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HomeMy WebLinkAbout05-13-1986 r i AIRPORT MASTER PLAN AND ENVIRONMENT ASSESSMENT MAY 13,1986 1t (rIA t•. i Final Report (DRAFT) r AIRPORT MASTER PLAN and ENVIRONMENTAL ASSESSMENT DENTON MUNICIPAL AIRPORT Denton, Texas ;A May 13, 1986 ,M CHARLES WIL US & ASSOCIATES, Inc. r FIRM ra rs i r~ f A.UUMT t+ kSM PLAN AND Atr nxt*GW= ASSN f a TART.E Ct+ C TPg DER", MM I i SBMCN ONE - AVIM(W DBW AND AC=TY MM~A'IS E~ Aviation Activity Projections 1.1 } Assumptions ,.u Historical Aviation Activity 1.1 .2 Air Trade Area Definition 11.2 Population Trends 1.4 „b Aircraft Activity Forecasts 117 Aviation DeffmA - Activity Forecasts 1,8 Aircraft Operations Forecasts 1.8 Aircraft Mix - Forecasts 1410 ' Based Aircraft Forecasts 1.11 Local Aircraft Operations Forecasts 1.11 Daily and Hourly Activity Forecasts 1.14 Itinerant Traffic 1,14 Local-Genera], Aviation Traffic 1.14 Peak Activity Period 1.16 Business Aircraft Operations 1.17 Instrument Approaches 1.18 Air Carrier Activity Projections 1419 41srminal Area Activity 1.19 Automobile Parking Requirements 1.20 Autamobile Rental Parking and Storage Facilities 1.20 Vehicular Activity 1.20 tis(.'TiON TWO - ('O O MAIM TO ATRTFT DBVFTI Environmental Constraints 2.1, Physical Constraints 2,2 Available Utilities 2.3 Airspace Constraints Jurisdictional and Legislative constraints 2.4 Constraining Effects of Financial Burden 2.4 sFx"t'tON Tmm - Amm, O TIONAL FACILITY MQUIRMEM 311 Airside Facility Requirements 311 Additional Runway Requiranents 33 Reamw endations 3.4 Meteorological considerations 3.4 Wind Characteristics 3,5 Weather Data 3,5 Navigation Facilities 3.6 j Airport Lighting 3.6 Landaide Facility Requirements - 1985-2005 3.7 Aircraft Parking and Hangar Facilities 3.8 I Aircraft Hangars 3.9 Support Functions and Facilities 3.20 Air Cargo/Air Freight 3.11 SwrION MIR - PLAWHC3 COHCRPTS 4.1 Planning Concepts 4.1 SHMON F.YV1; - YAND USE SaMrM 5.1 ` Planning Objectives 5.1 Eci&ting Land Use and Development Trends 512 On-Airport Land Uses 5.4 Land Not Essential to Aviation 515 Basic Facility Acreage Requivewnts 5,6 Functional. Relatianahips 5.7 5 Land Use 76ning 58 Land Use Recomtw04tions - Discussion 5.10 ' Land Use - RfttMnsr&tionu 5 11 Airport: Related Industrial. Uses 5113 Terminal Area Planning 5.25 Fast Side Development 5.16 West Side Development 5.17 Phased Developwt 5.18 SEC'PION SIX - AI RPM PIANS 6.1 Airport Layout Plans 6.1 Land Use plan 6.2 Airport Height Zoning Plan 6.3 '.SPJC'sIO11 SE1►PiV WnONWML MM 7,1 1. Noise 7.1 ' 2. Ccopatible Land Use 7.5 3. Social impacts 7,5 4. Induoed Soeic-Ec*nomi.o impacts 7,6 ' 5. Air Quality 7.7 6. water Quality 7.10 7. Department of Transpottation Act, Section 3 (f) 7.12 ' 8, Historical, Architectural, Archaeological, and Cultural Resources 7.11 9. Biotic Canwnities {including both Flora and Fauna) 7.11 10. Fadangered and Threatened Species of Flora and sauna 7,12 11. Wetlands 7.12 E i, i 12. Ploodplains 7.12 13. Coastal Zone Management Program 7.12 14. Prime and Unique Farmland 7,13 15. Energy Supply and Natural Resources 7.13 16. Light Emissions 7.13 17. Solid Waste 7.14 18. Construction impacts _ 7.15 / a EIMMON MGM - LAND USE PLA OIM AND COST AND Fi27 WIAL AWLYSIS Overview 8.1 Estimates of cost 8.2 Annual Capital cost 8.3 Capital ending Sources 80 Federal Assistance Programs 8.8 Texas Airport Assistance Programs Local Sour 8.8 ces 8.9 Factors Influencing Airport Economics 8.10 Full Time Airport Management 8.10 Leasing policy 8.11 Ha Other ngars and Aircraft Tie Down3 8.11 d Rental Buildings 8.12 Ground Ground Tease Rates 8,13 Access Easements 8.14 Fixed Base Operations 8.16 Airport Concessions 8.16 Estimated 8.1 Operating and Maintenance Costs 8.17 7 Revenues Versus Expenditures 8.24 APPlMDIX A - A1144 I LA'Y= PLAN A.1 a APPI IX B - HEI(r zU'ZM Hhp D.1 APPMIX C - BTlOWWC ANAL MIS C.1 f . i., r { tip AM= WM PLAN AND ry~ ~p ~j TAEUS DM?, HM SOMON CM - AVIATICN DMW AND ACTIVITY FORDCAM Table 1.1 - Total Annual Operations Forecasts 1.10 Table 1.2 - Aircraft Mix (Percent) 1.10 Table 1.3 - Based Aircraft Forecasts 1.11 'Fable 1.4 - Imal/Itinerant Operation Forecasts (X1000) 1.19 Table 1.5 ° Forecast Peak Hour Traffic 1.17 Table 1.6 - Forecast Peak Daily Operations 1.17 Table 1.7 -.Forecast .gnnvdl itinerant Business operations 1.18 'table 1.8 - Visitor Projections (X1000) 1.19 Table 1.9 Automobile Parking Requirements 1.20 Table 1.10 - Vehicular' Activity 1.21 Y SN MON - AIRPORT OQPI2ATIML FACIMTY REQUIREMMI'5 Table 3.1 - Runway ),6ngth Requirements 3.1 Table 3.2 - Typical Jet Aircraft - 6,000' Runway 3.2 TTuble 3.3 - Land Area Requirements Airport Facilities 1985-2005 3.8 Table 3.4 3.8 Table 3.5 - Hangars and Tie Dams 3.9 k SECTION FM - LAND Ili PIAWIM Table 5.1 - Land Area Requirements Airport Facilities 1985-2005 5.6 Table 5.2 5.7 SHMON BL+vm - PNvnxNK%n G RgV'[I+Fi Table 7.1 - Simtmary of Air Pollutant Lnpacts 7.9 ;.4 y 7-7 It. f:u SB=r[CN EIC UT - IAtD USE FL"= AND COST AND FIHAk'.IAL AM MIS Table 8.1 8.4 Table 8.2 Extent of Tmprov&tients 8.14 Table 8.3 - Short Term Operating and Maintenance costs (1985-1990) 8.18 :c Fable 8.4 - Intermediate Tenn Operating and Maintenance Costs (1991-2000) 8.20 Table 8,5 - bong Term Operating and Maintenance Costa (2001-2005) 8.22 Fable 8.6 - Sumary of Annual Operating and Maintenance Costs by Phase 8.24 Table 8.7 w Comparison of Annual Revenues Vs. Expenditi n; es 8.29 1 t h M 1 ~.u f AIRharr MASTER PLAN AND MVDC*OM ASSHMOW t1~ TAE or FIGURES DL'"MO TOW SEMON CKS - AVIATION DRMW AND ACP]:VITY F RWAS" Figure 1.1 1.3 5 Figure 1.2 1.1.5 F 4 Figure 1.3 Figure 1,9 19 Figure 1.5 1.12 Figure 1.6 1.13 Figure 1.7 1.15 SH T1OIN FIVE UM USE PLA tt Figure 5,1 - Existing Land Use 5.3 Figure 5.2 Iatui Not Essential to Aviation 5.9 Figure 5.3 - Airport Land Use Plan 5.12 Figure 5.4 - proposed Land Acquisition 5.14 SBMON SEVEN - ENMOW'liIM REVIEW Figure 7.1 7.2 Figure 7.2 7,3 SWTICN SIGHT - LAND USE PLANNING AND OWT AND MOMIM ANALYSIS Figure 8.1 8.7 Figure 8.2 - Land Use Classification Map 8.15 t 1 EY 1 I t AVIATION DF4#M AND AIRPORT MASTER PLAN Ate j ACTIVITY ARTS ENVIlkWH RML ASST 1' 31~C7I'ICN ONE DMICN, TlfliAS Aviation ACUVity Projection This section is concerned with the anticipated levels of aviation in j the Denton area and contains estimates of aviation demand for the next 14 twenty years of airport operation, Included in this s9otion are forecasts of aircraft operations, aircraft mix, and other essential data for the determination of airport requirements and environmental assessment, p, e it The time frame for the activity forecasts contained in this study is a twenty year period, beginning in 1985 and ending in the year 2005. The current National Plan of Integrated Airport Systems (NPIAS) classifies the airport as a Transport airport. Of necessity, the NPLas must be general in nature] based upon the anticipated levels of activity at Denton Munioipal, it appears that there will be sufficient activity to justify developing the eirport using the Transport airport design criteria. Final determination of design criteria will depend upon FAA standards at the time that the facilities are to be improved. L,, I 1 icM it is important to understand the assumptions used in the development of this study, Because of several unique factors affecting the Denton area, the following assumptions were madet 1, It was assumed that no additional new, publicly-owned airports will be constructed to serve the Denton area and that existing airports would absorb all future growth, 2. Based upon an analysis of existing and anticipated land 'use patterns in the, vicinity, and upon studies of planned business and employment centers, it was assumed that urban growth would be unconstrained and that urbanization would follow historical patterns in growth and land use characteristics. 1.1 I^; cd 4 Id 3, It was also assumed that Denton Municipal Airport will continue to attract a substantial share of additional a aroraft, which are to be 1,ased in northern Tarrant and Dallas Counties and in Denton County, and may also accommodate significant numbers of aircraft that are currently based at other overorowded airports in the area, Consideration for some airport closures was also given, 4. it was assumed that the national economy will remain healthy ;r during the planning period, 5. Forecasts also assumed that normal facility improvements would be undertaken over the twenty year planning period and, that by the year 2005s development recommended in this plan will have taken place, Historical Aviation Activity Current aeronautical charts show 32 public and private airports in Denton County, All., except Denton Municipal, are in the Basic Utility (8U) or General Utility (GU) category. None are controlled and, therefore, none have air traffic control towers, and are fairly evenly distributed throughout Denton County, with slightly greater numbers in the western half. Twenty-seven airports are shown as restricted (private) and five are indicated as being available for unrestricted ppublic use. Current runway lengths for these airports range from 1,700' (8elcher) to 5,000' (Denton Municipal) in length. It is probable that some additional privately-owned airports exist that are not shown on existing area charts. Denton Municipal Airport has been maintaining records of aircraft operations by aircraft type since 1980. These records in oonjuncti.on with Federal, State, and local sources were used to identify historical and current levels of aircraft activity. This constituted the best information available for establishing a base line for future activity forecasts, The consultants are 'confident that the data and forecasts do accurately reflect the magnitude of future aviation demand in Denton County. Air nAM Area Def, tertian The area surrounding the City of Denton that is considered to constitute the generalized extent of the Denton Munioipal Airport primary market area is shown in Figure 1,1. This delineation is aeeential because It must be assumed that the airport will have a limited service area from which to attract users, and estimates of future aviation activity will have a close relationship to the changes: in ecolomic and demographic characteristics within: the service area, 1,2 lI 54 Ll!'L~i~- r j •••1 •••I.T U~, J - i fwpA6f •9 0 •6 10 )4 S0 ••14 4 10 6 4 111 11 1 i -"'YEATi1lf~1~ w•~- ~ `•wYy^,+'-_..~.__-_~_- `-.I Jul I I _ PIIM NI ; IAL~b~ ♦ ~•••••~f••••••• i kI •~1- t~ lA HatR j A•+ I tip. A: _ J%" }lu aux AURA 244 421 A • • ne,4 - 421 •N 1 • . 1'SI w,•4. RNUUCRVILLz }t71 KRUM% :RAl1A~i / r~A : LL~PROHPfA u l\Dantc 1 r p ort` 11 N Po• r.R 174 • ~ RINri o C LAXw • . NI RORY LAS I .ltd 4 I~- U,~IA1 ~I f {1 }CITY A RICK 1,... (ri •~f ri 1. Il) NI ~ * 1 ~ ~ pAP If011 ~1 N % '~Ry 4'S~~ t.~ ~ f 6 ~ Is. ~41.I,i1 PRIMAp - i _ 111 ~y`p '('Y'Irµ 1~ Ivl 1~' ..~~U.p,/r}. ~ 19v u.LY • ~ - L ~Y NP RtI ~a~A,L/fI r . `ir-T r# to -y'^ a1 i r~.o. .rte.; r t' 1.• . r SEA,- WARY ' q Ia f , _ _ Ii hi: cuiPaa ea"ty !H N AA vlv~ I W,A;I. raa . ILU . A Iva 'J1IJTN LARt dT VANI ,y C 1' , pall' N J 7 I ~i III , ~ . A ,i w~ '~ii ♦ 1 ~ u WIA I i7 • IA•ll ~r~•p~r1~~ .`J 71 RD dol. t lu .ro« 'u 4 SIC IT-~ r 1N i A!gI uw 'r ,r 31 114 Figure Donton Air Trade Area 1.3 j j Figure 1,1 also shows the secondary market area, The secondary mar'et area is more difficult to define, but is considered in the development of aircraft activity forecasts for the airport. It should be noted that the secondary market area Includes portions of northern Tarrant and Dallas Counties, which have been and are currently among the highest growth areas in the Dallas/Fort Worth area. f A review of existing data and relevant studies concerning changes in population within the study area has been undertaken and was useful in 4 l determining the limits of the primary market area, ' I I ration Trends Denton County is dominated by the rapidly de•n+loping interstate 35F, and 35W corridors between Denton and the b/FW area. As is typical with major transportation facilities, these primary highway corridors stimulate the growth of communities located adjacent to these highways, and the increased accessibility is a major factor in the s. i,itensification of urban development in communities within commuting distances of major metropolitan areas. These interstate corridors have made Denton County one of the more attractive growth areas in the Dallas/Fort Worth area, and heightened growth is anticipated to occur into the near future. Figure 1.2 shows historical and forecast population trends for the Denton area through the 2005. Figure 1.3 shows a generalized view of probable urbanization along the Interstate 35 corridors for the years 1990 through 2005. It is important to recognize that Denton and the area immediately adjacent appear to have a high potential for becoming increasingly urbanized. implications of that possibility are that, (1) the existing Denton Municipal Airport may become stibJected to increased residential urban encroachment in the years to come, and negative effeota resulting from ;r increased airport activity may become an important factor in it's continued operation not only for environmental reasons, but due to increasing land valuesi and, (2) as the area becomes more intensely populated an(, urbanization intensities, the demand for aviation fi facilities will also increase. This will be manifested in the form of demand for facilities (hangars, tie-dawn, maintenance, etc.) and in services (specialized maintenance facilities, flight operations, charter, air taxi, etc,). Based upon current forecasts of activity, it apl*ars likoly that an additional parallel runway may be required to provide adequate airport activity in the .intermediate range (6-10 years) future. i .a ,i 1,4 • s, k F~ FIGURE 1.2 ,x POPULATION FORECAST 130 DENTON, TEXAS 1985-2005 - f r 120 11d o 100 i 90 :.r 70 60 IR 1985 1990 1995 2000 2005 e YEAR i t 4 -N f 1 f vim r 1 f" fir- _ fN '~L turn PUlNi fr3 Lilo { 1177) .1,\ 1 ' rri. /S t" ll r ~.f` ..l w.. CYL71 111 J lq • t t"!r+!w_.~ UIJ : 1 ' a'~ / ~ "Wu -t•.. NNN UI:NYII){it t.- I f . NNUM'` },~Frr r !{fJf,/ C rkff.', f1J1 `S'1tl',J~ {I 77-117 d10 F} s r l~ r f ~4l rn .r F S 1 C H Denton !r , i ,~~~r••P~NIIN - ° r 'g'l / n 1t ff-t/_/ } u r~ t 'f, ,ya ~f J /,T ~!s 3r r~: Y x X3'3 Sg ~~~YY / r ~ J < N a f. 6H. y~ 4 f~ i Y'~ r F qq Y y~$p yw~~J J - e r~ Yt .f '4~'^ 1 j s J %f~lYlF( F%/ 4 ~~•l yyTA,:V'•4 r ")))~~~'fff ! /^f. ~.'~W w IJII / t: / ?>C$A fr Fq s. f G C✓ / 'I/" !~e 'n•¢ l V / r b s y !bg f. f < I.{I -y, '4 S' tslS{?F/ :;t c5 n 107 lsy~~ •y y ~ / i ~ ~f/ !6 ~ ~r ?f G f Yrrt - ~}~/y;~f~F t l -f / ~ i f Ff J tr F F J f tf f Y FSf~/A Jf"~l F/J J fi ~ #h r! Jf f 1 lr y 1/~ fF ? Fi ~t* F 5 %~r / /f! 4 Y/ {,>Y YC~ f~. I ' l ~i ~ r t- J! J r s f ~ ~ ';,+f F< fl ~',.d r 5 r~r?1r r f r.. rr III t F F O f F v f ,'t rr ~J, . ~F % r J1 r #<Ji ! i r ' r 3• ! t ! { r ~ . / F F S !r t ~t f. r.. ~!,N#yk > 4~~ t. k. £F, /r r ¢ff :.f Sal y, xy. ~~..~s (f ~ 'r'i J ;r f ~ F NW 'd4HUr(y~ l~.tyr {rf Hr / ! i f/'ic F/ r o y SZf t :J 4 ?t' J74.; b Y a t }'t j:~o r Yr ' 'F ~4/t yK ~ ) ~F S ♦f~.licr.i >>/tiY r JtY"T~`~ r ~ r: 7z< r6 Y 4') T/ J J. ?tr~rF f ` 4 T}, / / ?>;L~ 7 L J~y{ 3 r ti rsf f / f! T yf Y r/ )lF<. 59 '4r ~,y1tsk ~~l if <'4r*Ffcl a•rC '`4fFsY s , l~ 4 t > <f J r l t ~ # f 2 f 'r~ :1i4 e l~ S' N.; ~6 f t r y'~T° k I r.r >t.Jfl~ L { l r .,S ~ s' rk { ~ It#iY fr'' r+ fY .t s m t s J b~i u / s><' r J 1 t/9 z, 1` 4l.SJy ~Ft Y f tr i ~ rt: f ~ r r ~ :t 'o ~yz fy f fJ S 4~ / / fS z~ Z~ ti tix M !3 r ? f~: ~ SN!s r// # 'Eft t ! h r f'f 4 / `~3p/ /r q f4 f~ r s :r ~ jr ll y ' ` iJ~ i ~ S +/z• 3',, 41ib $ ~ .S r Ar r ~ 5 S Figure 1,3 Future Urbanlzatfon 1.6 1 y A# Industrial and commercial development are also key factors in influencing air traffic at local-use airports, both as a basis for transportation of personnel and materials, and often as a site for c'S industrial or commercial activities. Figure 1.2 graphically illustrates the anticipated population increases forecast for the primary market area. These population projections show that the current rapid growth being experienced in the primary and secondary market areas is expected to continue into i the next century. Aircraft Activity Forecasts The factors which will influence future aircraft activity at Denton Municipal Airport area o Airspace/traffio congestion; o Numbers of based aircraft 0 Training activityt o Business and economic activity in the area served by the airport 0 The extent of airport and industrial developments 0 Size and oharaoter of the business community using the airport t for transportation purposes and for shipment of o Facilities and amenity improvements, Including the improved navigation aids, transient facilities, and maintenance/storage hangars. ,.i Although a detailed review of economic history and studies of business, socio-economic, and cultural factors influencing aviation activity is not possible in this limited study, it is apparent that basic statistics of key economic factors at Denton indicate strong, consistent economic growth during the last decade, The influx of new businesses resulting in favorable geographic, economic, and social factors oontinues and there is considerable`widence to indicate that current growth rates will be sustained into the Zuture. Within reason, the activity forecasts for Denton reflect restrained optimism with respect to historical growth rates. t ON 1.'1 7171-- healthy economic climate and the continued growth of industrial development in the Denton area will also influence the characteristics of the aircraft using the airport. As a result, the number of aircraft used for business purposos, particularly those used as corporate aircraft, is a substantial percentage of the total number of aircraft barred at the airport, as well as those using it on a day-to- day basis in an itinerant role. ( There is also one other important, but extremely difficult to assess factor that must be considered at Denton - the potential for closure of other nearby, extremely busy airports in northern Tarrant County, The possibility of one or more airports closing during the planning poriod is quite high, but no sp&cifi.c inputs for such possibilities are included in the forecastol should this occur, Denton Municipal Airport could immediately attract significant numbers of additional based aircraft. Aviatiaa Demand - Activity Plorecasts Aircraft aotivity forecasts contained in this section are the foundation upon which facilities requirements are determined, it is also one of the primary input components for the development of noise exposure contours for current and future levels of airport activity. The forecasts are generally based upon historical growth rates, population and economic data, and information available in applicable Federal and State forecasts for the area. The period of these projections is for 20 years- from 1985 to 2005, if actual traffic deviates significantly from the aircraft activity projections shown, a reassessment of the airport development plan and of anticipated expansions of airport; facilities will be in order. Levels of noise exposure and the area of geographic coverage may also be affected. The activity forecast intervals arei short range ,(1995-1990), intermediate range (1990-1995), and long range (1995-2005). Aircraft Opexaticne roreoasts Table 1.1 and Figure 1.4 show forecasts of the total aircraft operations anticipated at the Denton Municipal Airport through the year 2005, Total aircraft operations are anticipated to increase from 95,300 operations in 1985, to 318,198 operations by the year 2005, 1.8 tti I FIGURE 1,4 TOTAL OPERATIONS FORECASTS 320 DENTON MUNIWAL AIRPORT, 1983-2006 300 280 _ - z 260 O 240 4 220 d 200 100 160 O 140 _ 124 100 80 1905 1990 1993 y 2000 2003 YEAR 1,5 r ,.a i ~ ~ TAEii.L+ L 1 TOTAL ANNLML OPHUMCM nCPJXT5M* y Year OPERATIONS JET rrrr_-- - _wrrw_ 1985 96,300 664 1986 104,671 787 1987 112,933 898 1968 115,644 1,003 1989 121,694 11082 1990 129,004 10183 1995 186,319 1088 2000 246,211 3,662 2005 318,198 5,613 ~r * An operation is a takeoff or a landing + Aircraft !lilt - Forecasts Forecasts of aircraft mix are essential to determine future facilities requirements, particularly for aircraft parking, maintenance and st0ta9e facilities. Airnraft mix is also essential for aircraft noise analysis, The forecasts of general aviation mix are shown in Table 1.2. TA= 1.2 ` ATB(PAIRp MIX (PW4MM) TUR80 i r Year SEL*4 SEL44 MEN,** PROP J'RT - wYwrwwrw Mrrwrrrrr ww 1985 16 57 13 .14 _w0 + 1986 16 56 13 14 1 1987 16 55 13 15 1 1988 l5 55 13 15 2' A 1989 15 54 13 16 2 ag 1940 15 53 13 16 3 1995 14 47 13 22 4 2000 13 44 12 26 5 k,4 2005 12 40 11 31 6 GSM m Single Engine, Land **MM ~ Multi lhgine, Land sn L l0 F'6 Based Aircraft Forecasts The based aircraft projection forms the foundation of the forecasting ~A of total aircraft demand. Based aircraft are forecast to increase by 280 percent during the planning periods from 139 in 1985, to 527 in 2005. These based aircraft forecasts are detailed in Table 1,3 and are shown graphically in Figure 1.5. 