,358 2002 438 1,268 41,681 74 43,461 69,779 20 69,799 113,260 4,121 2003 189 638 37,138 38 38,003 58,332 2 58,334 96,337 3,280 2004 203 939 35,669 40 36,851 50,375 50,375 87,226 3,436 10,000 -- ----- 1240,000 M _10,000111 100,000 `- Local _ a so,000 li Operations 0 60,000 40,000 Itinerant 20,000 Ope rations 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 Year Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 2-15 Chapter 2 - ExistingConditions P Exhibit 2-5 shows the number and types of based aircraft that have been at RNT during the same 10-year period. As this exhibit shows, there has been little fluctuation in the aircraft based at the airport. They continue to be dominated by single engine piston airplanes weighing less than 12,500 pounds. Exhibit 2-5: Historical Based Aircraft Single- Multi- Total Based Year Engine Jet Engine Engine Helicopter Other Aircraft 1995 263 0 21 0 0 284 1996 Not Reported Not reported Not Reported Not reported Not Reported Not Reported 1997 263 0 21 0 0 284 1998 263 0 21 0 0 284 1999 263 0 21 2 0 286 2000 263 0 21 2 0 286 2001 263 0 21 2 0 286 2002 263 0 21 2 0 286 2003 264 0 21 2 0 287 2004 265 0 21 2 0 288 Source(both exhibits): FAA Terminal Area Forecast Database, October,2005 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2-16 Aviation Demand Forecasts Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 3 AVIATION DEMAND FORECASTS Disclaimer Chapter 3, Aviation Demand Forecasts was researched and written in the spring of 2006. As of that time, the information found herein is true and accurate. The forecasts contained in this chapter were approved by the FAA in the fall of 2006. These serve as the basis for all the discussions made in subsequent chapters of this plan Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Chapter 3 - Aviation Demand Forecast INTENTIONALLY LEFT BLANK Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-ii 3 AVIATION DEMAND FORECASTS 3.1 INTRODUCTION The purpose of this chapter is to provide updated forecasts of General Aviation (GA) activity for Renton Municipal Airport/Clayton Scott Field (RNT). General Aviation is a term used to describe all aviation activities except that conducted by the commercial air carriers and the military. This covers a broad range of activities including pilot training, business, recreational, agricultural, and charter aviation. GA airports serve a vital role in support of the nation's air transportation system. RNT is classified by the FAA as a General Aviation Reliever Airport. The airport is an important component of the regional airport system, serving the general aviation needs of the Seattle metropolitan area and southern King County, Washington. For most airports, forecasting is a key element in the airport planning process. Forecasts are used for determining future airport requirements, analyzing alternative development plans, assessing possible environmental effects of proposed plans, and determining the economic implications of future growth and development. However, circumstances for RNT are a little different from many general aviation airports. The presence of Boeing B737 aircraft manufacturing adjacent to and using airport facilities creates unique demands and operating requirements on the Airport. Under this Airport Layout Plan (ALP) Update study, aviation demand forecasts will be used as a basis for identifying long-range facility requirements for the Airport. The updated activity estimates for RNT are prepared for the short, intermediate, and long- range time frames: 2010, 2015, 2020 and 2025, beginning with FAA Terminal Area Forecast(TAF) 2004 activity as the base year for the forecasts. 3.2 DEMAND ELEMENTS There are numerous kinds of activity that can occur at an airport on a daily, monthly, and yearly basis. The level and kind of activity depend upon many factors and usually reflect the services and facilities available to aircraft operators, the meteorological conditions under which the airport operates (daily and seasonally), and businesses located on the Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Chapter 3 - Aviation Demand Forecast airport or within the community the airport serves. Based on these factors, the forecast for RNT includes based aircraft, aircraft operations, and aircraft fleet mix. Several additional forecasts are derived from these activities including aircraft operational mix and peaking. The following aviation activities have been addressed under the demand forecasts: • General aviation activity Based aircraft Based aircraft fleet mix Aircraft operations • Military operations • Total airport operations Itinerant, local, and instrument operations • Operations by aircraft type • Critical aircraft 3.3 HISTORICAL AVIATION ACTIVITY Historical FAA records of aviation activity at RNT are presented in Exhibit 3-1 through Exhibit 3-4 on the following pages. Included in the historical operations statistics are a limited number of large commercial aircraft take-offs and landings attributable to the Boeing aircraft manufacturing facility adjacent to the Airport. The actual number of these large aircraft operations can vary from year to year depending on Boeing aircraft orders and company production schedules. However, based on information in the RNT Business Plan, in 2001, B737s generated approximately 30 to 32 operations per month or 360 to 384 operations per year, approximately 90 percent of which are take-offs. During the same time period B757s generated on average four operations per month. The Boeing Company reports that, through August 2005, the backlog of unfilled B737 orders amounts to 1,057 aircraft. At historical production rates, this amounts to a three year backlog in B737 series aircraft production. In 2004, Boeing canceled production of the B757 therefore no future B757 activity is anticipated at the airport. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-2 Chapter 3 -Aviation Demand Forecast Exhibit 3-1: Historical Aircraft Operations— 1976 to 2004 ;80;00o u'uuluu■■■■■■■■■■■■■■■■■■■I 160,000 ....:. .. ..■, .,.; , . . .......... .. 140,000 .., ■r 1.! ,r..p., . . .. 100,000 If ,•Pr ,• 80,000 Local Operations a 60,000 40,000 20,000 Itinerant Operations 1976 1981 1986 1991 1996 2001 Source:FAA Terminal Area Forecasts Exhibit 3-2: Historical Based Aircraft/Operations per Based Aircraft— 1976 to 2004 I 800 - 700 • • I • ♦ 600 , • ♦ , „� ♦ ♦ • ♦ - WO 500 i I s • ♦ s • 4 • ♦ 400 I- - • • • + ♦. ♦ •♦ 300 `' • 200 - 100 - — 0 r 1976 1981 1986 1991 1996 2001 -Based Aircraft - - 'Operations per Based Aircraft Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 3-3 Chapter 3 -Aviation Demand Forecast Over the TAF reporting period from 1976 through 2003, RNT has experienced ' significant fluctuations in operations activity. The fluctuations appear to have been driven by changes in the level of operations per based aircraft. As depicted in Exhibit 3-3, while the number of based aircraft has slowly increased over the reporting period, the annual operations per based aircraft have shown substantial variation and a slow overall decline. By 2004, operations per based aircraft reached their lowest level of the reporting period. The variation in based aircraft operations is believed attributable to changing levels of flight training activity, borne out by the variation in local operations over the same period as shown in Exhibit 3-4. Exhibit 3-3: Historical Aviation Activity Itinerant Operations Local Operations Year Air Air General Military Total General Military Total Total Instrument Carrier Taxi Aviation Aviation Operations Operations 1995 168 2,638 57,313 86 60,205 85,033 60 85,093 145,298 4,092 1996 87 875 43,962 55 44,979 69,643 12 69,655 114,634 3,172 1997 154 1,102 34,808 35 36,099 61,179 22 61,201 97,300 2,983 1998 299 967 37,392 91 38,749 62,810 16 62,826 101,575 3,292 1999 378 672 39,358 143 40,551 65,952 6 65,958 106,509 3,335 2000 363 683 49,037 105 50,188 81,054 32 81,086 131,274 3,396 2001 406 2,375 41,353 261 44,395 65,810 16 65,826 110,221 4,358 2002 438 1,268 41,681 74 43,461 69,779 20 69,799 113,260 4,121 2003 189 638 37,138 38 38,003 58,332 2 58,334 96,337 3,280 2004 203 939 35,669 40 36,851 50,375 - 50,375 87,226 3,436 Exhibit 3-4: Historical Based Aircraft Single- Multi- Total Based Year Engine Jet Engine Engine Helicopter Other Aircraft 1995 263 0 21 0 0 284 1996 Not Reported Not reported Not Reported Not reported Not Reported Not Reported 1997 263 0 21 0 0 284 1998 263 0 21 0 0 284 1999 263 0 21 2 0 286 2000 263 0 21 2 0 286 2001 263 0 21 2 0 286 2002 263 0 21 2 0 286 2003 264 0 21 2 0 287 2004 265 0 21 2 0 288 Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 3-4 Chapter 3 - Aviation Demand Forecast Of note is that the current FAA TAF only reports actual activity through 2003. Data for 2004 has been forecast. However, a comparison of TAF forecasts with actual 2004 ATCT operations counts, available through the FAA Air Traffic Activity Data System (ATADS), are nearly identical to TAF 2004 forecasts. For continuity, TAF 2004 data has been used throughout this report in lieu of the actual 2004 ATADS operations count. There are slight discrepancies in the reported number of based aircraft at the airport. The RNT Business Plan (2002) reported 290 based aircraft at the Airport in year 2000 compared to the FAA's 286. The current Exhibit 3-5: Existing Based Aircraft 5010 Form for RNT (July, 2005) also Aircraft Type Quantity lists 290 based aircraft at the airport, Single Engine 269 although the breakdown by type is Jet Engine 1 different from both the FAA and Multi-Engine 12 Business Plan allocations. According to Helicopters 7 the current 5010 Form, existing based Other(Glider) 1 aircraft at Renton break down is shown Total Based Aircraft 290 in the table to the right. Source: RNT 5010 Form,July, 2005 The existing number of based aircraft and fleet composition, as reported in the Airport's current 5010 Form,will be used as the basis for future demand forecasts in this analysis. 3.4 PREVIOUS AVIATION ACTIVITY FORECASTS The most recent aviation demand forecasts for RNT include those prepared under the FAA's Terminal Area Forecasts, FAA Aerospace Forecasts, the Washington State Department of Transportation (WSDOT) Washington State Airport System Plan (WSASP), the Puget Sound Regional Council's (PSRC) 2001 Regional Airport System Plan (RASP), and the RNT Business Plan. Not all of the previous forecasts address the same demand variables or use the same planning horizons. The role or contribution of each of the previous forecasts is summarized below. 3.4.1 FAA TERMINAL AREA FORECASTS The FAA's Terminal Area Forecast (TAF) is updated annually using records from the Airport Traffic Control Tower (ATCT). Forecasts are prepared for all airports in the United States based on national trends and local historical growth trends. The TAF Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-5 f I Chapter 3 - Aviation Demand Forecast represents the most current forecast data available. The projections made in the most recent Terminal Area Forecast are shown in the Exhibit 3-6. The TAF forecasts no local military operations and only 40 itinerant operations per year at RNT through the end of the forecast period. 3.4.2 FAA AEROSPACE FORECASTS The FAA prepares national forecasts of aviation activity to provide information to state and local authorities, the aviation industry, and the general public. Recent versions of these forecasts include the FAA Aerospace Forecasts (Fiscal Years 2005-2016), and the FAA Long-Range Forecasts (Fiscal Years 2020 to 2030). These forecasts are not airport specific but rather use long-term macro-economic trends to project industry-wide aviation growth rates and activity levels. The FAA forecasts the overall general aviation fleet to grow 1.1 percent annually through 2016 and 0.9 percent per year from 2017 through 2030. However, different segments of general aviation will grow at different rates. The differing growth rates are considered in the activity forecasts presented below. 1 Exhibit 3-6: FAA Terminal Area Forecasts for RNT Itinerant Operations Local Operations Air Air General General Total Instrument Based year Military Total MilitaryIotal Carrier Taxi Aviation Military Operations Operations Aircraft ` 2004 203 939 35,669 40 36,851 50,375 - 50,375 87,226 3,436 288 2005 203 939 36,101 40 37,283 50,954 - 50,954 88,237 3,472 289 2006 203 939 36,533 40 37,715 51,533 - 51,533 89,248 3,509 290 2007 203 939 36,935 40 38,117 52,073 - 52,073 90,190 3,544 291 2008 203 939 37,342 40 38,524 52,619 - 52,619 91,143 3,579 292 2009 203 939 37,753 40 38,935 53,170 - 53,170 92,105 3,614 293 2010 203 939 38,169 40 39,351 53,728 - 53,728 93,079 3.650 294 2011 203 939 38,589 40 39,771 54,291 - 54,291 94,062 3,686 297 2012 203 939 39,014 40 40,196 54,860 - 54,860 95,056 3,723 298 2013 203 939 39,443 40 40,625 55,435 - 55,435 96,060 3,759 299 2014 203 939 39,877 40 41,059 56,016 - 56,016 97,075 3,797 300 2015 203 939 40,316 40 41,498 56,603 - 56,603 98,101 3,834 301 2016 203 939 40,760 40 41,942 57,196 - 57,196 99,138 3,873 302 2017 203 939 41,209 40 42,391 57,796 - 57,796 100,187 3,911 303 2018 203 939 41,663 40 42,845 58,402 - 58,402 101,247 3,950 304 2019 203 939 42,121 40 43,303 59,014 - 59,014 102,317 3,989 305 2020 203 939 42,585 40 43,767 59,632 - 59,632 103,399 4,029 308 Renton Municipal Airport/Clayton Scott Field Master flan Update-April 2009 3-6 Chapter 3 - Aviation Demand Forecast 3.4.3 WASHINGTON STATE AIRPORT SYSTEM PLAN (WSASP) The State of Washington Department of Transportation/Aviation Division maintains the Washington State Airport System Plan, which includes short-term forecasts as well as facility and capital programming data for public-use airports throughout the state. Although the WSASP reports 2002 based aircraft and operations data for RNT, forecast data for the airport is limited to 2005 based aircraft (275). As a result, the WSASP has little to contribute to this forecasting effort. 3.4.4 2001 REGIONAL AIRPORT SYSTEM PLAN (RASP) The RASP, prepared by the Puget Sound Regional Council (PSRC), employed a wide range of national, state and regional data and growth models to forecast aviation demand throughout the Puget Sound region on a county-by-county basis. The RASP then allocated Exhibit 3-7: 2001 RASP Forecasts for RNT projected regional demand among Year Based Aircraft area airports and assessed the Aircraft Operations ability of each airport to 1998 (Base Year) 240 100,710 accommodate its share of 2005 254 103,357 projected activity based on a set 2010 263 105,288 list of criteria. 2015 271 107,482 2020 278 109,482 The RASP allocated the following Source:2001 Regional Airport System Plan aviation activity to RNT through year 2020. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-7 Chapter 3 - Aviation Demand Forecast 3.4.5 RNT BUSINESS PLAN The 2002 Business Plan for RNT presented demand forecasts for the airport through 2021. The forecasts were based on the 2001 RASP projections, with adjustments made to reflect Exhibit 3-8: RNT Business Plan changed conditions and Year Based Aircraft circumstances since the RASP had Aircraft Operations been completed. Renton based 2000 290 -- aircraft were only projected for 2001 -- 137,589 2021, while Renton operations 2006 -- 141,841 were forecast for 2006, 2011, 2011 - 147,000 2016 and 2021. The Business 2016 -- 153,348 Plan forecasts for the Airport are 2021 314 157,889 summarized in Exhibit 3-8. Source: RNT Business Plan 3.4.6 SUMMARY OF PREVIOUS FORECASTS The recent aviation demand forecasts for RNT presented in the planning studies cited above are summarized in Exhibit 3-9 and Exhibit 3-10 below. Exhibit 3-9: RNT Operations Forecasts 190,000 170,000 • E 0 da 0 90,000 70,000 50,000 1985 1990 1995 2000 2005 2010 2015 2020 RNT Bus.Plan Historical RASP TAF Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-8 Chapter 3 - Aviation Demand Forecast Exhibit 3-10: Summary of Previous Forecast Based Aircraft Forecasts Operations Forecasts FAA RNT Bus. FAA RNT Bus. Year TAF WSASP RASP Plan TAF WSASP RASP Plan Forecast Base Year Data 1998 - 100,710 1999 240 2000 +. ... _.__._._.............136,972..... 3 ! t 1 2001 —._ 290 --._.. 2002 252 I 1 111,460 2003 287 ' 96,337 Forecast Years 2004 288 - - i - - 87,226 - - - 2005 289 E 275 254 I 88,237 - I03,357 - 2006 290 - - 89,248 ! - - 1 141,841 2007 291 ¢ - - I - 90,190 - - i 3 - 2008 292 - - 91,143 # - E - 2009 293 f - - I - 92,105 j - I - - 2010 294 - 263 - 93,079 - 105,288 - 2011_.._.� 297 -— — .. ..._......_.'......... 94,062 - --...__... ! 147,000 2012 298 - - - 95,056 - - _ - 2013 F 299 - - € - 96,060 - - • - 2014 300 - - I - 97,075 - - 2015 i 301 - 271 [ - 98,101 - 107,482 - 2016 302 - • - - - 99,138 - - 153,348 i z 2017 303 ` - - - 100,187 - - ; - 2018 304 - - - 101,247 - - - 2019 305 - - - 102,317 - I ^._........ ....►...._...._._'..................` 2020 308 - 278 I - 103,399 - 109,482 s - 2021 _ F---_-----._1......_.._......-__...........L....._._.._.....314-......._..... _----1 _-._._._.__.�......._....--_ 157,889 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-9 Chapter 3 - Aviation Demand Forecast 3.5 AVIATION DEMAND FORECASTS At RNT, the Airport Business Plan (December, 2002) relied heavily on the findings, methodology and conclusions of the RASP, which preceded it. The recommended forecasts for based aircraft and general aviation operations presented in the RASP were based on growth rates contained in the FAA long-range forecasts available at the time. The long-range FAA growth rates applied to the region were an average annual operations growth of 0.5 percent throughout the forecast period, and a 1.0 percent growth in regional based aircraft between 1998 and 2010, dropping to 0.85 percent per year growth between 2010 and 2020. However, the net growth rates for operations and based aircraft at Renton presented in the RASP forecasts differed from the regional rates due to how regional activity was allocated between the airports within the study area. 3.5.1 BASED AIRCRAFT FORECAST In selecting a forecast for the RNT ALP Update, five based aircraft forecast models were evaluated. The TAF, as well as the previous RASP and RNT Business Plan forecasts were extrapolated through 2025 by extending the overall long-term average annual growth rate through the end of the forecast period. Similarly,the existing FAA Terminal Area Forecast was also extended to 2025 using the same overall historical growth rate applied between 2004 and 2020. New based aircraft forecasts were prepared using the updated FAA national long-range growth rates for general aviation contained in the FAA Aerospace Forecasts (July, 2005), and by applying the RASP growth rate assigned to RNT to the actual existing based aircraft count. The RASP based aircraft growth rate, at 0.7 percent average annual growth, is higher than the TAF and RNT Business Plan models, but lower than FAA national long-range growth projections. The based aircraft forecasts are presented in Exhibit 3-11 on the following page. Given potential future changes in the character of aviation activity at King County International Airport/Boeing Field (BFI), it would be reasonable to assume that RNT will absorb general aviation activity that is either displaced or chooses to relocate from BFI. Furthermore, in recent years The Boeing Company has released considerable airside acreage at Renton which is now available for other aviation-related development. It is believed that these factors will contribute to a higher growth rate in based aircraft at Renton over the forecast period. Renton Municipal Airport I Clayton Scott held Taster Plan Update—April 2009 3-10 Chapter 3-Aviation Demand Forecast The RASP Growth Rate (Base Adjusted) model is recommended as the based aircraft forecast for RNT. During validation tests, the model forecast 289 based aircraft at the Airport in 2004, and 291 in 2005, which correlate well with the actual 290 aircraft reported at RNT on the 2005 5010 Form. Exhibit 3-11: Based Aircraft Forecasts FAA Long- RASP 2 RASP 2 Renton Year Range Growth Growth FAA't'AFExtrapolation Airport Extrapolation (Based on 240 Business Rates Rate , Aircraft in 1999) Plan 2 2005 a 290 290 290 290 290 (Actual) 2010 306 301 294 263 301 2015 324 312 301 271 307 2020 339 323 308 278 313 2025 355 335 313 287 319 AAGR 1.0% 0.7"/0 0.4"/o 0.7% 0.4% 1 Original RASP growth rate applied to 2009 Actual based aircraft 2 Forecast extrapolated to 2025 using same growth rate as preceding years. 3As reported on 2005 5010 Form. 3.5.2 BASED AIRCRAFT FLEET MIX The following discussion allocates the based aircraft forecast, presented above, by aircraft type using FAA long-range forecasts for the general aviation fleet. The comparison of the existing Renton based aircraft fleet mix to current national averages, presented in Exhibit 3-12, indicates that the airport has a much higher proportion of single-engine aircraft, and lower percentages of multi-engine, turbo jet and other categories (including experimental and sport aircraft), than found nationwide. However, the fleet mix allocation at RNT is expected to change in the years ahead. The RNT Business Plan carried forward the extensive analysis of the PSRC RASP relative to the allocation of future aviation demand within the region. The Business Plan produced a 2021 based aircraft fleet mix forecast for RNT. The 2021 fleet mix allocations by percent Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-11 Chapter 3 - Aviation Demand Forecast are presented in Exhibit 3-13. For comparison purposes, the FAA electronic TAF model fleet mix forecast for 2020, the last forecast year in the model, is also presented in the exhibit Exhibit 3-12: Existing RNT Fleet Mix _'' 2005 2005 RNT 2005 National Aircraft Type RNT Actual Percentages Fleet Percentages Single-Engine 269 92.8% 61.7% Multi-Engine 12 4.1% 7.5% _ Turbo-Jet 1 0.3% 6.9% Rotorcraft 7 2.4% 3.0% Other 1 0.3% 20.9% Total Based Aircraft 290 100.0% 100.0% Sources: RNT 5010 Form,July 2005 FAA Aerospace Forecasts-2005 to 2016,July,2005 Exhibit 3-13: Existing Fleet Mix Forecasts Aircraft Type r Existing RNT RNT Business Plan FAA TAF Model Fleet Mix% 2021 Fleet Mix % RNT 2020 Fleet Mix% Single-Engine 92.8% 85.0% 91.9% Multi-Engine 4.1% 9.9% 7.5% Jet Engine 0.3% 3.2% 0.0% Helicopters 2.4% 1.9% 0.6% Other (Exp./Sport/Glider) 0.3% 0.0% 0.0% Total 100.0% 100.0% 100.0% Sources: RNT Business Plan FAA Electronic TAF The RNT Business Plan fleet mix forecast is accepted as the more accurate representation of future based aircraft fleet composition for the airport. This fleet mix allocation is the result of extensive analysis of regional demand in the PSRC RASP and the RNT Business Plan. The high level of operations, land area constraints and the potential emphasis of King County International Airport/Boeing Field on large commercial aircraft activity is Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 3-12 11 Chapter 3 - Aviation Demand Forecast expected to contribute to relocation of smaller general aviation and corporate/business aircraft to other airports, and RNT in particular. Furthermore, strategic business objectives of the RNT Business Plan and more recent Airport Development Study(2005) target the capture of more corporate/business aviation activity at RNT in the future as well. As a result, the higher percentages of multi-engine, turbo jet and rotorcraft aircraft represented in the RNT Business Plan forecast appear reasonable. The based aircraft fleet mix forecast is presented in Exhibit 3-14 below. The fleet mix forecast is derived from the RNT Business Plan fleet mix allocations discussed above. Exhibit 3-14: Based Aircraft Fleet Mix Forecast Aircraft Type 2005 2010 2015 2020 2025 No. 269 272 274 276 278 Single-Engine % 92.8% 90.3% 87.9% 85.5% 83.0% No. 12 18 24 31 38 Multi-Engine _................... % 4.1% 5.9% 7.7% 9.5% 11.3% No. 1 4 7 10 13.............. . Jet Engine % 0.3% 1.2% 2.1% 3.0% 3.9% No. 7 7 7 6 6 Helicopters % 2.4% 2.3% 2.1% 1.9% 1.8% Other No. 1 1 0 0 0 (Exp./Sport/Glider) % 0.3% 0.2% 0.1% 0.0% 0.0% No. 290 301 312 323 _ 335 Total Based Aircraft % 100.0% 100.0% 100.0% 100.0% 100.0% 3.5.3 AIRCRAFT OPERATIONS FORECAST This element of the forecasts projects aircraft operations occurring at the airport over the course of the 20-year planning period. Historically, Renton Airport has experienced significant fluctuations in operations activity from year-to-year. The fluctuations are driven primarily by significant swings in aircraft utilization rates (operations per based aircraft) and local general aviation operations. As already noted, this pattern likely reflects dramatic changes in the level of flight training activity at the airport. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-13 Chapter 3 - Aviation Demand Forecast Seven operations forecast models were explored. Three of the models extrapolated the RASP, Renton Business Plan and existing TAF forecasts to 2024 based on their average annual growth rates in the preceding years. Three additional forecasts applied the operations growth rates contained in the existing Terminal Area Forecast, the RASP, and the Renton Airport Business Plan to the 2004 Renton aircraft operations. The final forecast model applied an annual operations per based aircraft ratio, as calculated from the existing TAF, to the recommended based aircraft forecast presented above. As calculated from the TAF, operations per based aircraft are expected to grow from 303 to 339 over the forecast period for an average annual increase of 0.6 percent. The operations forecast models are presented in Exhibit 3-15 and Exhibit 3-16. Exhibit 3-15: Aircraft Operations Forecasts 170,000 160,000 150,000 — - 140,000 ° 130,000 o, 120,000 0 9 110,000 0 100,000 90,000 80,000 - — — 70,000 1995 2000 2005 2010 2015 2020 2025 —listorical —RNT Business Plan Growth Rate —FAA TAF —RNT Bus.Plan — RASP —FAA Long-Range Growth Rate —RASP Growth Rate —Ops per Based Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-14 Chapter 3 - Aviation Demand Forecast Exhibit 3-16: Aircraft Operations Forecast Models RNT Bus.Plan 7':1G RASP FAA 1.R RASP Base RNT Bus.Plan tips Per Extrapolation Extrapolation Extrapolation Growth Rate Adjusted Base Adjusted Based Growth Rate Growth Rate Aircraft 2004 87,226 87,226 87,226 87,226 87,226 87,226 87,226 Actual 2005 140,991 88,237 103,357 87,837 87,837 88.076 S8,857 2006 141,841 89,248 103,743 88,451 88,451 88.927 90,193 2007 142,873 90,190 104,129 89,071 89,071 89.959 91,467 2008 143,905 91,143 104,516 89,694 89,694 90,990 92,762 2009 144,936 92,105 104,902 90,322 90,322 92,022 94,075 2010 145,968 93,079 105.288 90,954 90,954 93,054 95,410 2011 147,000 94,062 105.727 91.591 91.591 91.086 96,112 2012 148,070 95,056 106.166 92,232 92.232 95,155 97,479 2013 149,139 96,060 106,604 92,878 92,878 96,225 98,866 2014 150,209 97,075 107,043 93,528 93,528 97.295 100,275 2015 151,278 98,101 107,482 94,182 94,182 98,361 101,705 2016 152,348 99,138 107,882 94,842 94,842 99,434 103,157 2017 153,456 100,187 108,282 95,506 95,506 100,542 104,632 2018 154,564 101,247 108,682 96,174 96,174 10 1.650 106,129 2019 155,673 102,317 109,082 96,847 96,847 102,758 107,647 2020 156,781 103,399 109,482 97,525 97,525 103,867 108,480 2021 157,889 104,210 109,830 98,208 98,078 104,975 110,178 2022 160,519 105,215 110,232 98,895 98,722 105,832 111,630 2023 161,922 106,220 110,633 99,588 99,365 106,887 113,096 2024 163,325 107,224 111,035 100,285 100,009 107,942 114,578 2025 164,728 108,223 111,997 100,987 100,653 109.095 116,212 AAGR 3.1%' 1.0% 1.2%' 0.7% 0.7% 1.1% 1.4% ' Original forecast growth rate was lower. Average Annual Growth Rate calculated based on rate required to grow activity from actual 2004 levels to extrapolated 2024 activity levels based on original forecast. The recommended operations forecast for RNT is the Operations Per Based Aircraft Model. The average annual growth rate in operations, while higher than the current TAF, results in operations levels close to the extrapolation of the original RASP forecast. The current Terminal Area Forecast for RNT projects operations per based aircraft growing at an average annual rate of 0.7 percent. The recommended operations forecast also reflects an average annual increase in the rate of operations per based aircraft to grow at 0.7 percent annually over the forecast period. The higher number of based aircraft reflected in the recommended based aircraft forecast account for the additional operations beyond those forecast under the FAA TAF. Even so, by 2025 the recommended operations forecast only exceeds the TAF Extrapolation by 7.3 percent. Renton Municipal Airport/Clayton Scott Field Master Plan II pd ate-April 2009 3-15 Chapter 3 - Aviation Demand Forecast The RASP calculated the Annual Service Volume (ASV) of RNT to be 230,000 annual operations. This is consistent with the recommendations of FAA Advisory Circular 150/5060-5, Airport Capacity and Delay. Consequently, the recommended operations forecast of 116,000 annual operations in 2025 amounts to only approximately 50 percent of the estimated annual operational capacity of the airport. 