'P!l= 1.3 BASED. ATRC1tAt+'P POXtF~'AS'134 TURBO Year SEL4 SM4+ MEL PROP JET TOTAL -..-___22 1985 9 1965 22 7g -----_.18_ 20 1986 24 85 20 21 2 15?. 1987 26 91 21 25 2 165 1988 26 94 22 25 3 170 1989 27 97 23 29 4 180 1990 29 102 25 30 6 192 1995 40 135 37 64 11 287 2000 51 173 47 102 20 393 2005 63 211 58 163 32 527 Garments Based aircraft numbers are affected by many factors, including rental rates for hangars, tie-flown fees, fuel cost and availability of good maintenance. local Airaraft Qp'atiwA ft~ ' At the present time, itinerant operations constitute approximately 40 percent of total traffic at Denton Municipal Airport, As a matter of definition, local operations are considered to be those aircraft }R operating within a five mile radius of the airport, whereas itinerant activity consists primarily of aircraft transiting the airport while traveling to or from another.' Theforecasts for local and itinerant 8 operations at Denton Municipal Airport are detailed in Table 1.4 and shown graphically Figure 1.6. j i 'I t: FIGURE 1, 5 BASED AIRCRAFT` FORECAST 5.50 bEN70N MUNICIPAL AIRPORT (1985--2005) 500 450 400 350 1 3b0 m ti 230 w 200 1S0 ..100 198'S` 1994 1905 2040 2005 YEAR ..d i} , 1,12 t f;:r t; ,p 1 FIGURE 1,6 LOCAL/ITINERANT OPERATIONS FORECAST DENTON, TEXAS 1985-2005 50 250 2 230 - 220 210 ; 200 ti 190 170 c 160 ISO " 140 130 _ - W O 120 110 d 100 d 00 80 90 80 sa ; F, 40 30 1985 1990 1995 2000 2005 h~ YPAf2 d lead * 1lfneranf { 9 F i ter 1.13 E i, i to 4Y4f3TXi 1,4 LCQ%t /17nWtANP OiPROMCN Pmt (X1000 ) Year 10X,F1I, ITINEPJW TOTAL - - 1985 5'7:8 30,5 96.3 1986 60.9 43.8 104,7 1987 63.7 49.2 112.9 1988 6311 52.5 115,6 1989 64.3 57,4 1210 1990 65.8 63,2 129,0 1995 78.3 108.1 186.3 2000 81.3 16510 246.2 2005 76.4 241.8 318.2 Daily and jjmn l.. 3LotJ..4 Pbrecassts s The anticipated levels of aircraft activity at Denton Municipal Airport appear to be sufficient to create parking problems and serious congestion during busy time periods. Traffic characteristics during busy periods, particularly in regard to itinerant activity, are a principal consideration in long range planning for airport development, Ttiaeratat Traffic Figure 1,7 shows estimated hourly percentages for itinerant activity ` and is based primarily upon traffic at similar airports in north central Texas, The daily peak occurs in late afternoon (around 5s00 p^), with traffic being relatively constant during the other afternoon hours. After 5100 p.m. traffic generally falls off rapidly. Generally, activity attributed to itinerant traffic will coincide with the beginning and and of the business day. Iaaal-Garx~ral ~1yi~rk.ion ~fics, At Denton Munioi pia]. Airport, local traffic is currently estimated to constitute about 60$ of total aircraft activity. over the 20 year planning periods however, this proportion is anticipated to change r dramatically, with local operations dropping to approximately 254; of total airport activity, and itinerant traffic assuming a more dominant role, oonstituting approximately 758 of the total activity, With the introduction of improvements to the airport; particularly additional parking and itinerant facilities, in combination with incraased congestion at closer-in Tarrant and Dallas county airports$ Denton p~ Municipal Airport will become inoreasingly attractive to itinerant and corporate aircraft operators. r 1.14 I~ FIG. 17 LOCAL AND MNERANT OPERATIONS 14 I; 10 r 1 r a Percent by hour of day 4 } I 2 3 4 S 8 7 8 9 10 11 12 13 14 ' 15 I8 17 18 19 20 21 22 2324 h Itinerant Operations I.r 10 r,y g , a percent 8 by hour I of day 4 t,y I ; k 1: A 7 8 9 10 II 12 13, 14 18 18 17 18 19 20 21 22 1e 6 VAA Local Operations I ~Q1 Fir Additionally, the anticipated rapid urbanization along the Interstate 35E and 35W corridors, and the dramatic development taking northern Tarrant County will generate higher levels afbusiness interest and utilization of the airport. The airport's location relative to new, affluent, residential areas will provide a convenient J location for owners living in northern Tarrant and Dallas Counties and I Denton County to store and maintain aircraft, At the same time, however, the airport is sufficiently removed from the larger metropolitan airports and their congested airspace to provide convenient and relatively uncongested airspace for training and other types of local flying. A significant amount of the latter category of aviation activity will likely remain at smaller, privately owned airports in the areal The majority of local operations at Denton Municipal Airport during daylight hours and during good weather. A small erc scour will. occur during nighttime to accomplish training r percentage require night flying or as a, convenience to pilos whorcannotrfly during the day. Based upon preliminary surveys of local operations at Denton Muni;oipal Airport r.nd other airports in the area, it appears that operational characteristics there do not differ significantly from other airports in north central Texas, Fiore 1.7 shows the estimated hourly breakdown for local operations during a typical VFR ' day, Significant local activity will begin at approximately 700 a.m., continuing until about-.9M p,m. in the evening. The largest numbers of operations will take place between 10200 a.m. and 6200 P.M. Denton Municipal Ai port generally expeviences excellent flight weather for most of the year, and with the exception of relatively rare periods of extended bad weather during the winter months, there are no chronic meteorological constraints to flying activity. There are seasonal variations, but they are not extreme. on at weekly basis it has been determined that weekends are more active in terms of local operations than itinerant activity, largely because of the training and pleasure aspects of local flight. In the following paragraphs, peak hour, peak clay, and business activity will be considered. girl 116 v Fn Peak Hour Traffic. Peak hour traffic is defined as the one hour pig period each day that the airport experiences the maximum number of operations, and is essential for comparison of airport capacity versus forecast levols of activity. In the case of Denton Municipal Airport it appears that aircraft activity will I exceed capacity of a single runway airport late in the planning period and forecasts of peak hour activity have been prepared. Th= 1.5 FORRCWT PEAR WM TRAWIC J4 Year 1985 1990 1995 2000 2005 operations /hr 56 76 --109 144- 186- i~ TWE 1.6 FAST BFAliC IIA= aVtA'1'1CW E Year 1985 1990 1995 2000 2005 1 10 - operations/day 376 504y 728 x962 - 1243 t w. " Airfield capacity for a single runway airport is generally considered s to be approximately 180,000-210,000 operations annually, and approximately 7090 operations per hour. Detailed calculations are required for specific determination of daily capacities, t ,H it should be noted that the hourly traffic values shown in 'Sable 1.5 exceed generally accepted hourly capacities in the 1990-1995 time frame. (Annual operations are forecast to exceed capacity in the 1990-1995 period, as well). eoeine" Airtgw t Operaticm in view of the dynamic yet highly variable market for business aircraft activity In Denton County, it is extremely difficult to forecast, with any roaaonable degree of precision, the level of future business operations. E; { 1.17 a a f N~ y It must be assumed, however, that the maJority of itinerant. operations at the new facility will be business related. However, there appears to be a substantial probability that the proximity to the DallaaA*brt ' Worth area will result in a high level of pleasure and training flights which can also be considered as itinerant activity. Business operations are particularly important in terms of revenue generation, since most business flights will result in local expendi- tures for goods and services, i.e., fuel accommodations, auto rental, f , food and beverage, etc. Based upon previous studies of similar airporte, it is estimated that 1995 approximately 608 of itinerant operations at Denton Municipal Airport will be business related. It is recognized that a substantial number of local operations can also be considered as business related( however, the revenue generation potential of those operations is significantly less than for itinerant operations. ffi~ 1.7 POOaW ANNUAL rrINK W PASINWS CVP.RA CNS Year 1985 1990 1995 2000 2005 - - - operations (X1000) 23 38 55 99 145 inatnaent Currently, there is insufficient information available to determine the current number of actual instrument approaches made at Denton Municipal Airport. This is due to the airport being uncontrolled and the FAA not recording or maintaining logs of actual instrument approaches at the airport. There are three approved published instrument approaches to the airport at the present timed a substantial amount of instrument training is done at the airport and it is estimated that about 5,200 Practice approaches are made annually. 1, ie f~ Air Carrier ActivitY Proieations. At the present time no air carrier or Commuter airlines serve Denton. ! The major metropolitan airports in the Dallas/Fort worth area provide excellent air carrier service to the north-central Texas region and are located within a reasonable distance from Denton. This segment of to air travel is sensitive to factors such as surface travel congestion, etc., and may emerge spasmatically from time to time. aww„»an,.~ Area Activity As defined in this study, terminal facilities are not passenger terminal facilities perse. There are, however, requirements for facilities appropriate for pilots and other visitors to the airport, r and which would be the primary place of business for airport management and other operations relative to the conduct of business at c.~ the airport. it is anticipated that there will be substantial. growth in the demand for these' kinds of facilities. The number of people drawn to the airport who do not directly use aviation services, i.e., sightseers and other visitors, or people picking up or delivering passengers to the airport, eta., is substantial, and the numbers K currently' visiting the airport each year are estimated to be approximately 22,000 to 25,000. The projected annual number of visitors over the 20 year planning period is shown in the following table. ` TNM9 1.8 VISITM PRWBMCM OC1000 ) Year 1985 1990 1995 2005 Visitors 22-25 33-38 47-57 90-106 in addition to known aviation visitors, it is estimated that approximately 20 people are employed in direct support of airport operations and aviation activity, such as airfield and aircraft maintenance, servicing, flight training, etc. This level of direct airport employment will increase in ;proportion to the projected increase in aviation demand. in 'addition, however, there is potential for other airport development in aviation related or in unrelated activities, and the airport facilities should accommo0ate these activities and the related needs, as well, it is not unusual for an airport with the physical attributes, operational profile, and activity forecast for Denton Municipal Ai full time employees, art to employ 300 or, more a: , 1.19 I.A r t r, s AqbOwobil Par9dr its r~ Total on-airport.. parkin r ~ spaces. Table l.9 shows t}~erts for 2005 are estimated 716 requirements for terminal aotivitjected automobile atspace Period. Y throughout the 20 year ar parking forecast "me 1.9 AUXMMUZ PAM= wa I I, Year 1985 1990 1995 visitor/Local 2405 109 . 149 e~ Airport Business 218 258 46 l06 198 459 Total- ----15U 150 716~ """1@ PAZ At the present time, Denton Municipal Airport there ar no auto rental the introduction of some level off auto rent~apfvsompanles itto be gating: at increases materialize. potential foz to itinerant vast majority of auto ran Y as traffic ilo ta and transportation= therefore afutu ekfaoilities tats will he made g private or chart houl include include oonsideratinn fora strong and transient requirements should parking ar s,~and areas. othe auto eship between the rental and return Vehicular Activi Forecasts of vehicular activity at Denton Municipal Airport essential to environmental are result assessment of airport in inozeasea in automotive traffic an nd to improvements that may determine the rccegaazy improvements in access roadway of s, internal circulation adways~ at u4 ..7 Parking facilities on Traffic will; be generated primarilthe However there will by rcraft related activity, 1 ExJtenttal far increasing the had1 airport development that will have the airport, These f attarscunt of vehicular activity occurring urbanization around the , in combination with increa ed ~y level. of traffic activity~rt, may have aignificattt influence on the activity on roadways sexving the airport. 1.24 1•Lr r~ 1 However, this study addresses only traffic that will be generated by aviation activity and improvements located within the airport boundaries. f.x Tahle 1.10 shows estimates of vehicular activity resulting from i aviation/industrial/oommercial activity at the new facility over the f planning period. f° 7glE,S 1.10 y MICULAA ACFMTf Year 1985 1990 1995 2005 t`'* Trips (X1000) 105 X158 M254w .._473 1 Average Daily Traffic* 407 619 994 1,875 *At airport entry I_:e t 4:,y E i= hl ; ~ k t ~t tai 1.21 i- f I to G CaVnWaM TADWCFC D&1MaMW ~ ~ " SBMCN no + ASSESSMWT The City o£ Dentor, is fOrtunate that the existing airport location has virtually no serious environmental constraints at the present time. However, the potential for future development in the surrounding area must be considered as a potentially constraini- development of airport facilities, additi ng influence to the l to existing runways. ona The extent of this infl runways and extensions a precisely, since there may be little or no objection within the community to the proposed airport improvements and thus, no constraint due to public pressure will be experienced. 'However, any proposed A action which does appear to have an impact on the community must be fully considered prior to implementation, and a detailed assessment of the environmental impacts made. An environmental impact assessment report of the major improvements proposed for Denton Municipal Airport has been produced. The environmental impacts appear to be minimal. The principal environmental constraints that should be noted In this master plan are those presently existing to the north of the airport, an area that will change from the current agricultural uses to light industrial and residential land uses. The second area that mentioned is the industrial park to the east of the airport, which will continue to benefit from close proximity to aviation access, The proposed airport expansion plans call for the extension of the main runway southward approximately 11000, and the addition of a secondary 4400+ runway approximately 11000+ west of the existing runway. The year 2005 noise analysis (Figure) 7.37 shows that the existing residential development lies outside the 65 Ldn noise contour, the accepted measure of noise impaot. Thus, the constrair airport development on current and anticipated ad acgen flared se patterns is anticipated to be minimal. The extension of the main runway and the addition of a secondary runway will be accomplished on existing ai + approximately 69.2 acres of additional lndwi'll be acquired nd r this master plan to ensure that developmental encroachment does not + occur in the clear zones of the main and secon dart' runways. f i a 2.1 j l A.C ' ~ic~h Cnr~etrBintS Physically, Denton Municipal Airport is relatively unconstrained, with the principal constraints being Tom Cole Road on the north, and Hickory Creek on the south The airport has sufficient land available to handle all development requirements identified in this master plan. The basic expansion of the airport entire perimeter of the airpriss relatthe soth and west. The ivelyuun onstrained by obstructions or development, with the exception of some scattered residential development approximately 4,200' north of the along Jim Christal Road. There is also a main runway located approximately 21500' north of the main runway which isowilthin a the northern clear zone, This power transmission line has been lowered through past efforts of the City of Denton and does not penetrate the 50-1 precision approach slope to runway 17/35 and is, thus, not viewed as a further constraint to airport development, There are no known planned improvements such as churches, hospitals, schools, etc., in the immediate vicinity of the airport. The City of Denton has an existing Thoroughfare Plan which addresses the area surrounding Denton Municipal Airport. The arterial network identified in this plan does not reflect the recently revised alignment of Tom Cole Road necessitated by the extension of the existing runway to 500001. in `a.ddition, the Plan shows a secondary arterial being developed immediately north of the Airport which could encourage inappropriate development in the noise sensitive areas immediately adjacent to the norther* clear zones. This existing plan is in the process of revision, pending the completion of an ongoing planning effort by Denton County focusing upon the location of major and secondary arterials in the area, From conversations with City of Denton staff, the revised alignments of the rroadort rrounding Denton Municipal. Airport will be compatible with the development identified in this master plan, as followsr o A new north/south secondary arterial roadway will be located along the existing alignment of Underwood Road. This arterial will cross Dry Fork Creek approximately at the existing; extended centerline of Underwood Road, This will permit a right-angle intersection to be developed at th Road and FM 1515, which will a intersection of Underwood i entrance to be accommodated onpermit the westergn leg of FM 1515. airport 2.2 t o A north/south secondary arterial roadway will be located on the existing alignment of Tom Cole Road along the western boundary of the airport. This provision of at least a secondary arterial M cross-section is vital to the successful development of the western portion of the airport in the 1995-2005 time fri,re, identified in this master plan. l o FM 1515 will be developed as the primary access road to this section of Denton. This will include the provision for direct on and off ramps to Interstate 35W. Available Utilities At the present time, high capacity water, sewer, and electrical service is provided to the eastern portion of Denton Municipal Airport by the City of Denton and Texas Power and Light Company, respectively. Two water lines (10' and 124) currently run along the western side of Underwood Road. The City of Denton also plans to install a 12' sewer line running alonUnderwood Road and FM 1 515 to the existing F _g at sufficient depth to service all of the envisioned development on the eastern side of -the airport. The City of Denton has also made provisions for underground electrical service lines in all leasing contracts at Denton Municipal Airport. The existing transmission line along FM 1515 is sufficient to satisfy all anticipated demand at Denton Municipal Airport. There is no existing natural gas service provided to the airport at the present time. The nearest existing gas line serves the industrial park located approximately two miles east of the airport along FM 1515. If an aviation-related manufacturing operation locates in the area identified in the airport land use plan, this gas line could be extended to provide service to this area. The western part of the airport currently has access to limited electrical sem>ice from a powerline running along the northern side of Tom Cole Road. There is no current city sewer or water service to this area. Extensions to existing sewer and water lines will have to be identified and provided prior to development of this area. The relative location of Denton Municipal Airport to other area airports is an important consideration in the development of ground facilities. The precise relationship of the airspace allocation for each airport is of extreme importance, not only in terms of environment but also in terms of economic considerations t is 2.3 i L I" M 3 ' Denton Municipal Airport currently lies just outside of the Dallas Fort Worth Terminal control Area, and has relatively unobstructed air space. Denton Municipal lies outside the approach patterns of both D/FW International Airport and Meacham Field. There are a number of existing smaller airports in the vicinity of Denton Municipal, the most notable of which is Aero Valley Airport, which are not expected l u to significantly impact the operating characteristics of Denton Municipal There is currently a major effort to locate a Northeast Tarrant County airport south of Denton Municipal. As of the date of this Master Plan it appeared that an agreement might be reached to locate this facility at a site immediately south of the Denton/Tarrant County Line in the vicinity of the community of Haslet. The development of a northern precision approach to this airport should not interfere with the southern norrpreeision instrument approach to Denton Municipal Airport in this location. However, the City of Denton should closely monitor " the development of this airport. Jtiari dictional and Tegieltttive' Constraints At the present time, there are no known constraints resulting from legislative or jurisdictional boundaries on or around the airport proper. wining Effects of ftnanaial Burden The costs for airport development must be viewed in terms of overall community priorities. The affordability of the project must be placed in context with cost versus benefits to be realized from the improvement expenditures. The availability of funds from outside sources must also be considereds such sources include private capital, Federal assistance programs, and special sourcen such as revenue bond sales or the establishment of special industrial districts with bonding capability. Based upon the current debt situation at Denton, and in view of the prevailing oomjressioral mood in Washington, it is evident that less R emphasis should be placed upon public funding_ as a source of development capital. Since Denton must assume that mare local, municipally sponsored programs will be funded from local sources, the constraints of financial burden wall be considerable, Wherever possible, private capital should be ancauraged as the primary means of airport improvement financing. The city should strive for a dept-free operation, and should reserve bonding capacity for special purposes, ~ i^ major improvements such as aviation industry facilities, etc, t,.r 2.4 Az~O~rr c~~~ F4 SR.`!'iC ~ All FVW AND 1 D" Airside •'af.iilit~► xhe number and type of based aircraft tort, as well as the total ntunber ofttiaipated at Penton Munioipal x period, are very important in the ddeetermi ation of fec lanning rations Over requirements, and directly influence the must be provided to meet the anticipatPhysical dem nd,mprovementa that d forecasts of activity for Denton a si Based upon the for the long term future, and an additri4olnea runway will not be adequate smaller aircraft will be required in Pallel runway for use by the 1990-1995 time period, The Federal Aviation Administration classifies airpo categories based, and according to the role tthaatt the a Graft that wilI Use the airport., serves. Denton Municipal is sport pl hi ays in the area wch it of integrated Airport curs' (kj yI iden afied in the National plan category or Transeq~ systems (a gene ee ' a Larger Than Utility piston aircraft require t e tpohe u u ' As a general statement, single-engine tilitY type runways) light multi engine piston aircraft can also use : some unlit heavier multi-engine aircraft some ut r Y ways, but the larger and runways, as will most turbo squire the Larger Than Utility prop and het airozaEt. Using these FAA airport classifications for comparison pur corresponding range of minimum runway lengths are shown poses, a The general range of runway lengths are for an airport with Denton Municipals elevations and temperature characteristics, Table 3.1. category. by runway TARLH 3.1 "Y Runway Category Basic Utility (BU) Stage 1 .-_Length (Ft.) .........._..w.. Basic. Unlit z, 900 Y (B(!) Stage 2 General Utility, (GU) 3x500 4.200 Larger Than Utility/Transport(Denton) 61000 .a 3.1 i R Fri t The table shows that for the, Larger Than Utility category, the average runway length for for the new DentonyMuniciipal f; Airport would be approximately 6,000 feet, The method used takes into consideration riot only the temperature and altitude of the airport location, but aircraft weights as well, For this analysis,-it was k assumed that 100% of the general aviation fleet should be accommodated at 608 of useful load. On the average, this means that some of the heavier aircraft may be somewhat penalized during high temperature or humidity conditions; however, most of the aircraft using the airport will be kAble to operate with little or no penalty. Table 3.2 below shows many of the typical jet aircraft which should be able to use tho airport at high gross weights if the current runway was extended to 6,0001 in length. TAEtT+B 3.2 TYPICAL JET AIACRAHT - 6400' Rt7NWl,Y Manufacturer Aircraft Model - - - - - Lear Jet Corporation - Lear Jet 23,24, 25, 28, 35, 55 Cessna citation it II, III North American Rockwell Corp. Sabreliner 60, 65, 80 General Aeronautics-Marcel Fan Jet Falcon Dassault (Mystere 20) , Hawker Siddeley Aviation, Ltd. HS-125 Gulfstream G-I, II, III it is important to maintain flexibility with respect, to airport dwelopment, particularly in view of the real-world to the kind of traffic growth that may occur at Denton possibilities Airport, The airport's position relative to the Dallas/Fort Worth area must be weighed carefully in the development of plans for major facility improvements, a 3.2 H i i 1)rther, the proximity of major businesses in the area Possibility of high utilization by the "top end" ofd the genoa al aviation aircraft fleet a real possibility. Although the act;ial numbers of such aircraft using the airport is likely to be quite small, primarily because of the limited nber of se n the national fleet, consideration for use under a wide vr~eety of conditions is an important factor in airport design. Additicsial talmmmv D-4*,e.e..., Rased upon forecasts of aviation activity shown in section One, it is anticipated that the existing single runway configuration at Denton Municipal Airport will begin to reach capacity between the years 1995 and 2000. Practical annual capacity is generally defined as the level of activity that when attained t0doh creates excessive ground or air delays to aircraft attempting to use the airport. The existing capacity` of Denton Municipal Air operations annually. However) due tor the high level ofttraining activity that is presently experienced at Denton, which is anticipated to continue well into the second half of the planning period, peak hour activity is likely to reach or exceed short term operational capacity and a second runway may be required to relieve traffic congestion in the 1995 - 2000 time frame. i The construction of a short NOW or less) runway would immediately increase operational capacity to approximately 385,000-400,000 operations annually. This would also provide additional separation between larger, faster aircraft operating on the principal airport runway, and smaller airoraft, which would be encouraged to utilize the shorter secondary runway. Peak hour reach high levels operations are anticipated to by 1992-1995, creating short term congestion, such congestion tends to affect itinerant and business related traffic to a tohigher r~ e thaan time wining or non-specific flying, which tend to move periods more easily. A second runway in included in the master plan to provide the means through which Denton Municipal Airport can continue to grow and operate Safely in an expanding and intensifying aviation environment in the north central Texas region. Based upon preliminary lend use studies, it appears that there is sufficient land available within existing airport boundaries to acoommodate such a runway with only the r acquisition of approximately 136 acres of additional land to the northe-,n 20-1 clear zone, There also appears to be sufficient land area adjacent to the most likely location for a second runway to f permit continued airfield facility development appropriate to the airport throughout the planning period. a 3.3 _a VA kr It should also be understood that the second runway would be intended for use only in VFR (Visual Flight Rules) conditions and would not be u considered for use as an instrument runway, it would, therefore, not increase the instrument peak hour capacity of the airport; however, it should also be recognized that instrument capacity at a given airport location is, more often than not, determined by airspace ,e capacity, and such is the case at Denton Municipal Airport. This constraint is duo primarily to the interaction between Denton and D/FW` International Airport, and the need to accommodate instrument traffic into and out of Meacham Field as well. Additional discussion concerning the development issues surrounding the possible construction of a second runway may be found in Section Five, Land Use Planning. R aes~datia w e The primary runway`length should be limited to 6,000', a 1,000' extension to the present length, This 6,000' main runway length will permit Denton Municipal Airport to accommodate the full range of general aviation turbo prop and jet aircraft. it is also reoommended that the basic airfield paving design strength be limited to 30,000 lbs, gross weight, which will result in an economical pavement section that will accommodate the aircraft fleet identified above and while still being compatible with the runway lengths mentioned: previously, such a pavir.c section is essent.'.a11y three inches of asphaltic concrete over eight inches of base material. A shorter parallel runway will be needed in the long-term development program, and should be limited to 4,0001 in length. Design strength should be 12,500 lbs. Meteoroloalcal Consideratima As shown in figure 3,1, Denton Municipal Airport is located primarily within the central portion of Denton County, Texas, The geographic characteristics of the area is typical of north central Texas, consisting of rolling terrain with open areas of pasture and farm land. Little "flat" lands le'se/ is present, t In view of the lack of official weather reporting and recording ~ ;.W facilities at Denton data was utilized from Meacham and Dallas/vort Worth International Airports. This information is adequate for the master planning study and is the basis for the following analysis of wind and weather data. This analysis was .important. in determining ' runway length, 4th, and is a consideration in analyzing or determining tt)e location of air navigational facilitiaa and instrument approach procedures. 3.4 Y `I e, P: r~ WUXI istic~ f r.~ wind oharaoteris to provide tics are evaluated to determine the runway orientation F variations in x wind direct coverage peat to annual and seasonal The coverage of $ direction is determined b 5 a runway `could by calculating the peaifit runway be used by an aircraft for take-off or landing time the exceed a maximum crosswind com criteria is an accepted Inent of 15 miles and not orientation eve ght~many 3arddfor ePteoreog capable per hour. This higher crosswind components. analyses of runway of operating at All-weather wind analysis indicates that the ,avorable orientation for general aviation operations i-n most f tkth Thalignmentj' tbs approximate alignment County is on a 93.4 is runway orientation will g~lment is, 360 degrees true percent of the time on an assure adequato wind existing runway alignment. No annual basis and coineides wih~ runway, and ther is requirement exists for a crosswind runway Orient on. no knave justification for mndif Ying the present , Wr Data The current averaged annual year moving average is 32.37pinrecipches. ation for the area based on a ten The ten year movie average Precipitation (in inches) are r g monthly eaorded as follows: January - 1.57 -July - 1.88 February - 2.35 August - 1.99 March - 2.55 September - 3.79 April - 4.24 October - 2.52 May - 4.90 November - 2.19 June - 3.30 der - 2.01 The influence of prevailing winds result in relatively mild winters and warm summers, s gent recorded average annual temperature s 64.7 degrees F. The monthly average temperatures (in degrees F) are recorded as follows is 3.5 E p f r.\y ! January - 44.0 July 82.0 i r'a February - 48.5 August - 85.5 March - 56.1 SePt lW)er - 78.6 s,o Agril - 65.9 October - 67.9 May - 73,7 November - 55.6 June - 82.0 December - 47.8 Thg mean maximum temperature of the hottest month is 96.0 d Generally, the terrain altitude varies between 500, ,egress F' Level (msL), and the airport location is 642 MSL and 900 Mean See s Nat, astit~n 'Paoihitfeg At the present times Denton Municipal Airport has a full instrument landing system (ILS) installed, with an approach light ' precision runway markings. system and Ourtlent approach are a two hundred feet, minimums for a full instrument precision;tocalizer, NDB, and Circlin and l/2 mile Also ap Non for the airport, with minimums of 400 and 112 mhe ,are also proved %l mite, 600 and 3 4 mile, and 600 and 1 mile, respectively. The instrument landing system is currently utilized to a high degree for basio instrument and pilot proficiency trainin training flights from many of the more congested~ILSUfacilities located in the central Dallas/Fort worth metropolitan area. VASI-4 approach aids are also located on the north and VA81-2 a aids are located on the south approaches to the airport. pppoach Based upon known criteria, the airport should be able to accommodate i the installation of a microwave landing system in the future, and also f: A be able to function as a training facility, until, such time as the level of flight activity increases to a point where training, activity would cause oongestion. However,, it should be not occur until late in the 1985-2005 noted that this should ~ ~wr planning period. 1L:txsr_ 1 t.M ti ,a Airport lighting is used to lobate the airport, align the aircraft with the appropriate runway, aid in orientation during landinq and guide the pilot once on the ground. 3.6 S< j A rotating beacon is located on the airport, near the airport administration building. This aids in locating and identifying the airport from a greater distance or in limited visibility. The existing beacon appears to be satisfactory in terms of location and type. t Visual Approach Olope Indicators (VAST) give a pilot a visual indication whether he is positioned above, below, or on the designated r approach angle to the runway. A VAS1_4 system is installed On the 4 north end and a VAST-2 'system is installed on the south end of the existing runway, 'A lighted wind cone is installed to provide wind information during day and night operations. Medium intensity runway lighting (MXM) is installed on the existing r+ runway and is the minimum runway lighting system for approved 7 instrument landing systems. Runway and Identifier Tights (PML) are installed on the existing 5,000' runway and are also recommended on the proposed 1,400' mainrunway extension, as well as the secondary 4,000' runway to be added during the 'intermediate term. `RRILs complement the overall lighting system, and give a more positive t identification of the runway ends to pilots during nighttime or instrument weather` conditions, n Tanb de l?acWtY t~eg~nemertta - 1985-2005 Aviation activity at Denton Municipal will increase significantly over the planning period, and will create very substantial increases in demand for facilities. The number of projected operations and air craft based at the airport has a direct relationship to facilities required. Table 3.3 shows the basic facility requirements in terms of units or aores needed for basic aviation activity at the airport for the period 1985 through 2005. over the long term, the available land needed within reasonable proximity to current airport operations is about 164 acres. I y i k$Q 3.7 e TPM$ 3.3 ,AND ARER REWnWOM AIRPCRT FAGU.ITIM 1985-2005 { Area Required (acres) Facility 1985 2005 Auto Parking (tllIItlbex' acres / ) 150/1.7~so~ 700/6.0 acr Aprons (aircraft) Itinerant CO ao 9.0 ac _Based 7.0 ac 37.7 ao Wzvbtotal - -----`12.7 ao~ 52.7 acr T-Hangers (number/acres) 65/5.4 ao 300/30.0 ac Terminal Area 10.0 ac Crash-Fire 16.0 as .5 ar Muintenarice/11W Facilities l.0 ac 410 1.5 ac Circulation/Buffer 4.5 as 40.0 as 60.0 ac TOW 70.6 ac 164.2 ac The total land area requirements for ultimate development of the airport is shown in Table 3.4 belowi 2PIU 3.4 Runwaysr taxiways clearances - 335.0 acres * Aviation facilities development - 164.2 acres Total scree ge required for aviation purposes - 499.2 acres Existing airport land area is apgroximtoly 604 acres. ~i Afr+mraft Patirfrrcr and ~sr_~{_ti~es General aviation aircraft parking is divided into two categoriesr short-term parking (itinerant) end long-term parking (based). ^y 3.8 )i I Itinerant aircraft will require short-term parkingr perhaps fora period no longer than to refuel, or for several hours, while business is being conducted. These parking areas are beat located near E facilities which pilots and passengers would likely user such as restaurants, flight planning facilities, automobile rentalar etc. For that reason, parking spaces for itinerant aircraft should be reserved near the terminal building, within an t easy: walk of these facilities. Additional short-term parking should be provided with tie-downs and be immediately accessible to fuel trucks and other service vehicles. Long-term based aircraft parking is customarily provided to park aircraft which will remain on the airport for a substantial amount of time, or for owners of aircraft who wish to avoid the expense of f hangar rental. .These spaces must be provided with tie-downs and should be located away from high-activity areas; however, they must be secure and not subject to vandalism, theft, etc. Long-term parking maybe included in a fixed base ~ operations (F's0) lease agreement, and the responsibility for administering and managing the parking facilities could be with the operator or lessee. A General, aviation aircraft increasingly represent higher capital investments and owners will seek facilities that will protect their investment at a nominal cost. Larger hangars for storage and maintenance should be built as demand requires. Table 3.5 shows future T-hangars and tie-downs through the year 2005. I-a '1 U3W 3.5 HNIMM AND = DGlii4 Maintenance Year T-Hangars* Tie-Dawns facilities (Sq. Ft) 1985 65 w65 16tooo 1986 75 70 16000 s.K 1987 80 75 18,000 1988 85 80 1800,0,0 1989 100 90 20,000 F 1990 120 100 22,000 1995 145 160 22,000 - 2000 195 200 32,000 2005 300 225 32,000 *Mix should include T-hangars adequate for multi-engined aircraft. 3.9 ~.w 1 i it As of February 1986, there is approximately 48,800 square feet of potential storage area in the hangars at Denton Municipal Airport either currently available or in construction, Of this, approximately 10,000 square feet of hangar space is devoted to the maintenance operation at the existing Maverick FBO operation. An additional 16,400 sgare feet of hangar space is either currently or in the process of being converted to special maintenance operations at Fox Aviation. Thus, approximately 28,400, or 58 percent, of the total available hangar space is devoted to some form of aircraft mainterboce operation, This would appear to satisfy all potential maintenance requirements through the year 1945. This should be viewed with caution, however, as much of the Fox Aviation space will be probably devoted to specialized aviation repair and should be discounted from maintenance space requirements calculated for the general aviation market, Thus, there is an immediate need for approximately 6,000 square feet of maintenence'storage space at Denton Municipal Airport. There are approximately 45 T-hangars available at Denton Municipal Airport and suffioient non-maintenence hangar space in the other four hangars on the airport to store an additional nine airoraft. Comparing existing capacity to projected demand identified in Table 24 shows that there is an immediate need for an addi.tio:Ral 12 T~- Hangars'(1986) increasing to 62 T-Hangars by the year 1990, This projected demand for covered storage indicates that the City of Denton should strongly encourage the short-term development of this additional capacity. Denton Municipal Airport currently has approximately 75 tie-downs; of which 12 are for itinerant and 63 are for long term aircraft storage. From the demand identified in Table 2.5, there will be a short-term need by 1990 for an additional 25 aircraft tiedowns. Woticns and Fagi].ities 9ioxt F _ Facility requirements for airport support functinns such as maintenance and security play a very important role in achieving maximum benefit from public and private investment in the airport. It „a is a key component i;i the attractiveness of the airport to aviation and related' industries, particularly those that have high value equipment or parts as an integral function of their business, 'typically, an aircraft modification or manufacturing facility will be Ell located at airport locations where investments can be protected. i Facilities should be made available on airport property for the storage and repair of airfield maintenance equipment as well. This will encourage good maintenance practices, which, in turn, will be beneficial for the realization of maximum return from airport facility investments. 