3.5.4 LOCAL AND ITINERANT OPERATIONS Historically, between 1976 and 2003, local operations averaged 62 percent of total operations, while itinerant operations averaged 38 percent. The current FAA TAF for RNT forecasts local/itinerant operations at the airport to maintain a consistent 58 percent/42 percent split through 2020 — reflecting an anticipated increase in the percentage of itinerant activity. As the percentage of more sophisticated business-use aircraft locate at the airport, it is reasonable to assume that itinerant operations will increase and local training operations will constitute a smaller share of total operations. The TAF percentage allocation of local versus itinerant operations has been applied to the future operations forecast and is presented in Exhibit 3-17. Exhibit 3-17: Local and itinerant Operations Forecast 2004 2010 2015 2020 2025 Local Operations 50,591 55,338 58,989 62,918 67,403 Itinerant Operations 36,635 40,072 42,716 45,561 48,809 Total Operations 87,226 95,410 101,705 108,480 116,212 3.5.5 CRITICAL AIRCRAFT The previous master plan for RNT cited the Beech King Air as the critical aircraft for the airport. The Beech King Air (C90) and Super King Air (B200) are assigned a B-II aircraft classification under the FAA's Airport Reference Code (ARC) system. The B-II ARC classification for the airport will also accommodate a range of corporate business jets. The runway length at RNT will be a limiting factor to Approach Category C business/corporate jets, many of which have take-off requirements close to, or greater than the available runway length at the airport. The Boeing 737 activity at the airport does not generate sufficient operations to be classified as the critical aircraft for the Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-16 Chapter 3 -Aviation Demand Forecast airport (i.e. 500 itinerant operations per year). Consequently, it is recommended that the Airport Reference Code remain B-II throughout the forecast period. 3.5.6 INSTRUMENT OPERATIONS An instrument operation is defined as an arrival or departure of an aircraft in accordance with an IFR flight plan or Special VFR procedures, or an operation where IFR separation between aircraft is provided by a terminal control facility. There are three classifications of instrument operations: • Primary instrument operations are those departing or arriving at the primary airport—normally the airport at which the approach control facility is Iocated. + Secondary instrument operations are departures or arrivals at all secondary airports, and • Overflights in which an aircraft transits an area without intent to land. Given the absence of an approach control facility at RNT, instrument operations are assumed to be comprised of Secondary instrument operations and/or overflights. Historically, instrument operations at RNT have ranged from 2.6 percent in the mid- 1970s to as high as 4.0 percent of total operations in 2001. The FAA TAF forecasts instrument operations to remain at a static 3.9 percent of total operations through 2020, which translates into a 1.0 percent average annual growth rate over the forecast period. However, extending the historical trend line of instrument operations at RNT through 2020 suggests they will constitute 4.1 percent of total operations by that time, and 4.3 percent of total operations by 2025. The FAA long-range forecasts assume general aviation instrument operations will grow 1.5 percent annual through 2016, then increasing to 2.1 percent annual growth through 2030. Applying FAA long-range planning growth rates results in instrument operations growing from 3.4 percent of total operations in 2003,to 5.0 percent in 2025. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3-17 Chapter 3 - Aviation Demand Forecast Exhibit 3-18: Instrument Operations Forecast 2004 2010 2015 2020 2025 FAA TAF Model 3,436 3,741 3,975 4,229 4,531 Historical Trend Model 3,436 3,567 3,985 4,446 4,972 FAA Long-Range Growth Model 3,436 3,605 4,140 4,871 5,789 Source: URS Corporation Note: I Extrapolated from growth rate in prior forecast years. The FAA Long-Range Growth Rate Model forecast of instrument operations at RNT has been selected as the recommended forecast. 3.5.7 MILITARY OPERATIONS Military operations are not market driven and therefore are independent of normal forecasting methodologies. The current FAA TAF projects a static 40 annual itinerant military operations and no local military operations at RNT through 2020. To the extent that past military operations contributed to the historical data used in developing total aircraft operations forecasts presented above, it is assumed that the 40 annual itinerant military operations are factored into the recommended operations forecast. 3.5.8 SUMMARY OF FORECAST ACTIVITY The forecasts presented in this chapter have been developed with information and historical data through the year 2004. Exhibit 3-19 presents a summary of the forecast total operations at Renton Municipal Airport/Clayton Scott Field through the year Exhibit 3-19: Forecast Summary 2025. - GeneralAviationOperations Instrument Based Year Local Itinerant Total Operations Aircraft l The Renton Municipal2004 _ Airport Development Study (base) 50,591 36,635 87,226 3,436 290 (May, 2005) articulates the 2010 55,338 40,072 95,410 3,605 301 City's goal of increasing 2015 58,989 42,716 101,705 4,140 312 RNT's share of regional 2020 62,918 45,561 108,480 4,871 323 corporate aviation activity, 2025 67,403 48,809 116,212 5,789 335 particularly the large twin- Note: Totals may not sum due to rounding. Renton Municipal Airport/('layton Scott Held Master Plan Update-April 2009 3-18 Chapter 3 - Aviation Demand Forecast engine and jet market segments. The facility requirements and alternative evaluation phases of this ALP Update will explore facility development scenarios reflecting increased corporate aviation presence at the Airport. The selected development alternative will be reviewed relative to potential implications, if any, on the aviation demand forecasts presented here. Adjustments to these forecasts, if necessary, will be identified at that time. Renton Municipal Airport/Clayton Scott Field Master Plan Update— April 2009 3-19 Facility Requirements Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 4 FACILITY REQUIREMENTS 4.1 INTRODUCTION The purpose of this chapter is to determine the ability of the existing airside and landside facilities at the Renton Municipal „ ,, Airport/Clayton Scott Field (RNT) to ` accommodate the future aviation activity levels presented in the previous chapter. -_-- The chapter will identify facility deficiencies and note improvements needed = = to meet the demand. - - Improvements are identified for those facilities that do not accommodate the forecast activity levels and the resulting requirements are prioritized over the forecast period based on anticipated demand and relative importance to the continued safe, efficient operation of the airport. Recommended improvements are allocated across three planning periods; short-range needs (present to five years), intermediate-range needs (six years to ten years), and long-range needs (eleven years to twenty years). These planning time frames are estimates based primarily on the aviation demand forecasts. In most instances, the need for an improvement is tied to actual demand or need as it occurs and not to the time frame indicated in this analysis. In addition, where existing facilities do not meet FAA design criteria,measures required to achieve compliance are identified. 4.2 REQUIREMENTS ASSESSMENT Identification of airside and landside capacity and requirements for the airport are determined using planning guidelines and quantitative techniques set forth in FAA Advisory Circulars, the FAA Airport Design computer program and the Code of Federal Regulations (CFR). Airport facilities not specifically addressed in FAA planning documents are evaluated based on accepted industry standards. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Chapter 4: Facility Requirements 4.3 AIRPORT REFERENCE CODE AND CRITICAL AIRCRAFT The FAA uses the wingspan and approach speed of aircraft regularly using an airport to define the Airport Reference Code (ARC). The Airport Reference Code relates aircraft operational requirements to design standards that are applied to various components of the airfield. Aircraft used as the basis for determining the ARC are known as the airport's Critical Aircraft (also referred to as the Design Aircraft). The Critical Aircraft selected for the airport reflects the operating requirements of the most demanding aircraft expected to generate 500 or more itinerant operations per year(take-offs and landings). The Critical Aircraft can be a family of several similar aircraft or a composite of aircraft representing different wingspans and approach speeds. When using a composite aircraft to define the Critical Aircraft, the mix of aircraft operating at the airport influence which FAA design standards are applicable. Current and future aircraft activity is considered when defining a composite Critical Aircraft. Each ARC has a corresponding set of FAA design standards which specify airport configuration and geometry. FAA design standards for the RNT Critical Aircraft and its associated ARC are discussed below. The aviation demand forecasts, presented in the preceding chapter, for RNT recommend retention of the existing Critical Aircraft, the Beech King Air (C90)/Super King Air (B200) series twin-engine corporate/business turbo-prop aircraft. This aircraft is assigned an ARC classification of B-II. The B-II ARC category also includes a variety of aircraft in the corporate/business jet fleet. Assigning a B-II ARC to RNT does not preclude larger aircraft from using the airport. Rather, it simply means that the forecasts do not anticipate a sufficient number of itinerant operations by the larger aircraft to meet the Critical Aircraft definition. The B-II ARC at RNT applies through the end of the forecast period, 2025. 4.4 AIRSIDE FACILITIES The airport's Airport Reference Code (ARC) determines which FAA clearance and dimensional standards are applied to the layout of the runway and taxiway facilities. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-2 Chapter 4: Facility Requirements Based on an ARC of B-II, the standards applicable to RNT are reflected in Exhibit 4-1 below. Exhibit 4-1: Airport Design Airplane and Airport Data—Runway 15-33 Descriptor Parameter Aircraft Approach Category B Airplane Design Group II Critical Aircraft Beech King Air C90/B200 Airplane wingspan(max.B-lI ARC) 78.99 Primary runway end approach visibility minimums are: Not lower than 1 mile Other runway end approach visibility minimums are: Not lower than I mile Airplane undercarriage width(1.15 x main gear track) 15.00 feet Airport elevation 29 feet Airplane tail height 14.8 feet Source: FAA Airport Design for Microcomputer program(version 4.2D). Runway and Taxiway Width and Clearance Dimensions— Runway 15-33 Descriptor Existing FAA Requirement Facility (B-Il ARC) Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is not treated as a factor: VFR operations with no intervening taxiway N/A 700 feet VFR operations with one intervening taxiway N/A 700 feet VFR operations with two intervening taxiways N/A 700 feet IFR approach and departure with approach to N/A 2,500 feet less 100 feet for each near threshold 500 feet of threshold stagger to a minimum of 1,000 feet. Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is treated as a factor: VFR operations N/A 2,500 feet IFR departures N/A _ 2,500 feet IFR approach and departure with approach to N/A 2,500 feet near threshold IFR approach and departure with approach to 2,500 feet plus 100 feet for each far threshold N/A 500 feet of threshold stagger. IFR approaches N/A 3,400 feet Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-3 Chapter 4: Facility Requirements Existing FAA ., Descriptor Requirement 14; .. �� Facility B-11 ARC VINe Runway centerline to parallel taxiway/taxilane 303 feet 240 feet centerline Runway centerline to edge of aircraft parking 250 feet Runway width 200 feet 75 feet Runway shoulder width 10 feet 10 feet Runway blast pad width NA 95 feet Runway blast pad length NA 150 feet Runway safety area width 150 feet 150 feet Runway safety area length beyond each runway end 300 feet 300 feet or stopway end,whichever is greater Runway object free area width _ 500 feet 500 feet Runway object free area length beyond each runway 300 feet 300 feet end or stopway end,whichever is greater Clearway width NA 500 feet Stopway width NA 75 feet Obstacle Free Zone(OFZ) Runway OFZ width 400 feet 400 feet Runway OFZ length beyond each runway end 200 feet 200 feet Inner-approach OFZ width 400 feet 400 feet Inner-approach OFZ length beyond approach light NA 200 feet system Inner-approach OFZ slope from 200 feet beyond NA 50:1 threshold Inner-transitional OFZ slope NA 0:1 Runway Protection Zone(RPZ)at primary runway end Width 200 feet from runway end 500 feet 500 feet Width 1200 feet from runway end 800 feet 700 feet Length 1,700 feet 1,000 feet Runway Protection Zone(RPZ)at other runway end Width 200 feet from runway end 500 feet 500 feet Width 1200 feet from runway end 700 feet 700 feet Length 1,000 feet 1,000 feet Departure Runway Protection Zone Width 200 feet from the far end of TORA 500 feet 500 feet Width 1200 feet from the far end of TORA 700 feet 700 feet Length 1,000 feet 1,000 feet Threshold Surface at primary runway end Distance out from threshold to start of surface 0 feet Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-4 Chapter 4: Facility Requirements Width of surface at start of trapezoidal section 400 feet Width of surface at end of trapezoidal section 1,000 feet Length of trapezoidal section 1,500 feet Length of rectangular section _ 8,500 feet Slope of surface 20:1 Threshold surface at other runway end: Distance out from threshold to start of surface 0 feet Width of surface at start of trapezoidal section 400 feet Width of surface at end of trapezoidal section 1,000 feet Length of trapezoidal section 1,500 feet Length of rectangular section 8,500 feet Slope of surface 20:1 Taxiway/Taxilane separation and safety areas Taxiway centerline to parallel taxiway/taxilane NA 105 feet centerline Taxiway centerline to fixed or movable object 65.5 feet Taxilane centerline to parallel taxilane centerline NA 97 feet Taxilane centerline to fixed or movable object 57.5 feet Taxiway width 50 feet 35 feet Taxiway shoulder width 10 feet Taxiway safety area width 79 feet Taxiway object free area width 115 feet 131 feet Taxilane object free area width 115 feet Taxiway edge safety margin 7.5 feet Taxiway wingtip clearance 26 feet Taxilane wingtip clearance 18 feet Source: FAA Airport Design for Microcomputer program(version 4.2D). 4.5 LIGHTING No changes are recommended to existing runway lighting. 4.6 PAVEMENT MARKING Current pavement markings are to be maintained unless the runway thresholds are relocated due to the revisions to the blast fence on Runway 33. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-5 Chapter 4: Facility Requirements 4.7 NAVAIDS Airport navigational aids, including non-precision instrument approaches and, airport lighting, and weather and airspace were detailed in the inventory chapter of this plan update. The following sections detail improvements that may be needed. • Relocate Runway 33 PAPIs if Runway 33 threshold is moved. ♦ Install ceilometer • Relocate segmented circle to make way for new eastside development, if development occurs. 4.8 APPROACH AREA REQUIREMENTS AND RUNWAY PROTECTION ZONES Approach slope and runway protection zone standards are determined by the FAA. For runways accommodating precision instrument approaches, the approach slope ratio is 50:1. For runways providing non-precision instrument and visual approaches, the slopes are 34:1 and 20:1 respectively. The Runway Protection Zone (RPZ) is a trapezoidal area at ground level representing the innermost portion of the approach surface to the runway end. The specific dimensions are defined by the aircraft operations and type to be conducted on the runway. If separate take-off and landing distances are identified for a runway, such as when a displaced threshold exists, separate RPZs are defined for the landing and departure ends of the runway. An RPZ begins 200 feet beyond the runway threshold and is centered along the extended runway centerline (for non-paved runways, it begins at the landing/takeoff surface). Its function is to enhance the protection of people and property on the ground through airport owner control over the RPZ area. Where practical, the airport should own the property under the approach and departure areas to at least the limits of the RPZ. It is desirable to clear the RPZ area of incompatible objects and activities. While it is desirable to clear all objects from the RPZ, some uses are permitted,provided they do not attract wildlife. The FAA recommended dimensions for RNT Runway Protection Zones and approach slopes are shown in Exhibit 4-2. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-6 Chapter 4: Facility Requirements Exhibit 4-2: Approach Slope and Runway Protection Zone Dimensions Width at Width at Runway Slope Runway End Length Outer End (feet) (feet) Existing Approach 15 34:1 500 10,000 3,500 Dimensions 1: 33 20:1 500 5,000 1,500 Existing RPZ 15 NA 500 1,700 1,010 Dimensions: 33 NA 500 1,000 700 Future Approach 15 No Change No Change No Change No Change Dimensions: 33 34:1 500 10,000 3,500 Future RPZ 15 NA No Change No Change No Change Dimensions: 33 NA 500 1,700 1,010 1 Approach surface starts at the end of the area usable for takeoff and landing. NA—Not Applicable The Runway Protection Zones extend off airport property on both the north and south ends of the runway. Therefore, neither RPZ falls completely within the control of the airport. On the south, the RPZ extends across Airport Way South, a major arterial, and the minor arterials of South Tillicum and South Tobin Streets. The southern boundary of the south RPZ falls in the middle of an athletic field complex. Land uses within the south RPZ include commercial businesses, residential uses and public facilities/open space. Previous plans for the airport indicate the long-term goal of acquiring the property beneath the south RPZ. This is a sound technical recommendation and it should be implemented if it is consistent with a revision to the existing City land use policy and zoning for property within the RPZ. Off the north end of the runway, the RPZ extends out over the surface of Lake Washington. Little action is required to protect this RPZ other than to inform boaters, particularly operators of large sailboats with tall masts, of the RPZ's existence and the need to keep clear of the area. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-7 Chapter 4: Facility Requirements 4.9 RUNWAY SYSTEM CAPACITY The capacity of the airfield is a measure of the theoretical maximum number of aircraft operations that can be accommodated on the airfield, or its components, over a specified period of time. The most widely accepted methodology for determining airfield capacity is described in FAA Advisory Circular 150/5060-5, Airport Capacity and Delay. The methodology presented in FAA Advisory Circular 150/5060-5 evaluates airfield capacity in two ways: • Hourly Capacity of Runways: The theoretical number of operations that can take place on the runway system in one hour. Hourly VFR and IFR capacities for a runway are based on calculations of runway-use configuration, percent arrivals, percent touch-and-go, taxiways, airspace limitations, and runway instrumentation. ♦ Annual Service Volume (ASV): An estimate of the airport's annual capacity in terms of aircraft operations. The ASV accounts for differences in runway use, aircraft mix, weather conditions, and other factors that can occur over a year's time. Although a full-scale analysis of RNT's hourly and annual operations capacity was beyond the scope of this study, reviews of forecast activity against previous ASV determinations and FAA hourly capacity estimates were conducted. The 2001 PSRC RASP determined that Renton Municipal Airport/Clayton Scott Field has an annual service volume of 230,000 operations. Existing annual operations at the airport constitute less than 40 percent of the ASV, and 2025 forecast operations only amount to 50 percent of this total annual capacity. Furthermore, reference to FAA Advisory Circular 150/5060-5, Airport Capacity and Delay suggests RNT could be expected to have a capacity of 98 VFR operations and 59 IFR operations per hour. Based on the demand forecasts, peak hour VFR operations at RNT are expected to grow from 34 or 34 percent of hourly capacity in 2005, to 44 operations or 45 percent of hourly capacity in 2025. Given the lack of precision instrument approach capability at RNT, and the predominance of single-engine aircraft at the airport, a low percentage of which are typically instrument equipped, hourly IFR demand at RNT has not been calculated. However, IFR hourly demand is anticipated to be well below VFR peak hour demand and will constitute only a small percentage of hourly IFR capacity. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-8 Chapter 4: Facility Requirements In conclusion, RNT is expected to operate well within its capacity limitations through the forecast period. 4.10 AIRCRAFT TIEDOWN AND STORAGE An assessment of aircraft tiedown and storage capacity depends on the distribution of aircraft between open tiedown positions and enclosed T- and conventional hangar spaces. Cross-referencing the existing RNT Airport Layout Plan with recent aerial photographic coverage of the airport, there are 170 dedicated tiedown positions, 78 individual aircraft hangars and two conventional hangar structures. Previous studies indicate a total of 85 aircraft hangar positions, which suggest seven aircraft are accommodated between the two conventional hangars. The airport aerial photographs also reveal additional informal aircraft parking at various locations around the airport. Of the 290 RNT based aircraft reported in 2005, it is assumed that 85 are accommodated by the existing T- and conventional hangar spaces, 170 are located in the dedicated open tiedown positions, and 35 are parked elsewhere on private lease areas around the airport. Airport management reports that all aircraft hangars are occupied and there is continuing demand for additional hangar space. Assuming 85 aircraft hangar positions, aircraft under cover constitute approximately 30 percent of the existing based aircraft. For planning purposes, it is assumed that by the end of the forecast period in 2025, 50 percent of based aircraft owners will prefer enclosed hangar space rather than open tiedown to provide greater security and protection for their aircraft. As a result, the future distribution of based aircraft between open tiedowns and aircraft hangars is projected as follows: Exhibit 4-3: Aircraft Tiedown and Hangar Allocations Open Tiedowns Hangar Spaces Based Year Aircraft Positions % Based Change Positions % Based Change Required Aircraft Required Aircraft 2005 290 205 70% 33 85 30% 0 2010 301 196 65% 26 105 35% 20 2015 312 187 60% 17 125 40% 40 2020 323 178 55% 8 145 45% 60 2025 335 168 50% -2 168 50% 83 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-9 Chapter 4: Facility Requirements To calculate the future tiedown apron area required, the projected number of tiedown positions is multiplied by a "planning factor" reflecting the area required for each tiedown position on the apron. The FAA Advisory Circular 150/5300-13,Airport Design recommends allocating 300 square yards (2,700 square feet) of tiedown apron per based aircraft. This "planning factor" correlates well with the existing tiedown aprons at RNT which average approximately 272 square yards per aircraft — including allowances for taxilanes and required clearances. Consequently, the FAA's recommendation of 300 square yards of apron per tiedown position has been used in this analysis. Applying FAA planning recommendations to the 205 existing based aircraft occupying open parking positions at RNT, suggests that a total of 12.7 acres of open aircraft parking would be required if all aircraft were parked on dedicated tiedown aprons. Furthermore, applying the FAA guidelines to the 170 existing public apron tiedown positions suggests they could be accommodated on 10.5 acres. At present, RNT has approximately 10.9 acres of apron parking dedicated to 170 public aircraft tiedowns, slightly more area than the 10.5 acres suggested by application of FAA planning criteria. However, given that several of the tiedown areas accommodate only a few aircraft,efficient use of apron space is likely less than possible with larger aprons. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-10 Chapter 4: Facility Requirements Long-range tiedown apron requirements for RNT and the land area required are presented in Exhibit 4-4. This projection assumes all based aircraft using open parking will eventually be located on a designated tiedown apron. Not reflected in the tiedown apron projections is transient parking apron, which will be addressed separately. As is evident, the number of open tiedown positions and the land area required Exhibit 4-4: Aircraft Tiedown Area Requirements to accommodate them Based Tiedowns Tiedown Area 'Tiedown decline over the planning Aircraft Positions (Square Yards) Area(Acres) period, based on the 2005 290 205 61,500 13.1' assumption that a higher (existing) • 2010 301 196 58,800 12.1 percentage of the based 2015 312 187 56,100 11.6 aircraft will be stored in 2020 323 178 53,400 11.0 enclosed hangars. Even so, 2025 335 168 50,400 10.4 this estimate is ' Estimated based on existing 10.9 acres of designated tiedown conservatively high as apron and FAA guideline of 300 sq. yds. per aircraft for those 17 percent of the existing parked elsewhere on airport 2005-based aircraft stored outdoors are located on private lease areas. Consequently, the present level of open aircraft parking at RNT represents the peak demand over the 20-year forecast period. Apron parking for transient aircraft is determined separately from based aircraft tiedown requirements. The following method was employed in calculating the number of aircraft that will require transient tiedown parking spaces. The resulting requirement for transient aircraft apron is shown in Exhibit 4-5. • Determine the average day number of itinerant aircraft operations (derived from the demand forecasts). • Convert the itinerant operations to the number of arrival aircraft by dividing by two. ♦ Divide the number of aircraft performing itinerant operations by two to account for the fact that some itinerant operations are performed by based aircraft. • Assume that no more than 50 percent of the resulting daily transient aircraft operations will require storage at any one period of time. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-11 Chapter 4: Facility Requirements • Assume that an average transient tiedown space will require 360 square yards of area. This is larger than the 300 square yards dedicated to based aircraft tiedowns to account for the fact that transient aircraft tiedowns have to accommodate a range of aircraft types. Exhibit 4-5: Transient Apron Requirements 2005 2010 2015 2020 2025 Itinerant Operations 37,320 40,072 42,716 45,561 48,809 Peak Month Operations 4,376 4,698 5,008 5,342 5,723 Average Day Operations 141 152 162 172 185 Average Day Arrivals 71 76 81 86 92 Based Aircraft Adjustment 35 38 40 43 46 Transient Parking Spaces Required 18 19 20 22 23 Transient Apron(in sq.yds.)' 6,352 6,820 7,270 7,754 8,307 Transient Apron(in acres) 1.3 1.4 1.5 1.6 1.7 Calculated based on FAA recommended 360 square yards per transient aircraft As noted, there are 78 individual aircraft hangars and 2 conventional hangars on airport. Of the 78 individual hangars, seven are reported to have 60-foot door spans, able to accommodate larger aircraft. From Exhibit 4-6, future aircraft hangar positions are projected to increase from 85 at present to 168 by the end of the forecast period, constituting a need for 83 additional hangars by 2025. For planning purposes, the additional hangars are assumed to be individual units in nested hangar groups rather than freestanding or conventional hangar structures. Similar to the FAA's planning recommendations for tiedown areas, guidelines for T- hangars suggest planning for 10 to 14 nested T-hangars per acre, depending on unit size and whether one-way or two-way circulation is provided. Using the 10 unit per acre guideline as a conservative estimate, 8.3 acres of additional land will need to be committed to aircraft hangars by 2025. The additional land to be committed to T-hangars by forecast benchmark years is summarized in Exhibit 4-6 below. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-12 Chapter 4: Facility Requirements Exhibit 4-6: Aircraft Hangar Requirements Hangar Aircraft Parking Positions Based Positions Change from Incremental Total Additional Year Aircraft Required 2005 Levels Increase in Land Land Area Over Area by Phase 2005 Level 2005 290 85 0 0 0 2010 301 105 20 2 acres 2 acres 2015 312 125 40 2 acres 4 acres 2020 323 145 60 2 acres 6 acres 2025 335 168 83 2.3 acres 8.3 acres In summary, the forecasts indicate that RNT should plan to expand aircraft hangar space by 20 units/2 acres in each five-year period through the end of the planning period. 4.11 VEHICLE PARKING, ACCESS AND CIRCULATION Vehicle parking for future airport development will need to be incorporated into each specific development concept. Existing parking is generally adequate for current activity levels, however, if seaplane passenger operations increase in the future, additional parking may be required. Due to uncertainty as to whether seaplane passenger activity will materialize, no specific land allocations for seaplane passenger parking are included in this plan update. However, activity should be monitored in anticipation that demand may occur in the future. Vehicle circulation on the airport is accomplished via the perimeter road, which extends along the west, south, and a portion of the east side of the airport. No changes are proposed to the existing perimeter road. Vehicle access to the airport is currently available from the west via Rainier Avenue, from the south via the main Airport entrance from Airport Way, and on the southeast from Logan Avenue. To better control access and security to the Boeing facilities and east side airport uses, airport management has expressed a desire to close the Logan Avenue entrance/exit. Furthermore,the location of this access point on a sharp curve of a major arterial is undesirable from a traffic safety standpoint. Closure of the entrance would be facilitated, in part, by acquiring the property on the south side of and immediately adjacent to the entrance. Renton Municipal Airport/Clayton Scott Field Master Plan ()pdate—April 2009 4-13 Chapter 4: Facility Requirements 4.12 SUPPORT FACILITIES AND SERVICES The previously approved Airport Layout Plan for RNT identifies a number of proposed upgrades and improvements to airport facilities. Previously recommended improvements remaining to be implemented are carried forward into the current ALP Update where appropriate. Where conditions or circumstances supporting previously recommended improvements may have changed,updated recommendations are provided. The airport development concepts reflect needs identified in the facility requirements analysis, as well as facilities and services proposed in response to the Renton Municipal Airport Development Study (2005). Specific aviation-related business activities are discussed in more detail under the development concepts. 4.13 PERIMETER FENCING AND EQUIPMENT The current perimeter fence at RNT is sufficient for the needs of the airport. Any improvements or alterations of the fencing will result from changes in land development on the airport or increased FAA mandated security requirements at general aviation airports. Neither development can be predicted at this time 4.14 AIRPORT LAND AREA AND COMPATIBLE LANDSIDE DEVELOPMENT A significant expansion of airport boundaries or substantial land acquisition is not proposed under this ALP Update. The limited land area of the airport and the close proximity of most of the airport's property to the runway/taxiway system limits landside development opportunities. Consequently, it is recommended that all airport property that has airside access be preserved for land uses that require airside locations by the nature of their business activities. Airport land uses not specifically requiring an airside accessible location should be considered for relocation to non-airside properties. Airport business activities falling into this category include remote and/or overflow vehicle parking, seaplane float storage facilities, airport shops and maintenance facilities, and other office and business facilities not dependent on direct frontage or ready access to the Airport Operations Area. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-14 Chapter 4: Facility Requirements 4.15 SEAPLANE BASE IMPROVEMENTS Regular maintenance of the channel to the seaplane dock and ramp will be an on-going activity for the airport as deposition of materials from the adjacent Cedar River occurs over time. Seasonal storage of seaplane floats currently occupies a significant portion of airside property. An informal review of aerial photography of the airport revealed 38 sets of seaplane floats stored at various locations around the airport. This storage activity suggests the extent of seasonal conversions of aircraft from wheels to floats and back again that takes place at RNT over the course of a year. Given that floats constitute a significant investment to aircraft owners, a more secure and formalized procedure for storing floats may be warranted. The potential need for seaplane passenger parking in the future has already been discussed above. 4.16 DEVELOPMENT CONCEPTS Development concepts were prepared to investigate alternatives for responding to future facility requirements and airport business development objectives. The alternatives reflected the facility requirements derived from the aviation demand forecasts and the Airport's role and business development objectives recommended in the 2005 Airport Development Study. The future facility requirements used in developing the conceptual alternatives were primarily driven by the based aircraft tiedown and hangar requirements presented in the preceding analyses. The more generalized business and management objectives applied to the conceptual alternatives may be summarized as follows: • Provide for a mix of aviation activities. • Accommodate the operational requirements of Boeing's aircraft manufacturing activities. • Provide for continued growth of seaplane operations/activity, Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-15 Chapter 4: Facility Requirements • Continue to provide for personal and recreational use general aviation, preserve area for existing users and accommodate the needs of new users to the extent possible. • Enhance and expand corporate and business aviation services and support facilities. • Increase the ability to accommodate based and transient corporate aviation. • Provide a dedicated area for rotorcraft activity and storage that is separate and distinct from fixed wing activity. 4.17 PLANNING CONSIDERATIONS AND ASSUMPTIONS The layout of the airport is dictated by the configuration of the runway/taxiway system, the property boundaries, and the applicable FAA criteria for setbacks and safety areas as determined by the Critical Aircraft and Airport Reference Code. Planning constraints which limit the development options and opportunities at the airport include: • The airport's limited land area, • The limited site depth that is available between the runway/taxiway system and the perimeter road and airport property boundary, • The requirements of the FAR Part 77 Surfaces and mandated safety areas further limit the amount of land available for development, • The Boeing aircraft manufacturing operations require preserving setbacks and object free areas suitable for C-III aircraft on portions of the airport that are beyond the requirements needed to maintain the airport's B-II ARC designation, and • The lack of precision approach capabilities to either runway. The potential to gain additional developable airside land was evaluated by reducing the existing 300-foot runway/taxiway separation distance to 240 feet, consistent with ARC B-II standards. Reducing the Taxiway A and B Object Free Areas to B-II standards was Kenton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-16 Chapter 4: Facility Requirements also considered. However, these changes were ultimately rejected since they would limit Boeing's ability to tow B-737 aircraft from the manufacturing facility to the test facility and/or could disrupt general aviation operations while Boeing aircraft movements were in progress. 4.18 DEVELOPMENT ALTERNATIVES Three alternative development concepts were prepared for RNT. Each concept emphasized slightly different aspects of the future facility requirements and different components of the general aviation market. The development concepts focused on three areas of the airfield where the greatest opportunities for change exist—Apron"A"North, Apron"B"and Apron"C". Each development concept is summarized below. 4.19 CONCEPTUAL ALTERNATIVE 1 The underlying precept of Alternative 1 was to meet the demand for based aircraft tiedown and hangar facilities as identified under the Facility Requirements analysis. The concept also provided a "test case" for evaluating maximizing developable airport land by applying ARC B-II runway/taxiway separation standards. Exhibit 4-7: Concept Alternative 1 Summary Item 2005 Existing 2025 Facility Alternative 1 Requirements Tedowns 170 168 174 Hangar Positions 85 168 169 Transient Tiedowns Undetermined 23 18 2 Total Positions 255 359 361 e Existing Transient tiedowns assumed included in aggregate number of public tiedown positions. 2 Transient tiedowns estimated based on Critical Aircraft. The number of aircraft accommodated may be more or less depending on actual aircraft present at any given time. Alternative 1 slightly exceeds the 2025 facility requirements for aircraft tiedown and hangar positions. The number of transient positions, although less than the forecast requirement, assumes that all transient aircraft are the size of the King Air B200 Critical Aircraft — an unlikely occurrence. In addition, the proximity of the transient apron to a Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-17 Chapter 4: Facility Requirements large Group I aircraft tiedown area would allow overflow aircraft parking in this area since extra tiedown positions are anticipated. This alternative assumes that additional airside land is gained by reducing the runway/taxiway separation to 240 feet under the B-II ARC standards, as well as by reducing the Taxiway A Object Free Area to B-II standards. To take advantage of the reduced setback requirements, a new parallel taxiway would need to be constructed along the full length of the west side of the runway. Given that large Boeing 737 aircraft use this taxiway as they are towed to the Boeing apron areas for testing, the taxiway would need to be constructed to bear the weight of the larger, heavier aircraft. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-18 r L-1 ' --''''. 10/ ! -.--L'.----.12 1—‘ ,917-< / / 'Li 'k .;-,-- 3 / _ni VJI COUISITION 0 i I .:10. ?.lc 1 -701:7n _ -_��': tO01N AYt711K S v1-41 ' JEI [13 Z \ 01 , „.., ..., \ C3 Cb p p , I B ,._. (,) -' �t B t 3 1 ....0 :, „ ,__. 1 et v, ..... ,v,ti ci, _ ____„-- . , ,...., .� man nm�� ..I; �00111CI3 36 T-HANGARS __ i mL -• ili,. .. I' ;i . 3 P L - ,,,, ... ... ,, _ _ , EA _ n,m, 7 -� it ca �' / -��_ aa�1 COMMERC1AL ,: i - �� ©__— .—..— - -__% =��' 0 tl olio �� ::_?ce:. ::3, I� ` / Go stit fff alagor�� T T. 1 - i �, - :xsmtac we s �_ i --11 Ciiik1 I 1 AMS � `t_t___ 1 200' I 1 .i _ a - — — — — — —/ — — - TOFA 115' 200'AL`; I O CI 1 PO I 4 — coNSENRcsio - „i,„00 1 AREA - Toi1r_ �� nt . 611 ANER coo.OV — — — !APRON A — IL MP NORTH - - , �. 1 e Er : :EN ma , - - — it115 - - OEOAR — - -r --- /'- =1 � � / I am �u\____ . �i�� -- ; _ _ �..�—_—— - lir APRON B AREA , �� /,� . - _' '11 —— — _ — � -it Eft -tee -Ili `I r.—n7 _ —— 2 sei Ers ___,... tium_ii �� tJ. 2 tS�l0 �+ Q J� �- iG fill NI �—— AREA ��. _ _I /. �� d� rAPRON �C -_ : _camtlt''Sgei am ■ 1 .dam- - t=--Jo) �' � 13 _ _J�. _ — _ y� - - i�i �� ry` = / - ' _ =+R�_Ir_" O'midi M- -i +fin --�� -- 11.4 - .�i I -1 ti I h-1 Ft 'rza-- - 4. '\ ,...,..,...A__.: �---—�, O '1111 �i Ilk I I` „,� I .)AI i h I inbuompr------_,J_-_ _ _ ___ _ � I ON CO FOR� �y�1 h� _=-�,r - - =Am ' i �� 420At': AND AVIATION1 i(la"' � 0 II _ - - "• �� i /g �ZTAIiMERCI PM (11"41; ._. — -. [53 \1 n f Ln_iLrj _ —1 1 B aiitti'" cil n t efts - - 'Ai- '-. .....-..-- - - - - _ ... .60:,,i L.., a _ - i TRANSIENT PARKING 82 P J p 7"...t.P"Ir.'��OPERATI.... . •❑it EXISTING FIXED BASE E•or MI � cr �� , ,P 1]ej 411 t - 17-;-/ro. '1-- 1 °jk90211-------,--- J1..,�IC7 Lin . �'�jI!;Um 11 II /�l�r,� ��... 1_ Co ori:1 ! Alternative 1 (B II Standards _.,., 11 1[0 Fr-6111r �o o o —i ' 6 Q till Meet Facility Requirements ALTERNATE 1 Sri O BASED AIRCRAFT 335 O AIRCRAFT OPERATIONS 116,900 • IR 4. RENTON MUNICIPAL AIRPORT/ �N�o CLAYTON SCOTT FIELD FOR PROOF OF CONCEPT ONLY. EXISTING BUILDING PROPOSED BUILDING 2oD o 2oO 400 CONCEPTUAL SKETCHES HAVE EXISITING PAVEMENT '; - _ PROPOSED PAVEMENT �� 15°t ,TM AVENUE surrE t A sFarTtF,wasHlN O 98101 (206)4sa-z oo NOT BEEN SUBJECTED TO EXISITING ROADWAY PROPOSED ROADWAY SCALE IN FEET DESIGNED BY: RHO DATE: APRIL2009 DETAILED ENGINEERING DESIGN. � I EXISITING PARKING P I PROPOSED PARKING DRAWN BY: RLO CHECKED BY: JJY Exhibit 4-8 PAGE PROJECT MANAGER: JJY 4-19 Chapter 4: FacilityRequirements Pet 1 Under Alternative 1 there is little land available for corporate/business aviation activities — a stated goal of the 2005 Airport Development Study. A small corporate aviation facility is identified on land immediately south of the seaplane facilities near the airport's Rainier Avenue entrance. There are no sites allocated to larger individual corporate/business class aircraft hangars. As a result, although the smaller private and recreational general aviation aircraft are well accommodated under Alternative 1, the City's objective to provide for an expanded corporate/business aviation presence at the airport is limited. 4.20 CONCEPTUAL ALTERNATIVE 2 Similar to Alternative 1, Alternative 2 is also predicated on application of B-II runway/taxiway separations and taxiway object free areas to gain additional development area. As a result, Alternative 2 also assumes construction of a new west side parallel taxiway to open additional airside property for development and includes the associated construction and operational impacts to Boeing's activities on the airfield. Alternative 2 explored an increased corporate/business presence by providing large individual hangars sized to accommodate B-II aircraft similar to the Beech King Air B200 (Critical Aircraft) as well as smaller nested T-hangars. Alternative 2 incorporated the corporate/business flight center depicted in Alternative 1, including four additional transient tiedown positions, as well as adding 18 large corporate/business class hangars for larger aircraft. Exhibit 4-9: Concept Alternative 2 Summary 2005 Existing 2025 Facility Item Alternative 2 Requirements Tiedowns 170 168 94 Hangar Positions 85 168 187 Transient Tiedowns Undetermined 23 22 2 Total Positions 255 359 303 'Existing Transient tiedowns assumed included in aggregate number of public tiedown positions. 2 Transient tiedowns estimated based on Critical Aircraft. The number of aircraft accommodated may be more or less depending on actual aircraft present at any given time. Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 4-2 I Chapter 4: Facility Requirements In Alternative 2, the corporate/business hangars are located adjacent to the corporate aviation facility on the site occupied by small general aviation aircraft tiedowns in Alternative 1. As a result, Alternative 2 has the fewest public tiedown positions of any of the alternative development concepts, and fewer total aircraft tiedown and hangar positions than Alternative 1. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-22 \-2:3 L - v-i ")-4rw OUISITION ---'- 411kel-y_____ -....!:--,.,..... ..-..\) 01 c.., .., _ l E �.` � ' �a 46 C-3 \?:::\ i 3 % % if__ :op ! ... : 36 T-HANGARS �6� Li -'• --1 --1 /11141/ PP— I. _ �aL • ��m��u ne nrt��r �l - p If � �� '(1. Iv.r� r I ❑ I _ 1 , .7",...4 k. .... GI Cita . 1 .. 0 T __.....„,.., -; ki ,:: 111 ya nm 7 e •.'viMelligi M�� 0000 � -- r� � ttNEa �1� -o _ _ - - --- --� ' s ° I "I', LJ�ff .-- . ■�.r1 _ I i i _ AYE F _ 1_ _i 1 ,._ mi i •... eiT sc i‘i,1 el,a.••I : 11111110 is _ ikii , ........ E''' . ..''''''. ..Iry--Ag: ., _ tAPA s Cir1K•&- /' _fX,_ I•' f _ _ %� —11,7 _v It — }007� \ 200' ❑ i _ _ 70FA 115 200' ` y : O LJ _ __ Cq /F IIIIIl imir • O� tAL 0:Tiv AY e - _ _ -AREA:- Tub- " - I_ IA leer .I� ' K �« RI ERc i RTH AR � �� 6. ��'. 11 - - __aid" �- � — 11110 i .. ii 1:3 � _ � �ITT,..=: .......____•Torp:Liii _ APRON 8 A �� '� ��4- -_ - - ill: ��Wi 1 �yz—�� a t .o � � r � � _�� tom;� � � '� 1' 1 -� � 2 5b.�a -- I n>5 RON -- —A - �,'cm AP C AREA .�i�- �'� 1 mI - 01111114 _ .r.�►_�� - © . �`� 1 J� ,.� -F 1''- loc t T r a ‘*‘a"- 7--'11ed.".11.1r - —— — -- . ..--- --=-i-=- = ik3 MEI 1/11 7Iv ir' -Se ' ___ 4111-10— '.- - --,__,, ,,_____ ,_ , ..,:.._ __ rm. •' t-_ Fi : I 1 I comil. Ma ;�3. I ata ie r 1- '— _ '_�_ .. -_..a-ji N_a=s -_%,- . 1 riltikti II ca r __ ir I �,7 ,, .{ !- ___Liz___._:;_,--; -_ ---�; - � ! � �,�_■� � �R�$TARA_ .. D AVIATION �� :\\ I 1 ov(l� �, '- F� ortossircil-4 � • G i - A �6AIMERC�PMEN' " \� < - -- --- ''r` _00. _ _ - - - / I \i Imo ❑ 113 1-IP 6----111 lid il ir" IL31_:e —t --- :_L' \ p "'-� EXECUTIVERMINp�OR • p j' 4I I1,� Li �� _1RT r.' .110. 0 .- - .,:1- .❑�� ADDITIO N-SAB(- �C Y J e---1)` ��f-1 !-Ir /i_\ `� ) n� j_______) '•• ... � L ROTORCRAFT SERVICE JO 1 _I 1 ,� r ,r�- AND SUPPORT 0 r r 5 Pe II C] 0 ° ri Q ` Alternative 2 (B II Standards) 2' , , ,. o Fran � -4. �o I I a Q 1 n ��p t lc98 1 R1 Airport Development Study ALTERNATE 2 .<SY p BASED AIRCRAFT 289 U A AIRCRAFT OPERATIONS 100,000 '?. ' + RENTON MUNICIPAL AIRPORT/ �NTo CLAYTON SCOTT FIELD FOR PROOF OF CONCEPT ONLY. EXISTING BUILDING PROPOSED BUILDING 200 0 200 400 *� CONCEPTUAL SKETCHES HAVE EXISTING PAVEMENT PROPOSED PAVEMENT � � its 1501 4TH AVENUE SUrTE 1400,SEATTLE, wnsNINGTON 98101 (200 438-2700 NOT BEEN SUBJECTED SITO EXISTING ROADWAY PROPOSED ROADWAY SCALE IN FEET DESIGNED BY: RHC DATE: APRIL2009 DETAILED ENGINEERING DESIGN. EXISTING PARKING R PROPOSED PARKING DRAWN BY: RLOCHECKED BY: JJY Exhibit 4-10 PAGE PROJECT MANAGER: JJY Chapter 4: Facility Requirements 4.21 CONCEPTUAL ALTERNATIVES 3A AND 3B Conceptual Alternatives 3a and 3b depict variations on an expanded corporate flight center, corporate hangars and a mix of small aircraft hangars and tiedowns. The expanded corporate flight center occupies land allocated to corporate hangars under Alternative 2, thereby reducing the number of corporate hangars that may be accommodated. The primary difference between Alternatives 3a and 3b are in the layout configurations of each of the three planning areas - Apron "A" North, Apron "B" and Apron "C". The layout configurations also impact the overall number of aircraft that can be accommodated, and the relative allocation between tiedown apron and hangar spaces. Exhibit 4-11: Concept Alternatives 3a and 3b Summary Item 2005 Existing 2025 Facility Alternative 3a Alternative 3b Requirements Tiedowns 170 168 118 144 Hangar Structures 78 -- 131 129 Hangar Positions 85 168 140 136 Transient Tiedovans Undetermined 1 23 8 2 5.2 Total Aircraft Positions 255 359 266 285 Corporate Aircraft None Yes 3 Yes 3 Maintenance Facility Executive Terminal None -- Yes{ Yes 5 1 Existing Transient tiedowns assumed included in aggregate number ofpublic tiedown positions. 2 Transient tiedowns estimated based on Critical Aircraft. The number of aircraft accommodated may be more or less depending on actual aircraft present at wry given time 3 One very large corporate hangar(assumed to accommodate two Gulfstream V aircraft)may be constructed in lieu of Corporate Aircraft Maintenance Facility. 4 One large corporate hangar(assumed to accommodate two Citation X aircraft)may be constructed in lieu of Executive Terminal. 5 One corporate hangar(assumed to accommodate one Citation X aircraft)may be constructed in lieu of Executive Terminal. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-25 Chapter 4: Facility Requirements Under Alternative 3a, an estimated total potential of 266 aircraft are accommodated. If corporate hangars are constructed in lieu of a Maintenance Facility and Executive Terminal, total aircraft positions could be increased to 270. For Alternative 3b, estimated total potential aircraft accommodated are 285 if a Maintenance Facility and Executive Terminal are developed or 288 aircraft if corporate hangars are constructed instead. Concept Alternatives 3a and 3b are presented on the following pages. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-26 L ! l t----: �u � � V u C' L 1 0 ( FUTllRE COUISITION ___, 1 L J , _, = 10 U ri „ 11,E Loom Amex s 01 r_i__ 1. 6 ,', ❑ 9 0 ' _�' �` ia� , L 0 Cb I 3 % % s �' 0 '" -- --_- <:' As A' -- ,., i.'• 7)___5: ,„ iii .: _. M To, m I _l__ ❑„ED /'.- -L• �.m nnulIrv,i�. =P Ilk i w �— - nw t I r = �N�TER" t� .' I�` l Q cm TES '�� Jrn,n. '>i .9 I a�� vtit MERCY l r �� co -- - 4 1 - ID ft T). 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O. ` �I VGMERC • V PM•I O Q r' .--1 F Soggak _____ R OCATED TE Y-7 ;� _ r O, 3 0 CORPORATE 1 1__l__� _ — _ LIANG„RS J I' �'' v -.--j 121 dEidtr d 0 J � ailliji 1 ' ill f J p ilr4 ROTORCRAFT SERVICE ti I}��I ��o 10 ` �R ... RATIO ' ■El�� AND SUPPORT ■I V_ �` n' 1 — ��l( �. o `� L AP 1 , �� _ ii cio ° r� �° Al s� ~ Alternative 3a (Existing Separations) 1� o 1;2n _ �° Q I I ?1 11° Q i_-ti 9 E 0 EILd��a61$ r6 Development Plan - Jet Center ALTERNATE 3a 1`cYBASE O AIRCPERT 243 A 4. RENTON MUNICIPAL AIRPORT/ AIRCRAFT OPERATIONS 84,100 � �'„NTO� CLAYTON SCOTT FIELD FOR PROOF OF CONCEPT ONLY. I EXISTING BUILDING PROPOSED BUILDING 200 0 200 400 CONCEPTUAL SKETCHES HAVE F ' EXISTING PAVEMENT • A PROPOSED PAVEMENT MIN�MMI URS 1501 4TH AVENUE SUITE 1400,sEArnE,WAS4INGTON 9H107 (206)438-2700 NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN. EXISTING ROADWAY PROPOSED ROADWAY SCALE IN FEET DESIGNED BY: RHC DATE: APRIL2009 EXISTING PARKING r e' PROPOSED PARKING DRAWN BY: RLO Exhbit 4-12 PAGE CHECKED BY: JJY PROJECT MANAGER: JJY 4-27 L 1 , __ _. ,. 7 7 IT \::::::\ FUTURE CQUISITION I - I / Li-pk j a L �1 ; -_`�"Q36' _ LOOM Aro�uc f r �, v _ ( 0__-.- e"//'- wit A E C3 ?.::::3 __ a a G D° . I .,.:2 ,1„,,,, „„, a m . .L• ��' 1' i.� m iir „ in ,' p 0 Z� j - WARM," 1` � 1 IS nm '� � / ' Q \ c,-,-,]:] 5, Ill , -I ; r �1coo , EFUCF f11Ai111CK AVE f \.`__ fir...- 1 ii. ' ..-,.. " ...,-.. .-- 16 /011.1.-k . 1 :1 • 1 o —- - -thy .} . aLeE --4 �'� - /\ — �w 4 , C., , •ems � _ 1 , ,`�" j �.A. �� ,''u71r'..� _ ��T�' gip__— — — "�— �\4� 1 mi. . NI • I los AREA ` ' — 1. �J — _ — — /'- -T 1 ,1- ) _ TDFA 115' zoo',j k 1 1zao' ,, ' u o� maps. 'FA"di :ii _ . I 3 •, ra CO WASER`MA1 � �� — � AREA — Tgirre� � '•/ �_ I a ims � � � '�- ,000S,RCM� ' • i - NORTH - I 1: RNER — — — ....Adz -APRON •A i - __ — � I- — it _ _ CEDAR — _ r — —— ——r— ARP (EL 32' AISL} ein 10; — _ I �i�% � �flull __ -- �.�� = — w�_ —_ iime _ APRONB AREA ■,i - — L 91r -� - _ \-- r , .,, ,, / _ r - d ' t ' I ---11 ,iii.0141 vii.7.04,..6 IT _ _ - .-. ._ Tiff fie i — .. , .. .t , :, ti APRON �C AREA _ ¢ _ — —�- — t•1 �;t -��-� � _ — - -i-� -r t5 F I , -ow,• o- 1I d. r _ — —= — A ._ • �� ' Z� �„„“, nVu�� um,w --rl�___ / : . S I ■a _ A�'� 7I't_ __ of� IILTArr ��I _�� i111 I© Win- _J -_ - - is- — S _ -. 42 . .„.__iwr. IMILI 117 .� I-'� F-1 F■ -- „ 9 TIEDOWN uI . rri ll : ,� 1-i ■ ging i- I SITIONS _ ON CO FORIry "i MA� I'r-RRTAURA AND AVIAT• , "_!:-.6,-.4111 ., F�I 'T , Clia�� '�'k..•• D -7 ll.� IMERCI, r,A Li. 0 1 Lr.jLil poi u Lu-iu cia Zil __p......t9±_iyE r""1"('' -n , � _ - _ - � a , J a c:3 )04 - r� �`'�� ROTORCRAFT SERVICE DI_ ��I001110111111 ' iiz_; - 111 NTEN �, �a &";i � . /' — ■ - a - � Imo! �v ■ Ti ;0- 06 CI — g o 0 r Alternative 3b (Existing Separations) �, I I _� - leg.--,, ,\.e.. 0 Development Plan - Corporate ALTERNATE 3b �.tY O BASED AIRCRAFT 275 A AIRCRAFT OPERATIONS 95,200 I'� RENTON MUNICIPAL AIRPORT/ - ,NTo CLAYTON SCOTT FIELD FOR PROOF OF CONCEPT ONLY. EXISTING BUILDING PROPOSED BUILDING 200 0 200 400 CONCEPTUAL SKETCHES HAVE EXISTING PAVEMENT 2-� PROPOSED PAVEMENT �� ints 1501 4TH AVENUE SUITE 1400, SEATTLE.WASHINGTON 98101 (206) 438-2700 NOT BEEN SUBJECTED TO sonim EXISTING ROADWAY PROPOSED ROADWAY SCALE IN FEET DESIGNED BY: RHC DATE: APRIL2009 DETAILED ENGINEERING DESIGN. r EXISTING PARKING P PROPOSED PARKING DRAWN BY: RLOCHECKED BY: JJY Exhibit 4-13 PAGE PROJECT MANAGER: JJY a Chapter 4: Facility Requirements 4.22 FINDINGS AND CONCLUSIONS Alternatives relying on application of B-II standards to the airport do not yield significant additional building/hangar area due to height limitations imposed by the FAR Part 77 Surfaces. To avoid penetrations of the Part 77 Transitional Surface, structures must be located far enough away from the Primary Surface such that much of the property gained by changing to the B-II standards is not usable for facility development. Although some additional land area would become available for tiedown apron, to take advantage of it a new full-length parallel taxiway would need to be constructed along the entire west side of the runway, with pavement strength sufficient to accommodate Boeing B-737 aircraft movements. The potential revenues derived from the additional tiedowns that could be created would not offset the cost of taxiway construction, taxiway lighting and signage relocation. As a result, Alternatives 1 and 2 predicated on ARC B-II standards and Taxiway "A"relocation were rejected as impractical. 