3.10 k it should be noted, however, that many times the ability of an airport to attract new businesses and tenants engaged in aviation related activities is dependent upon the availability of existing facilities; in other cases, the attraction may be upon the availability of build- ing sites and utilities in the immediate vicinity of the airport. Denton Municipal Airport must be able to support, basic functions - beyond tho principal objective of a Transport airport, and some consideration has been given in the site development study to long {•a term development as a regional airport of national character. in addition to the boric planning considerations that preclule detailed studies of industrial development, the local sensitivities to such development must also be taken into'aoaountl it may well be that the private sector is more suited to industrial and related development around the airport than is the City of Denton. In any )a case,; that.deoision should be reached before detailed planning is undertaken, and the most appropriate sronsor for that sort of develop- ment found. The final studies relating to land use planning and recommendations will include more detailed discussion of support functions. ~►ix Cargn/Air F's±ei9ht A review of historical activity in air cargo demand in the Denton area r+ dope not reveal an identifiable bear-term need for dedicated air cargo facilities on the airport. With the substantial growth forecast for northern Dallas and Tarrant Countries and Denton County; there may a remote possibility of limited air cargo operations during the latter portion of the planning pericA However, due to the eharaoteristics of air cargo operations presently in U.S. domestic service, it is most likely that the larger hubs (i.e., D/FW and Love Field) will continue to serve as the primary air cargo terminals. L-.e At the present time, spare parts, medicines, essential repair parts for industrial facilities and other miscellaneous items make up limited air cargo at Denton Municipal Airport. 'these kinds of air cargo shipments are dependent upon specific demcnds, and, therefore;, van be expected to increase only slightly throughout the forecast ! period. Suoh cargo is usually carried in small aircraft, either in combination with other business use or as part of courier service. 3.1.1 I i _ f S E: { it should b;: ,.,cognized that air cargo must compete directly with the high duality service available by motor transport traveling, over the fsa excellent interstate highway network connecting the Denton area with major metropolitan areas. Therefore, no projections of air cargo were prepared, due to the current anticipated low levels of activity, and no facility planning for air cargo operations is included in this master plan. ~s f fA 1=x a r.~ kd 1 3.12 1' r~ (-p a If SM."aCN FOM p~H h PUN AND A.. TRW Development of a comprehensive air ~ Pal Airport is based port land use plan for D aMunicippropriate land usesf the r on the; identification of enton the most =b such as aviation related r P oJection Of identifiable future needs i recommends locations, related srements, preparation of a plan relationships that will result s t support facilities and functionthat al a an estimate of cost to impletrent the PIM armed objeetivesT and finally, " However r proper master planning"Of this particular ro also cons~d~ theimePaot ctive of of simply ,la p feet must go Yang out the project prop" that is the project on the environs, a- it nd upon lately adjacent to ouch, the Pied development. It deserves special care in Ag terms of how it is to he develo ed relative to the long range impacts of the Ple it will set. P A Properly developed master plan for an + assembled with a carefully ~r environment as guidelines Burin stxucted set of planning should be included in this report project planning and developmeenntCepts to act consultants in hope the development evelopfnent major of - planning concepts that wiWe have ll be the use element . be used in , and which the U* extjcutive air center, and the the essbsequent development the east and west sides of phases of the airport,zt industrial areas on $lanni,4p C1on Dalineation of spatial and t1111POral relationships within the boundaries is a Principal ' project he character land P oduet of the Plannin luplannin quality) of the g process, however, goals# concepts, is contingent upon ultimately Of g adopted by the s pts, the constraints and r recommendations are essential to d gevelopment a landuns element in the the follow ~ ent ofae, and policy ing Categories: this se , Ube emphasis on deve3opmerlt should are aviation-related. be In tho uses, se kinds of uses t tha 'm industrial or commercial kinds of IOC ^ated elsewhere xmercial user, would be more a such p as basic advantageous to other than on a site that wouldpPrnpriately an aviation oriented activi. be essential ty b1 4.1 i r i, t 1 I 3 b. I+laactiusal Rel.attieemhipa The development of the plan should be predicated, in large ¢ measure, upon the location of functional entities in proximity to others that have similar or compatible characteristics with regard to type of activity, arcess, visibility, security, utility, and transportation requirements. - o. Project Phasiira Phasing of large scale industrial/business development can be critical to the success of the project. Care must be exercised ,q to. develop .:4.phasing plan that will allow each. kind -'of recommended development to proceed in a logical and incremental manner, but with sUffioient flexibility to allow the initial stages to be modest or of a more ambitious scale. The phasing plan is also determined, 'to a certain extent by the initial utilities development plan which is extremely cost-sensitive.' Studies of alternative utilities layouts are essential. d. Zmse and ]ppenrar,de The perception of a development is quickly formed by potential developers or tenants upon their first visit to the project or upon their first opportunity to view the photographs, materials, etc., showing developed projects. F'or that reason, it is important to consider the importance of rules, regulations or policy that will ensure high quality, aesthetically complementary development, The executive air center will set the example for follow-on development in the area, and the burden for establishment of quality development is quite real. Appearance is important beyond the basiu quality of beautification and has an impact upon the relationship, of the pro*-b to the ccnimunity. it also affects the attractiveness of the facility to quality tenants and developers, and provides an improved, working environment for those who will experience it every day, The basic visual elements which are of principal concern during the initial development` phases are as follows A 1. Airport lgntranoe. The front door of the airport is extremely important and is tied directly to the aspect of kA first impressions. The airport and the Eueoutiva Air Center would have visibility and identification as well as present the kind of impression and image that the City of Denton wishes to convey. Professional and high quality signage and graphics is a vital component of this effort. + f'M 4.2 } *tl i , 2, Architectural Controls. Benefits of requiring approval architectural design, materials, igninno her construction features is an important h part of the development process, Thiess controls s ensure quality construction; however, ggreat be adequate be a exercised that the controls are great care must ng as to discourage economical not strict or demand ~ the ai and profitable development df rport. Reasonable requirements for construction methods and materials, eto,, are possible and most successful developments have included restrictive covenants in their deeds or leases to ensure that, the projects will be adequately maintained. 3. Landscaping. The lack of significant existing trees, shrubs and other live materials IrAigenous to the site suggeat;that the e (,hara o eboh ter of the development could be materially ly) diced during early development `staesaky the careful placement of landscaping. very useful in defining spaces and can make an materials can se empty development a more otherwise dell.neated and in somer areasho and itableuses Soros can ty boundaries can be clearly defined. Further, unsightly elements of the development process such as equipment storage yards, contractor parking lots, and elements of utility systems (lift stations, etc.) can be screened from the public view with landscaping. Certain design features, such as bridgeq, walkways and other key features can be reinforced and made aesthetically more attractive with landscaping. 4. Utilities. All electrical utilities and telephone distzi.bution should be underground to reduce the undesirable visual impact of poles and wires above ground. This is particularly true in consideration of the flat terrain of the proposed Oevelcpment. ' 5. Signing Mbd Graphics, signing and graphic standards should be implemented at the outset and prior approvals should be included inn i nay developmmeanntt agreements. Signing and graphic standards should be restrictive to the extent that sign size, content, color, eta., are r Paintin gi dated and should specifically prohibit g gns on buildings, erection of large bill boarda on structures or buildings, the use of banners or offensive a or poorly designed signs, 4,3 1 a I 6. Roadway and Traffic 8tarAards. Inad uate loading facilities result not only in physparki or icalgand P functional =gestion, but alsoin visual { many vehicles will be parked in areas that hat tioa~ hies are unsafe, unsatisfaotory, or which create damage to property and faoilities, and which over a period of time are detrimental in terms of the image of a well designed, well managed business development. ,R ,-a Ea d! t:C E cq E 4.4 to i E: LAW Uss PYA , AI uom mgm PSI AND Vh SHMCN FIVE MVUWNMWM ASST i Planning Ob ieL-tires t~ I The relative location of the airport within the corporate limits of the City of Denton gives the City full responsibility, not only for the implementation and enforcement of appropriate ordinan,*s covering the character and kind of development which may be undertaken] but also determining the context of enforceable zoning and land use control mechanisms, for identifying the extent of impacts resulting from „ airport development. Although this master 'plan study is concerned primarily with the development of aeronautical and aviation-related plans at Denton Municipal Airport, it is essential that the airport development program be placed in context of its relationship not only to undeveloped properties In the immediate vicinity, but also specifically to areas that are already developed within the general vicinity of the airport (Ile. the developing industrial east of the airport). Aocess and surface tran park to the considerations. transportation are also key In order to properly plan airport development over the intermediate and long-term, It is desirable to achieve a comprehensive a;x3 enduring compatibility betwoon'the airport and it's environs. Orhus, it is recommended that tlwj City of Denton consider a objectives, either formally or informally, as part of a c ntifollowing I review of the airport development process defined by the land use plant 1. identification of existing and potential conflicts caused by noise or other airport activities which result in inoompatibiity, 2. The development of suitable alternative plans and implementation procedures that will minimize existing or emerging incompatibility, and which will avoid future conflicts, 3. Actively encouraging public participation in the lanning and i•,, devel meat process for the airport and the area surrounding it. 4. Implementation of measures to increase potential impacts of airport development aandicthe8Im rtance of the planning process to airport improvements. t ry ~ 5.1 i 5. Encouraging special efforts to blend the airport with its neighboring environment, taking special care to enhance and protect those situations where residential, educational, recreational, or other environmentally sensitive activities occur. 6. Giving direction and guidance to the economic and compatible development of airport related activities, the general urban development in the vicinity, and those public projects in which the airport may have a significant impact toward the improvement of the community. 7. The preservation and protection of the natural environment. It is beyond the scope of this master plan study to develop a full analysis of, existing incompatibilities, land use control strategies, and implementation procedures; however, -it would be beneficial to the City of Denton to adopt an official position with respect to these objectives. In the years to come, the problems of implementing viable land use controls, which will benefit both the airport and the public, will be much more easily accomplished if they are grounded upon these key philosophical and technical objectives Existing land Use and Doyeloppent Mende Figure 5.10 shows the existing land uses surrounding Denton Municipal Airport. At the present time, the airport area should be considered as primarily industrial in character, with some minor commercial development, The airport is located just within the western Denton City l.imitsi much of the developable land to the south and west of the airport is within the city of Denton extraterritorial jurisdiction, and is subject to full City of Denton Subdivision regulations, The airport is located in north central Texas, an area widely known for its mild climate. The area surrounding the airport is noted for its agricultural production capability. Ranching is also conducted in the area. Population trends and forecasts of population and urbanization in the Denton area were discussed in Section One. It was pointed out that the implication of increased urbanization in the years to came is that the airport may become subjected to increased incompatible development around it, and as urbanization and industrialization in the surrounding area become more intense, the demand for aviation facilities will also increase, which may result in apparent or real conflicts in urban development policies. ~r 5.2 t } PROPOSED f r AIRPORT ul 1 'BOUNDARY AG I NOISE CONTOUR JIM CHAISTAL-fib PERMANENT, ED RESIDENCE 'N 7O•~ 1 00R,0000000015b O' "F sir MOBILE El HOME ~P~9o000 o 65 Ldn { _ AGRI- TOM COLE RD. c AG CULTURAL. p000 AG REALI NED r - Gp a 00 CO ' ~ Q-, AG y FLOOD 00a 1)0 F F P PLAIN 00 1 Q 9 0 . FND INDUSTRIAL - 1,00, IND QGOOOOC IDENTON 080 1,2 MI $ i j r CE I N MUNI IPAL ~j ~ "&T 75 Ldr{ , Ad i v.► Z G _ "~j Fps i o zooo E a f4OTE; N018EjCONTOUR6 ARE POR THE YEAq J { 8Qp5tuti G r FIGURE 5.1 EXISTING LAND USE i S.3 The location of the airport within the City Limits of Denton permits a the City to control the land use of the surrounding area through existing City ordinances and policies. Fortunately, the airport is situated in such a way as to be reasonably well buffered in most key aviation activity locations, and there are no immediate, serious incompatibilities which appear to have imminent impacts upon needed airport development. The land uses surrounding Denton Municipal Airport are primarily agricultural/ranch land or in mixed use, inoluding some commercial and scattered residential. Future land uses will be determined to a great extent by the development of the City and County thoroughfare plans, utilities, and the influences of annexation and city policies and practices. 'there is substantial development in the industrial park approximately one mile to the east of the airport. Most of the remaining development surrounding the airport is widely scattered residential primarily associated with the agricultural/farming base of the property immediately adjacent to the airport it is likely that the areas to the north and east of the airport will continue to intensify in residential and `industrial land uses. No schools presently exist in the immediate vicinity of the airport, and none are known to be planned. Currently, the City of Denton is in the process of. revising the adopted 'Thoroughfare Plan. Discussions with City planning nepartment staff indicate that the road forming the eastern boundary of Denton municipal Airport will eventually be upgraded to primary arterial status. The alignment of this road will be owtinued northward across` the Dry Fork of Hickory Creek. Toiti Cole Road is projected to eventually be upgraded to secondary arterial status, an important consideration if the proposed industrial development envisioned for the western portion of the airport is to be successfully implemented. These proposed thoroughfare improvements are in full agreement with the proposed airport development program. Oar-1►irlxnct Lattt4 Usws Basically, airport operations shout,' be considered an an industrial elassifioation of land use, However, within •rhat general classification, it must be recognized that certain aspr,cts of airport operations require special kinds of faoilitation which, in turn, impact upon land-use and compatible relationships. Aeronautical activities within the airport confines consist primarily of `those activities which relate to the operation, maintenance, and storage of aircraft. 5,4 i i t:. Aircraft parking is considered as a form of storage, even though it may only be for a few hours, in order for an airport to function safely and efficiently, it is necessary that these functions be supported by other kinds of activities and facilities such as navigational aids, clear zones to protect approaches, air field' lighting, and other key functional components. Providing facilities for future airport operations is a key responsibility of airport ownership, and there are obvious `physical 'as well as fiscal considerations which must be weighed carefully against commitments to aeronautical verses non-aeronautical land 'uses. Notwithstanding the fact that airport operations ado fall within the industrial land use category, there are many industrial uses which are not compatible with airport operations. There are also many nonce industrial land uses which have proven to have a very comfortable level of compatibility with airport environments. Laud Not Hsemttnl_ To Aivi.atian Denton Municipal Airport is presently classified by the Federal Aviation Administration as a Transport Airport; even though it i.s` a general aviation facility. , The increasing density of aviation activity in the Wlas/Fort Worth metroplex has placed Denton in the status of a reliever airport, n* airport has provided basic general aviation service to Denton County and the surrounding region for many years, and the increasing density of aviation activity within the region is placing increasing emphasis upon the airport in terms of its present importance, as well as future potential., At the present time, the airport occupies Just over 604 acres, However, it is significant to note that the land area normally required to develop a transport airport with normal facilities to accommodate commuter or regional airline service, and a full instrument landing.system, is in the range of only 350-400 acres, including land area for clear zones, This would, of course, be a single runway facility with parallel taxiway and other basic features. The addition of a secondary runway at Denton Municipal Airport would ftpand the land requlr-s.9 for aviation related activities by approximately 110 acres. Figure 5.2 shows the land area that is considered to be generally excess to aeronautical operations,` i.e., it would be possible to operate the facility at current and anticipated levels of activity through the year 2005 without utilizing the land identified as non- essential to aviation, it is estimated that approximately 95.7 acres are considered non-essential to aviation at Denton Municipal Airport. This land can be considered as available for alternative land uses. 5.5 i 3 Baaia Paaility Acreage N uiressents Based upon forecasts of aviation activity anticipated to develop at f Denton Municipal Airport, and with a,reasonablo allowance for variations that may occur should' z,otivity grow beyond the forecast f levels, basic land acreage requirements over the planning period have been Identified. It must be recognized,` however, that these land areas are based on somewhat idealized conditions, and that the f existing airport configurations will require that some additional land area be absorbed that is over and above the minimum requirements shown. The areas shown are considered to be minimum acreages that should be reserved or protected to ensure that future aviation activity is not constrained as a result of to inefficient or non-economic layout of the fa it tieeap or due The total estimated acreage required forTenton Municipal Airport operations over the planning period is shown below: 5.1 1AW AREA R~ ATRPCW FACILYT M 1985.2005 Area Required (acres) Facility 19$5 _ 1985 2005 Auto-Parking (number/acres) _r L .150/l_7 ac ac _70_---0Y___ 700/6.0 ac Aprons (aircraft) .7 f' Itinerant 4.0 ac ~i Hased 9.0 ac __r_rr- °r---r 7.0 ac 37.7 ac Y_rr_rr-W-YY__ } subtotal 12.7 ac wL_~r52.7rao i. T-Hangers (number/acres) 65/5.4 so 300/30,0 as i Terminal. Area 10.0 ac 16,0 'ac Crash-Fire r" Maintenance/PW Facilities 1.5 aac 1.p ac Circulation/Buffer 40 0.5 c 4.5 ac _ .0 ac 60.0 ac Y'Mr_~rrw______rryw- Y_ -LLY_r_w _u r.n 2btal r 70.6 ac _w_r164.2 ac The total land area requirements for ultimate development of the airport are shown in Table 5.2 on the following page r~ 5.6 ik ,r is Th= 5.2 * Runways, taxiway, clearances - 335.0 acres * Aviation facilities developwnt - 164,2 acres Total acreage required for aviation purposes - 499.2 acres Existing airport land area is approximately 604 acres. pu~otianal ReL~++,~w_~ Functional relationships between compatible activities are keys in the longterm development of an airport. There are obvious relationships which must be strictly adhered to. Fbr example, parking for itinerant aircraft must be adjacent to, or in the immediate vicinity of, a facilities needed by the pilots and passengers of the aircraft, i.e„ passenger terminal or lounge refueling`faoilities, etc. Those facilities, in turn, must be accessible and located in an area that is safe and convenient to the public Other relationships are equally important, such as the proximity of aircraft maintenance facilities to adequate apron parking and taxiways as an extension of these relationships, It is evident that other types of development may be ' sited or constructed so as not to interfere with other airport aetivitiesf this would include such secondary effects as utilities, drainage, air quality, etc. One of the fundamental, relationships that led to the formulation of the long-term development plan for Denton Municipal Airport is the need to balance' aviation storage and maintenance facilities (including F'BO's) with respect. to the parallel runway concept# Long-term airport planning has identified land areas for certain kinds of functions and activities in such a way as to avoid overloading one runway or the other as traffic increases over the years. The achievement of balance is essential, avoidance of increased runway crossings, which can substantially reduce airport capacity during peak hours. There is one other principle consideration that must not be overlooked and should be fully considered in the overall development plan for the airport. The contribution of utilities and services vithin an airport complex must be economic and efficient, or higher operating costs resulting from inefficiencies may result. In other words, it makes more economic sense to consolidate facility locations into cohesive and concentrated developments than to scatter them out over widely spaced locations. To the extent that it has been possible to do so, the affinity relationships between like kinds of activities have been respected, as (yip 5.7. have the 0001mon interests of facilities'and'services, Where there is an identifiable difference in requirements or functional characteristics that could lead to conflicts, additional space has been allocated. Land Use Zoning Under the provisions of recently enacted enabling legislation, it is f possible for a municipality to engage in land use zoning around an airport as it relates to incompatible development. The Texas Aeronautics Commission has produced ;a model ordinance for use by cities and counties to control incompatible land use around the airports however, the ordinance has not yet been tested in court. The alterruztlve to using the model ordinance is to develop the ordinance language as an original effort) this could be a time consuming and expensive undertaking, and it is re=mnended that the City contact the Texas Aeronautics, Commission for current information concerning the status of the model ordinance. Some of the provisions of the Act include o Allow land use zoning around privately owned, as well as publicly owned airports., - o 'Define compatible land u" - cities and counties can zone for compatible land use, as well as for noise and vibration. o Require that the airport in question fulfill an essential community `pArpose, o Require that the airport in questions have at least 3,200' of paved runway with an instrument approach o Permit a three mile by ten mile rectangle of land (cetztered over the principal runway) to be zoned for land use compatibility, If there are multiple runways, there can be multiple rectangles, ra f.,+ 4-44 5.8 r, i Mw Amu* ~u" y uKwV Ire A I t w iq } a.• a ~ f° 1M~4 6w" 0" ON t 1 IIAHOARS 00.0 _ IUD IWCL(IfA1gIFµE ILC1cy ROARI ~R1: 56 +!IILC VJD IOU[ AW W IERMiAL AREA 16.0 + _ iq,G cl 1 RELOCAJ ED Ca.H I Y IIUD y t~irm.rs R(lntitr ~ - y IInIn N'`94uf Iwul Il 1 N = fU lPE R1 AN . M IUIU~F 4J(q 150 EX$1(5)YI ] CK611 KI ttF.KR IE 11LY I Eienru AR&fjE!ea i _Iq.. X .sic 1 6RMx1A1 HA1K7EA9 aA AKKf! ' + 1~ S` • uid HNfiESIA I' VYYVYy~Y MYM M YYM . }}fftr rtiYE , [A IO PAR WO to I TEA W AL 04*4" 44A liINC RANT APO 11 6 p ~1\ 6tOR.l(E fhpltt 1....~ IEKflO F.Kr>iY K7 /sWC.tt DOL CUnAAY Exbilq MN'K1 EWMINO 9D0 6GlE uA6E9 AIC APROII 160 ItN7UN Wl'"AL AIAPMT _ CHAftlE5 4NLI~ R ASSOCiA'F>=S lric. Land Not Essential to Alrpott Operations FIGURE 5.2 'LAND NOT ESSENTIAL TO AIRPORT OPERATIONS v s,a 3 o if a community has more than 50,000 residents and has an airport within its jurisdiction, it can zone without a county board. t' The model ordinance produced by the Texas Aeronautics Commission is currently available. it is recommended that the city advise the TAC of its interest in developing such an ordinance at the earliest possible date. Land use Reoourerd&tiOW - Ddscuesich E~ in the discussion of land use recommendations for future land use controls, detailed recommendations for specific kinds of development within the broadly defined land use recommendations cannot be made within the limited scope of this study. As stated earliox, there are r many land uses compatible with airport operations, some of which fall within the classification of industrial, and some of which do rot. Examples of those land uses which do not fall within the industrial classification, but which have proven to be compatible, are certain r kinds of recreational facilities (parks, golf courses, lakes), agriculture (inoluding grazing of livestock), and certain kinds of training or educational facilities which have a relatively high tolerance to noise. Conversely, within the industrial category of laid uses, there are many types of activities which are wt. compatible to with airport activities, 1es are activities which generate smoke or other emissions which tend to obscure visibility, activities which attract birds or other forms of wildlife, such as deer or eoyote, or i activities that may have an element of risk associated with them that can be increased by overflight of aircraft (storage of hazardous wastes, chemical processes involving toxic products, the storage or manufacture of ordinance or nuclear materials). As a secondary consideration, any industrial activity which creates undesired impacts, such as toxic effluent or other objectionable environmental problems that create an undesirable image or which require complex or '+6 expensive solutions to remedy the situation is also incompatible. An airport is generally considered as an industrial land uset and for that reason, the most reasonable and compatible new land use on the airport is industrial. No special considerations have been given to other kinds of land use. There are areas where it would be appropriate or acceptable to introduce green space or a landscape and such areas are suggested preserve to enhance tkte "airport's image, in the terminal area plan. y# By contemporary standards for general aviation airports, Denton municipal Airport is larger than average, with 604 acres available for airport and related development. Because of the local business and economic characteristics at Denton, it does not appear feasible to E.<~ f~ FPM i consider the a.i.rpcrt as a rime (such as steel mills or p candidate for major industrial clients However a major non-aviation manufacturing facilities). , the al. rport is located in the vicinity of one of the major Industrial parks in the Denton area, attractiveness of the This surrouuairrt nding area to small and mediumbmitzhed r industrial development. The reservation of a 20 acres tract fordevelopment includPS e industrial facility. The ai program a future aviation-related business park resources rport, through its industrial and/or the local business environment so aseto ak'41 industry and enhance attractive to outside business a the Denton area more and industrial interests. Finally, an established kind of cos properties is the business park. his term islused to descrir era business environment that consi&ts of light manufacturing or lndustial activities commercial in combination with offices and 2wninesses certain kinds of industrial areas that could bep deveta ways can be constructed to complexes that would include hangars oord aias Off-t rcraftCp or business adjacent to the place of business. This is parking-areas popular concept and is beitx1 developed at some airport ~r'easingly hn UUse - aticus wort locations. L a ad The rteoommended land use plan is in Fi development of a secondary 4,0001X shown 1 runwgure 5-3 and includes the west of the a current main runway. The recommended Y approximately sifoool hows the development of aviation-related facilitland e 8e planshows The first area composes the southeastern Pxtending southward from the existing F'BO f ci ities immediately adjacent to the Axisting terminal area. would provide for short and in aint termediate term opment of aircraft this area menance storage, and service fwtotions of the airport associated with the operation of the airport as a single runway facility, The second area (immediately north of the existing airport terminal) would be developed as a ccrporat%xecutive air center in which corporations could develop larger individual hangar/office complexes secure area, The clustering of in a separate, these corporate hangars special services such as utilities, corporate s o permits Wig, etc, to be provided to these areas i an, economical aviion service, n " The third development area is located secondary runway immediately west of the proposed associated with the peration represent this newh runway, This ar a1 would t-~ consist of two ~ new FW s and related T~-hangar storage facilities, uld h r ~ t°~a 5.11 1 r~ i c m m p I' 1 D 'o 111^~ D n z a i I a z z n L X y p W cO 1 O $ I ! + runmE r ~CESS Tr NJA~r' I S I _ n ; ~r.rrw.r ; i r r " rrr rrrrr r M v r,~l~': a` ,J r o F --SOW- 1 LL-= I~ { sA j in addition, 69.2 acres would also be acquired to ensure that the clear zones for both ,oossed l~ra~isi protected from Figure 5t9.rs enoroaohment. The prop Airport Related( IpALa trial !Lq ;.R in addition to the required aviation-related development identified in ` the preceding section, there is a strong potential that. aviation- l related industry can be encouraged through the implementation of an industrial park concept in the western portion of the airport property, as Conceptually laid out in the proposed industrial development concept shown in Figure 5.3. The key to the successful industrial development of this area would bo the extension of appropriate utilities (water, sewer, gas, electrical.) to this part of the airport. by the intermediate (14-15 year) term. Th* redevelopment of Tom Cole Road along the northern and western boundary of the 'airport to secondary arterial standards, as well as the development of the interior access roads as detailed in Figure 5.3 . will also be 'critical to the marketability of this property to industrial clients. The concept shown permits the development of a 44.5 dare tract to the south and a 37:.2 acre tract to the north of the proposed aviation development proposed on the western portion of the airport. Both of these areas would be developed as a light industrial/offloe/warehouse park to permit revenue generating activities in support of projected aviation expenses, M A separate aviation related industrial site is also recommended to be developed on the eastern periphery of the airport. A twenty acre tract has been reserved for this purpose in the land use development concept identified in Figure 5.3. This tract is envisioned as being developed for a single major aviation-related manufacturing and/or servicing client. This tract could ue developed in the short to t? intermediate term. Also important trthern eutive ~y a of the center airport development adjacent to the no terminal area. l ~t I f 1~ 5.13 ~6~ 1 /y ~o mwwS.: ♦.i P»re "NY1 • U ( f ~1' nM1 I ' EXISTINQ, N . , Jlb CNAIBTA -fkA u creer- "A. _ qq~~ AIRpo SOUNDARY 1s ao es h LAND TO BE AWURED 13.6 cre~ a ;F J~ NEW f i ROADWAY TOM OOLE AU, 'AUQNMSNT ~.1 IHSAUONEDI RUNWAY / • t~ bl7nttm Munldpal Alrport TAXIWAY ADDITION N NI a' r1 a o f C I DENT N CE1~ U y W 7 . .r _ x 4.2 M1 4000' X 7s' RUNWAY ~1 ee ~ ~ ~"mss l' • M r a ~ ~ti~ I 1000' R' NWAY EXTENSION r~ . , o40, ` , ~ ' 1 aoKe I,r i\VI GOVO y e> L7 M 808!9' " I< f FIG. 5.4 PROPOSED AIRPORT LAND ACO UISITI N I 5.14 i Sfa Area PLnw+i tK It should be noted that "terminal area", as used in this study, refers only to these functions which are located in the principal area used for airport business= it does not refer to an airline or air carrier terminal. The exiating area located on the east side of the airport will remain the principal business center for the airport throughout the twenty year planning period. 11he terminal area is defined as the primacy area on the airport whore such functions as fixed base operations, aircraft maintenance, transient aircraft parking, are c ondr.icted, The recommended area location and a schematic diagram of thei terminal facilities is also shown on the Land Use and Terminal area plan, Figure 5.3. An was previously discussed, the proposed terminal area evolved from considerations involving airfield configurations, land use criteria, and airport requirements, and represents a balance between air-glde and land-side user convenience, operating efficiency and facility investment. Figure 5.3 shows a proposed schematic plan to expand the existing terminal area to accommodate the immediate and long range needs, This plan was developed to consider the maximum utilization of existing facil).ties with a minimum disruption of present operations, The plan will allow flexible expansion to meet demand through the year 2005. This plan shows the ultimate development plan for the airport terminal and related areas on the east side of the airport, and a schematic development plan for general aviation facilities on the west side. The terminal area development scheme as recommended in this report is schematic) detailed planning and design should take place as the facilities are required and developed. Generally, however, the recommended development is shown in Figure 543 and consists of the development of additional M, facilities, maintenanoe hangars, storage hangars, 7Lhangars, And some facilities for corporate aviation. Some office areas should also be included in the development scheme, The southeastern portion of this airport (general!, phases s and 11) should be developed in the short and intermediate stages of airport developments long-term development would be to the west side of the c airport (Phase 111). The area is subdivided into three general functions, First would be the development of sufficient individual hangars and T-• angars to satisfy the short and intermediate term s,Y aircraft storage requirements nssooiated with the operation of the main runway through the intermediate time frame (1990-1995). y as 5,15 Ia ,.v a Secondly, a focal point of this area would be the development of an additional M operation as depicted in Figure 5.3. The apron in this area should be expanded as indicated, as well. Finally, the area between tha existing and proposed H,BOs would be reserved for large commercial/service operations which would supplement normal F'BO services, The relocation of the fuel storage area as detailed in Figure 5,3 would also be an important compontmt of thu development of the southeastern portion of the airport. Terminal area development should take plays as followss 14 A detailed layout of the terminal area complex should be made and future utilities and roadway locations precisely determined. 2. m-hangars should be constructed and tiedown spaces should be made available in the short-term, adjacent to or within the PSO/T- hangar areas. 3. An intensive effort should be made to obtain tenants to construct now facilities in the southeastern area of the airport. Efforts should also be directed to identify corporate or business interests that would be interested in developing the second FW operation. East side Davelopa>ent i The east side area is subdivided into four generalized categories of airport land use. As shown in Figure 5.3, the four land areas are classified as follows: 1. Terminal Area - This land use is primarily to accommodate the public functions relative to the use of the airport and is the prinoi~al facility for. providing certain amenities for airport users (food and beverage service, auto rentals, business meeting roome, etc,). This would be the business and administrative center of the airport, including land arsi~ for a crash rescue station, which would also function as a public fire station to provide fire protection to the airport locale. over the long term development of the area, parking would be provided for approximately 600700 automobiles, The existing terminal building would be either significantly e)gmded or replaced with a larger stru,-Aare of approximately 20,000 square feet. is a f . 5.16 tra 2. M.xed Base operaticns/Hangar raolities -'there are two separate FBO operations shown in the Land Use and Terminal Area Plan (Figure 5.3). The southeastern area incl,udeg the existing CAo with a second major FBO being developed in the short term. The total airport development plan includes additional FBb operations which would be established in association with the into-mediate and long tern (1490-1995) development of the western portion of the airport and the secondary runway vital PBo facilities are quality FBO development? asowethe ll as competition and soervicese is encouraged. Each )•BO should be zo~quired to develop maintenance and storage hangar facilities. Their activities should focus on aviation activities that are directly tied to an airport location, such aas aircraft sales, charter and instructional flight oper ambiilane3, or other activities that must be conducted from an airport. 3, Executive Air Conter An area is also shown in Figure 5,3 Immediately north of the airport terminal area which would be reserved to accommodate this increasingly popular form of airport land use. Not only are aircraft storage facilities provided, but in come cases business or office facilities are included in the facility design. While condominimum hangar/office arrangements are not neoesearil.y recommended, the City is encouraged to consider all creative means of development. 