4.23 PREFERRED DEVELOPMENT CONCEPT Based on the preceding analyses, both Alternatives 3a or 3b were considered viable and a "hybrid" alternative that combined elements of both was developed for adoption by the City and presented for public comment. The public comment process included two public meetings in the city of Renton and one open public meeting in the city of Mercer Island. During these meetings the range of alternatives and the recommended alternative was explained as was the reasoning that led to its selection. As a result of the presentation it was clear that the citizenry did not agree with the analyses conclusions. Several key issues were identified; 1. Development of a Fixed Base Operation (FBO) intended to serve business jets was not an acceptable plan for the airport since it was assumed that this would lead to increased impact on residential communities. 2. Development of a new, curved instrument approach procedure to Runway 15 was identified as needed to serve the FBO's jet center. This would not be needed if the recommended alternative were altered to eliminate the FBO facility that was designed to increase jet activity. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 4-31 Chapter 4: Facility Requirements 3. The existing character of the airport was generally seen as being acceptable within the community, although some community residents expressed a general disapproval of the airport's continued existence. 4. Additional environmental factors would need to be considered before either the City of Renton or the City of Mercer Island could approve the recommended plan. These included a detailed noise analysis intended to determine the impact that the proposal would have on sleep disturbance and educational interruptions. Because of these concerns, the city decided to delay the final decision on the recommended Airport Layout Plan, pending the result of further analyses. While additional study of the overall impact of these alternatives was underway, The Boeing Company decided to regain the lease of Apron B in support of their 737 manufacturing facility and decided not to relinquish the compass rose and aircraft positions A-9. 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F • El s__ s ss� skgb O d rial P OM _4 i -I k 1-4 ....../.”-,aim 4.• , L.-----0■!frrr-•:-__---- .7„--,---_ ------ - - ci r 11)11 , 4. ..• ...71,41._ EL -I 1-:, rh, pieVi triiii, # f--k / ' -_,—_ :_-: - - -_ _ - r_- - 611 \\ 11 1 n Li-i-L3 frills r _ ■> > Q ��—z "ice�I I, f ......A.A. ,s• Q' �f [ ELD Q to ;� ICJ e'71)\ n J _ n G �%/ Lao C� 9 o pow g° Q i i� ° pa k � 1 Prefered Development Concept n n I RI 1`0 tt A RENTON MUNICIPAL AIRPORT/ NTo� CLAYTON SCOTT FIELD EXISTING BUILDING 200 0 200 400 EXISTING PAVEMENT IN 11 uRs 1501 4TH AVENUE SUITE 1400,SEATTLE,WASHINGTON 98101 (206) 438-2700 EXISTING ROADWAY SCALE IN FEET DESIGNED BY: RHC DATE: APRIL2009 EXISTING PARKING DRAWN BY: RLOCHECKED BY: JJY Exhibit 4-14 AG PROJECT MANAGER: JJY 4-33 Airport Plans Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 5 AIRPORT PLANS 5.1 INTRODUCTION This chapter describes and graphically LS depicts recommended development for the a}` 1,Z791 -- - ;' - , Renton Municipal Airport/Clayton Scott 1 f ; . Field (RNT). The program, covering a period of 20 years reflects input received : t, 4 over the course of the planning process from the City, the Airport Advisory Committee, . the FAA, airport users, and the general ip g ,i., public. The analyses and fmdings of the •,, C 4 $ previous chapters of the ALP Update provide ' technical and policy guidance for the plan's ► v outcome. 1 It is important to note that the projects f - 1 included in the program for RNT relate to -• safety, maintenance, or the need to ;__ - _. cry accommodate future demand. Additionally, + in some instances improvements relate to tii x ' . development of airport land for aeronautical " A ' N i3O',; dependent and/or aeronautical related arfr;+,� ,� ck ' ,, .14 business. It is recommended that b, A i" 1 'JCs implementation of the improvement program be monitored by the Airport on a year-by-year basis as circumstances may dictate to insure that facilities are brought on line as needed. The following airport plans are depicted graphically and include synopses describing the associated information: • Sheet 1, Title Sheet • Sheet 2, Airport Layout Plan Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Chapter 5—Airport Plans • Sheet 3, FAR Part 77 Airspace Plan, Runway 15-33 + Sheet 4, Inner Runway Approach Surfaces, Runways 15 and 33 + Sheet 5, On-Airport Land Use Plan ♦ Sheet 6, Community Land Use Plan • Sheet 7, Airport Exhibit 'A' 5.1.1 TITLE SHEET The Title Sheet, Sheet 1, serves as an introduction to the Airport Layout Plan (ALP) drawing set, providing a location and vicinity map of the airport and an index of the drawings included in the ALP. 5.1.2 AIRPORT LAYOUT PLAN The Airport Layout Plan, Sheet 2 depicts the airside and landside projects included in the improvement program in a graphic manner. Details on these are; Airfield Design RNT primarily services small general aviation users with limited use by the Boeing Commercial Airplane Company associated with the 737 manufacturing facility located adjacent to the airport. The analyses conducted in this ALP Update shows that Runway 15-33 should continue to be maintained to meet the needs of B-II general aviation aircraft weighing less than 60,000 pounds. However, certain elements of the airport will need to be maintained at a higher standard to allow for movement of the 737 aircraft from the manufacturing plant to the test facilities. This is limited to the parallel taxiway (Taxiway A). Specific improvements to the airfield at RNT are as follows; e Redesign the jet blast fence located on Runway 33 to allow for clearer approaches to this end. • Continued pavement rehabilitation of the runway and taxiway system. • Establishment of an improved instrument approach procedure to Runway 15, and a new procedure to Runway 33. • Complete the pavement markings for the vehicle drive lane on the west side of the Alpha taxiway. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-2 Chapter 5—Airport Plans • Install pavement markings in the Alpha taxiway to denote a helicopter landing/departure pad. RNT was also determined to be out of compliance with the FAA's criteria regarding Runway Safety Areas (RSAs). The only viable method for bringing the RSAs into compliance is with declared distances. The distances identified for use in this analysis are: • Take-Off Run Available (TORA): The runway length declared available and suitable for the ground run of an airplane taking off. • Take-Off Distance Available (TODA): Includes the TORA plus the length of any remaining runway or clearway beyond the far end of the TORA. • Accelerate Stop Distance Available (ASDA): The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff. • Landing Distance Available (LDA): The runway length declared available and suitable for a landing airplane. Analysis of Runway 15-33 results in the declared distances table presented in Exhibit Exhibit 5-1• Declared Distances 5-1 and graphically in Exhibit 5-2 on the next page. The landing threshold location for Distance Runway 15 Runway 33 Runway 33 is based on controlling _ Existing Conditions obstructions. As a result, the RSA exceeds TORA 5,382 feet 5,382 feet standards by 40 feet. Declared Distances TODA 5,382 feet 5,382 feet ASDA 5,382 feet 5,382 feet takes into consideration the greater of the two LDA 5,382 feet 5,382 feet distances and proposed marking and lighting Proposed Changes plan. TORA 5,382 feet 5,382 feet TODA 5,382 feet 5,382 feet To compare this information with the aircraft ASDA 5,042 feet 5,082 feet currently operating at RNT, the information LDA 4,742 feet 4,742 feet shown in Exhibit 5-3 was prepared. This presents the technical information for the aircraft that have critical operating requirements at the airport today. Included are the design aircraft, the Beech King Air, and the range of Boeing commercial aircraft currently being built in Renton. The table presents information as taken from the aircraft manufacturer's technical information Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-3 Chapter 5—Airport Plans manuals and presents runway take-off requirements for a standard day with dry pavements, a standard day plus 27 degrees Fahrenheit on a dry day, a standard day with wet pavement and for estimating purposes landing requirements for a standard day with 40 degree flap settings. Exhibit 5-2: Declared Distances Graphic 5,382' (TODA) 5,382' (TORA) 5,042' (ASDA) 4,742' (LDA) 300' (OFA) - 300' (DT) 300' (RSA) 200' (DEP RPZ) - 200' (DEP RPZ) -- -- 300' (RSA) -. 340' (DT) 300' (OFA) 4,742' (LDA) 5,082' (ASDA)5,382' (TORA)5,382' (TODA) Although the Boeing Company may have different requirements for RNT as part of their operational procedures, the information in Exhibit 5-3 is intended to provide some idea of the impact of the new declared distances on daily operations at the airport. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-4 Chapter 5—Airport Plans Exhibit 5-3: Aircraft Operation Requirements Take-off Length Requirements Landing Aircraft Requirement Std Day—Dry Std Day+27-Dry Std Day-Wet Flaps 40 Beech King Air 3,000 3,000 3,000 -- 737-600 4,300 4,700 4,600 4,500 737-700 4,200 4,400 4,200 4,300 737-800 4,100 4,300 4,200 4,800 737-900 4,500 4,800 4,600 5,000 Notes: Airport Elevation =32 feet MSL Mean Maximum Temperature= 75 degrees Fahrenheit Take-off Weight 120,000 pounds As shown, the only meaningful change at the airport will be that the landing length available is reduced to 4,742 feet for Runways 15 and 33. This length will be less than that required for the 737-800 and 900, according to Boeing's manuals. Any actual operating restrictions that would be felt at Boeing would need to be determined by the Boeing Company. All general aviation activity at the airport could continue to operate without restriction. The only viable alternative to displacing the thresholds at RNT is to maintain the current runway length at 5,382 feet and provide full 300 feet RSAs on both ends by either purchasing land at the end of Runway 33 and clearing the required area or constructing an extension into Lake Washington. A preliminary layout indicates that, beginning at the current displaced threshold on Runway 15, which would be remarked as a relocated threshold, the runway length of 5,382 feet could be maintained by extending the runway to the south to a point close to the center of existing Airport Way. An additional 300 feet of RSA area would be required from this point bringing the new airport property to approximately Tobin Street. A second alternative would be to construct a 300 feet by 150 feet RSA area on the Runway 15 end by either filling the Lake or constructing a structure at the end of the runway pavement. This would conflict with the Wiley Post Seaplane Base as well as require detailed environmental analyses and is not seen as being feasible. Likewise, FAA recommends that airports consider the use of EMAS material when considering RSA Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-5 Chapter 5—Airport Plans compliance measures. This is likewise not seen as feasible due to the cost for both construction and annual maintenance. Seaplane Base Improvements Currently, the Wiley Post Seaplane Facility is located on the south shore of Lake Washington. Docking and landside facilities are provided at RNT with a dock capable of accommodating three or four floatplanes. An aircraft launch/retrieval ramp is also provided to facilitate movement of the floatplanes into and out of the water to allow for service and storage. While the dock facilities are relatively new and in good condition, the launch/retrieval ramp has been undermined by wave action and needs replacement. The dock and launch/retrieval facilities are critical to the FBOs and the floatplane operators on the airport. In addition, the area around the seaplane base dock and the launch/retrieval ramp needs to be dredged to remove sediment that has caused inadequate depths for floatplane operations when the level of Lake Washington is lowered during the winter months. Therefore, it is recommended that the launch/retrieval ramp is replaced in the near future and that the area around the dock and launch/retrieval ramp be dredged to maintain appropriate water depths for floatplanes. Aircraft Aprons and Storage Improvements Given the limited land area that is available for aircraft storage and services at RNT, it is recommended that all airport land that has access to the airfield be reserved for aviation use purposes. This includes the following. • Redevelopment of the area on the northwest portion of the airport to allow for expansion of the floatplane service facilities. This includes the potential for a passenger service terminal, U.S. Customs and Border Patrol facilities for screening international passengers and flights, and automobile parking for customers. • Apron B will continue to be part of Boeing's operation at RNT. In the event that Boeing evacuates the area in the future, development should include based aircraft tiedown spaces for small piston aircraft. This is recommended due to the fact that building heights will be limited due to the FAR Part 77 Surface restrictions. The recommendation could include a GA flight center where flight training and other services are offered. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-6 Chapter 5—Airport Plans • Apron C is located north of the Air Traffic Control Tower (ATCT) and will continue to be used for general aviation purposes. • On the airport's east side, the area south of the existing Cedar River hangars (River Hangars) will remain tiedown until The BoeingCompany discontinues the g ) P Y use of the compass rose as metallic objects next to the compass rose affect its calibration to magnetic north. Land including the compass rose property, will continue to be leased by The Boeing Company for the foreseeable future. • The final land development shown on the ALP is the reservation of the existing Boeing leasehold on the eastside including Apron D and the connecting taxiway bridge for future GA development should Boeing choose to leave the area in the future and demand for facilities exceed the levels forecast in this report. 5.1.3 FAR PART 77 AIRSPACE PLAN, RUNWAY 15-33 The airspace plan for RNT is depicted in Sheet 3. The drawing illustrates the imaginary surfaces defined in Federal Aviation Regulation (FAR) Part 77, Obstructions to Navigable Airspace as they apply to RNT. The surfaces indicate airspace that should not be penetrated by objects of natural growth, man-made objects, or terrain. The following subsections contain descriptions of the various airspace surfaces together with specific dimensional criteria as applied to RNT. Primary Surface The primary surface is an imaginary surface of specific width longitudinally centered on a runway and extending 200 feet beyond each end of that runway. The primary surface width is dependent upon the type of approach procedure available for that runway. The primary surface width for Runway 15-33 is 500 feet based on the existence of a non- precision instrument approach to Runway 15. This dimension is applicable for both current and future conditions. Although it is expected that improvements will be made to the instrument approach capacity at RNT, none are likely to upgrade the approach beyond its current capabilities. Approach Surface The approach surface is an imaginary inclined plane beginning at the end of the primary surface and extending outward to distances up to 50,000, depending upon the type of Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-7 Chapter 5—Airport Plans approach procedure for the runway. The width and slope of the approach surface are also dependent on the type of approach procedure available on the runway. The approach slope to Runway 15 is based on the current non-precision approach. It begins 200 feet from the physical end of the runway, is 500 feet wide at that point. It extends outward for 10,000 feet and upward at a slope of 34:1 at which point it is 3,500 feet wide. This approach will be continued throughout the planning period. For Runway 33 the existing approach is limited to visual conditions. It begins 200 feet from the end of the runway where it is 500 feet wide. It extends outward for 5,000 feet and upward at a slope of 20:1 at which point it is 1,500 feet wide. In the future, this approach is likely to be improved to a non-precision instrument approach with visibility minimums greater that % mile. This will change the approach to match the current approach to Runway 15. It will begin 200 feet from the physical end of the runway, be 500 feet wide at this innermost point. It then will extend outward for 10,000 feet and upward at a slope of 34:1 at which point it will be 3,500 feet wide. Horizontal Surface The horizontal surface is an imaginary plane 150 feet above the established airport elevation. The shape of the plane is determined by striking arcs from the end of each primary surface. The radius of each arc is based on the most demanding type of approach procedure planned for the runway. The individual arcs are then connected by lines tangent to the arcs. For RNT, the airport elevation is 29 feet above mean sea level, making the Horizontal Surface 179 feet MSL. Conical Surface The conical surface is an imaginary inclined plane beginning at the edge of the horizontal surface and extending outward at a 20:1 slope for a distance of 4,000 feet. At RNT the conical surface begins at 179 feet at extends outward and upward to 379 feet. Transitional Surface The transitional surface is an inclined plane extending outward from the primary surface, at a 7:1 slope until it intersects with the horizontal surface. Along the approach surface it extends upward from the approach surface to the intersection with the horizontal surface. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-8 Chapter 5—Airport Plans In reviewing the FAR Part 77 Imaginary Surfaces drawing, it is seen that numerous objects penetrate the defined surfaces including trees, buildings and terrain. These penetrations are a limiting factor on the airport's ability to provide better instrument approach procedures. 5.1.4 INNER RUNWAY APPROACH SURFACE, RUNWAYS 15 AND 33 The existing and future Inner Approach Plans and Profiles for both runway ends are shown on Sheet 4. This drawing depicts the critical inner portions of the approach zones for each runway end. On the sheet, existing and potential future obstructions to the approaches have been identified and are noted and an obstruction removal plan is provided. The city does not own outright or retain easements for all portions of the RPZs to either runway. This could complicate the process of removing any obstructions. It is recommended that the city investigate and pursue the acquisition of easements until all area within the RPZs is under some form of height and land use control under the city's land use and zoning ordinances. 5.1.5 LAND USE PLAN The updated Airport Land Use Plan reflecting the recommendations of the Airport Layout Plan Update Report is presented on Sheet 6. Land within the existing airport property boundary is currently zoned for Light Industrial Use according the city's Zoning Ordinance. Operation and maintenance of the airport is a compatible use within this zone. The Airport property encompasses approximately 168 acres of land. This has been subdivided in this report to represent the proposed long range development plan. Each of the subdivisions is compatible within the overall Light Industrial Zone and include. • Aircraft Operations Area: This area is comprised of the runway and taxiway facilities, and the Object Free Areas and Runway Safety Areas associated with the runway. The Aircraft Operations Area is defined by a combination of requirements and recommendations promulgated by the Federal Aviation Administration in Advisory Circular 150/5300-13, Airport Design, and Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Surfaces. No Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-9 Chapter 5—Airport Plans development is allowed within this area except that permitted by FAA and specifically required to support aircraft operations at the Airport. This use category encompasses more than 98 acres of the airport property. • General Aviation — Floatplane Support: This designation includes those landside facilities that are required to support the continuation of floatplane operations at the Wiley Post Seaplane Base. Permitted uses include floatplane storage, passenger processing and services, floatplane storage, and maintenance areas and parts storage. The area set aside for this use is approximately 5.5 acres. • Aviation Use: All uses in support of the based aircraft are included in this category. Some possibilities include FBO services, aircraft storage and tiedown facilities, T-hangars, conventional hangars, aircraft maintenance and repair, specialty services, and other aviation activities and businesses. This category includes nearly 52 acres of land. • Non-Aviation: A small portion of airport property is not suited for aviation use due to physical separation or topographic conditions. This land should be developed for non aviation purposes or held in reserve as open space. Should the city develop the property for non-aviation purposes it will be essential that the revenue derived form these developments be dedicated to the airport. 5.1.6 OFF-AIRPORT LAND USE RNT is an urban airport surrounded by residential, commercial and industrial development. To the east the land has been designated for development as an Urban Center. This land is currently occupied by The Boeing Company's 737 manufacturing facility. To the south the land is a mixture of residential and commercial center (downtown). To the west it is either commercial arterial or residential. On the north the airport is bordered by Lake Washington. No zoning exists in this direction. To assure that land in the airport area remains compatible with airport operations three critical factors must be considered. The first is height hazards, as represented on the FAR Part 77 Imaginary Surfaces Plan. The second is safety for both aircraft operators and people on the ground. The final consideration is aircraft noise. At RNT the off-airport land use planning drawing considers these three elements using guidance materials from the Washington State Department of Transportation (WSDOT), Aviation Division publication entitled "Airports and Compatible Land Use". The compatibility planning Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-10 L Chapter 5 —Airport Plans boundary for the geographic area encompassed by this land use plan represents a composite of the following: • DNL 65 noise contour for the year 2025, • FAR Part 77 Imaginary Surfaces; and the • Safety Compatibility Planning Zones as set forth in the WSDOT guidance. Sheet 6 shows the off-airport land use planning recommendations made as part of the ALP Update. Noise At the present time, daily aircraft operations do not generate much attention and since most are conducted by small, piston powered aircraft, noise hasn't been a community issue. Preparing and implementing plans for compatible land uses in the airport vicinity within the 65 DNL noise contour is strongly encouraged. FAA Advisory Circular 150/5020-1, Noise Control and Compatibility Planning for Airports, provides guidance for determining land uses that are compatible with these noise levels. The noise analysis for RNT used both existing and forecast operational data as the foundation for determining noise impact levels around the Airport. Aircraft mix and day/night operations breakdowns were estimated for the forecast period based on information obtained from Air Traffic Control Tower (ATCT) personnel. Noise contour maps were prepared to represent existing conditions and the conditions expected at the end of the 20-year planning period. Flight operations for a typical day were used to determine the following: • The number of aircraft departures and arrivals, • The type of aircraft used in these operations, • The percentage of aircraft operations that occur during nighttime hours, • The runway usage patterns, and • Aircraft arrival and departure flight paths. Discussions with Airport Management and ATCT personnel were used to define flight corridors (flight tracks) and the percentage of use of each track on a typical day. Using this data, the information was formatted for input into the FAA's Integrated Noise Model (INM),Version 6.0B. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-11 Chapter 5—Airport Plans Based on the output from the INM, noise exposure contours were plotted on base maps showing DNL 65 and above values. As is seen on the attached map, the airport noise contours are fully contained on airport property for both the current and the year 2025. Therefore, it is not anticipated that the airport's noise impact on the surrounding communities will change as a result of the recommended improvements. Height Height requirements around an airport are defined by Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace. The Part 77 Surfaces surrounding RNT have been discussed and defined previously in this chapter. The Airspace drawing illustrates the airspace that should be clear of obstructions, including objects of natural growth, man-made objects, and terrain. Safety The Washington Land Use Planning Handbook provides guidance to airports on identifying Aircraft Accident Safety Zones surrounding airports. These safety zones are defined based on both the runway system and the nature of aircraft activity associated with the runway. The zones are based on statistical analyses of historical aircraft accident data obtained from a broad cross-section of airports. The objective of the zones is to preclude development of non-compatible land uses in those locations on airport property that statistically, may have a higher risk of aircraft accidents. There are six Aircraft Accident Safety Zones identified in the Airports and Compatible Land Use document including; • Zone 1: Runway Protection Zone, ♦ Zone 2: Inner Safety Zone, ♦ Zone 3: Inner Turning Zone, ♦ Zone 4: Outer Safety Zone, • Zone 5: Sideline Safety Zone, and • Zone 6: Traffic Pattern Zone. The dimensions of these zones depend on the runway length, level of approach precision, and character of aviation activity — i.e. small general aviation, corporate aviation, air Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-12 Chapter 5—Airport Plans carrier or military. The Safety Zones applied to Renton Municipal Airport are depicted in Sheet 6 and the recommendations on the compatible and non-compatible land use activities within each are presented below. Exhibit 5-4: Washington State Guidelines for Accident Safety Zones Lone 1 Land Use Land Use ('haracteristics Guidelines Land Use Planning Strategies Population Density Avoid Land Uses that 1. 0—5 people per acre concentrate people 2. Airport sponsor should purchase property if possible. indoors or outdoors 3.Zone land uses,which by nature,will be relatively unoccupied by people (i.e.:mini-storage,small parking lots) Residential vs.Non- Prohibit all residential 1. Create height hazard overlay ordinance around the airport. Residential Land land uses. 2. Airport sponsor should purchase property if possible 3. Airport sponsor should obtain avigation and obstruction easements. All non-residential 4. During site development process,shift all structures away from the land uses permitted runway centerlines if possible. outright subject to the 5. Landscaping requirements shall establish only low growing vegetation Population Density and Special Function Land 6.Prohibit high overhead outdoor lighting Use guidelines 7. Require downward shading of lighting to reduce glare 8. Evaluate all possible permitted conditional uses to assure compatible land use Special Function Prohibit all Special 1.Prohibit overhead utilities and all noise sensitive land uses. Land Use Function Land Uses 2. Zone land for uses other than for schools,play fields,hospitals,nursing homes,daycare facilities and churches. 3. Limit storage of large quantities of hazardous or flammable materials. 4. Ensure permitted uses will not create large areas of standing water or generate smoke/steam,etc. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-13 Chapter 5— Airport Plans Zone 2 Land Use Land Use Characteristics Guidelines Land Use Planning Strategies Population Density Avoid Land Uses that I.0—5 people per acre concentrate people 2.Zone land uses,which by nature,will be relatively unoccupied by people indoors or outdoors (i.e.:mini-storage,small parking lots) Residential vs.Non- Prohibit all residential 1. Create a height hazard overlay ordinance around the airport. Residential Land land uses. 2.Obtain avigation and obstruction easements. 3. During site development process,shift all structures away from the All non-residential runway centerlines if possible. land uses permitted 4. Prohibit mobile home parks outright subject to the 5. Landscaping requirements shall establish only low growing vegetation Population Density and Special Function Land 6. Prohibit high overhead outdoor lighting Use guidelines 7. Require downward shading of lighting to reduce glare 8. Evaluate all possible permitted conditional uses to assure compatible land use Special Function Prohibit all Special I. Prohibit overhead utilities and all noise sensitive land uses. Land Use Function Land Uses 2.Zone land for uses other than for schools,play fields,hospitals,nursing homes,daycare facilities and churches. 3. Limit storage of large quantities of hazardous or flammable materials. 4. Ensure permitted uses will not create large areas of standing water or generate smoke/steam,etc. Zone 3 Land Use Land Use Characteristics Guidelines Land Use Planning Strategies Population Density Avoid Land Uses that 1. <25 people per acre concentrate people 2. Zone land uses,which by their nature,will be relatively unoccupied by indoors or outdoors people(i.e.:mini-storage,parking lots) Residential vs.Non- Limit residential 1.Create a height hazard overlay ordinance around the airport. Residential Land development to one 2.Obtain avigation and obstruction easements. dwelling unit per five 3. During site development process,shift all structures away from the acres. runway centerlines if possible. 4. Prohibit mobile home parks All non-residential 5. Landscaping requirements shall establish only low growing vegetation land uses permitted outright subject to the 6.Prohibit high overhead outdoor lighting Special Function Land 7. Require downward shading of lighting to reduce glare Uses. 8. Evaluate all possible permitted conditional uses to assure compatible land use Special Function Prohibit all Special I. Prohibit overhead utilities and all noise sensitive land uses. Land Use Function Land Uses 2. Zone land for uses other than for schools,play fields,hospitals,nursing homes,daycare facilities and churches. 3. Limit storage of large quantities of hazardous or flammable materials. 4. Ensure permitted uses will not create large areas of standing water or generate smoke/steam,etc. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-14 Chapter 5— Airport Plans Zone 4 Land Use Land Use Characteristics Guidelines Land Use Planning Strategies Population Density Limit population I. <40 people per acre in buildings,<75 people per acre outside buildings concentrations Residential vs.Non- Maximum of one 1. Create a height hazard overlay ordinance around the airport. Residential Land dwelling unit per five 2. Obtain avigation easements. acres in rural areas, 3. Clustered development to maintain density as long as open space remains one dwelling unit per unbuilt. Place clustered development away from the extended runway 2.5 acres in urban centerline. areas. 4. Prohibit mobile home parks All non-residential 5. Require downward shading of lighting to reduce glare land uses permitted 6. Evaluate all possible permitted conditional uses to assure compatible land outright subject to the use Special Function Land Uses Special Function Prohibit all Special 1. Evaluate noise sensitive land uses in light of aircraft noise contour lines Land Use Function Land Uses when establishing new zoning. 2. Prohibit overhead utilities and all noise sensitive land uses. 3. Zone land for uses other than for schools,play fields,hospitals,nursing homes,daycare facilities and churches. 4. Limit storage of large quantities of hazardous or flammable materials. 5. Ensure permitted uses will not create large areas of standing water or generate smoke/steam,etc. Zone 5 I and Use Land Use Land Use Planning Strategies I'liar arteristics Guidelines Population Density Avoid Land Uses that I. 0—5 people per acre concentrate people 2.Zone land uses,which by nature,will be relatively unoccupied by people indoors or outdoors (i.e.:mini-storage,small parking lots) Residential vs.Non- Prohibit all residential I. Airport sponsor should purchase property if possible Residential Land land uses. 2. Create a height hazard overlay ordinance around the airport. 3.Obtain avigation and obstruction easements. All non-residential 4. During site development process,shift all structures away from the land uses permitted runway centerlines if possible. outright subject to the 5. Landscaping requirements shall establish only low growing vegetation Population Density and Special Function Land 6. Prohibit high overhead outdoor lighting Use guidelines 7. Require downward shading of lighting to reduce glare 8. Evaluate all possible permitted conditional uses to assure compatible land use Special Function Prohibit all Special I. Prohibit overhead utilities and all noise sensitive land uses. Land Use Function Land Uses 2.Zone land for uses other than for schools,play fields,hospitals,nursing homes,daycare facilities and churches. 3. Limit storage of large quantities of hazardous or flammable materials. 4. Ensure permitted uses will not create large areas of standing water or generate smoke/steam,etc. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 5-15 Chapter 5 —Airport Plans Zone 6 Land Use Land Use Land Use Planning Strategies Characteristics Guidelines ;S " Population Density Limit large 1. Fewer than 100 people per acre in buildings,fewer that 150 people per concentrations of acre outside buildings people Residential vs.Non- Maximum of one 1. Prohibit mobile home parks Residential Land dwelling unit per five 2. Create a height hazard overlay ordinance around the airport acres in rural areas, 3.Obtain avigation and obstruction easements one dwelling unit per 2.5 acres in urban 4.Clustered development to maintain density as long as open space remains areas. unbuilt. Place clustered development away from extended runway centerline All non-residential 5. Require downward shading of lighting to reduce glare land uses permitted 6. Evaluate all possible permitted conditional uses to assure compatible land outright subject to the use Special Function Land Uses Special Function Prohibit all Special 1. Prohibit all Special Function Land Uses Land Use Function Land Uses 2. Evaluate noise sensitive land uses in light of aircraft noise contour lines when establishing new zoning Source: Washington State Department of Transportation, Aviation Division, "Airports and Compatible Land Use, Volume 1", revised February 1999. 5.1.7 AIRPORT PROPERTY MAP The Airport Property Map is shown on Sheet 7. This map depicts how various tracts of land within the airport boundaries were acquired. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 p Y 5-16 �`CY O RENTON MUNICIPAL AIRPORT/ 1 ‘,.. big IP: CLAYTON SCOTT FIELD NT Airport Layout Plan DrawingSet Aeronautical Study Number: 2008-ANM-657-NRA Tvl — a_ 4 , . , ..-- - , -: ' . - ti ri,.-1 t i,. "'h. - f`l — SHEET INDEX - + �� . . SHEET 1 OF 7: TITLE SHEET ter.✓ SHEET 2 OF 7: AIRPORT LAYOUT PLAN , „�'. ,a � SHEET 3 OF 7: FAR PART 77 AIRSPACE PLAN, RUNWAY 15-33 • ' SHEET 4 OF 7: INNER RUNWAY APPROACH SURFACE, RUNWAYS 15 AND 33 SHEET 5 OF 7: ON-AIRPORT LAND USE PLAN " - SHEET 6 OF 7: COMMUNITY LAND USE PLAN - ` SHEET 7 OF 7: AIRPORT EXHIBIT A iJ • - � 3- 1*: -ys, s , - :, '-'''''z': - . - . A---..-.,_ .:...r.4 r _ . . f` 'Fan 'itl Sil..w . : ;+ ..s. TITLE SHEET I mo;,irm t> ! RENTON MUNICIPAL AIRPORT l `F_ c0, CLAYTON SCOTT FIELD URS1501 4TH AVENUE SUITE 1400,SEATTLE.WASHINGTON 96101 (206)438-2700 DESIGNED BY: RLO DATE: APRIL 2009 DRAWN BY: RLO CHECKED BY: JJY SHEET 1 OF 7 PAGE PROJECT MANAGER JJY RUNWAY DATA TABLE (RUNWAY 15-33) AIRPORT FACILITIES AIRPORT FACILITIES STEIG ��al OWOWI PROPOSED Lake washwptm ® ALL-WEATHER WIND ROSE Ns is. 1P'21-4rE 14'21-9IE NO aoltlE NIMBIDEstst110M HEwwm NUMBER OESdIPT10N IEIe11P 's"°101�'""""s INV as MAIL MEWL 1Na�IE 2 IMe 00es swum p cock tr - 23 so a MEM MOO tr 1•n 16 art art wawa - OHtivRd ,..I @ a MM>t NM M a lwlllt cell >r _r sine O V RI Nr n M71eb1 tIEPe MI as EA Iw 34A 8 """"""'°a"��, �e7� 4 531515 a 1w®t roe D >s SA q MIL 1AEtet ONO 1r WNW 0Ire1IlOIW L A' yy�tIt re o QII� ® " , - - ,�., I WINO M rr O UAW PIE sr wuoMrt TYPE A�1Ier wawa o.N s.ame v eNN.w. y �''��... • Mole Met so a Iwwt no - tN11Il®IIe toys wawa 111 II NO WWI w' tf 01413610MAINENT°a°N OWL s w tspl um wawa j ��.'�,,,�,11•��L' i ~OO Merit NI a MUM no s sr ass sit mewor eti' arN TMWa1 sow MVO s wawa -�" *I.I�i�� uuinie NIL to wawa - Rear �9I. : � =�u.4e*4. �w Ate I I1Ir10 Se Jul a Pweal Imo ar r M AIM Iw er WM MINI IOW 0 NAleoe 1wr as RIM 10' wawa ® MINI ,.. .... �.4e-4. t0 ..,-� N MOO s a PIM=NOM - a — air s r wY 1w No. R' wawa IRE.�► a 4F`A�•� IMMO'WIowsr b4 iaa to wawa ® "A."I'�°1/�M'� till....morp �� .- tel. ��1 r , s NM 7IR 710 a Iwttwe Me 14' s WIN ry a WWI M re WI cam most Ter WON O9 is OM wawa f SmB 11rd 1 rm�' s NUS Ra Nr - s ettuw see se Averw sIIE-0r GOO I wawa ""''°"a . �.� 14 Mee s I e-40 _ sr s esW I-w 4r REar In meow(a OII) Is I Ems I ND MORE 1 `l' -- w1►w ArrlevAae nor Mr ill-t1•t Fa. I R 15-wawa �� •I•i��t►aw`��rf t° 41000111100 COME iotre wDr) s NM e a sr Mrs-00 NW Mrs-wawa �Y��411•�� I• _ 1 e Aemal won a s sr s-w Iwr xsa 3' Fr a-tw•pM,o I Mr 10-1FIFaIIt AIRPORT REGION AIRPORT VICINITY _ �r■rr-.4��- IISIeRar APPICIA04 ArI I �� •� ,�'�� 17 M/eR ea WOK.elm 1aW >r 4e Ism e-w Mr as-NO[ 1ws-IUW-IEW - RIMY 0311N CRIED= M I w awa `,..•I,', ',I _1I_ —Re MI a MEM MID tr 41 BENI!-s - tI no NN Ra Me - 41 eMe 5-43 _ �4 4'N s —IRO w a PIN Est MO Ir 45 MO 74ee Met Iwa•I tr WARM AMER mows IN AN I wawa HUMPY awE1Hr ARM OWN) EON me nu ur 01-0 1 w ONCE AIRPORT DATA TABLE ,��,III 21 sea ra s a POWER we w 44 MI MA NNW WINO It NOWN n1BBIo N is sr aIW 11 wawa • AIO s await NI eM a Iwm w0 rr 40 RIM RUWIENI bar Cowl - Oye.7 FREE NAM(CHU WIN WO Mr w aWKE MI E)DSTMG PROPOSED _ M.. *NM mum ME MORE cam tam Me imam TO le mot ROE MSwlm 10 If TOP me NMI Cr 114E MOM ME Mule use mow lose or on as so NO CW4EE AIRPORT TETI NAL CODE IIr IO C1WIW CRAVE 11 MOE RICER NO TINCULNED 10 CMME WREN R1QR. OUNCE FREE ZOIE(Off) 0IReariewira. W 0ozrIwCWmQ " t- call aollnoN' s'.� 10 arm — ALL-WEATHER WIND COVERAGE mit 4e I .ort NO AIMS oar=WENE6E PONE(Nip? LAT. 47 Ir sac N No moss — CROSSWIND RWY 15-33 LEGEND mom woo NW Eta HO' I No CHIME RUNWAY ELEVATIONS ISM 16-fA 11F 15-wawa LDI. _ 17T tr our W No*boa _ 10a KOIDIS 9e_47e DESCRIPTION IXISTINO PROPOSED E1Hsr10 ma IIWI MIL lrl.OF INDT1af IIONIN 70 F(WIC) MD MORE1a KNOTS MO Off 33-ear In a-NOawl • ODtsm wo C NISSE ocua(is w area — 10 p+5TS MOW AIRFIELD PAVOO4T -: NOW ow,A®nUalte ter 33-oaf IN 33-wawa ' — Ier a-aEuer WIN as-wawa Irlrelte oeasseN&rope is IF E assl MR M aIIIiE ON-AIRPORT BUILDING I ' NONE — TaRlrar sw Err u-I61I NW IS-wawa Away IQrEIC[OWE WO I-e wawa OFF-AMIGRT BUILDING - NOTE NWr s-XIV EFT 73-wawa MM.WWI LAOo an saw IDIOM _ NEN leeN1 PARKING WIND DATA SOURCE NTIONCE€E PAR I i NNE O MowIIIr1aRIM NIT MOVIE w a aw '__MES E(ESLwISI NI aXC oN-WCST ROADWAY I I NONE 1w1 a M ems MN-s� MOH-wawa MOW male to M awl weOo a OBSERVED/1163 1ILSE v caw FDDawnw.Na1vO ( _- 10•-1CL1C 1w-wawaRUNWAY SAFETY AREA RCM -imam No comma & litf121 NUM )11111I .1517L33 via/Me= wweR R IMI4 p MINE HAEIER OF OBSEMTR UN OMs B1.547 RUNWAY OBJECT FREE AREA(OFA) ----CSA--- NONE utmloe 4730I]IY N 47141Ef■ No Miff is own _ MOM rOls RUMMY OBSTACLE FREE zD NE(On) --CIt--- MAE _ONOIn.DE: animal'• annul'• ND Dom Nomit AwoRF r WEl0WIAL WwArs MOM 1p IN-XC RUMMY PROWCT1ON ZONE .......... ,R-NON PEC50/ •111L-1 A SEA LEH4L TAXWAY OBJECT FREE AREA(TWA) ---1CFA---- NONE 'AD1sam L71U.EAR 150 13,/MORT'DESDC a1APIER 5.SECTION sot •IN-MD 1u PERM-TER FENCING MOW 11E OF SITHT STANFL1 SLOS:GIGN A - .-— .U.10 � -. NRPORT LEASE INEu� ---- NONE DECLARED DISTANCES' 1. DEE ALE NO 1HRSELD AMC SWAGE DIRECT PE1ETRAOcns. 7. ASORT I15 DRAM TIE FENCE CPowlars. -�{` PREaSIa APPROACH PATH Do1aa0R(PAP.) NONE 2 NUMB PRo1Ec15N ZONE CONTRA_5 VA O.1ERSW MO s PR RIGEO ImnRMET FYUADW:LOOA710N IL REOU E ADUISDHL �I _ .,° 6 Qc AIRPORT REFERENCE POUT(ADP) MOVE RUNWAY TORA I TOGA ASIA I.M FAg1oNT MR AU.FILMY ENDS. SEE SHEET 7 FOR EVES PAN»o APO NRawmx S.WI. I✓ -- RI-MAY E1ND MOWER LA r rs(rE�) NONE wow tI !6]r' Barr IAIr �?Ir 3. DE1E IS sal_RACOON.NO CONEAa1l DEVILMENT IN THE A MAMCY•onM OF 200 FEET IS A IOIHSTN6Y0 CCIOOtON 411 - I �../'�' kJ �; � ;.H C •r PaanHON 11MIaNG HONE RNr1Ar 33 E1sY 0.70' easz' 471Nr DEW IP2 FOR RUMMY Si ME ARE MIMED As EE.BE mama)TO ALLOW FOR ONE O41RiO10N BY BODIO 737 1 r -s� 4'.. , 'RAMS-waxy RAI AAN/HE NCa1PMRE LAID USES AAaiKT. } _ D 0 4 /`_ . TOPOCRAPIIC CONTOUR NONE Taal-TAI®7FF DbTAICE MUM 4. T1 14 NE ND OBSTACLE FLEE ZONE(O2)°ECT PDEIRADONS. 10.NAME 15-31 s Sa*0U.1D TO a RE1r9RATED Da5C TIE 0 0 /�I • i Asa-IMMO TE-s1 0.RSUNf ArlAHE StYER E WOE PON COIPETION OF TF6 PNnEra,R Its E D !` La -IA/pN t 4GMN4 MUM a NUMB SEED AREA MET BY 9O DEC:UFO WERKE FOR B-1 RENAMED 10-34 TD RRECT AMES R THE N REPC / ii AFC7wT. OEL1U.oON 1I1a I1AAE gU]IIED, - _ -�• �1 Q�.-_ S"' 1.ME''Fo�;°7oa"'� al L A NAN 16TNIERT & THE LUCID THRESHOLD LDGn0M FOR ROOM 33 IS BASED O4 m O - - EfEt� O. G1EDaES C A D INAL/FT Col I] CONTROLLID aBSTRIC1100. AS A RESULT,ME RSA 0.14M . i„F"r 0`D arivio500 A LAD■113 142 ❑ STNO/A DS BY 40 FEET. MIMED ASTROM DIGS PRO U � TIRO AN 714E FDNE i •.- Q cvllsEoaaoN the GREATER OF He •O aSiNNLr3 OPt11lT10M I = 6 ?❑ f NDIHR1Ens1DN Ia1NAERr C _ I G7FDMS C!D MQAFT rL +-w,a.®[e, I WASLRW I.Y /.J �F -IliY:, `�I�I - I' ❑ """ -�• _ `EQ.R R1VEP, ic:::::?e3 COVVfRlL i..%. - !. 11•. '1 III ` --N_ :I 9� - _ -—{ • VIL7E] y3 r r o° O .. _ - �� ewlR enROFa NR 1C L D . - _. .f fi _ _ ___ 1 r ' - _ �4 "� ,,��ffltt77 e0 N 700.1,000 IVISUAL `. - .lS� GIEDOES A!B AIRCRAFT .. 0 C THOUGH TIE MOE ... .,,,1,y«w N CROCK " ri - A - - - ^ �,\\ -1_ ETZSIIC DEPARTUREAOa IPZ O61N0 APPROACH N4 OFFIdUION NIA Q // _ Y 33 \ I - 7O0:1 NUN-REp 1311 11STRltMT - - . _s-�-- '^'-- n. �\ c J _ mime - - = '4 _.^--I-'' / 1`_ 1 .0 d I17-WM jr �;B,.° i GT®aES A!B Ma I C v. �.fT GTE9UES C!D ANLRAFT 1 ~ W tERN Y _ TG=�'�"_ M . Y 1 n r----I.-- -______-------- _ 71 ; ago ..R �pyYERC1R j t `ArLATIDN yen _ _ __ _ _ - _ ' �� °a 1 i ❑ -- _ --- - � �AFP{Ets7Asir r - _ - `� ��r., !D a o i ( RUMMY IS(EL-24141 1 • - - - - _ --� - .. •AI• - RUNWAY 15-33(5.382 N ._ _ _ - yAMU►ACIUMM �. •-'.•I �_, UT.4T Ef 01.70.T2'N I �- UE) - -- -- - r_- -„" _ - - �J, AWGRKt _ - --- as rrai__..._____ , _____. r.�_ _ - - - - I I E1M15111G EPARRIE iP! -� 49' 37.63" W f/� _ - - �- - i i Mao-PE�OI A'aIBRamwr ar l .7 .55'o _ LJ 1 GTFDUES C!D AiIQUFT I 1 _ _ ` ,!A ',E rc A v I - _- - _ I •S , r a /� X U'3/1.1Z s omen UMMY SP(EL sus"'M' I I y >. 9I irillki .1 _••--=--7----- =_ �.-`r_ = C A A V la)/ )L IAA.12z,r Upon [ThlJ __._ . _• • __ I , ss 1� �a �� ri Fi F� Fi +Wf� I-,_ .r�i� .III l:e sWE` >' v� 9 .�°.K., O . •..• r� 1 f N - • __,.o no"r• .`. I I __'�` -` . ,..-I ,F Fi I f •s T T ' n 'T - ' II _ " - +iP� .. w . — _. __ o 4 �:, ° AIRPORT LAYOUT PLAN I "" y ��" O 00 c _,-:_ n R __ ,� °C7 4 OU L"" " (`" -_a,rt� i' = Y faJ 300 0 300 600 mm r p GI? �c ,r/s SCALE IN FEET pti�Y �Yij MODIFICATIONS TO STANDARDS _ �y 'o❑ i n � 0 Cf r7 Q "". �D7 f • A C1 +a n • o 36 3 ' ' RENTON MUNICIPAL AIRPORT/ NOOIFIG1T10N RECOMMENCED ACTION Q ,_ D tl° immi , 1. NANEN it114 AW E POEA19W Br SEA MD IM.170N1WE TO EMILVE MEWS TO MN ' I �o �, _ o- n N7�CAL METERS �NTo CLAYTON SCOTT FIELD PLANES MVO IMMI MD MD SWOVIT3. OPDIONS NNE ra RAW WM. 2 FACE NOW S M TER R M TH DO MU6WORD COMMON SULL BERED/10IOED AS N' MAl SNOT RARER MOB-NY-637-NU 1DEIRRE NP17Mp_ PART OF FUME OEVELIPIEXT AND RAMIPC THE PREPARATION OF INS AIRPORT LAYOUT RAN(ALP)WAS FRAMED II PART DCUHBns,AS/PEROw4TE. TROUGH A RANIUG GRANT FROM THE FE1aaL ANATMON ALI•ISIRATOIN(FM)AS REVISIONS 1301 4TH AVETNNE SUITE 1400,SEATTLE,WASiiINGTDM 98101 (200)438-2700 1I�BA1Y SAFETY AREA NO slT,T FREE-- MONSDIOVO COIp110M SNMLL. REt1NNUgm AS ROWED DOER SECTOR 505 OF TIE ARFORT AND ARMAY IIPRU�FNDR ACT OF CITY OF RENTON.WASHINGTON FEDERAL AVIATION ADMINISTRATION APPROVAL Ins 1962 BE TIE CONTENTS DO NOT RECESS/RAY 1flECT THE°FEIUFL VIEWS OR Ma Loam RDLrODR 6 AOIEED IN RR1 a'F11RNE OE3a-C 1PM NO R4I50 POLICES OF TIE FM. ACAPTANCE a TIES ALP BY 114E FM DOES LOT NAM' THIS AIRPORT DRAWING IS APPROVED BY: THIS AIRPORT DRAWING IS APPROVED BY: TIeO(IaD MIPUCOINT I1m614 OF lea OIL 00110716 Ai APPROwa[ WAY CONS11TUTE A Carr104T ON THE PART GP THE LACED STATES ro - DESIGNED BY: RLO DATE: APRIL 2009 ♦ 11511711 RIK 1.3 M Ma•T MSOI igMC OAR WLL OaMeE W e®IBIMTE OWE INES PART0PAIE r ANY D4.33IEM DEPICTED THEREIN MDR DIES IT_PLY DVS THE SIGNATURE DATE. SIGNATURE CATE:FAA=WM - PROPOSED DOELOP1ERT 6 FRNONEMNLY ACCEPTN3LE M ACCORDANCE WITH 11w, PM11-. DRAWN BY: RLO APPRO 1s6TE PIWU0 UM. RE: E CHECKED BY: ANY PAGE T SHEET 2 OF 7 NO. DESCRIPTION BY APP. DATE PROJECT MANAGER: JJV FAR PART 77 DIMENSIONAL STANDARDS REM RUNWAY 15 MJMAY 33 382' NON PIEaSOI NSTRNDIT ORQ now 111E 500• VIM ,. UTU \asam wars 1AlA�011�RIIN IRAY --'` 332' AFII001!OE 34:1 301 - N1�01 SOIREE MR ISM�',, !�f�- 4,000' TT`1_ J A RION2I MINIM WIN 33x( 1.NR 282' 1 NISI ROM MON 10.003' sat �•'� //. �� - 232' NM RRL NONCE t0A00' / � - ---�._._---+ _. i i �Ir~ 182' - OBSTRUCTION DATA TABLE*(5,382'RUNWAY LENGTH) / �, -----.•-7^ - / REM EL PLAIN CORRECTIVE ACIIOM `\ I VOR WAWA) Y 1 MIT 7DYO / { 001RI10RE • z. �1® QIU rII/ A1�M[MNR 10 R� II �f11R MOMA RNI r RR WINO 10 NMI / aIu • RIOTS - Rotm naa• UK A WWI w UMW TO IB•M n eowc MOM To WWI • OBSTRUCTIONS LISTED ARE ESTIMATES ONLY. TES r-�:>.> t \ \ �SURVEYS ARE rtEaurtEn To IDENTIFY ALL OBSTRUCTAIRPORT 1 �\ R10,000' ELEVATION \ EL •. ELEVATION 32' IISL ; ,` PNTR=AMOUNT OF OBJECT PENETRATION INTO PART 77 SURFACE r11 S R10,o0O -- _ • • \\ \ \ \\\\\\\ • � IMAGINARY SURFACES -------- — --.1 \Y : NOTES: I I 3II � I.r' _ -.- — — - I ` - ..,': 1. ELEVATION H FEET ABOVE MEAN SEA LEVEL(MSL)AT TOP J OF OBJECT. MS VALUE HCLIAFS 15 FEET ADDED TO I I I I __ TO INTERSTATENON-INTERSTATE ROADWAYS, 17 FEET AOOED INTERSTATE ` I �` • - HIGHWAYS,AND 23 FEET ADDED TO RAILROADS. 1. � AL ROSTER GRAPHIC 1 `1 D(ISTINC 8 •� 7 •10•. . 4. �ES(ISTING 2. (DRGPROJECTED HIIIIM(NAD)27,7T.5 MINUTE OUAO. USGS 4 ' \... NON-PRECISION APPROACH (10,000') 1 -: .:VISUAL APPROACH (5,000') MAPS DATED 1994. 34:1 SLOPE _r•-` 20:1' LOPE • {:•▪ i.{r.;' iC - GROUND PENETRATION FUTURE \ a PRECISION APPROACH (10,0007 34:1 SLOPE J/•:•••••••••..•..• . lIORImtRAL .............../................................................................-.................:-...:•................-.:•:-.....:............-......-....•••.......•••...................................................:......................................... SIXiFACE : 1!2' NISI ': 4 L' A E � 000 400 r 2000 0 2 0 t �k MT•v• � p T M Q HORIZONTAL IN obi f SCALE FEET J400 0 400 800 182' " _• VERTICAL SCALE IN FEET , 282' / 332' REVISIONS 382' PLAN VIEW PROFILE VIEW — FUTURE NO. DESCRIPTION BY APP. DATE NON-PRECISION APPROACH SURFACE(10.000') SLOPE 'PRIMARY SURFACE C CONI SURFACE(4,0001 FAR PART 77 AIRSPACE PLAN COSTING NON-PRECISION APPROACH SURFACE (10,000•)ISTING (5,5,7797 VISUAL APPROACH SURFACE (5,000') SID"E 20:1 RUNWAY 15-33 I SLOPE 34:1 \ I \ - / I SLOPE 20:1 / 600' 04S.(:1(1.....1' 400 �— - ,a 41t>W��a�w ' ' RELATION MUNICIPAL AIRPORT 1 200' -.."-r'•'- �. _ — -- —110w1oWrAL SWAM(1111'My - • F ' • 7 9 4 6 3 2 .--.� - r - � o CLAYTON SCOTT FIELD 1 0 S 112,000' 8,000' 4,000' /L1' _ 0' I8,000' 12,000'COMPOSITE reaaaN iN r aauN A 1301 <IR OR ME SUITE 1400,SEATTLE.WAS INGTON 98101 (206) 438-2700 RUNWAY 15 5.379' RUNWAY APPROACH ZONE uNWAY RUNWAY 33 DESIGNED BY: RLO DATE APRIL 2009 EL. 24.14' MSL EL. 32.28' USL DRAWN BY: RLO CHECKED BY: JJY SHEET 3 OF 7 PAGE PROJECT MANAGER: JJY / 1...I- I-- 1 1 1 I - --- - F 1 .rf. :T4:'1 i 1 '7,„-..,. #*,/ . ... ,,, ,c_gli. . , 1 __..,, --mmi c:=3 c:;!I P. _, ,__ i ___ /Jai __ _ I i=i am Wag iiir9.001100-777-7-.. ____ 1(7 00-6NC.1 Jo 41 -9-.: ' --------------- .44111---i--:,-,-;411- -',-)t_1-..:_111 .._.e.)1,1illmii:ILS__347.:11:Allarj II'D:101 ill MI II nC21_, __.1. mn o n a a ❑ /- / CIL\--:::3 I i I __- / <4 ' 1 III / p -- • .f i '7 er rro rEiriEr".7 I9 L' _no tl FORME APROI61P!,010='.� � M01-FfE�■1Kae.EN T a CA1 C t o T I,1IJ1 C j_' FU161E DOWNIE nW' y _. h ,Jr a _ ` tv ol. a1. I T G/ -- « _ I Ga � v 1, ` °--- .If . .. - i ores In ��1 .=�A. ILL ,r s�• . - :hyi . _- -_- ,� .'1 0 i _ r y !..,.d.' GIFO�S A I _sr FAM01Ill.APPROACH SZ Eyl I� -- i' IAEA�—�.- .7 B �_,�I - ft-i ^ �I' csa �--J . •\E7IS NO 170)c L N MR .- _ _'___ -t-�..f- 0. lC •O OWNS .- -,I��i. aRA•' s'- - r�-�= -_ - - -- -"� -..�.�..� - _- -. __-.-- -..-• ... I :li `�' U� i�r MIL , CANONIC A!•/MQMT �_ aWN . _____ _..,_ ...--_},I.,,,../..,-; , ,...7-_----------- . -....._,........-arr- ir.....--note_kli,4lik IlL-N - ,.., ,.„ D I...., ..6XNS• - . —cot , CA C••• ' ).-• y = I -'1a � 1 -- _ :- - -'=.—. p�. �� lid G _1;01,17: �� ,.....:::_.1.77.IPAITII� _.- II _.. _ -- . .16._.:....__________q_ iririai 1 (I ' 7n } -4,, l'keaa,,, ..=r., 63\\11 0 q pi m: frm—eill a iii.r.:7 ad a --- --,--\7w„ W' -.. 1‘ 'im... 11,611 r". 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OE Amer SET 1101SSWR R GEE • PM�3 PIRa11M BY an FEE NM 0.2E i111 1949 — Rowan WENfrp 6 ream Ern(nE TIE so P1RDY6f:4 PROPEIRY. of ROM WP.PIM1W WM TIE moo A TD THE wart ARMORER MO 4E REVISIONS l:2. -- 1501 4TH AVEN SUITE 1400.SEATTLE,RUSHINGTON 98101 F01110%WREN KLEMM COMER -•- - KOOK A ME M(OF an FEE WOLF 1.01 DIE 19Q FA%0-40-00D-OpE MP mom TIE MIFONrs DEWED PROPFR17 OOUOYIf. MI ACCURME — (208) 438-2700 PM109.4 MOM at art FASOEM 0.44 KM 1SI6 = EGEOR A MO N.Y 6 A IEDIUED COQEEMT TOE 9I.9ITi10 OM 11E `..' -:`.,t- WUO�'I.CN CODA - MFUGOOII FOR A wMNT,MO OEIAE.OFS mint PROPERTY COED ON 10 E I1YCn S PLOW&M CRY ►A.m I 3.45 ME 1203 ADa1EED BY TIE AEFORR COVER. RETFER OR Nor TIE FECOOIL w ERIMENT DESIGNED BY: RLO DATE: APRIL 2009 MOMS PYECB 9 PIEIaMSE Sr CM 9IR15M1R 0.b TER.1990 — - 0E PRIPEA1YII lI MO SII SUBSEQUENT GRIN OF FUE IT OF=MO MN OR AU.SUCH LAIL �U o DRAWN BY: RLO RUINED PSI IRON BEE W/0 a `�7 PM=7 MOM E1'CRY LfEE 0.37 EC.0.2000 — ODMIS D a-DE OMIT A NO MP ma NOT SE7FAFlER E CIS09E°or OR 7 PAGE PARCEL S PURCHASE SY CITY EASF]OR 03 .LA 7 M. 1940 — USED FNR CIDER 1FrN 1l PIRPCO IS INSERT M COIELNE CHECKED BY- JJY SHEET OF 7 NO. DESCRIPTION BY APP. DATE PROJECT MANAGER: JJY Implementation Plan Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 6 IMPLEMENTATION PLAN 6.1 INTRODUCTION In this chapter, projects and improvements recommended in the Airport Layout Plan are compiled and organized into a comprehensive capital development program. The schedule for implementation of the individual projects was developed to balance the needs identified in the analyses against the city's financial priorities. The implementation plan encompasses three phases of development including: • Phase I: Encompasses the period extending from 2009 to 2013. Projects assigned to Phase I are scheduled on a year-by-year basis, consistent with the FAA's Capital Improvement Program(CIP) format. • Phase II: Encompasses the 5-year period extending from 2014 through 2018. Projects are again allocated to specific years. • Phase III: Encompasses the 10-year period from 2019 through 2028. These projects are grouped together in a ten-year program that will be subject to prioritization at a later date. In developing the 20-year implementation plan, several factors were considered. The first is the probable timing of the need for the improvement. Next, the schedule was adjusted to reflect the financial realities of the City of Renton, FAA and other potential funding sources. Finally, a plan that balances the timing with the financial capabilities was prepared as shown herein. Cost estimates used in this chapter were provided for each project, using financial planning techniques that are appropriate to long-range planning. Detailed cost estimates should be prepared and the implementation program costs updated as projects become more defined. The implementation plan represents the City's intentions for accomplishing the recommended projects and improvements. While a reasonable degree of certainty in project scheduling was used to provide a coherent approach to development, various factors may cause schedule changes in the plan over time, including: Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 6-1 Chapter 6: Implementation Plan ♦ Financial Feasibility: The financial feasibility of projects may change over time due to changes in project costs or available funding. • Unanticipated Needs: An ALP Update cannot anticipate all potential demand placed on the Airport through the end of 2027. Requests from existing or prospective tenants, new business opportunities or unforeseen circumstances may arise at any time and create needs not anticipated in the current plan. • Changing Priorities: Over time, changes in Airport business and strategic plans are likely to occur in response to the dynamic nature of the aviation industry. Such changes are likely to trigger revisions or adjustments to the CIP. 6.2 IMPLEMENTATION PLAN The projects listed in Exhibit 6-1 are required to maintain the level of operational safety and service that the City of Renton has committed to at the Renton Municipal Airport/Clayton Scott Field. The primary factor that will influence the recommended Capital Improvement Program is the city's ability to finance improvements without redirecting money from the general budget. The City has directed that the airport must be managed in a manner that allows it to be self-sufficient. Therefore any improvements will need to be financed through fees assessed to the facility's users. To determine whether or not this will impact the long-term improvements at the airport the cost of each recommendation must be calculated and financing options examined. To make this determination the cost of the recommended improvements was estimated using planning level calculations that assigned current unit prices to each element of the projects. Federal, local, and private shares were then computed based on the following considerations. In the past, the City has used a combination of Federal Aviation Administration (FAA) Airport Improvement Program (AIP) state entitlements, discretionary grants, private third party funds, and state grants to accomplish projects at the airport. The cost breakdowns shown in Exhibit 6-1: Capital Improvement Plan, reflect a continuation of these funding sources using the following assumptions. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 6-2 Chapter 6— Implementation Plan 6.2.1 AIP STATE ENTITLEMENTS The Renton Municipal Airport is eligible for an annual grant under the Airport Improvement Program (AIP), state entitlement program. This grant totals $150,000 per year. 6.2.2 AIP DISCRETIONARY GRANTS The FAA can also provide discretionary grants to airports for projects that have a high federal priority for enhancing the safety or capacity of the national airport system and that cannot be otherwise funded. Although the amounts of individual grants vary, they can be significant. Discretionary grant applications are evaluated annually based on need, the FAA's project priority ranking system and the FAA's assessment of a project's significance within the national airport and airway system. It is felt at this time that the FAA will continue to make grants available to the City for projects that are eligible for federal funding in the future. While no guarantee of funding availability is implied, the status of the grant program combined with the needs at the airport make it likely that money will be made available for specific projects that are deemed necessary but that have costs that exceed the State entitlement program or the City's financial capabilities. 6.2.3 PRIVATE THIRD PARTY FINANCING Many airports use private third party financing when the improvements will be used by a private business or other organization. Such projects are not eligible for federal funding. Projects recommended in this master plan that will require such funding include hangars and FBO facility expansion Exhibit 6-1, shows the projected cost of the recommended facilities as well as the probable source of the funding. Included are estimates to account for sales taxes, engineering and construction administration, and contingencies. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 6-3 Chapter 6: Implementation Plan Exhibit 6-1: Capital Improvement Plan # Project Description Total Cost FAA Share City Share Other Private , (2008 dollars) Capital Projects 1 Seaplane Dredging/Mitigation $1,047,240 $0 S1,047,240 $0 $0 2 Seaplane Launch Ramp Replacement $500,000 $475,000 $25,000 $0 $0 3 Airside/Landside Separator(Fencing) $126,500 $120,175 $6,325 $0 $0 4 Major Facility Maintenance $1,347,865 $1,347,865 5 Airport Office Renovation-Phase I $153,000 $0 $153,000 $0 $0 6 Cedar River Hangar Roof Replacement $100,000 $0 $100,000 $0 $0 7 Stormwater System Maintenance $1,300,000 --$0 $1,300,000 $0 - _ $0 8 820 Building Demolition $724,323 $0 $724,323 $0 $0 9 Blast Fence Renovation $500,000 $475,000 $25,000 $0 $0 10 US Customs Facility $700,000 $0 $700,000 $0 $0 11 Taxiway Signage-Renumbering $200,000 $190,000 $10,000 $0 -- $0 12 LED Runway Lighting $100,000 $95,000 $5,000 $0 $0 13 Mower Replacement $40,000 $0 $40,000 $0 $0 14 Winter Maintenance-Deicer $30,000 $0 $30,000 $0 $0 15 Chamber of Commerce Bldg Demo $125,000 $0 $125,000 $0 $0 16 Fire Water System Rehab $690,000 $0 $690,000 $0 $0 17 750 Site-Pad Ready Utilities $475,000 $0 $475,000 $0 $0 18 Airport Entrance Rehab-North $350,000 $0 $350,000 $0 $0 19 Seaplane Passenger Waiting Area $450,000 $0 $450,000 $0 $0 20 608 Hangar $1,050,000 $0 $1,050,000 $0 $0 21 622 Hangar Expansion $1,100,000 $0 $1,100,000 $0 $0 22 Airport Office Renovation-Phase II $200,000 $0 $200,000 $0 $0 23 Cedar River Hangars-Swr/Rstrms $150,000 $0 $150,000 $0 $0 Total CIP Projects $11,458,928 $1,355,175 $10,103,753 $0 $0 Airfield Pavements 24 Overlay Runway-Engineering $150,000 $142,500 $7,500 $0 $0 --- 25 Overlay Runway-Engineering $70,000 S66,500 $3,500 $0 $0 26 Overlay Runway $3,732,691 $3,546,056 $186,635 $0 $0 27 Overlay Blast Pad-RW 33 $266,300 $252,985 $13,315 $0 $0 28 Overlay Blast Pad-RWI5 $306,200 $290,890 $15,310 $0 $0 29 Reconstruct Taxiway B $1,300,700 $1,235,665 $65,035 $0 $0 30 Overlay Taxiway N $181,329 $172,263 $9,066 $0 $0 Total Airfield Projects S6,007,220 $5,706,859 $300,361 $0 SO Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 6-4 Chapter 6 - Implementation Plan Capital Improvement Plan (Continued) # Project Description Total Cost FAA Share City Share Other Private (21018 dollars) 31 Reconstruct Apron 132 $566,683 $538,349 $28,334 $0 $0 32 Overlay East(;A Apron $2,652,200 $2,519,590 $132.610 $0 $0 33 Overlay Cl Apron $592,900 $563,255 $29,645 $0 $0 34 Overlay B 622 Apron $164,478 $156,254 $8,224 $0 $0 35 Overlay Apron Vehicle Lane $2,619,588 $2,488,609 $130,979 $0 $0 36 Reconstruct Leven Apron 1 $1,038,100 $0 $0 $0 S1,038,100 37 Overlay Seaplane Apron(860) $431,100 $0 $0 $0 $431,100 38 Overlay B 840 Apron $232,600 $0 $0 $0 $232,600 39 Overlay Southeast Hangar Apron $725,200 $0 $0 $0 $725,200 _ 40 Overlay B 840 Apron $267,500 $0 $0 $0 $267,500 41 Overlay Southeast Hangar Apron $960,265 $0 $0 $0 $960,265 42 Overlay B 540/560 Apron $1,233,610 $0 $0 $0 $1,233,610 43 Overlay B 860 Apron $256,406 $0 $0 $0 $256,406 44 Overlay B 243 Apron $321,165 $0 $0 $0 $321,165 45 Reconstruct B 860 Apron $459,614 $0 $0 $0 $459,614 46 Overlay B 850/860 Apron $208,470 $0 $0 $0 $208,470 47 Overlay BOS/ACE Apron $33,086 $0 $0 $0 $33,086 Total Apron Projects S12,762,965 $6,266,057 $329,792 $0 $6,167,116 Other Pavements 48 Overlay Perimeter Road $2,151,913 $0 $2,765,272 $0 $0 Total Road Projects S2,151,913 $0 $2,765,272 $0 $0 Parking Lots 49 Tower Parking $157,823 $0 $157,823 $0 $0 50 B 790/800/820 Parking $1,105,464 $0 $1,105,464 $0 $0 51 Seaplane Base Parking $364,066 $0 $364,066 $0 $0 52 COC Parking $219,995 $0 $219,995 $0 $0 53 Apron C Parking $416,084 $0 $416,084 $0 $0 54 East Boeing Parking $1,990,349 $0 $0 $0 $1,990,349 _ 55 BOS/ACE Parking $206,959 $0 $0 $0 $206,959 56 B 243 Parking - - $112,210 $0 $0 $0 $129,042 57 Boeing Parking Lot $808,767 $0 $0 $0 $808,767 Total Parking_Lot Projects $5,381,717 $0 $2,263,432 $0 $3,135,117___ TOTAL PROGRAM $37,762,743 $13,328,090 $15,762,610 $0 $9,302,233 Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 6-5 Chapter 6: Implementation Plan INTENTIONALLY LEFT BLANK Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 6-6 Chapter 6 -- Implementation Plan Capital Improvement Plan (Continued) Phase I Phase II Phase III # Project Description Total Cost 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017-2027 (2008 dollars) �. ,.._ (Annual Cost) Capital Projects 1 Seaplane Dredging/Mitigation $1,047,240 $34,846 $425,667 $500,000 $10,000,000 2 Seaplane Launch Ramp Replacement $500,000 $150,000 $350,000 3 Airside/Landside Separator $126,500 $126,500 4 Major Facility Maintenance $1,347,865 $64,913 $112.950 $120,000 $120,000 $120,000 $130.000 $130,000 $130,000 $140,000 $140,000 $1,400,000 5 Airport Office Renovation-Phase 1 $157,032 $4,032 $153,000 6 Cedar River Hangar Roof Replacement $100,000 $100,000 7 Stormwater System Maintenance $1,300,000 $5,000 $50,000 $50,000 $500,000 $50,000 $50,000 $50,000 $545,000 8 820 Building Demolition $724,323 $53,010 $671,313 9 Blast Fence $500,000 $100,000 $400,000 10 US Customs Facility $700,000 $100,000 $600,000 11 Taxiway Signage-renumbering $200,000 12 LED Runway Lights $100,000 13 Mower Replacement $40,000 $40,000 14 Winter Maintenance- Deicer $30,000 $10,000 $10,000 $10,000 15 Chamber of Commerce Bldg demo $125,000 $125,000 16 Fire Water System Rehabilitation $690,000 $100,000 $160,000 $430,000 17 750 Site-Pad Ready Utilities $475,000 $475,000 18 Airport North Entrance Rehab $350,000 $350,000 19 Seaplane Passenger Waiting Area $450,000 $450,000 20 608 Hangar $1,050,000 $1,050,000 21 622 Hangar Expansion $1,100,000 $1,100,000 22 Airport Office Renovation-Phase 11 $200,000 $100,000 $22,567 $77,433 23 Cedar River Hangars-Sewer/restrooms $150,000 $150,000 Airfield Pavements -_- 24 Overlay Runway Engineering $150,000 $150,000 25 Overlay Runway-Engineering $70,000 $70,000 26 Overlay Runway $3,732,691 $3,732,691 27 Overlay Blast Pad-RW 33 $266,300 $266,300 28 Overlay Blast Pad-RW 15 $306,200 $306,200 29 Reconstruct Taxiway B $1,632,933 $I,632,933 30 Overlay Taxiway N $181,329 $181,329 Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 6-7 Chapter 6: Implementation Plan Phase I Phase II Phase III Total Cost 2017-2027 # Project Description 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 (2008 dollars) (Annual Cost) Apron Pavements 31 Reconstruct Apron B2 $566,683 $566,683 32 Overlay East GA Apron $2,652,200 $150,000 $2,502,200 33 Overlay CI Apron $592,900 $592,900 34 Overlay B 622 Apron $189,150 $189,150 35 Overlay Apron Vehicle Lane $2,619,588 $1,075,956 $1,075,956 OtherPavements.... ----------- ---------..-._....._.__._..._...._._._._......._._................_....__ 48 Overlay Perimeter Road $2,151,913 $430,383 $430,383 $430,383 $430,383 $430,383 - Parking Lots -- -- - - - -- . 49 Tower Parking $157,823 $157,823 50 B 790/800/820 Parking $1,105,464 $1,105,464 51 Seaplane Base Parking $364,066 $364,066 52 COC Parking $219,995 $219,995 53 Apron C Parking $416,084 $416,084 Total AlPEligible $14,386,474 $0 $220,000 S4,305,191 $126,500 $331,329 $2,082,933 $550,000 $0 $3,284,250 $1,075,956 $1,642,639 -- Total-NotAIP Eligible $14,451,805 $64,913 $204,838 $1,030,667 $325,000 $3,184,313 $1,310,383 $1,217,950 $787,816 $350,000 $630,383 $16.030,609 Total $28,838,279 $64,913 $424,838 S5,335,858 $451,500 $3,515,642 $3,393,316 $1,767,950 $787,816 $3,634,250 $1,706,339 $17,673,248 FAA Contribution $0 $209,000 $4,089,931 $120,175 $314,763 $1,978,786 $522,500 $0 $3,120,038 $1,022,158 $1,560,507 Non-Primary State Entitlement $150,000 $150.000 $150,000 $150,000 $150,000 $150,000 $150,000 $150,000 $150,000 $150,000 $1,500,000 FAA Discretionary Request $0 $0 $3,939,931 $0 $0 $1,828,786 $0 $0 $2,970,038 $0 a $60,507 Cumulative Discretionary Request $0 $0 $3,939,931 $3,939,931 $3,939,931 $5,768,718 $5,768,718 $5,768,718 $8,738,755 $8,738,755 $8,799,262 State Apportionment Request $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Local Contribution $64,913 $274,838 $1,245,927 $331,325 $3,200,879 $1,414,529 $1,245,450 $787,816 $514,213 $684,180 $16,112,741 Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 6-8 Appendix A GLOSSARY OF ABBREVIATIONS Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 A GLOSSARY A.1 ABBREVIATIONS AC -Advisory Circular ADF-Automatic Direction Finder ADPM -Average Day of the Peak Month AGL- Above Ground Level AIP - Airport Improvement Program ALP - Airport Layout Plan ALS -Approach Lighting System ALSF-1 -Approach Light System with Sequence Flasher Lights ARC -Airport Reference Code ARFF-Airport Rescue and Fire Fighting ARP -Airport Reference Point ARTCC -Air Route Traffic Control Center ASDA-Accelerate-Stop Distance Available ASR -Airport Surveillance Radar ASV -Annual Service Volume ATC -Air Traffic Control ATCT-Airport Traffic Control Tower AVGAS-Aviation Gasoline BRL -Building Restriction Line CIP-Capital Improvement Program CL- Centerline DBA -A-weighted Decibels DH - Decision Height DME -Distance Measuring Equipment DNL -Day-Night Sound Levels DOT - Department of Transportation EA -Environmental Assessment Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Appendix A: Glossary EIS -Environmental Impact Statement EP-Enplaned Passenger EPA -The United States Environmental Protection Agency FAA -Federal Aviation Administration FAR-Federal Aviation Regulation FBO -Fixed Based Operator FIS- Federal Inspection Service FSS -Flight Service Station GA- General Aviation GPS - Global Positioning System HIRL-High Intensity Runway Lights IFR- Instrument Flight Rules ILS-Instrument Landing System INM -Integrated Noise Model ISTEA- Intermodal Surface Transportation Enhancement Act LDA -Landing Distance Available LDN -Day-Night Sound Levels (See DNL) LIRL - Low Intensity Runway Lights MALS- Medium Intensity Approach Light System MALSF - Medium Intensity Approach Light System with sequence flashing Lights MALSR -Medium-Intensity Approach Lighting System with Runway Alignment Indicators MGW -Maximum Gross Weight MIRL -Medium Intensity Runway Lights MLS -Microwave Landing System MSL -Mean Sea Level NAVAID -Air Navigation Facility/Aid NDB -Non-Directional Beacon NPIAS-National Plan of Integrated Airport Systems OAG - Official Airline Guide OFA -Object Free Area OFZ-Obstacle Free Zone PAPI -Precision Approach Path Indicator PFC -Passenger Facility Charge PIR- Precision Instrument Runway RAIL -Runway Alignment Indicator Lights Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-2 Appendix A: Glossary REIL -Runway End Identifier Lights RNT-Renton Municipal Airport/Clayton Scott Field RSA-Runway Safety Area RPZ-Runway Protection Zone RVR-Runway Visual Range TAF-FAA Terminal Area Forecasts TODA-Take-Off Distance Available TORA-Take-Off Run Available UHF -Ultra High Frequency VASI -Visual Approach Slope Indicator VFR-Visual Flight Rules VHF -Very High Frequency WAD-Washington State Department of Transportation,Aeronautics Division WSCASP- Washington State Continuous Airport System Plan WSDOT- Washington State Department of Transportation • A.2 DEFINITIONS Active Aircraft -Aircraft registered with the FAA and reported to have flown during the preceding calendar year. Activity-Used in aviation to refer to any kind of movement,e.g., cargo flights,passenger flights,or passenger enplanements. Without clarification it has no particular meaning. ADF -Automatic Direction Finder. Advisory Circular(AC)-A series of Federal Aviation Administration (FAA)publications providing guidance and standards for the design,operation and performance of aircraft and airport facilities. AGL-Above Ground Level. Airport Improvement Program (AIP) -A congressionally mandated program through which the FAA provides funding assistance for the development and enhancement of airport facilities. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-3 Appendix A: Glossary Air Cargo -Commercial freight, including express packages and mail,transported by passenger or all-cargo airlines. Air Carrier-An airline providing scheduled air service for the commercial transport of passengers or cargo. Air Navigation Facility (NAVAID) -Although generally referring to electronic radio wave transmitters (VOR,NDB, ILS), it also includes any structure or mechanism designed to guide or control aircraft involved in flight operations. Air Route Traffic Control Center(ARTCC) -FAA-manned facility established to provide air traffic control services to aircraft operating in controlled airspace, en route between terminal areas. Although designed to handle aircraft operating under IFR conditions, some advisory services are provided to participating VFR aircraft when controller work loads permit. Air Taxi-An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on demand,public transportation of persons and property by aircraft. Air taxi operators generally operate small aircraft "for hire" for specific trips. Air Traffic Hub -Air traffic hubs are not airports; they are cities and Metropolitan Statistical Areas requiring aviation services and may include more than one airport. Communities fall into four classes as determined by each community's percentage of the total enplaned passengers by scheduled air carriers in the 50 United States,the District of Columbia, and other U.S. areas designated by the Federal Aviation Administration. Hub designations are determined by the following criteria: 1. Large Hub: 1.00 percent 2. Medium Hub: 0.25 percent to 0.99 percent(cont.) 3. Small Hub: 0.05 percent to 0.249 percent 4. Nonhub: Less than 0.05 percent. Aircraft Approach Category-A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. The aircraft approach categories are: Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-4 Appendix A: Glossary Category A - Speed less than 91 knots; Category B - Speed 91 knots or more but less than 121 knots; Category C - Speed 121 knots or more but less than 141 knots; Category D - Speed 141 knots or more but less than 166 knots; and, Category E- Speed 166 knots or more. Aircraft Gate Position-An aircraft operational stand close to the terminal building and related to a specific passenger loading gate. Aircraft Mix- The classification of aircraft into groups,which are similar in size, noise,and operational characteristics. Aircraft Operations- The airborne movement of aircraft. There are two types of operations: local and itinerant defined as follows: 1. Local Operations are performed by aircraft which: (a)operate in the local traffic pattern or within sight of the airport; (b)are known to be departing for or arriving from a local practice area. 2. Itinerant operations are all others. Airfield -A defined area on land or water including any buildings, installations, and equipment intended to be used either wholly or in part for the arrival, departure or movement of aircraft. Airplane Design Group-A grouping of airplanes based on wingspan. The groups are: Group I: Up to, but not including 49 feet Group II: 49 feet up to,but not including 79 feet Group III: 79 feet up to,but not including 118 feet Group IV: 118 feet up to,but not including 171 feet Group V: 171 feet up to, but not including 214 feet Group VI: 214 feet up to, but not including 262 feet. Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 A-5 Appendix A: Glossary Airport Layout Plan (ALP) - An FAA required map of an airport depicting existing and proposed facilities and uses, with clearance and dimensional information showing compliance with applicable standards. Airport Reference Code(ARC) -A coding system used to relate airport design criteria to the operational and physical characteristics of the airplanes intended to operate at the airport. It is a combination of the aircraft approach category and the airplane design group. Airport Reference Point(ARP) - The location at which the designated latitude and longitude for an airport are measured. Airport Service Area - The geographic area that generates demand for aviation services at an airport. Airport Surveillance Radar(ASR) - Radar providing position of aircraft by azimuth and range data without elevation data. It is designed for a range of approximately 50 miles. Airport Traffic Area -Unless otherwise specifically designated that airspace with a horizontal radius of five statute miles from the geographic center of any airport at which a control tower is operating, extending from the surface up to but not including 3,000 feet above the surface. Airside- That portion of the airport facility where aircraft movements take place,airline operations areas, and areas that directly serve the aircraft(taxiway,runway,maintenance, and fueling areas). Also called the airport operations area. Airspace -The area above the ground in which aircraft travel. It is divided into corridors, routes,and restricted zones for the control and safety of aircraft. All-Cargo Carrier-An air carrier certificated in accordance with FAR Part 121 to provide scheduled air freight,express, and mail transportation over specific routes, as well as the conduct of nonscheduled operations that may include passengers. Alternate Airport- An alternate destination airport if flight to the original destination cannot be completed. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-6 Appendix A: Glossary Ambient Noise Level - Background noise level,exclusive of the contribution made by aircraft. Annual Service Volume (ASV)-A reasonable estimate of an airport's annual capacity. It accounts for differences in runway use, aircraft mix,weather conditions,etc.,that would be encountered over a year's time. Approach End of Runway - The near end of the runway as viewed from the cockpit of a landing aircraft. Approach Surface-An imaginary surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of the runway based upon the planned approach. The inner edge of the approach surface is the same width as the primary surface and expands uniformly depending upon the planned approach. Approved Instrument Approach -Instrument approach meeting the design requirements, equipment specifications,and accuracies, as determined by periodic FAA flight checks,and which are approved for general use and publication by the FAA. Apron -A defined area where aircraft are maneuvered and parked and where activities associated with the handling of flights can be carried out. ARFF-Aircraft Rescue and Fire Fighting. ATC -Air Traffic Control ATCT -Airport Traffic Control Tower. AVGAS -Aviation gasoline. Fuel used in reciprocating(piston) aircraft engines. Avgas is manufactured in the following grades; 80/87, 100LL, 100/130,and 115/145. Avigation Easement-A form of limited property right purchase that establishes legal land-use control prohibiting incompatible development of areas required for airports or aviation related purposes. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-7 Appendix A: Glossary Based Aircraft -Aircraft stationed at an airport on an annual basis. BRL -Building Restriction Line. Capacity - (Throughput capacity). A measure of the maximum number of aircraft operations, which can be accommodated on the airport component in an hour. Capital Improvement Program (CIP) -A scheduled of planned projects and costs, often prepared and adopted by public agencies. CAT I (one) - Category I Instrument Landing System,which provides for approach to a height above touchdown of not less than 200 feet and with Runway Visual Range of not less than 1,800 feet. CAT II (two) - Category II ILS approach procedure, which provides for approach to a height above touchdown of not less than 100 feet and a RVR of not less than 1,200 feet. CAT III (three) - Category III ILS approach,which provides for an approach with no decision height and a RVR of not less than 700 feet. Ceiling-The height above the ground of the base of the lowest layer of clouds or obscuring phenomena aloft that is reported as broken or overcast and not classified as scattered,thin, or partial. Ceiling figures in aviation weather reports may be determined as measured, estimated, or indefinite. Certificated Route Air Carrier- One of a class of air carriers holding certificates of public convenience and necessity. These carriers are authorized to perform scheduled air transportation over specified routes and a limited amount of nonscheduled activity. Charter- A nonscheduled flight offered by either a supplemental or certificated air carrier. Circling Approach -An instrument approach procedure in which an aircraft executes the published instrument approach to one runway,the maneuvers visually to land on a different runway. Circling approaches are also used at airports that have published instrument approaches with a final approach course that is not aligned within 30 degrees of any runway. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-8 Appendix A: Glossary Clear Zone - See Runway Protection Zone Clearway -A clearway is an area available for the continuation of the take-off operation,which is above a clearly defined area connected to and extending beyond the end of the runway. The area over which the clearway lies need not be suitable for stopping aircraft in the event of an aborted take-off. Clearways are applicable only in the take-off operations of turbine-engined aircraft. Commercial Air Carriers -An air carrier certificated in accordance with FAR Parts 121 or 127 to conduct scheduled services on specified routes. These air carriers may also provide nonscheduled or charter services as a secondary operation. Four carrier groupings have been designated for statistical and financial data aggregation and analysis: 1. Majors: Air carriers with annual operating revenues greater than$1 billion. 2. Nationals: Air carriers with annual operating revenues of between$100 million and$1 billion. 3. Large Regionals: Those carriers whose revenues are between$10 million and $99,999,999. 4. Medium Regionals: Air carriers with annual revenues less than$10 million. Commuter Air Carrier- An air carrier certificated in accordance with FAR Part 135,which operates aircraft with a maximum of 60 seats, and provides at least five scheduled round trips per week between two or more points, or carries mail. Commuter/Air Taxi Operations-Those arrivals and departures performed by air carriers certificated in accordance with FAR Part 135. Condemnation -Proceedings under which a property interest may be forcibly acquired: government may condemn land through the power of eminent domain: an individual may apply inverse condemnation to obtain just compensation for a property interest taken by the government without prior agreement. Conical Surface -An imaginary surface extending outward and upward from the periphery of the horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet. Renton Municipal Airport/Clayton Scott Field Master flan Update—April 2009 A-9 Appendix A: Glossary Control Areas-These consist of the airspace designated as Federal Airways, additional Control Areas, and Control Area Extensions, but do not include the Continental Control Areas. Control Tower-A central operations facility in the terminal air traffic control system consisting of a tower cab structure using air/ground communications and/or radar, visual signaling,and other devices to provide safe and expeditious movement of air traffic. Control Zones -Areas of controlled airspace,which extend upward from the surface and terminate at the base of the continental control area. Control zones that do not underlie the continental control area have no upper limit. A control zone may include one or more airports and is normally a circular area with a radius of five statute miles and any extensions necessary to include instrument departure and arrival paths. Controlled Airspace-Airspace designated as continental control area, control area,control zone, or transition area within which some or all aircraft may be subject to air traffic control. Critical Aircraft -The aircraft,which controls one or more design items,based on wingspan, approach speed and/or maximum certificated take off weight. The same aircraft may not be critical to all design items. Crosswind - When used concerning wind conditions,the word means a wind not parallel to the runway or the path of an aircraft. dBA- Decibels measured on the A-weighted scale to factor out anomalies. Decibel (dB) -The standard unit of noise measurement relating to a logarithm scale in which 10 units represents a doubling of acoustic energy. Decision Height(DH) -During a precision approach,the height(or altitude)at which a decision must be made to either continue the approach or execute a missed approach. Declared Distances -The distances the airport owner declares available and suitable for satisfying an airplanes take-off distance, accelerated-stop distance, and landing distance requirements. The distances are: Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-10 Appendix A: Glossary Take-off run available (TORA) -The runway length declared available and suitable for the ground run of an airplane taking off. Take-off distance available(TODA)-The TORA plus the length of any remaining runway and/or clearway (CWY)beyond the far end of the TORA. Accelerate-stop distance available(ASDA)- The runway plus stopway (SWY)length declared available and suitable for the acceleration and deceleration of an airplane aborting take-off Landing distance available(LDA) -The runway length declared available and suitable for a landing airplane. Design Hour-The design hour is an hour close to the peak but not the absolute peak,which is used for airport planning and design purposes. It is usually the peak hour of the average day of the peak month. Displaced Threshold -Actual touchdown point on specific runways designated due to obstructions,which make it impossible to use the actual physical runway end. Distance Measuring Equipment(DME)- An airborne instrument, which indicates the distance the aircraft, is from a fixed point, usually a VOR station. DOT- Department of Transportation. Effective Runway Gradient- The maximum difference between runway centerline elevations divided by the runway length,expressed as a percentage. Eminent Domain - Right of the government to take property from the owner, upon compensation, for public facilities or other purposes in the public interest. Environmental Assessment(EA) -A report prepared under the National Environmental Policy Act(NEPA)analyzing the potential environmental impacts of a federally funded project. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-11 Appendix A: Glossary Environmental Impact Statement(EIS)-A report prepared under NEPA fully analyzing the potential significant environmental impacts of a federally funded project. EPA -The United States Environmental Protection Agency. FAR Part 77- Federal Aviation Regulations, which establish standards for determining obstructions in navigable airspace. Federal Aviation Administration (FAA) -A branch of the U.S. Department of Transportation responsible for the regulation of all civil aviation activities. Fixed Base Operator(FBO) -An individual or company located at an airport providing commercial general aviation services. Final Approach -The flight path of an aircraft which is inbound to the airport on an approved final instrument approach course,beginning at the point of interception of that course and extending to the airport or the point where circling for landing or missed approach is executed. Fixed Wing- For the purposes of this report,any aircraft not considered rotorcraft. Flight Plan - A description or outline of a planned flight, which a pilot submits to the FAA, usually through a Flight Service Station. Flight Service Station (FSS) - Air traffic facility operated by the FAA to provide flight service assistance such as pilot briefing, en route communications, search and rescue assistance and weather information. General Aviation -All civil aviation operations other than scheduled air services and non- scheduled air transport operations for remuneration or hire. Global Positioning System (GPS) -GPS uses a group of many satellites orbiting the earth to determine the position of users on or above the earth's surface. This system will provide at Ieast non-precision approach capability to any airport having published instrument approach procedures. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-12 Appendix A: Glossary HIRL-High Intensity Runway Lights. Horizontal Surface -A horizontal plane 150 feet above the established airport elevation,the perimeter of which is constructed by swinging arcs with a radius of 5,000 feet for all runways designated as utility or general; and 10,000 feet for all other runways from the center of each end of the primary surface and connecting the adjacent arc by tangent lines. Instrument Flight Rules (IFR) - These rules govern the procedures for conducting instrument flight. Pilots are required to follow these rules when operating in controlled airspace with visibility of less than three miles and/or ceiling lower than 1,000 feet. Instrument Landing System (ILS) - ILS is designed to provide an exact approach path for alignment and descent of aircraft. Generally consists of a localizer,glide slope, outer marker, middle marker, and approach lights. This type of precision instrument system is being replaced by Microwave Landing Systems(MLS). instrument Runway - A runway equipped with electronic and visual navigation aids for which a precision or non-precision approach procedure having straight-in landing minimums has been approved. Itinerant Operation -All aircraft operations at an airport other than local. Landing Area -That part of the movement area intended for the landing and takeoff of aircraft. LDN -Day-night sound levels;a method of measuring noise exposure. Local Operation -Aircraft operation in the traffic pattern or within sight of the tower,or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. LIRL -Low Intensity Runway Lights. Mean Sea Level (MSL) -Elevation above Mean Sea Level. Renton Municipal Airport/('layton Scott Field Master flan Update—April 2009 A-13 Appendix A: Glossary Medium-Intensity Approach Lighting(MALSR) -This system includes runway alignment indicator lights. An airport lighting facility,which provides visual guidance to landing aircraft. Microwave Landing System (MLS) -An instrument landing system operating in the microwave spectrum, which provides lateral and vertical guidance to aircraft with compatible equipment. Minimums - Weather condition requirements established for a particular operation or type of operation. MIRL -Medium-Intensity Runway Lights. Movement Area -The runways, taxiways and other areas of the airport used for taxiing,takeoff and landing of aircraft,exclusive of loading ramps and parking areas. Navigational Aid (NAVAID)-Any visual or electronic device airborne or on the surface which provides point to point guidance information or position data to aircraft in flight. Non-Directional Beacon (NDB) - Transmits a signal on which a pilot may "home" using equipment installed in the aircraft. Non-Precision Instrument Approach -An instrument approach procedure with only horizontal guidance or area-type navigational guidance for straight-in approaches. Object Free Area (OFA) -A two-dimensional ground area surrounding runways,taxiways,and taxilanes which is clear of objects except those whose location is fixed by function. Object Free Zone (OFZ)-The airspace defined by the runway OFZ and,as appropriate,the inner-approach OFZ and the inner-transitional OFZ,which is clear of object penetrations other than frangible NAVAIDS. Runway OFZ- The airspace above a surface centered runway centerline. Inner-approach OFZ-The airspace above a surface centered on the extended runway centerline. It applies to runways with an approach lighting system. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-14 Appendix A: Glossary Inner-transitional OFZ-The airspace above the surfaces located on the outer edges of the runway OFZ and the inner-approach OFZ. It applies to precision instrument runways. Obstruction -An object, which penetrates an imaginary surface described in FAR Part 77. Peak Factor- The factor applied to the annual operations to determine the peak hour activity. PIR- Precision Instrument Runway. Precision Approach Path Indicator(PAPI) -Provides visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity focused light beams. Precision Instrument Approach -An instrument approach procedure in which electronic vertical and horizontal guidance is provided, e.g.ILS and MLS. Primary Surface -A surface longitudinally centered on the runway, extending 200 feet beyond each end of the runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. Rotorcraft(e.g. Helicopter) -A heavier-than-air aircraft supported in flight by the reactions of the air on one or more power-driven rotors on substantially vertical axis. Runway End Identifier Lights(REIL) - These lights aid in early identification of the approach end of the runway. Runway Protection Zone (RPZ)- The ground area under the approach surface,which extends from the primary surface to a point where the approach surface is fifty feet above the ground. This was formerly known as the clear zone. Runway Safety Area (RSA) -A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot,overshoot,or excursion from the runway. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-15 Appendix A: Glossary Segmented Circle-A system of visual indicators designed to provide traffic pattern information at airports without operating control towers. Touch and Go Operation - Practice flight performed by a landing touch down and continuous take off without stopping or exiting the runway. Transitional Surfaces- These surfaces extend outward and upward at right angles to the runway centerline and the extended runway centerline at a slope of 7:1 from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of a precision approach surface which project through and beyond the limits of the conical surface extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline. Transport Airport- An airport designed, constructed and maintained to serve airplanes in Aircraft Approach Category C and D. Utility Airport-An airport designed, constructed and maintained to serve airplanes in aircraft approach category A and B. VASI -Visual Approach Slope Indicator. See definition of PAPI. Visual Flight Rules (VFR) -Flight rules by which aircraft are operated by visual reference to the ground. Weather conditions for flying under these rules must include a ceiling greater than 1,000 feet,three-miles visibility and standard cloud clearance. Wind Coverage- Wind coverage is the percent of time for which aeronautical operations are considered safe due to acceptable crosswind components. Wind Rose-A scaled graphical presentation of wind information. Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 A-16 Appendix B FAA INM MODEL Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 B FAA INM MODEL B.1 BASE CASE - YEAR 2006 INM 7.0 SCENARIO RUN INPUT REPORT 16-Apr-08 13:13 STUDY:G:\WORK\RENTON\INM\CASE STUDY INM7.01 Created : 16-Apr-08 12:53 Units :English Airport :RNT Description: Renton Municipal Airport-Year 2025 noise study SCENARIO: SCENARIO_Y2006 Created : 16-Apr-08 12:53 Description :Year 2004 data Last Run : 16-Apr-08 13:12 Run Duration : 000:00:05 STUDY AIRPORT Latitude :47.493128 deg Longitude :-122.214513 deg Elevation :29.0 ft CASES RUN: CASENAME:Y2006 Temperature:58.9 F Pressure :29.92 in-Hg AverageWind :8.0 kt ChangeNPD :No STUDY RUNWAYS 15 Latitude :47.500464 deg Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Appendix 13: FAA 1NM Model Longitude:-122.216858 deg Xcoord :-0.0954 nmi Ycoord :0.4404 nmi Elevation:21.0 ft OtherEnd :33 Length : 5379 ft Gradient :0.14% TkoThresh:0 ft AppThresh :0 ft CASENAME:Y2006 RwyWind :8.0 kt 33 Latitude :47.485794 deg Longitude:-122.214636 deg Xcoord :-0.0050 nmi Ycoord :-0.4403 nmi Elevation :28.7 ft OtherEnd : 15 Length :5379 ft Gradient :-0.14% TkoThresh :0 ft AppThresh :340 ft CASENAME:Y2006 RwyWind : 8.0 kt STUDY TRACKS Rwyld-OpType-Trkld Sub PctSub TrkType Delta(ft) 15-APP-AR15N 0 50.00 Vectors 0.0 15-DEP-DP15S 0 50.00 Vectors 0.0 15-TGO-TG015 0 50.00 Vectors 0.0 33-APP-AR33S 0 50.00 Vectors 0.0 33-DEP-DP33N 0 50.00 Vectors 0.0 Renton 'Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Il-2 Appendix B: FAA 1NM Model 33-TGO-TGO33 0 50.00 Vectors 0.0 STUDY TRACK DETAIL Rwyld-OpType-Trkld-SubTrk # SegType Dist/Angle Radius(nmi) 15-APP-AR 15N-0 1 Straight 2.0000 nmi 2 Left-Turn 37.0000 deg 0.8000 3 Straight 1.3500 nmi 15-DEP-DP15S-0 1 Straight 2.9000 nmi 15-TGO-TGOI 5-0 1 Straight 2.0000 nmi 2 Left-Turn 180.0000 deg 0.8000 3 Straight 3.0000 nmi 4 Left-Turn 180.0000 deg 0.8000 5 Straight 1.0000 nmi 33-APP-AR33 S-0 I Straight 2.0000 nmi 33-DEP-DP33N-0 1 Straight 2.2000 nmi 2 Right-Turn 37.0000 deg 0.8000 3 Straight 2.0000 nmi 33-TGO-TGO33-0 1 Straight 2.0000 nmi 2 Right-Turn 180.0000 deg 0.8000 3 Straight 3.0000 nmi 4 Right-Turn 180.0000 deg 0.8000 5 Straight 1.0000 nmi AIRCRAFT GROUP ASSIGNMENTS STUDY AIRPLANES 737 Standard data BEC58P Standard data GASEPF Standard data STUDY SUBSTITUTION AIRPLANES Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 B-3 Appendix B: FAA INM Model USER-DEFINED NOISE CURVES USER-DEFINED METRICS USER-DEFINED PROFILE IDENTIFIERS USER-DEFINED PROCEDURAL PROFILES USER-DEFINED FIXED-POINT PROFILES USER-DEFINED FLAP COEFFICIENTS USER-DEFINED JET THRUST COEFFICIENTS USER-DEFINED PROP THRUST COEFFICIENTS USER-DEFINED GENERAL THRUST COEFFICIENTS STUDY MILITARY AIRPLANES USER-DEFINED MILITARY NOISE CURVES USER-DEFINED MILITARY PROFILE IDENTIFIERS USER-DEFINED MILITARY FIXED-POINT PROFILES ----------------------------------------- STUDY HELICOPTERS USER-DEFINED HELICOPTER PROFILE IDENTIFIERS USER-DEFINED HELICOPTER PROCEDURAL PROFILES USER-DEFINED HELICOPTER NOISE CURVES USER-DEFINED HELICOPTER DIRECTIVITY Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 It-. 1 Appendix B: FAA INM Model CASE FLIGHT OPERATIONS- [Y2006] Acft Op Profile Stg Rwy Track Sub Group Day Evening Night 737 DEP STANDARD 1 33 DP33N 0 --- 0.1780 0.0000 0.0000 BEC58P APP STANDARD 1 15 AR15N 0 --- 0.5179 0.0000 0.0160 BEC58P APP STANDARD 133 AR33S 0 --- 0.5179 0.0000 0.0160 BEC58P DEP STANDARD I 15 DP15S 0 --- 0.5179 0.0000 0.0160 BEC58P DEP STANDARD 133 DP33N 0 --- 0.5179 0.0000 0.0160 BEC58P TGO STANDARD 1 15 TG015 0 --- 0.7177 0.0000 0.0222 BEC58P TGO STANDARD 1 33 TG033 0 --- 0.7177 0.0000 0.0222 GASEPF APP STANDARD 1 15 AR15N 0 --- 11.6091 0.0000 0.3590 GASEPF APP STANDARD 1 33 AR33S 0 --- 11.6091 0.0000 0.3590 GASEPF DEP STANDARD 1 15 DP15S 0 --- 11.6091 0.0000 0.3590 GASEPF DEP STANDARD 1 33 DP33N 0 --- 11.6091 0.0000 0.3590 GASEPF TGO STANDARD 1 15 TGOIS 0 --- 16.0882 0.0000 0.4976 GASEPF TGO STANDARD 1 33 TG033 0 --- 16.0882 0.0000 0.4976 CASE RUNUP OPERATIONS-[Y2006] SCENARIO RUN OPTIONS Run Type :Single-Metric NoiseMetric :DNL Do Terrain :No Terrain Do Contour :Recursive Grid Refinement : 10 Tolerance :0.10 Low Cutoff :55.0 High Cutoff : 85.0 Ground Type :All-Soft-Ground Do Population :No Do Locations :No Do Standard :No Do Detailed :No Compute System Metrics: DNL :Yes CNEL :No LAEQ :No LAEQD :No LAEQN :No SEL :No LAMAX :No Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 B-5 Appendix B: FAA INM Model TALA :No NEF :No WECPNL :No EPNL :No PNLTM :No TAPNL :No CEXP :No LCMAX :No TALC :No SCENARIO GRID DEFINITIONS Name Type X(nmi) Y(nmi)Ang(deg)DisJ(nmi)DisJ(nmi)NI NJ Thrsh dAmb (hr) CONTOUR Contour -8.0000 -8.0000 0.0 16.0000 16.0000 2 2 85.0 0.0 0.00 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 13-6 Appendix B: FAA INM Model B.2 FUTURE CASE - YEAR 2025 INM 7.0 SCENARIO RUN INPUT REPORT 16-Apr-08 13:14 STUDY:G:\WORKIRENTON\INM\CASE STUDY INM7.0\ Created : 16-Apr-08 12:53 Units :English Airport :RNT Description: Renton Municipal Airport-Year 2025 noise study SCENARIO: SCENARIO_Y2025 Created : 16-Apr-08 12:53 Description :Year 2025 Case Study Last Run : 16-Apr-08 13:13 Run Duration : 000:00:09 STUDY AIRPORT Latitude :47.493128 deg Longitude :-122.214513 deg Elevation :29.0 ft CASES RUN: CASENAME:Y2025 Temperature:58.9 F Pressure :29.92 in-Hg AverageWind :8.0 kt ChangeNPD :No STUDY RUNWAYS 15 Latitude :47.500464 deg Longitude:-122.216858 deg Xcoord :-0.0954 nmi Ycoord :0.4404 nmi Elevation :21.0 ft OtherEnd :33 Length :5379 ft Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 B-7 Appendix 13: FAA INM Model Gradient :0.14% TkoThresh :0 ft AppThresh :0 ft CASENAME:Y2025 RwyWind :8.0 kt 33 Latitude :47.485794 deg Longitude:-122.214636 deg Xcoord :-0.0050 nmi Ycoord :-0.4403 nmi Elevation :28.7 ft OtherEnd : 15 Length :5379 ft Gradient :-0.14% TkoThresh :0 ft AppThresh:340 ft CASENAME:Y2025 RwyWind :8.0 kt STUDY TRACKS Rwyld-OpType-Trkld Sub PctSub TrkType Delta(ft) 15-APP-AR 15N 0 50.00 Vectors 0.0 15-DEP-DP15S 0 50.00 Vectors 0.0 15-TGO-TGO15 0 50.00 Vectors 0.0 33-APP-AR33S 0 50.00 Vectors 0.0 33-DEP-DP33N 0 50.00 Vectors 0.0 33-TGO-TG033 0 50.00 Vectors 0.0 STUDY TRACK DETAIL Rwyld-OpType-Trkld-SubTrk # SegType Dist/Angle Radius(nmi) Renton Municipal Airport/Clayton Scott held Master Plan Update—April 2009 B-8 Appendix B: FAA INM Model 15-APP-AR 15N-0 1 Straight 2.0000 nmi 2 Left-Turn 37.0000 deg 0.8000 3 Straight 1.3500 nmi 15-DEP-DP 15S-0 1 Straight 2.9000 nmi 15-TGO-TGO15-0 1 Straight 2.0000 nmi 2 Left-Turn 180.0000 deg 0.8000 3 Straight 3.0000 nmi 4 Left-Turn 180.0000 deg 0.8000 5 Straight 1.0000 nmi 33-APP-AR33 S-0 1 Straight 2.0000 nmi 33-DEP-DP33N-0 1 Straight 2.2000 nmi 2 Right-Turn 37.0000 deg 0.8000 3 Straight 2.0000 nmi 33-TGO-TGO33-0 1 Straight 2.0000 nmi 2 Right-Turn 180.0000 deg 0.8000 3 Straight 3.0000 nmi 4 Right-Turn 180.0000 deg 0.8000 5 Straight 1.0000 nmi AIRCRAFT GROUP ASSIGNMENTS STUDY AIRPLANES 737 Standard data BEC58P Standard data GASEPF Standard data STUDY SUBSTITUTION AIRPLANES USER-DEFINED NOISE CURVES USER-DEFINED METRICS USER-DEFINED PROFILE IDENTIFIERS Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 B-9 Appendix B: FAA 1NM Model USER-DEFINED PROCEDURAL PROFILES USER-DEFINED FIXED-POINT PROFILES USER-DEFINED FLAP COEFFICIENTS USER-DEFINED JET THRUST COEFFICIENTS USER-DEFINED PROP THRUST COEFFICIENTS USER-DEFINED GENERAL THRUST COEFFICIENTS STUDY MILITARY AIRPLANES USER-DEFINED MILITARY NOISE CURVES USER-DEFINED MILITARY PROFILE IDENTIFIERS USER-DEFINED MILITARY FIXED-POINT PROFILES STUDY HELICOPTERS USER-DEFINED HELICOPTER PROFILE IDENTIFIERS USER-DEFINED HELICOPTER PROCEDURAL PROFILES USER-DEFINED HELICOPTER NOISE CURVES USER-DEFINED HELICOPTER DIRECTIVITY CASE FLIGHT OPERATIONS-[Y2025] Acft Op Profile Stg Rwy Track Sub Group Day Evening Night 737 DEP STANDARD l 15 DP15S 0 -- 0.0000 0.0000 0.0000 737 DEP STANDARD 1 33 DP33N 0 --- 2.6420 0.0000 0.0000 BEC58P APP STANDARD 1 15 AR15N 0 --- 1.8728 0.0000 0.0579 BEC58P APP STANDARD 1 33 AR33S 0 --- 1.8728 0.0000 0.0579 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 B-10 Appendix B: FAA INM Model BEC58P DEP STANDARD 1 15 DP15S 0 --- 1.8728 0.0000 0.0579 BEC58P DEP STANDARD 1 33 DP33N 0 --- 1.8728 0.0000 0.0579 BEC58P TGO STANDARD 1 15 TGO15 0 -- 2.6926 0.0000 0.0833 BEC58P TGO STANDARD 1 33 TG033 0 -- 2.6926 0.0000 0.0833 GASEPF APP STANDARD 1 15 AR15N 0 --- 13.7008 0.0000 0.4237 GASEPF APP STANDARD 1 33 AR33S 0 --- 13.7008 0.0000 0.4237 GASEPF DEP STANDARD 115 DP15S 0 --- 13.7008 0.0000 0.4237 GASEPF DEP STANDARD 1 33 DP33N 0 --- 13.7008 0.0000 0.4237 GASEPF TGO STANDARD 1 15 TGO15 0 --- 19.6982 0.0000 0.6092 GASEPF TGO STANDARD 1 33 TG033 0 --- 19.6982 0.0000 0.6092 CASE RUNUP OPERATIONS-[Y2025] SCENARIO RUN OPTIONS Run Type : Single-Metric NoiseMetric :DNL Do Terrain :No Terrain Do Contour : Recursive Grid Refinement : 10 Tolerance :0.10 Low Cutoff :55.0 High Cutoff :85.0 Ground Type :All-Soft-Ground Do Population :No Do Locations :No Do Standard :No Do Detailed :No Compute System Metrics: DNL :Yes CNEL :No LAEQ :No LAEQD :No LAEQN :No SEL :No LAMAX :No TALA :No NEF :No WECPNL:No EPNL :No PNLTM :No Renton Municipal Airport/Clayton Scott Field Master Plan Update-April 2009 B-11 Appendix B: FAA INM Model TAPNL :No CEXP :No LCMAX :No TALC :No SCENARIO GRID DEFINITIONS Name Type X(nmi) Y(nmi)Ang(deg)Disl(nmi)DisJ(nmi)NI NJ Thrsh dAmb (hr) CONTOUR Contour -8.0000 -8.0000 0.0 16.0000 16.0000 2 2 85.0 0.0 0.00 Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 13-12 Appendix C CITY OF RENTON, STATE ENVIRONMENTAL POLICY ACT (SEPA) CHECKLIST Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 i&. &_?U I I 1 DEVELOPMENT SERVICES DIVISION ENVIRONMENTAL CHECKLIST City of Renton Development Services Division 1055 South Grady Way, Renton, WA 98055 Phone: 425-430-7200 Fax: 425-430-7231 PURPOSE OF CHECKLIST: The State Environmental Policy Act (SEPA), Chapter 43.21C RCW, requires all governmental agencies to consider the environmental impacts of a proposal before making decisions. An Environmental Impact Statement (EIS) must be prepared for all proposals with probable significant adverse impacts on the quality of the environment. The purpose of this checklist is to provide information to help you and the agency identify impacts from your proposal (and to reduce or avoid impacts from the proposal, if it can be done) and to help the agency decide whether an EIS is required. INSTRUCTIONS FOR APPLICANTS: 'This environmental checklist asks you to describe some basic information about your proposal. Governmental agencies use this checklist to determine whether the environmental impacts of your proposal are significant, requiring preparation of an EIS. Answer the questions briefly, with the most precise information known, or give the best description you can. You must answer each question accurately and carefully, to the best of your knowledge. In most cases, you should be able to answer the questions from your own observations or project plans without the need to hire experts. If you really do not know the answer, or if a question does not apply to your proposal, write"do not know"or"does not apply". Complete answers to the questions now may avoid unnecessary delays later. Some questions ask about governmental regulations, such as zoning, shoreline, and landmark designations. Answer these questions if you can. If you have problems, the governmental agencies can assist you. The checklist questions apply to all parts of your proposal, even if you plan to do them over a period of time or on different parcels of land. Attach any additional information that will help describe your proposal or its environmental effects. The agency to which you submit this checklist may ask you to explain your 1 answers or provide additional information reasonably related to determining if there may be significant adverse impact. USE OF CHECKLIST FOR NONPROJECT PROPOSALS: Complete this checklist for nonproject proposals, even though questions may be answered "does not apply." IN ADDITION, complete the SUPPLEMENTAL SHEET FOR NONPROJECT ACTIONS (part D). For nonproject actions (actions involving decisions on policies, plans and programs), the references in the checklist to the words "project," "applicant," and "property or site" should be read as "proposal," "proposer,"and "affected geographic area," respectively. X. BACKGROUND 1 Name of proposed project, if applicable: Renton Municipal Airport/Clayton Scott Field Airport Layout Plan(ALP) Update 2. Name of applicant: City of Renton 3. Address and phone number of applicant and contact person: Ryan Zulauf,Airport Manager Renton Municipal Airport 616 West Perimeter Road Renton, WA 98055 (425) 430-7471 4 Date checklist prepared: 3/7/08 5. Agency requesting checklist: City of Renton; 6 Proposed timing or schedule (including phasing, if applicable): The ALP Update's recommended improvement plan is in three implementation phases: Phase I covers short-term projects (2007-2012) Phase II covers intermediate-term projects(2013-2018) Phase Ill covers long-term projects (2019-2026) 7. Do you have any plans for future additions, expansion, or further activity related to or connected with this proposal? If yes, explain. Yes, capital improvement projects recommended in the ALP Update may be implemented during the phases noted in the preceding answer. 8 List anyenvironmental informationyou know about that has been prepared, or will be prepared, directly related to this proposal. None applicable 9 Do you know whether applications are pending for governmental approvals of other proposals directly affecting the property covered by your proposal? If yes, explain. No 10 List any governmental approvals or permits that will be needed for your proposal, if known. The ALP Update will need to be approved by the City of Renton and the FAA. 2 11. Give brief, complete description of your proposal, including the proposed uses and the size of the project and site. The ALP Update (a non-project action) for the Renton Municipal Airport/Clayton Scott Field is intended to evaluate and determine a short-, intermediate-, and long-term maintenance and development program for the airport. A detailed maintenance program for airside and landside facilities has been formulated, and a 20-year Capital Improvement Program (CIP) has been prepared. The CIP consists of actions that support continued operation of the airport over time. 12. Location of the proposal. Give sufficient information for a person to understand the precise location of your proposed project, including a street address, if any, and section, township, and range if known. If a proposal would occur over a range of area, provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and topographic map, if reasonably available. While you should submit any plans required by the agency, you are not required to duplicate maps or detailed plans submitted with any permit applications related to this checklist. Renton Municipal Airport/Clayton Scott Field (RNT) and the Will Rogers - Wiley Post Memorial Seaplane Base (W36) are located on South Lake Washington. RNT occupies approximately 168 acres of land one mile north of downtown Renton. The landing area for the Wiley Post Seaplane Base is sited in the waters of Lake Washington but the aircraft that use it are based at RNT. The address of the airport is 616 West Perimeter Road, Renton, WA. B. ENVIRONMENTAL ELEMENTS 1. EARTH a General description of the site (circle one); flat, rolling, hilly, steep slopes, mountainous, other Flat b. What is the steepest slope on the site(approximate percent slope?) Approximately 3% c. What general types of soils are found on the site (for example, clay, sand, gravel, peat, muck)? If you know the classification of agricultural soils, specify them and note any prime farmland. Sand, gravel d. Are there surface indications or history of unstable soils in the immediate vicinity? If so, describe. No e. Describe the purpose, type, and approximate quantities of any filling or grading proposed. Indicate source of fill. Does not apply 3 f Could erosion occur as a result of clearing, construction, or use? If so, generally describe. No q. About whatpercent of the site will be covered with impervious surfaces after project .. P construction (for example, asphalt or buildings)? Does not apply h Proposed measures to reduce or control erosion, or other impacts to the earth, if any: Does not apply 2.. AIR a What types of emissions to the air would result from the proposal (i.e., dust, automobile, odors, industrial wood smoke) during construction and when the project is completed? If any, generally describe and give approximate quantities if known. individual projects recommended in the ALP Update may result in increased air emissions. These will be addressed at the time of their construction. b. Are there any off-site sources of emission or odor that may affect your proposal? If so, generally describe. No c. Proposed measures to reduce or control emissions or other impacts to air, if any: Individual projects will be studied prior to construction as needed in order to reduce or control emissions. Mitigation measures may be required at that time. : . WATER a Surface Water: 1) Is there any surface water body on or in the immediate vicinity of the site (including year- round and seasonal streams, saltwater, lakes, ponds, wetlands)? If yes, describe type and provide names. If appropriate, state what stream or river it flows into. The Cedar River flows on the airport's eastern boundary draining into Lake Washington on the northern boundary. 2) Will the project require any work over, in, or adjacent to (within 200 feet) the described waters? If yes, please describe and attach available plans. Projects recommended in the ALP Update may eventually involve some work within 200 feet of some of the described waters. Specific plans for the projects will be completed as the projects are implemented. 4 3) Estimate the amount of fill and dredge material that would be placed in or removed from surface water or wetlands and indicate the area of the site that would be affected. Indicate the source of fill material. Does not apply 4) Will the proposal require surface water withdrawals or diversions? Give general description, purpose, and approximate quantities if known. No 5) Does the proposal lie within a 100-year flood plain? If so, note location on the site plan. Yes, most of airport property is located within a 100-year floodplain. The elevated section along Rainier Ave North is outside the floodplain. 