4. Commercial/Service Area - This area is identified in the southeastern area of the airport between the two FBO locations shown in Figure 5.3 and should be primarily reserved for the development of large scale aircraft overhaul and maintenance operations. Hangar/maintenance facility areas in the range of 16-24,000 square feet should be anticipated, This area in designed to provide specialized maintenance and installation services which would augment the normal rangy of servioes provided by the two adjacent M operations West Side Develowft it is anticipated that west side development will be conuernead primarily wits. providing aervioos and facilities for general aviation aotivity in dingle and light multi-engined aircraft following the t ronstruotina of the secondary runway. With the opening of this runwayF light single and multi-engined aviation traffic would be encouraged to utilize the facilities on the wentern party of the airport in order to avoid excessive queues at taxiways crossing the (;,e {aV 5.17 {,n I main runway. FBDemennd, I this aviation d F Oatioalonsng arewithenvisionedive extan as being located `hangars to serve r well as tie --down facilities ilities facilities, covered aircraft v t'ar those aircraft owners not requiring - . r Phased a velopmerrt Based upon project sequenoing for other areas of airport phase development would be dppor other e as aPown i,n development, } It should be r. gure 6.3, eao9nized chat u plan for phased development ever a long term Cali provide only initial guidance, AS the airport development occurs as antioi ted o degree, development r or veri.©s by a greater m,Atorures and leaser, materializes. or that must be tailored to the demand th-At u tua he development schedule as neereason, it ds and d Y be advisable to adjust the development needed immediately is aloft n~ a=l9'hang Tne ar and most critical fipoilitiea in the southeastern portion of the ai yrt tie-down Bevel Vment of an additional F'B(7 in thin area It, also importary#term 5.].e Via ~ a ~e i AY umT mm w PLAN AND AIRPCRT PLANS ENVII ITAL ASSESSK*V SH ICN six 1' r i This section is intended primarily as a brief statement of the intent and content of airport plans. Because, the airport plans are essentially the "output" resulting from the comprehensive study of Denton Municipal Airport, detailed information substantiating conclusions and recommendations for airport development are found throughout the rest of the master plan report. mxp=t !&,Out- Plans The recommended airport development is graphically shown on the Airport Layout Plan (ALP), Appendix A. This plan is a graphic representation of the airport development program over the period 1985-2005. The plan contained in this report is reflected in the ALP, with speoifio airport additions and improvements, as shown in Section B ght, Cost and Financial Analysis. The ALP is intended to provide bauio guidance in the development of the airport and is a result of comprehensive study and examination of thes many factors that will influence aviation activity in tkjnton in the years to come. The AYE' also provides basic technical data, particularly with regard to the engineering and physical attributes of the airport. The ALP is the basic document for FAA programming decisions and is generally regarded as the cornerstone upon whioh futw-e airport development will rest. The airport layout plan was developed using the forecast data prepared for the airport master plan) however, it must be recognized that should activity pro~ectiona differ materially from the actual traffic experienced in the years to coime, then fncility demand and requirements may change. For that reason, the ALP should be roviewnd on a pariodia basim and updated as required, particularly if significant changes occur in facility requirements or environmental issues relative to airport operations. al tally, the recommended proposed airport development program ,.ncludes, but is not limited to, the following: A construct a 1,000' x 150' runway extension with parallel taxiway Q construct a 400004 x 75' runway and parallel taxiway) o Acquire approximately 60.2 acres of land for clear zonorv „a e :p o Relocate approximately 11200' of county road, o Construct and expand aircraft parkhiq aprons as required o Construct and, as the need develops, expand airport office, terminal and hangar buildings, o Construct and install airport iraluding Medium IntensitRunway Tights and (MIRL),gRRunwaya d Identifier Lights (REIL), Taxiway Edge Lights, and Taxiway Lights, o Construct a fuel storage area and appropriate fueling facilities. The phasing of landside facility requirements, an recommended in the master plan study, is shown in the airport layout plan contained in AprAmd x A. The facility plan is designed to provide adequate airport facilities through the 20 year planning period, and to permit efficient and economical development without the overcommitment of financial resources, LW ~Usdplan The airport layout plan indicates some land use recommendations, but primarily in terms of aeronauticnl relationships, Land uses are covered mainly in Section Five, Land Use Planning, which should be consulted for more detailed information onncerning the rela=fly, of the proposed airport to community issues and concerns, however, the principal recommendation is that on-airport land uses be established primarily upon their aeronautical priorities and that non- aviation land uses be restricted. It is essential that, if noh-aviation land uses are to be considered for the airport, the FAA be consulted before any major commitment is made. This ie an important requirement, si,Alce the FAA grant agreements are specific as to the kinds of activity and operations that may be conducted on airports that have been developed through Federal funding programs. 130 6,2 r i k ~i~t 7~n ~p~ The purpose of airport height zoning is structures or to natural growth which would ~ constitute hazards oonstruotion of obstructions to aircraft operating from the or ordinance can be an effective method of airport, Such an controlling the height of structures and trees around an airport, and of generally improving land use compatibility in the .~mmed.iate environs of an airport. However, the height hazard zoning ordinance cannot be used directly d for land use controls. Appendix B is a esentation recommended for D nton},iand ipsr included in hishre airspace zoning general concept only, The report co s not be report: used to show hould for legal l the reference, and full-sized drawings should be consulted accurately determ.inin consulted for purposes of g the limits of the zoning, a Appendix B represents zoning for ultimate airfield development as contained in this plan. Changes in runway length and/or alignment would cause changes in the zoning ordinance and require that the ordinance be updated and revised as airfield development progresses, It is recommended Xt 'arre Po that the zoning ordinance ado t r the ultimate development, p reflect the zoning i 3 A Model Airport Height Zoning Ordinance has been provided to the City of Denton as a separate document, The model ordinance should be considered as a guide and will likely require modification and revision to accommodate the specific needs of Denton, Regulordinance ns and Part 77t plan are in compliance with Federal A77 establishes standards for determinintg obstruct ions picn„ navigable airspace and sets forth the requirements for notice to the FAA of certain proposed construction or alterations, It also provides for airspace studies of obstructions to air navigation and hazardous affect of of the activity, proposed construction or alterations on aviation Because of the complexity of Texas law relative to zonin issues surrounding g practices and because of the area encompassed by airspace coning overlays the quite complex n the implementation of the height zoning plan are Unless the zoning overlay is *XmPletalY Within the Jurisdiction of the city proposing to implement, the zoning, a joint city-county toning board must Municipal Airport, the zoning board established, xn the case of Menton ropresentatl.ves from Denton would have to be instituted with County and the City of Denton, 6.3 r 1 r y Due to the unusual. compl ,recommended exity of hr~ight zonin ftalisis a at that the city of Denton consult in s~oiali the Tett" it is the zoning F, appropriate Jaotion to ke.tics Commission to determine the most f, w, 6.9 r I=!n I 1 I L ATMOC MAEM M PLM AND :3FX.TIiN SG+Vi2i !?~T1Ckl, 'ISJW This section provides a brief evaluation of potential adverse environ- mental impacts resulting from the proposed airport development, 1. Noise The potential for adverse noise levels produced by existing and pro- jected aircraft operations is present at all airports, and must be accurately, assessed to effectively determine the actual impact on the environment. There are a number of methodologies or descripFors available for use in airport noise analyses. The most recent taahni- qVe, the FAA Integrated Noise Modol (INM) Version 3,81 permits a variety of data to be developed for the determination of the extent of noise exposure on and around the airport site. In Figures 7,1 and 7,2, contours generated by the INtd, based on a!r traffic projeo-,?d for the years 1985 and 2005 respectively, are plotted, There noise contours can be defined as lines of equal noise exposure in terms of day-night sound le'~el (TAn)n The dny-night sound level (Ldn) is the equivalent A-weighted sound level during a 24 hour time period, with a 10 deoibel weighting applied to the equivalent sound during the night- time hours of 10 p.m, to 7 a.m. With these Ldn noise contoura, community response to aircraft noise from future operations can be estimated to evaluate present and future land use compatibility, Generally, the FAA and EPA interpretation of zones defined by the Lin contours for land use guidelines are as followsi zone 1 area__be►a_nd Tdn 65) 1 This area has no restrictions as to the type of-development due to sound levels. 2-.(area between Ldn 75 and Ldn 65 contours t Activities where uninterrupted commun cat on s essentla should consider sound ex- posure in design. I Generally, residential development is not considered a suitable use, although multi-family developments where sound control features have been incorporated in building design might be considered. s .n air activities and outdoor living must be considered. 4 7,l a r' _ _ ~ I_ti' JIM CHRISTAC -Rg PROPOSEp U4a.o°oooooobtxpay-- AIRPORT E r:a BOUNDARY o °O nTOM COLE R0. Q 0 d p CO TOUR 0°°o dam, 1 ' 00 • 4O 50op1~ O Ptin ' 0 0 I i, r 00 `1+0 ( O a - G• O OD00bOOOO J J DENTON. CBO --O►' I niRPOR 412 MILS !'r , J 75 Ld~ fl 1 bEf+T N'iUNICIPA It ' 1 ~ X1111 I. KrlbbY ins ~ .y ` J N 4N r[, k,, 0 2000 FIG. 7A Ldn NOISE EXPOSURE CONTOURS - 1985 4 7,2 t: y sit r JIM OHRISTAL RD rr PROPOSED AIRPORT 1 BOUNDARY' ° oOGAO~poo00ooQb r7 NOISE p0 CONTOUR po op p TOM,OOLE RD, p coop IREALaN~DIr., f Uhl°a: 65 Ldn 0000 0 0 oo o0oo f a~ np pp 60 )zf' ( Ni0 II if x r-!-. ENT 080w-ft.k- A ' O R 1~. 412 F}u a3 J ~DENTM.l rmuI~ICIPAL ' TT AIPPOR s 75 Ldt )ti 1 1 r V / r ii Krl' 0 2000 i ,A RIG, 7,2 Wn NOISE EXPOSURE CONTOURS 2005 t-R '1.3 u.~ The construction of auditoriums, schools, churches, hospita2s, thea- ters, and like activities should be avoided within this zont3 where possible. The followings types of uses may generally be considered ' without any special sotmd treatments Agricultural Industrial/Manufacturing Mining Transportation Fishing Communications Wholesale commercial utilities Some Retail Storage The following generalized types of uses may be considered without any special sound treatment, except when located within the inner extremities of zone 2: .Livestock Animal Breeding Farming Riding Stables Ranching It should be noted that 65 Zdn exposure is located entirely within proposed airport boundaries for 1985 exposure levels The following generalized types of uses may be considered only if sound treatment is included in building design, Multi-family Apartments Motels and Hotels Dormitories Office" Wi,ldings Group Quarters Personal Retirement Homes Business Services Retail/Commercial professional %rvic" I Movie Theatres Restaurants zfl e 3 (area within Ldn 75 oontourh This area is unacceptable for men a occupancy and exposure for extended periods of time. No activity or building construction should be carried on, without a complete analysis of compatibility, The 75 Ldn exposure for Denton Municipal Airport is entirely within the airport boundaries. An assessment of the actual impact of noise on the community for the operational and functional levels shown in Figures 7.1 and 7.2 is described in the next sub-section, Compatible Land Use. There is no significant noisn problem anticipated at Denton Municipal Airportj however, for long-term lannin traffic will excep4 projplanning etions ) gtheranalysis and hbeen incladsd possibility that i, l:r 7.9 i 2. c5 mmatibie Las1d use The compatibility of land uses in the vicinity of an airport i.s associated with the extent of noise exposure generated by ,aircraft operations, overflight by aircraft, and the extant, in kind, of on_ airport development adjacent to neighboring property. Figures 7.1 and - 7.2 reflect the predicted noise exposure at the airport ( y 1985 and 2005 respectively. for the years Figure 7.1 depigts forecast noise exposure around the proposed Airport for the year 1985, The 65 Ldn noise contour (Zones 2 and 3) lies entirely within the airport property boundaries. No residential or incompatible land use currently exists, or is planned in zones 2 or 3. Figure 7.2 illustrates the limits of noise exposure around the proposed facility for the year 2005. Again, there are no residences or other incompatible land uses within Zones 2 or 3; however, for the year 2005, the 65 Ldn contour does extend outside than airport propertye on the north and on the south. Since the airport will operate through the year 2005 without reaching operational capaoity, noise exposure will continually increase over the planning period. Based upon the findings that there are currently no land use Incompatibilities relative to airport noise exposure forecast, along with assurances provided by the City to ensure future land use compatibility, future development around the airport should be compatible with the proposed airport. As shown on the Airport Layout Plan, Appendix Af the facility as ultimately developed will require the acquisition of approximately 69.2 acres of additional land, Inspection of topogrnphic maps and visual on-site examinations indicate that this acquisition would enoomwo no residential properties or commercial enterprises. If the City of Denton pursues federal funding for the pro jeot, then assurances will be made that any business or businenses (including farming Operations) will be offered assistance in funding a location for re-establishment to meet provisions of the Uniform Assistance and Real Property Acquisition Policies Act (UARPAPA) of 1970. If required, the City will also provide a relocation advisory servi.cea for the elderly, handicapped or illiterate regarding interpretation of, benefits or other assistance available. S.J y As shown in Appendix A, this property acquisition is to permit the additional, minor rerouting of the existing area roadway immediately north of the proposed secondary runway clear zone, This two lane, blacktopped roadway is owned and maintained by Denton County, Existing surface transportation patterns will not be altered, and the proposed modification will not divide or disrupt; communities, will not hinder orderly, planned development, or create a negative impact in employment. 4. Ind wed saaio-Hocnogic I> v it is not anticipated that significantly adverse induced, or secondary socioeconomic impacts will be experienced as a result of the proposed improvements, It is projected that Denton Munioipal Airport will remain a general aviation airport tht:ough the year 2005, and will provide services and facilities for the local Denton area. Furthermore, it is projected that the population utilizing airport facilities will inhrease substantially through the years an the airport develops.; This will result in positive economic benefit to the businesses associated with the airport, as well as the indirect benefits derived by other businesses from the sale of goods, supplies, and food. Additionally, the proposed airport development program will ara ce industrial growth, and help ac-oommodate community needs by providing greater and safar accessibility to the general aviation transportation cyst(". M6 to the prevailing agricultural nature of the existing airport site, within which the airport development will occur, and the surrounding environs, significant social impacts will result from the construction and operation of the project, The proximity of the aitpurt: to industrial And business facilities in the immediate area is an appropriate, compatible relationship. There is no indication that the proposed airport improvements will rasult in any significant shifts in population movement or growth, public service demands, or oaang,@s in business and economic activity, The improvements will improve Denton Municipal Airport's capability to act as a reliovtu: to the Fort Worth-Dallas airspace system, and benefits to the aviation system will be realized. I 7,6 ti ti Land use patterns and surface access in the immediate area of the proposed facility will be influenced somewhat, although it appearfi that, for the most part, no significant impacts will be sustained, Although Tom Cole Road will be rerouted, thin rerouting will be relatively insignificant and no increases in distance and travel time will occur between specific points. The proposed development 18 compatible with existing City of Menton thoroughfare planning for tho j area. No identifiable, significant social, relationships will be or completely disrupted. The pristine charactEU, of the area permanentl has been gone for many years because of the increase in local development, airport activity, businesses, and cultivation of Phe site. Increased airoraft activity projected to utilize the improved facility will produce slightly escalated levels of emissions Into,' the atmosphere, The impact of these increased emissions has been cxsmput%xl and evaluated relative to the National Ambient Air Quality Standards (NAAQS) and is included in this section. Section 175 (C) of.the Cloan Air Act Amendments of 1977 states, in party that no Federal agency shall engage in, support in any way, or provide financial assistance for license or permit, or approve an activity which does not conform to a State Implementation Plan (Sip) after it has been approved or promulgated under requires section 'I. I I0, Th that In developing the Plan, the states must deli e Act areas as Non -Attainment for those grate all monitored data, or which are calculated by air quahich lityamodelin shown by other methods determined by the U.S. Environmental Prc* eotinn g (cy (EPA) Administrator to be reliable) to exceed an Agency Air Quality Standards (NAA09) for such pollutant, 'Y party»~li2 prov1 es that in any region where existing (measured or estimated) ambient levels of pollutant exceed the levels specified by an applicable standard, the plan shall set forth a control strategy which shall provide for the degree of emission reduction necsteaary for attainment and maintenance of such national standard. ~M by 7.7 j Denton Municipal Airport, located in central Denton County, is located z, in an area designated as in attainment for all pollutants specified in the NAAQS. Therefore, no control strategies are required in the Texas a State Implementation Plan (TSIp) as specified in the Clean Air Act Amendments. Computing and evaluating the long term impauts of the improved airport facilities is, nevertheless/ an Integral environmental assessment. An effective methodology oo~~d~d of the - determination involves computing concentrations f aircraft emissions and comparing them to the National Ambient Air Quality Standards (NAAQS). This will allow the determination of relative, impact at Denton Municipal Airport. Utilizing the projected aircraft activity levels for the year 2005, pollutant levels can be computed for a "worst case" analysis since aircraft operations are projected to continually` increase from 07,700 operations In , 1 operations b .0985 to y the year 05. , 318,200 The primary source of, emission data utilized in computing projected aircraft emission concentrations is "Compilation of Air Pollutant Emissions Factors", Second Edition, U.S, Environmental Protection Agenoy, April 1973. Table 7.11 Summary of Air Pollutant Impacts, compares what effects aircraft emission levels (computed utilizing thr3 year 2005 activity levels) will have on the National _Ambient 'Air Quality Standards. As shown, emissions°produced by increaseA aircraft activity do not contribute significantly to these values. - it inuat, therefore, be assumed pollutants produced by ai achy activity will have an insignificant Impact on then aiir quality environment. Studies further indicate static that the limited nwnbar of other mobile and nary emission sources related to the operation and service of the proposed facility (airport access traffic, vehicles, terminal heating and air conditioning faciround lities, fuel storage and handling, etc.) will have no noticeable impacts on the air quality environment. During construction of the proposed airport improvements, air j pollution will be minimized by requiring adherence to provisions of PAA Advisory Circular 150/5370»101 "Standards for Specifying Construction of Airports", Stem p-156. Outdoor burning will not be allowed or permitted during construction of the proposed airport development witJmt a written grant from the d Texas Air Control Board or the E'xeclitive Director, 7.6 h~ 44 Table 7.1 azoary of Air Pollutant Iq*cts u Estimated Percent Year 2000 Aircraft Primacy Aircraft Wesians KNA( Pollutant unit rhassions to NAAQ5 Standard - -----N- Solid (uq/MII Particulates annual geo- metric mean) 0.042 0.056 75 (ug/m3, max. 24 hr.