6) Does the proposal involve any discharges of waste materials to surface waters? If so, describe the type of waste and anticipated volume of discharge. Does not apply b., Ground Water: 1) Will ground water be withdrawn, or will water be discharged to ground water? Give general description, purpose, and approximate quantities if known. Does not apply 2) Describe waste material that will be discharged into the ground from septic tanks or other sources, if any (for example: Domestic sewage; industrial, containing the following chemicals...; agricultural; etc.). Describe the general size of the system, the number of such systems, the number of houses to be served (if applicable), or the number of animals or humans the system(s)are expected to serve. Does not apply c. Water Runoff(including storm water): 1) Describe the source of runoff (including storm water) and method of collection and disposal, if any (include quantities, if known). Where will this water flow? Will this water flow into other waters, If so, describe. Runoff on the West side of the runway is disposed into Lake Washington to the north. Runoff on the East side of the runway is disposed into the Cedar River which in turn flows into Lake Washington to the North. 2) Could waste material enter ground or surface waters? If so, generally describe. Does not apply d. Proposed measures to reduce or control surface, ground, and runoff water impacts, if any: None 5 4. PLANTS a. Check or circle types of vegetation found on the site: deciduous tree: alder, maple, aspen, other evergreen tree: fir, cedar, pine, other shrubs _X_ grass pasture crop or grain wet soil plants: cattail, buttercup, bullrush, skunk cabbage, other water plants: water lily, eel grass, milfoil, other other types of vegetation b. What kind and amount of vegetation will be removed or altered? Does not apply c. List threatened or endangered species known to be on or near the site. None listed d. Proposed landscaping, use of native plants, or other measures to preserve or enhance vegetation on the site, if any: None required 5. ANIMALS a. Circle any birds and animals which have been observed on or near the site or are known to be on or near the site: Birds: hawk, heron, eagle, songbirds, other Mammals: deer, bear, elk, beaver, other Fish: bass, salmon, trout, herring, shellfish, other b. List any threatened or endangered species known to be on or near the site. None known c. Is the site part of a migration route? If so, explain No d. Proposed measures to preserve or enhance wildlife, if any: None 6. ENERGY AND NATURAL RESOURCES a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to meet the completed project's energy needs? Describe whether it will be used for heating, manufacturing, etc. Does not apply 6 b. Would your project affect the potential use of solar energy by adjacent properties? If so, generally describe. No c. What kinds of energy conservation features are included in the plans of this proposal? List other proposed measures to reduce or control energy impacts, if any: Does not apply 7. ENVIRONMENTAL HEALTH a. Are there any environmental health hazards, including exposure to toxic chemicals, risk of fire and explosion, spill, or hazardous waste, that could occur as a result of this proposal? If so, describe. No 1) Describe special emergency services that might be required. Does not apply 2) Proposed measures to reduce or control environmental health hazards, if any: Does not apply b. Noise 1) What types of noise exist in the area which may affect your project (for example: traffic, equipment, operation, other)? Does not apply 2) What types and levels of noise would be created by or associated with the project on a short-term or a long-term basis (for example: traffic, construction, operation, other)? Indicate what hours noise would come from the site. Does not apply 3) Proposed measures to reduce or control noise impacts, if any: Does not apply 8. LAND AND SHORELINE USE a. What is the current use of the site and adjacent properties? Current use of the site is for airport operations. Adjacent properties include industrial on the east side, commercial to the south and west, residential to the west, and Lake Washington to the north b. Has the site been used for agriculture? If so, describe. 7 No c. Describe any structures on the site. Structures include airport and city maintenance buildings, the Airport Traffic Control Tower, and aircraft storage hangars. d. Will any structures be demolished? If so, what? No. e. What is the current zoning classification of the site? AO(Airport Operations) f. What is the current comprehensive plan designation of the site? AO(Airport Operations) g. If applicable, what is the current shoreline master program designation of the site? Does not apply h. Has any part of the site been classified as an "environmentally sensitive" area? If so, specify. No Approximately how many people would reside or work in the completed project? Does not apply j. Approximately how many people would the completed project displace? Does not apply k. Proposed measures to avoid or reduce displacement impacts, if any: Does not apply Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans, if any: The ALP Update incorporates a discussion on land use and will be in compliance with existing city land use policies. Continued planning efforts are underway to protect the airport and community within the airport influence area. 9. HOUSING a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low-income housing. Does not apply 8 b. Approximately how many units, if any, would be eliminated? Indicate whether high, middle, or low-income housing. Does not apply c. Proposed measures to reduce or control housing impacts, if any: Does not apply 10. AESTHETICS a. What is the tallest height of any proposed structure(s), not including antennas; what is the principal exterior building material(s) proposed. Does not apply b. What views in the immediate vicinity would be altered or obstructed? Does not apply c. Proposed measures to reduce or control aesthetic impacts, if any: Does not apply 11. LIGHT AND GLARE a. What type of light or glare will the proposal produce? What time of day would it mainly occur? Airport use requires various lighting intensity levels, day and night. However, all of these systems are designed, constructed and operated to assure that no negative impacts are experienced in the community. b. Could light or glare from the finished project be a safety hazard or interfere with views? No c. What existing off-site sources of light or glare may affect your proposal? None d. Proposed measures to reduce or control light and glare impacts, if any: Does not apply 12. RECREATION a. What designated and informal recreational opportunities are in the immediate vicinity? There is a scenic trail to the east of the airport runway that is contiguous with the airport property. Several boat docks line the shore of Lake Washington to the north. No other recreational opportunities are in the immediate vicinity. b. Would the proposed project displace any existing recreational uses? If so, describe. No 9 c. Proposed measures to reduce or control impacts on recreation, including recreation opportunities to be provided by the project or applicant, if any: Does not apply 13. HISTORIC AND CULTURAL PRESERVATION a. Are there any places or objects listed on, or proposed for, national state, or local preservation registers known to be on or next to the site? If so, generally describe. An investigation at the State Office of Archaeology and Historic Preservation in 2005 revealed none of the places or objects noted above existed on or near the site. b. Generally describe any landmarks or evidence of historic, archaeological, scientific, or cultural importance known to be on or next to the site. None c. Proposed measures to reduce or control impacts, if any: None needed 14. TRANSPORTATION a. Identify public streets and highways serving the site, and describe proposed access to the existing street system. Show on site plans, if any. Rainier Ave. N. and Airport Way S. are the direct airport access roads. Site maps are included in the ALP Update, which is available for review at the City of Renton. b. Is site currently served by public transit? If not, what is the approximate distance to the nearest transit stop? Yes c. How many parking spaces would the completed project have? How many would the project eliminate? Does not apply d. Will the proposal require any new roads or streets, or improvements to existing roads or streets, not including driveways? If so, generally describe (indicate whether public or private? No e. Will the project use (or occur in the immediate vicinity of)water, rail, or air transportation? If so, generally describe. No f. How many vehicular trips per day would be generated by the completed project? If known, indicate when peak volumes would occur. 10 Does not apply g. Proposed measures to reduce or control transportation impacts, if any: Does not apply 15. PUBLIC SERVICES a. Would the project result in an increased need for public services (for example: fire protection, police protection, health care, schools, other)? If so, generally describe. No b. Proposed measures to reduce or control direct impacts on public services, if any. Does not apply 16. UTILITIES a. Circle utilities currently available at the site: electricity, natural gas, water, refuse service, telephone, sanitary sewer, septic system, other. b Describe the utilities that are proposed for the project, the utility providing the service, and the general construction activities on the site or in the immediate vicinity which might be needed. Does not apply C.. SIGNATURE I, the undersigned, state that to the best of my knowledge the above information is true and complete. It is understood that the lead agency may withdraw any declaration of non-significance that it might issue in reliance upon this checklist should there be any willful misrepresentation or willful lack of full disclosure on my part. Proponent: Name Printed: Date: 11 U. SUPPLEMENTAL SHEETS FOR NONPROJECT ACTIONS (These sheets should only be used for actions involving decisions on policies, plans and programs.rams. You do not need to fill out these sheets for project actions.) g Because these questions are very general, it may be helpful to read them in conjunction with the list of the elements of the environment. When answering these questions, be aware of the extent the proposal, or the types of activities likely to result from the proposal, would affect the item at a greater intensity or at a faster rate than if the proposal were not implemented. Respond briefly and in general terms. 1 How would the proposal be likely to increase discharge to water; emissions to air; production, storage, or release of toxic or hazardous substances; or production of noise? The ALP Update projects that activity at the airport will increase from 87,000 in 1986 to 116,000 by 2020. This increase will cause slight increases in air emissions and the aircraft noise environment. However, these are expected to be minimal and no issues are expected because of these increases. Proposed measures to avoid or reduce such increases are: None will be needed. 2 How would the proposal be likely to affect plants, animals, fish, or marine life? The project is not likely to have any impact on plants, animals, fish or marine life. Proposed measures to protect or conserve plants, animals, fish, or marine life are: None will be needed 3 How would the proposal be likely to deplete energy or natural resources? The project will not impact these areas. Proposed measures to protect or conserve energy and natural resources are: None will be needed 1 How would the proposal be likely to use or affect environmentally sensitive areas or areas designated (or eligible or under study) for governmental protection; such as parks, wilderness, wild and scenic rivers, threatened or endangered species habitat, historic or cultural sites, wetlands, flood plains, or prime farmlands? The project will not impact these areas. Proposed measures to protect such resources or to avoid or reduce impacts are: None will be needed 5 How would the proposal be likely to affect land and shoreline use, including whether it would allow or encourage land or shoreline uses incompatible with existing plans? The project will not impact these areas 12 Proposed measures to avoid or reduce shoreline and land use impacts are: None will be needed 6 How would the proposal be likely to increase demands on transportation or public services and utilities? The project will not impact these areas. Proposed measures to reduce or respond to such demand(s) are: None will be needed 7 Identify, if possible, whether the proposal may conflict with local, state, or federal laws or requirements for the protection of the environment. No conflicts will occur. SIGNATURE I, the undersigned, state that to the best of my knowledge the above information is true and complete. It is understood that the lead agency may withdraw any declaration of non-significance that it might issue in reliance upon this checklist should there be any willful misrepresentation or willful lack of full disclosure on my part. Proponent: Name Printed: Date: ENVCHLST.DOC REVISED 6/98 13 Appendix D ALP CHECKLIST Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 AC 150/5070-6B (incl.Chg. 1, 5/1/07) Airport Layout Plan Drawing Set The following list provides general guidelines in preparing the Airport Layout Plan drawing set. The individual sheets that comprise the Airport Layout Plan drawing set will vary with each planning effort. During the project scoping activities, planners must determine which sheets will be necessary. Checklists from FAA Regional and District Offices and many state aviation offices may supplement the guidance provided in this Appendix. Since these checklists are comprehensive,not all items will be applicable to a specific project. Drawing Yes No N/A Remarks 1. AIRPORT LAYOUT DRAWING a. Sheet size—Minimum 24"x 36" X b. Scale—Within a range of 1"=200'to 1"=600' X c. North Arrow 1) True and Magnetic North X 2) Year of the magnetic declination X 3) Orient drawing so that north is to the top or X left of the sheet d. Wind Rose 1) Data source and the time period covered X 2) Include individual and combined coverage for: a) Runways with 10.5 knots crosswind X b) Runways with 13 knots crosswind X c) Runways with 16 knots crosswind X d) Runways with 20 knots crosswind X Not shown e. Airport Reference Point(ARP)—Existing and X ultimate,with latitude and longitude to the nearest second based on NAD 83 f. Ground contours at intervals of 2'to 10',lightly X drawn g. Elevations(Existing and Ultimate to 1/10 of a foot) 1) Runway X 2) Displaced thresholds X 3) Touchdown zones X 4) Intersections X 1 5) Runway high and low points 6) Roadways where they intersect the RPZ edges X Determine RW 33 -Blast fence or and extended runway centerlines Perimeter Road Drawing Yes No N/A Remarks 7) Structures on Airport--If a terminal area plan is not included, show structure top elevations on X this sheet. h. Building limit lines—Show on both sides of the runways and extend to the airport property line or X RPZ. i. Runway Details(Existing and Ultimate) 1) Dimensions—length and width within the outline of the runway X _ 2) Orientation—Runway end numbers and true bearing to the nearest 0.01 degree X 3) Markings X 4) Lighting—Threshold lights only X 5) Runway Safety Areas--Dimensions may be included in the Runway Data Table X 6) End Coordinates—Note near end(existing and ultimate)of each runway end,to nearest 0.01 X second 7) Displaced threshold coordinates,to the nearest 0.01 second X 8) Declared Distances—For each runway direction if applicable. Identify any clearway/stopway portions in the declared X distances j. Taxiway details(Existing and Ultimate) 1) Taxiway widths and separations from the runway centerlines, parallel taxiway,aircraft X parking,and objects k. RPZ Details(Existing and Ultimate) 1) Dimensions X Future RPZ-RW 33 Fee Simple or 2) Type of property acquisition(fee or easement) X Easment 1. Approach slope ratio(20:1;34:1;50:1) X m. Airport Data Table(Existing and Ultimate) 1) Airport elevation(MSL) X 2 2) Airport Reference Point data X 3) Mean maximum temperature X 4) Airport Reference Code for each runway X 5) Design Aircraft for each runway or airfield component X n. Runway Data Table(Existing and Ultimate) . 1) Percent effective gradient X Drawing Yes No N/A Remarks 2) Percent wind coverage X 3) Maximum elevation above MSL X 4) Runway length and width X 5) Runway surface type X 6) Runway strength X 7) FAR Part 77 approach category X 8) Approach type X 9) Approach slope X 10) Runway lighting(HIRL,MIRL,LIRL) X 1 I) Runway marking X 12) Navigational and visual aids X 13) RSA dimensions X o. Title and Revision Blocks 1) Name and location of the airport X 2) Name of preparer X 3) Date of drawing X 4) Drawing title X 5) Revision block X 3 6) FAA disclaimer X 7) Approval block X p. Other 1) Standard legend X 2) Existing and Ultimate airport facility and building list X 3) Location map X 4) Vicinity map X 2. AIRPORT AIRSPACE DRAWING a. Plan view of all FAR Part 77 surfaces, based on ultimate runway lengths X b. Small scale profile views of existing and ultimate approaches X c. Obstruction data tables, as appropriate X d. Sheet size—same as the airport layout drawing X e. Scale— 1"=2,000' for the plan view; I"= 1,000' for approach profiles;and 1"= 100' (vertical)for X approach profiles f. Title and revision blocks- same as the airport layout drawing X Drawing Yes No N/A Remarks g. Approach Plan View Details 1) USGS for base map X 2) Show runway end numbers X 3) Include 50' elevation contours on all slopes X 4) Show the most demanding surfaces with solid lines and others with dashed lines X 5) Identify top elevations of objects that penetrate any of the surfaces. For objects in the X inner approach,add note"See inner portion of the approach plan view for close-in obstructions." 6) For precision instrument runways,show balance of 40,000' approach on a separate sheet. X h. Approach Profile Details 1) Depict the ground profile along the extended 4 runway centerline representing the composite X profile,based on the highest terrain across the width and along the length of the approach surface. 2) Identify all significant objects(roads,rivers, and so forth)and top elevations within the X approach surfaces,regardless of whether or not they are obstructions 3) Show existing and ultimate runway ends and FAR Part 77 approach slopes. X 3. INNER PORTION OF THE APPROACH SURFACE DRAWING a. Large scale plan views of inner portions of approaches for each runway,usually limited to the X RPZ areas b. Large scale projected profile views of inner portions of approaches for each runway,usually X limited to the RPZ areas c. Interim stage RPZs when plans for interim runways extensions are firm and construction is X expected in the near future d. Sheet size—Same as Airport Layout drawing X e. Scale—Horizontal 1"=200';vertical 1"=20' X f. Title and revision blocks—Same as for Airport Layout drawing X g. Plan View Details 1) Aerial photos for base maps X _ _ 2) Numbering system to identify obstructions X Drawing Yes No N/A Remarks 3) Depict property line X 4) Identify,by numbers,all traverse ways with elevations and computed vertical clearance in the X approach 5) Depict the existing and ultimate physical end of the runways. Note runway end number and X elevation 6) Show ground contours, lightly drawn X h. Profile View Details 1) Depict terrain and significant items(fences, roadways,and so forth) X 5 2) Identify obstructions with numbers on the plan view X 3) Show roads and railroads with dashed lines at edge of the approach X i. Obstruction Table Details 1) Depict terrain and significant items(fences, roadways,and so forth) X 2) Identify obstructions with numbers on the plan view X 3) Show roads and railroads with dashed lines at edge of the approach X 4) Prepare a separate table for each RPZ X 5) Include obstruction identification number and description,the amount of the approach surface X penetration,and the proposed disposition of the obstructions 4. TERMINAL AREA DRAWING The need for this drawing will be decided on a case-by-case basis. For small airports,where the Airport Layout drawing is prepared to a fairly large scale,a separate drawing for the terminal area may not be needed. a. Large scale plan view of the area or areas where aprons,buildings,hangars,and parking lots are located X b. Sheet size—Same as Airport Layout drawing X _ c. Scale—Range of l"=50' to 1"= l 00' X d. Title and revision blocks—Same as for Airport Layout drawing X e. Building Data Table—To list structures and show pertinent information about them. Include space and columns for: I) A numbering system to identify structures X Drawing Yes No N/A Remarks 2) Top elevation of structures X 3) Existing and planned obstruction markings X 5. LAND USE DRAWING a. Include all land uses(industrial, residential,and so forth),on and off the airport,to at least the 65 DNL X contour b. Sheet size—Same as Airport Layout drawing X 6 c. Scale—Same as the Airport Layout drawing X d. Title and revision blocks—Same as for Airport Layout drawing X e. Aerial base map X f. Legend(symbols and land use descriptions) X g. Identify public facilities(such as schools,parks, and other) X h. Drawing details—Normally limited to existing and future airport features(i.e.,runways,taxiways, X aprons,RPZs,terminal buildings and navigational aids) 6. RUNWAY DEPARTURE SURFACES DRAWING a. Large scale plan views of departure surfaces for X each runway end that is designated primarily for instrument departures. The one-engine inoperative (OEI)obstacle identification surface(OIS)should be shown for any departure runway end supporting air carrier operations. b. Large scale projected profile views of departure X surfaces for each runway that is designated primarily for instrument departures. c. Sheet size—Same as Airport Layout drawing X d. Scale—Horizontal 1"= 1000';vertical 1"= 100' X (runway departure surfaces);and Scale—Horizontal 1"=2000';vertical 1"= 100' (OEI obstacle identification surfaces) e. Title and revision blocks—Same as for Airport X Layout drawing f. Plan View Details 1) Aerial photos for base maps X 2) Numbering system to identify obstructions X _ 3) Depict property line, including easements X 4) Identify,by numbers,all traverse ways with X elevations and computed vertical clearance in the departure surface Drawing Yes No N/A Remarks 5) Depict the existing and ultimate physical end X of the runways. Note runway end number and elevation 6) Show ground contours, lightly drawn X g. Profile View Details 7 1) Depict terrain and significant objects, X including fences, roadways,rivers, structures, and buildings. 2) Identify obstructions with numbers on the plan X view 3) Show roads and railroads with dashed lines at X edge of the departure surface h. Obstruction Table Details 1) Depict terrain and significant objects, ' X including fences, roadways,rivers,structures and f, buildings 2) Identify obstructions with numbers on the plan X view 3) Show roads and railroads with dashed lines at X edge of the approach 4) Prepare a separate table for each departure surface 5) Include obstruction identification number and X description,the amount of the departure surface penetration,and the proposed disposition of the obstructions 7. AIRPORT PROPERTY MAP a. Sheet size—Same as Airport Layout drawing X b. Scale—Same as the Airport Layout drawing X c. Title and revision blocks—Same as for Airport Layout drawing X --- d. Legend e. Data Table 1) A numbering or lettering system to identify tracts of land X 2) The date the property was acquired X _ 3) The Federal aid project number under which it was acquired X 4) Type of ownership(fee,easement,federal surplus,and others) X f. Show existing and future airport features(i.e., runways,RPZs,navigational aids and so forth)that X would indicate a future aeronautical need for airport property. 8 Appendix E FAA AIRPORT DESIGN PROGRAM PRINTOUT Airport Master Plan Update Renton Municipal Airport/Clayton Scott Field Renton, Washington April 2009 AIRPORT DESIGN AIRPLANE AND AIRPORT DATA Aircraft Approach Category B Airplane Design Group II Airplane wingspan 78.99 feet Primary runway end approach visibility minimums are not lower than 1 mile Other runway end approach visibility minimums are visual exclusively Airplane undercarriage width (1.15 x main gear track) . . . 15.00 feet Airport. elevation 29 feet RUNWAY AND TAXIWAY WIDTH AND CLEARANCE STANDARD DIMENSIONS Airplane Group/ARC Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is not treated as a factor: VFR operations with no intervening taxiway 700 feet VFR operations with one intervening taxiway 700 feet VFR operations with two intervening taxiways 700 feet IFR approach and departure with approach to near threshold 2500 feet less 100 ft for each 500 ft of threshold stagger to a minimum of 1000 feet. Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is treated as a factor: VFR operations 2500 feet IFR departures 2500 feet IFR approach and departure with approach to near threshold . 2500 feet IFR approach and departure with approach to far threshold 2500 feet plus 100 feet for each 500 feet of threshold stagger. IFR approaches 3400 feet Runway centerline to parallel taxiway/taxilane centerline . 239.5 240 feet Runway centerline to edge of aircraft parking 250.0 250 feet Runway width 75 feet Runway shoulder width 10 feet Runway blast pad width 95 feet Runway blast pad length 150 feet Runway safety area width 150 feet Runway safety area length beyond each runway end or stopway end, whichever is greater 300 feet Runway object free area width 500 feet Runway object free area length beyond each runway end or stopway end, whichever is greater 300 feet Clearway width 500 feet Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 Appendix E: FAA Airport Design Program Printout Stopway width . . . . . . . . . . . .. .. . . . . . . . . . . . 75 feet Obstacle free zone (OFZ) : Runway OFZ width 400 feet Runway OFZ length beyond each runway end 200 feet Inner-approach OFZ width 400 feet Inner-approach OFZ length beyond approach light system . . . 200 feet Inner-approach OFZ slope from 200 feet beyond threshold . . 50:1 Inner-transitional OFZ slope 0:1 Runway protection zone at the primary runway end: Width 200 feet from runway end 500 feet Width 1200 feet from runway end 700 feet Length 1000 feet Runway protection zone at other runway end: Width 200 feet from runway end 500 feet Width 1200 feet from runway end 700 feet Length 1000 feet Departure runway protection zone: Width 200 feet from the far end of TORA 500 feet Width 1200 feet from the far end of TORA 700 feet Length 1000 feet Threshold surface at primary runway end: Distance out from threshold to start of surface 0 feet Width of surface at start of trapezoidal section 400 feet Width of surface at end of trapezoidal section 1000 feet Length of trapezoidal section 1500 feet Length of rectangular section 8500 feet Slope of surface 20:1 Threshold surface at other runway end: Distance out from threshold to start of surface 0 feet Width of surface at start of trapezoidal section 400 feet Width of surface at end of trapezoidal section 1000 feet Length of trapezoidal section 1500 feet Length of rectangular section 8500 feet Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 2 Appendix E: FAA Airport Design Program Printout Slope of surface 20:1 Taxiway centerline to parallel taxiway/taxilane centerline 104.8 105 feet Taxiway centerline to fixed or movable object 65.3 65.5 feet Taxilane centerline to parallel taxilane centerline . . . 96.9 97 feet Taxilane centerline to fixed or movable object 57.4 57.5 feet Taxiway width 30.0 35 feet Taxiway shoulder width 10 feet Taxiway safety area width 79.0 79 feet Taxiway object free area width 130.6 131 feet Taxilane object free area width 114.8 115 feet Taxiway edge safety margin 7.5 feet Taxiway wingtip clearance 25.8 26 feet Taxilane wingtip clearance 17.9 18 feet REFERENCE: AC 150/5300-13, Airport Design, including Changes 1 through 4 . Renton Municipal Airport/Clayton Scott Field Master Plan Update—April 2009 3