$ ooncen- ' tration) 0,042 0.016 260 --------N----- -----r-- Sulphur (ug/m3,-annual r Dioxide aritkm*tia mean) 0.055 0.068 60 (ug/m3, MAX. 24 hr ;aonow- tration) 0,055 0103.5 365 Yw F-------w w ---N Carbon (mg/m3, max, Monoxide 1 hr owmnr trat.ion) 0.018 0.044 40 (a3/m3r max. 8 hr concen- tratj.0n) 0.017 0.160 10 rw MN -W-rF--1 uwrrrY rM M ,wr YYrr - *Non-methane (Ug/m 06 to hydrocarbons 9 a.m, average) 0.352 0,220 160 ' ----r u~rww--- r-u~-Mtis~w1rw~-rr r~w.wr~rru ru~rrrrr•--r rr. 4 photochemical (ug/m3, Max, Oxidants 1 hr aoacen- -Neglig- Neglig- tration) ihle** tble** 205 i3 YW.Y..-rNMrrl...ww HWMM YYY-rMN•V-Iw MIEN N Nitrogen (ug/m3,annual Dioxide annual arithw matia mean) 0.292 0.292 100 r-NNW NMYlrW MY- YMMYM N-rNYa.YN.n r- . - .-1.-F---M.IM rM--NrNr • T,eafl (ug/m3 r F A quarterly ar- Neglig- Neglig- ithmetio mean) ibls*** ible*k* 1.5 -----M-------- -w-N------ M-----r --N-r-----X f w.~ i tq * Although non-methane hydrocarbons were eliminated from the WQS in 1980/81, they are still considered a precursor to ozone and, therefore, will be included in this assessment, ru Since precursors to photochemical oxidants are not significantly impacted by forecast aircraft emissions, and no significant sources (stationary or mobile) are in the area, the relative impact of estimated year 2005 emissions on the NAAQS is considered negligible. Due to the use of low lead fuel in virtually all piston driven aircraft, and the absence of lead in jet fuel, lead emissions i produced from general aviation aircraft operations are considered negligible. * * * 6. Wa#ar-Qr~alitY Generally, the drainage at Denton Municipal Airport flows south and east into the Dry Fork or Hickory Creeks, The drainage crosses no known biologically sensitive areas, such as wildlife management areas. The construction of the runways, taxiways, access roadways and other paved areas will require the construction of additional drainage facilities to divert flow away from paved areas. The system can be designed to direct surface water into the existing area drainage system, Actual drainage patterns will remain essentially unchanged Runoff will increase slightly, due to tho introduction of additional paved areas, These increases, however, appear to be insignificant relative to the downstream system design. New drainage facilities at the airport will be designed in accordance with FAA Advisory Circular 150/5320-51 Airport Drainagef thus minimizing the amount of runoff and eliminating significant land erosion and increases in turbidity. Contract specifications willensure against, the introduction of pollutants into runoff water during construction by requiring stria adherenoe to 1:AA Advisory Circular 150/537010, "Standards for Specifying Construction of Airports", Item p-1564 Herbicides and pesticides are not programmed to be used"durinq the construction of the proposed project.' Should the use of these become necessary, however, they will be handled and applied in accordance with the recommendations and r equirementa of the State of 'loxes. a 7.10 III ~a I h r All graded areas which are not paved will be topsoiled, fertilized, and seeded for erosion protection in accordance with "Standards for t Specifying Construction of Airpr&ts", FAA Advisory Circular 150/5370- 10 and approved special provisions. It is not anticipated that agricultural aircraft operations will originate from the facility as a result of the proposed project, nor r<.x is it anticipated that washing of such aircraft, or the spray application systems will become a permissible activity, In summary, adverse environmental impacts, relative to water created as a result of the quality, be insignificant proposed project, have been determined to 7. Depart;mgnt of TYensportation Act, Seottcn 4 (f" No publicly owned land from a public park, recreation area, or wildlife and waterfowl refuge of National, State or local significance will be utilized or affected by any proposed improvements associated with the ultimate development of Denton Municipal Airport. Therefore, there will be no significant adverse impacts relating to Depaitment of Transportation Act, Section 4 (f) B. Ni~t~oric Ar:hit chwal, Ard eo cal and Cultural Rnsouzv"es The proposed airport, development program is confined primarily to disturbed land already owned by the City of Denton. No known archaeological sites exist in the area of the proposed improvements" An archaeological survey conducted and included as Appendix C of this report found that the land has been under cultivation for many years and is severely disturbed, No significant archaeological finds were discovered in the area proposed for airport expansion and development 9. 8iotie Caaunvunitiea {inc l~Lt+Lboth Please +nnd Fauna) An recommended by the United States department of Interior, Fish and Wildlife Services, a oomprehensive biological assessment was performed to survey those land areas affected by the proposed improvements identified in Section 2, liven the ourront: use of the site as an airport, no endangered (Federal and State) plant or animal species were observed, nor were any habitats suitable for the probable existence of such speoies identified, Furthermoro, the proposed improvements would not take or impact any publioly owned wildlife or waterfowl refuge of local, state, o:. National significance. 7.11. 4 f t A biological assessment report is environmental included in Appendix B to the assessment, Proposed improvements Formal correspondence concerning the from the Fish and Wildlife Service and the Texas Parks and Wildlife Department is included in Appendix A of the environmental assessment. t„ 10. Tfi W atYl es of Fleta a $p E~ As previously discussed, the biological proposed project, `assessment report for the included as assessment, stated that the r Appendix B to the environmental lisped fendangered p oposed development will not affect any or threatened? species protected by the Frtdangered Species Act. Thus there will be no signifi threatened cant impact on endangered or species. Correspondence concerning endangered or threatened species from the Fish and Wildlife Service and is included in the Texas Parks and Wildlife Department "fl Appendix A to the environmental, assessment. 11. W There are no areas on, or adjacent to, the candidate site that. are considered wetlands. Therefore, no significant impact on wetlands will result from the development program, 12. Based upon Flood Insurance Rate Maps and Flood Hazard Boundary Maps Prepared by the Federal Insurance Administration, neither the airport nor the surrounding area is in flood insurance Zone At or within the limits of a base floodplain, Furthermore, the proposed development on either side would not Indirectly support a base floodplain, or, otherwise in.ificantly Imppaactntawib s{e floodplain. Therefore, it is assumed that the proposed airport, development program will create no significant adverse impacts on floodplains. 13. Uoes!.al -Zane l~neias,ro~,t Pro The State of Tome does not have an approved coastal zone management programt nor would it be applicable due to the inland geographic loca- tion of the airport. 7.12 14. Price and Uni Perar Correspondence with the Soil Conservation ServiCe Office and Denton County (included as Appendix A to the environmenta], assessment) indicate6 that some of the soi:ls in the vicinity of the proposed airport facility be classified as prime farmlands. All of the approximately 69.2 acres to be acquired currently being utilized for agricultural Purpos for clear zones are acre will be im roV >,rpoaes. in turf or some nOved lPPoed)- The remaining 68,2 acres wi.llaremain , possibly in agricultural oultivation. There are estimated to be 69.2 acres of prime farmland on the j prOPOSW land areas to be acquired if all were removed from the prime I1 farmland category as a result of the proposed facility it Would constitute approximately .0227 percent of the estimated 304,878 acres of prime farmland in the County, It will not be necessary for the Department of the Interior to peri'orm a formal assessment (LESA), pursuant to the parm land evaluation site ].and protection policy Act (FPPA) for this land acquisition, 15. ftLa fly and Ngthrrwl &Awwmm t The airport development program does include the addition of several stationary facilities, e.g,, hangars, terminal buildin lighting, navigation aids, etc., r ~ air local enegei iblp s imption. Power requi,e9 to operate slight hese faooilitl.es is ne of ' however, relative to the amount of power available to the City Caenton or the unincorporated area surrounding it. Fuel consumption from aircraft ground movements suoh as and other mobile sources, e,g,, automobiles, service veh cles,tetc. will be minimal due to the effioieeit access roadway, runway and taxiway configuration proposed for the faoility. No use of unusual materials or other natural resources in short supply are programmed the proposed airport facility Thexefo,re, impacts on enrgy sppIn and natural resources are 4naideLred anign.ificant. supplies 16.{ The proposed airport lighting system is considered an essential element for safe VM and IFR operations dzjring nighttime and marginal weather conditions. This lighting system assists the pilot in locating the airport and aligning the aircraft with the as well as aiding orientation during l proper runway, facilities are included in the ai g ending, The following lighting airport lighting system 7.13 r fAA o Lighted Wind Cone and segmented circle o Medium Intensity Runway Lights (MIRL) o Runway End Identifier Lights (RrIL) o Visual Approach Slope Indicators (VAST) o Airport Rotating Beacom o Medium Intensity Approach Lighting System A rotating beacon is located on the airport, near the airport administration building. This aids in locating and identifying the ( airport; from a greater distance or in limited visibility. This beacon II projects two beams of light, 180 degrees apart, to indicate the location of a lighted airport. The beam sweep is generally aimed f approximately three degrees above the horizon. The lighted wind cone and segmented circle, MIRLI and VAST, are located close to the ground, and are relatively low In luminous intensity. _A VASI-4 system is installed on the north end and a is installed on the south end of the exists VA$1 ng runway. cone is installed to provide wind information uring daygand night operations. A medium intensity runway lighting (MIRL) is installed on the existing runway and is the minimum runway lighting system for approved instrument landing systems, Runway and identifier lights (REIL) and a medium intensity approach lighting aystem (MALSIR) also exiat, complementing the overall lighting system and providing a more positive identification of the runway ends to pilots during nighttime or instrument weather conditions. Studies indicate that the airport beacon, RElL, WZR, and MIRL resul in no oignificant annoyance, if emissions ever prove objectionableo optical baffles can be installed and/or the beam axis adjusted to reduce or eliminate the light source annoyance. Because the type, extent and location of the proposed lighting system has been determined to have little effect on populated areas adjacent to the airport, no significant impacts relating to light emissions should result from the proposed airport development program, 17. snlid 'Waste Provisions for solid waste collection and disposal at the airport increase slightly with increased air traffic, but wilremain insignificant relative to the volume of &)lid waste generated by the City and the unincorporated area surrounding It. No known volatile chemical or other hazardous waste material has been or is expected to 7.14 F r F`N 1 n~ I be disposed of at the airport, Solid wastes at the airport. will be regularly disposed of at the City's landfill, a state approved sanitary landfill., There are no other recognized activities related to planned solid waste disposal facilities in the vicinity of the t proposed airport. ,_051A f . 1.3. x1.fiti2n IM T;: minimize a,1y adverse short or long-term environmental impacts, all consfsvoti.on wj.ll utilize the guidelines and standards as established in FAA Advisory Circular 150/5370-10, "Standards for Specifying Construction of Airports", and approved special provisions. By utilizing these guidelines, temporary air and water pollution, erosion and other potential onvironmental problems that may be created by the proposed construction will be minimized or eliminated. Noise from construction equipment should not have .4ignific:ant impactst most of t11e construction will occur away from noise sensitive areas. Design measuros will be incorporated to maximize the utilization of oh-site excavation and fill, 'These measures will minimize the re- quirement for oft.'-si}.e excavation. Any off-site excavation that. may be required will be obtained from approved locations which comply to Loral, Federal, -and State requirements. Although the proposed construction could create some additional noise and traffic annoyances to individuals in property adjoining the airport property, any cumulative impact created by the proposed development program appears to be insignificant, iv 7.15 R x L F~ IAND ME PLA)*= Ain COST AN) PNGIAL ANALYSIS AM)CM MqM pjM AND + S3=CN EIGhV M&MOmfat ASMNSMW Dantk, TEAS Overview . % This section contains an analysis of the financial considerations relative to future airport development at Denton, Included are estimates of cost and optimum phasing for z,ecommended major airport improvements, as we11 as a discussion of possible capital funding sources, Principal factors influencing airport revenues and expenditures are cutcussed, with forecasts of estimated operating and maintenance costs through the year 2006, Estimates of airport revenues are also inoluded in this section, but caution in their use is suggested due to the following uncertainties influencing the airport development pr ogramr 1. The uncertainty .o.f the implementation of recomma„dations contained in this plan. A number of issues that are subject to additional study by the City of Denton have blhen addressed, each of which could materially affect revetnues 'generated. Alternatives to the suggested deve.loprnent are possible and the economic aspects of the improvements change with each alternatives if the dkavelolpment program suggested herein is not implemented or if significant changes are made,, then oconomic consequences may result 2. The uncertainty of the amount and extent of t'ut:ure Federal participaHon in general aviation airport projects. Ass of this writing, there is an existing Federal assistance program; however, the present loan expires at the and of Fiscal Year 1987 (9/30/87) and Congress is likely to look at each now annual budget critically. The aviation trust field than pr widos funding for the Airport Improvement Program (ATP) has alreildy come under close scrutiny as a possible source of funds for othor kinds of programs. in the absFmce of more viable options, it., has been assumed that there will be future FAA financial atisistanae, similar to the current; program. r tit 8.1. f r M 3. The transition of Denton Mwilcipal Ai ea.^,t activity to a self-sustain.in, venuo pro a city entity ill require vigorous and sustained commitment producing entity will the community. Whether or not the ai Y the leadership in Political and financial su r oxt receives the necess he necossaL is dependent: upon the publi~ ttitude.iTh value f the airport must be considered in view of social and impacts, Revenues generated are sensitivculturalt e to public a~ ude toward the airport, which further increase;t the difficulty of { forecasting future re+lenues. This study is intended to guidance for air provide broad financial and economic { implementation by rthe cit development and includes recommendations for, Y. The analysis of airport financial requirements shown are considered to be conservative, and. the presented is reasonable in terms of time and financial commitmmeent. However, changes Affecting airport operations, policies can materially affect aostrandd revenues Bement, and leasing and it 1s suggested that the reader carefully consider the overall aspects relative to implementation of the development pxogram. Pstinates of Coot cost estimates are based upon generalized phasing fox' major improvements recommended in this report, and are intended to pix, Preliminary guidance prior to detailed developmental planning fox, Particular projects. Detailed project planning and design is beyond the soc,pe of this report since each project would require specialized analysis and study! -however, each major phase of the project is be considered in relation to the overall goals and objectives for ultimate development of the airport. Table 8.1 shows the Airport Development Schedule by major project with the short, intermed:late, or long range time framee identified. estimates Of cost for basic project elements are also shown. The project phasing shown in Table 8.1 extends over a pericd of twenty years, from 1985 to 2ooS. The phasing of the project has be.on designed to px'ovide ad period and is vid elt to acil,ity capacity throughout the forecast stimates of aviation demand, Ideally, the program desm,ibed will permit efficient and "nomical development without overoommitment of financial resourc*s, excess burden on t:he city, ol4 without prOviding excess facility capacity. 8.2 f, E l i ,a i IVA The short range rOpresents definite development to be undertaken or completed within the immediate five year period (1985-1990). The c intermediate mange is development to be undertaken between five and ten years and the long range,'or ultimate stage, is that development sub-Wquent to the intermediate range but within twenty Year's (2005). The Airport Layout Plan (ALP), contained in Appendix A, shows the - generalized stage development and should be consulted for a graphic representation of phasing, AM-W--Cap-9# Estimates of capital expen0it+xres on an annual basis are Act included due to the large number of v{,riables which `significantly influence project financing, inol.udin~i the uncertainty of Foderal assistance programs, However, the development phasing shown will permit e f reasonable distribution of capital expenditures over the period 1905- 2005, and should; avoid the requirement for simultaneous for major conatrriction pro jectts, expenditltYes i It should be kept in mind that the sequence of projeot development indicated is based upon the forecast of demand for Improved facilities, within reasonable time and financial constraints, $ach project should be given careful st priorities cite ~Y prior to imi,lementation,...since change drastically over a twenty year planning period. &xu~aes Thet~ Operation and Maintenance (OPIM) expenses contained in this section consider only those expenses necessary for the normal, everyday operation and maintenance of Denton Municipal Airport,' and do not consider the additional costs required for future major capital improvements. rollowing iu a discussion of the most probable sources of capital improvement funds available for future development i programs. , f , 8,3 i+ ,.n T1U M 8.1 AJXMT !]6MUI4 M' 9 OMM TOTAL WT MATT LOCAL F'AA PRC17F)C`L' COST F'UMS FUNDS yZ Lat1drAcqui.sition North Future 20:1 Clear. Zone for NUre Riuw,lay 17R-35L (13,50 $2020500 $20,250 $182,250 t Acres) 2 Land Acgjisition North Mdating 504.1 Clean Zone for Runway 17L-35R (24.70 Acres) $370,500 $37,050 `+3331450 3 Land Acquisition South Vadsting 34:1 Clear Zone for Runway 171,"35R (31.00 Acres) $465,000 $46,900 $418,500 4 Construct Camercial,5ervice Area Paving (150'9480') $121,000 $12,100 $108,900 5 Construct FBO Paving (160`x2801) $71,500 $71,500 $0 6 Construe T-Hanyar Acce:;s Road (33'x1600') $79,000 $79,800 $O 7 Construct 811 Fire Water Main w/Appurtenances $80,000 $8,000 $72,000 8 Construct 6" & 8" Sanitary ?ewer Main $44,000 $44,000 $0 Contingencies & Engineering __-$71,334Y _ $38,772+ - $32,562_ ~ShortTTerm Tcka1 III $1,505,634 $357,972 $1,147,662 _ _ y9 Construct Mecutive Jet Center Aircraft Parking Apron (7010901) $108,100 $10,870 $97,830 10 ExpW Terminal Vacilities $220,000 $220,000 $0 11 Construct ftth Aircraft Holdin<j $57,400 $5,74p $51,6&0 kron (320'x100') 12 Construct County Road kbctension at North End of Vature Runway 17R-35L ' (30'x1320') $55,900 $5,590 $50,310 13 Construct Weat Aircraft Parking Apron Access Road (5U'x6601) $46,600 $46,600 $0 a 8.4 I< r r~uwe 8.1 (Caatinued) TOTAL PROJWT ESTIMATM) LOCAL 14 Construct ~NarthwRS__ _cosT M t - Industrial^Tracn: _ - ltoadwaY (34'x19291) $92,100 15 Construct P.arara11e1 $92,100 $0 Runway 17R-3 (40'x40001) aY to Future w13 Stubs $283,200 $28,320 $254,880 16 Construct Stub Taxiways F3etween Runway 17L-35R & Future Runway 17R-35L (401-:9001x3) $152,300 $15,230 $137,070 17 Construct Aircraft Parking Apron West c£ Future Runway 17R-35L (420'x17.10') $1,286,400 18 ('u $128,640. $1, 157,7b0 Cit Runway 17R-35L (75'x4000') $469,000 19 Construct Stub Taxiway, Southeast of $46,900 $971,,100 Runway 17L-35R (400x5 pa ) ; 20 Construct Taxiwa $2,930 $25,470 Terminal Y blast of Existing $28o300 Area (.15,500 S.Y.) $196,700 $19,670 $177,03t? 21 Construct Aircraft Apron Fxt"Sion West of Wsting Terminal Area (2,400 S.Y.) 22 Construct; Southwest ACCE389 Road to $38,700 $3,870 $34,830 Mature FW Area (70'x12000) $1181500 $118,500 $0 23 Construct Arcess Read t:ci Future Ccnmreial Service Area (341x6201) $29,000 $29,p00 $0 24 Construct Runty (150'x1000') aY 171,-35R F~ctetn,gien $234,600 $230460 $211,140_ 25 Construct Parallel Taxiwyy Xctension and Holding Apron East of Runway 17L-35R )bct:ension (12,?,00 S.Y. ) 4x $150,700 $15,870 $192,830 26 Construct'8"Fixs Water main w/ TArpct urtenances @ Northwest Industrial $851000 $85 OOp $0 trua, 9 ' 27 Cans "Sanitary Sewer Main @ Nnrthwest industrial Tract $26,000 $260000 $Q 28 Construot for Future Runway 17R-35L (52 Lights) ,i $52,000 $5,200 $46.800 r 4 8.5 `s t, t.; i TABLE 8.1 (Continued) r , IXOT'AL 8ST1MATED IMAL FAA PRUTECT COST FUNDS FIMS --_w- 29 Construct -M.z g,1a. for Runway 17L-35R Extension (14 Lights) $140000 $1,400 $12,600 30 Construct CM Facilities $230,000 $23,000 $207,000 Contingencies & Engineering $717,102 $171,826 $545,276 Inter ---mediate y Term Y - - Total _ $4,701,002 - $1,126,416 ^ $3,574,586 ~ ConstructySoutheast'Parking-Akron 31 f120,000 S,Y,) $1,934,400 $193,440 $1,740,960 32 Construct Southwest industrial Tract Roadway (340x2,5301) $121,300 $1210300 $0 33 Construct Terminal Facilities $400,000 $400,000 $0 34 Construct Terminal Auto Parking A e (19,730 S.Y.) $250,400 $250,400 $0 35 Construct 8" Fire Water Main w/ PMArtenances'0 Southwest Industrial Tract $70,000 $70,000 $0 36 Construct 8" sanitary Sewer Main @ Southwest :industrial Tract $26,000 $26,000 $0 Contingencies & engineering $504,378 $191,005 ' -r_-- Long Term - Total $3,306,478 $1,252,145 $20054,313 4 $2,736,533 $61776,581 TOTAL (1986-2006) $9,513,1x 0~6 FIGURE 8,1 PROJECT SCHEDULE PROJECT SC11MLE 198b 1491 1995 2000 2t1O6 1 Land A North :Rung, 17R-36L Clear Z"lore _ 2 I.and_Acqu}sltion North Runw~ 1IL- 6 Clear Zone { -3 Land c isfti qft S t Au~y 1 .3 Cleer " > 4 Construct Cort±nercial Service Area Pavina 6 Construct R8O Paving 6 :Lz Cunstruct T-Hangar AccAccess Road } " 618e t Main T.-. Aiwl~ -~~t 8 Construct 6 Sait CAht2~rkin9 Area 9 Con trustExecutive Jet r Sewer sin ■f: 10 Expand Terminal F'aoil ties _ 11 Construct North Aircraft Holding Apron ^ l2 Relecate COUntY Road At North End rem 13 Construct Hest Aircraft Parking Apron A cess RR ad Z4 Construct Northwest lndastriol Tact Rgadh! - ra z 16 Construct Pdraliei Texiwav to Runway I1R-36L -16 Construct Stub Tall" ays 11 Construct Nest Aircraft Parkfna Apron a~ 18 Construct Aunwnv 1l RR- 6i 7¢~bflp! y.:. 19 Construct Stub Taxiway Southeast 'of Runway 11t•36R x ti• " 2-0 Gonstruct Tax way y Nest of.Existtn Tarmfnal Area * Y F 21 Construct Aircraft Aron Extension - 2 Construct Southwest Access Road to future F8O area 23 Construct Access Read to Cuture Conm Serv Area r , 4 Construct Runway 11L-36R xtension 26 Construct Para11e1 7exiwar Ekt, d Hotdina_rort_~ 26 Construct 811Fire hater Main w/Appurtenances 21 Cunstru t e" San to - ry Sgwer_ Ltq. 28 Construct M,1,R,L, for Futa"O Runway IIL-36R Construct M, 29 I,R,L for Runway 11L-36R Extension 30 Construct CRR facilities 1 o UcT Olltheatt-ra Pan A ro i - 32, fonst uct 5 uthwgst !Ldo 11 T act Roadw 33 COnstruct Terminal facilities r- 34 Construct Terminalal Auoparkjng Area- ...-36 ~rQnstruct 9" ftre Water Main Y 36 Construct 6" Sanltar Sewer Main 13,7 Jr- Federal Assistance Proe}ca The Airport Improvement Program (AIP) is a funding program which airrports. Federal rArticipation assistance is based upon a 90epercent Federal and 10 percent local share. There are several categories of funding; Denton Municipal. Airport is categorized as a reliever airport and could possibly receive higher priority d onside administering er airports in the immediate vicinity. Federal funding for airport projects, the FAA also provides direct funding for the development of terminal navigation facilities and certain eligible approach aids. These projects include airfield lighting, certain electronic aids to navigation, such as prVORO and are ogram ( ) 4 generally classified under the facilities and equipment with 1008 funding for construction and maintenance. 'FAA criteria for determining airport project priorities is complex and depends upon many faotorsr including regional needs, as well as local influences. Application for federal funding should include a description of as may projects over the planning period this will allow the FAA to be able to anticipate the airport needs of the City of Denton and, if possible, to develop a multi-year improve- ment program. However, it should be noted that considerable delays in construction of eligible projects have occurred in the past, and in certain instances it has been more beneficial for the sponsor to proceed with needed immediate projects and seed reimbursement from the FAA at a later date. Texss A3 inert A8915t~tx~9 Ptri4ram The Texas legislature his authorized tho Texas Aeronautics commission to assist airports theough the Texas Airport Aid Program, Maximum grants are limited to $300,000 and up to 758 of the local sponsor's costa At the present time, the State legislature is oonsi6orinq new legislation and funding which could increase the limitations on annual grants to $500,000, The State funds available for this aid are limited and must be distributed thYoughout the State for numerous airport projects, Denton is eligible to receive aid from this source, but as to when, for what future project, or to what level, is extremely difficult, if not i,mpoesible, to predict, For these reusona, State participation has not been projeetedt however, it should be realized that this is a viable and available aource of funds that can be used to reduce the amount of local capital fund requiremobts for future development, 8.8 Lxal Sources 1 Considering the net revenues to be realized in the near te,,n from airport operations at Denton Municipal Afcould is apparent that only ema11 capital improvement projects could be financed through accumulation of surplus" revenues. However, to establ.i`sh a significantly larger amount of funds fora s revenues could be used to service Airport Revenue i Bondsrowhioh,nin turn, can be supported by the leases of tenants and other revenue produces on the airport and not building and documenting a histor yo ' taxpayer. The imp is rt~mc* of emphasi..ed and could be instrumental in good revenue generation is revenue bond funds, i.e., a larger bonding c paoa larger i y, ash be sng recognized, however, that r(?VOnue funding for, Y It must be airports is unique, and usually possible only aviation circumstances, Due to the aomplexit of this if it Y special that the City of nenton seek consultant or bond council, the advicof asreputablesfin ano awl As a general statement, in order to assure the potential bondholder of the security for revenue bonds, it is normal to assume that net revenue will exceed required debt service by a specific coverage factor which generally varies from x..2541.50. The difference between net revenues and debt service can be accumulr future capital requirements. ated fo Revenue bonding capacities generally are based on a conservative estimate of an airport's ability to generate net revenues. By renega4i.ation of rates, fees and charges with PBO's and other major tenants, additional revenue may be generated, creating of a higher bonding capacity to mec; local financial requirements, Such new levels of charges must be commensurate with the buainess potential and the tenants ability to pay. The City must also take into consideration the restrictive bond covenants and assurances normally associated with revenue }o the return of revenues to the City or capital cost may effect recovery or carrying charges. In other words, the City must balance the desir- ability of revenue bond financing of a relatively small its capital requirements against these restrictive obligations and covenants. 8.9 psi 1 Industrial Revenue Bond issues are a means of financing facilities on airports, end are gamin teTtain primary and alternate means of Bevel iin g popularity as a means of related) revenue producing oP g non-aviation, (but aviation bus, be nsidered on the pr er does~r at airport locations. However, the 1 be considered on its own merits, and ire that each slific pr.ojeot before Industrial Revenue Bond financing expert ishould an improvement. for considered Through the ptudent: applih, Lion of the financial to the City for resources continued development and the ability of ~~ag9ment to attain' revenues available potential and opportunities, tstent with the Airport's growth in aacom osignificant new development can It is obvious t projections indicate a substantial reliance on obtaininfull participation from Federal, tltat t ee and city sources, if for some reason major 1=116 the participation of one priority of development econs en with he goals and needslof the airport and the oommunity, Fbctar6 Influenn There are several factors that have a direct significant brmrill on airport revenues and expenditures. A disc es on of each of he following principal areas is contained in the following pagosr o hit.•port Management o Leasing Policy o Available Storage and T-mangars C Airport Buildings and Support Facilities' o Ground Rental Rates o Access Easements a Fixed Base Operations o Airport Concessions FQU Time A yorr yY successful enterprise must be attention given to the day-to-day operations of he busineas.tiAri airport is certainly no esception, and it should receive constant surveillance by Competent and experienced management. In addition to see 8.1tl IFa ..a f~A I thethebasic advantages of safety, efficiency, I economics of the operation can bireand ctlye enhanced tthr ugh 1 resident management. Tha burden of tenant relations, enforcement of city ordinances, rules and regulations, house-keeping, and improved operation are far better a=mmodated in residence at the airport. At the present time, the City of Denton is extremely fortunate to have an exceptionally capable airport manager and staff, who appear to be doing an excellent job. f T,aaeinar Polrlc~ Review of the existing leases at Denton Municipal Airport indicates that the current leasing policy could be modified to provide increased benefits to the City and Airport usei.s, and also provide additior:al revenues for airport operation and development. The implementation of reasonable airport tenant rules and regulations such as building maintenance, safety, and building utilization is a management function and should be undertaken and enforced. The following recmmendatiorts should be considered for implementation in the immediate future, aW Airaraft Tie Surveys conducted at several general aviation airports similar to the size and type to Denton Municipal Airport indicate that the most reasonable financial arrangement with regard to T-hangar or individual hangar development is dependent upon the individual .-4rctimstances at each specific airport and on local needs for aircraft storage facilities. Many airports have permitted the development of privately financed and owned aircraft hangars on airport owned land. This could be done through a land lease for a long term land lease, with provisions in the lease agreement that all improvements revert to public or municipal ownership at some specific point in time. This arrangement allows the lessor to realize benefits from increased commerce and airport activity without becoming involved in the day-to-day of managing the habga~ra, as well as avoiding the nitiproblems outlays to construct the improvements. 8.11 f; A a If a reasonable lease a i the development of priv to greemen t 0,911 ed be drawn for ground rental, then own City. Y hangars has many advantages for the 4n the other hand, there is merit to the City being able to operation complete responsibility for maintenance, management, and of hangars through ownership, is desirable in either case for the City to have ultimat It e authority f hangars are operated, what rates are with respect to how the the hangars arld haw the leaPre c►argt_d, and the extent to which sed mises must be maintained. In view of the fact that there has been a strong interest at Denton from the private seotor, and since there are other needed airport improvements that would require expenditure recommended that private sector depment be considered,astthe primary means of providing aircraft storage and maintenaracE,'Facilities through revenue possible financial assistance from the City sour hangar rentals would ces ovailabl to directlyjt~ Al the City, though the revenues from return from ground rental can be realized through aggregate lease Provisions, a reasonable Land leases should be for a term of at least 20 years. Leases for City owned port should be for a minimum Of twelvemon building wi h aeth ee to fly year term preferable. If longer financing or to ensure that major sc~apita required in ord constructed be improvemener to she must be , hen escalation of rental or the lease rates ova me an integral part of the agreement. At the airports in 'texas range mfr m $8 $140 per Month for single enginetai c Present Lanq,, month. ed aircraft. $220-$450 for Per month, Tie down fees are generally around $30-$40 ~t As was recommended relative to construction of benefit from either construction a d ownership of new,bu lding private developers or through municipal ownership and , construction. These buildings can be used for aviation or aviet.ion- aotivitiee, and may be extremely important mess or industry to the communit y p in bunging new business or Y• Thfai decision must be with the pity government) whether of not a city government should engage in baE93c land and facility development practices is a decision that has significant economic and philosophical ronsiderat.iom, The city should not necess aryl Binh o der vereto encourage assibilitq of assuming c ~lership' i, f art iprovements, M B. J.2 f icy While ownership of future buildings on they airport is not iie;essarily encouraged, there are certain advantages that can acoruE; to tenants through City sponsorship of the project. Again, the terms of the 1 r°, lease and the specific project details are pzincilml concerns, in either case, the City must maintain strict control over the design of new buildings or renovation of older ones and asaure the compliance with rules, codes and policy relative to buildings and ground mainte- nance, etc, It is strongly recommended that appropriate City codes . and building standards be used as baigic desiWconstruction g dances during planning p,mases. C,'t~gu4Y9 mental In the event that the tenant desires to lease land and construct his ' own' facilities, the city should strive to insure that the operations to be conducted are compatible with, and appropriate to airport and aviation related activities. Me rates for land leases vary markedly from location to location and any agreement for land lease should be executed only when the City is satisfied that no greater benefits can be realized from alternative use. Infrastruott'iral improvements such as roadways or utilities may best k* provided: by the city to insure that appropriate design ana construOtion standards are mete with the coats for such improvements passed an to the lessee under the terms of the agreement. Lease rates therefore should be a function of the land classification under consideration. However, there are other considerations which are of importance in the determination of final lease rates, The following are offered as suggested criteria: 1. The lessee or developer pays all improvement costs, including streets, aprons, taxiways, utilit.'ies, etc. within the leased premises. This arrangement should be administered in a manner similar to property development within cities. 24 Insurance should be maintained by the lessee to cover property loss, public liability and workman's compensation. 3. If improvements are already in place, the lease rates should be appropriately adjusted. 4, The lessee/developer must comply with all airport rules and regulations and properly maintain the property or improvements to airport standard,, 8.13 1 f~ r.E The term of the lease, which is an important factor' in deter- mining lease rates. The sir rt whether or not a longer term leaseaat dstratrates ic)n istd fermi e for certain types of uses. it must alp that in many cases, financing for maj '~Q be recognized, however, ovements is 7 on thr~ Ih a long term lease (20 years, orr more) nd theslese see devel.,,er mall require some fo investment that will rm Of incentive to mike a larger ultimately benefit the airport and the oarm~tnity, r Fable 8,2 shows the average ground lease rates that could be established at Denton Municipal Airport, by land classification. There are also variations possible such as rentals or leases of improved properties, reimbursements for infrastructural im for additional facility construction, eta provements of the land use classification areas are iden fib m ed locations gore. 8.2. Th&.S 8.2 LAND 8YTEWV oP ibnavv4m CUSS Nchs SCM MINOR N/A NIA _ N/A N/A II .10 .12 .14 .20 .III .0$ .10 .12 .16 IV .05 .08 .10 .14 - It is strongly recommended that: a competent leasing or real estate developmenl; firm be consulted to further WW practices to be define the leasing; policies Provide further guidance in the implemented at the Denton Municipal Airport and to d©terminatlon of lease rates. 8.14 1 n Y l4f.lU ureteyl 1Jr,.=rofA ~u.e.ut f. r 3 3 ; ' IIIAIIOAN9100 I L'_:-s ~'V~E R_ .MW ~i ~+a r •rl41• u1e naa r••••• ••A4•r r~•ru••+e uuuu•r~~•r•r ••r ••/.••wji aiui~.. ~ - 1 _IL 1 41 A r unlr r `Pw 7nA A2 4~ i lutt w BE A~,n,InFn 3 tl0acl 1 tYlfl FiAA7iNAl IRACry • R. ea ; 'L^.l ygpy o. G r KAOC.Atta fIXIIIY IrxA t4 Y r r r • • r • RAWNAI AA@A 100 i I w•t!r••++•+•+.+•rr •r Nr•4 V•A+•r •Jl~ • A ..1 1 I - _ ~~F~75 Ft1jL11E AF.N 7 , IY6j tE 4w p 4,111051 In EAbFAAI MMAE 'tQ0 li. a FVRNE vom A ISO U 0601 _ . P 0*000 I ~ ~ _..____..~.,_,,~'S-.V-W eye. i~1.~•.. yy/1Ar' M~•~~/~r• (Pt ~ ~ )l I 11✓~rYA" ~ UA Kn717 W ^ - i 7 m"i IWIrEAC Mt. a•u 4uuaa py, ++•a. •r ra•/• Irr ~y 1'It 1 t A 1 1 a 11 CY! AU IJ PAP10io 6.0 i . wr'~~ r • Y rrf► 11 PPP ` Y/ i4AAMUL FRAY. AKA ' y IEAAYW. • R{M1'1fiTffriYt►'/Y 7i •Y' 7N!WA 2 I nf%ck RAAr" III ' Il%1itl1/l. t' -._J n II 1 ~p-~r -'t 7 BOIFPAPI APO M 90 1 X 1111 x _-.rgN~ G •r •,I•rr+•rr •.i ___/•u.lL I LEWD IEl 10RAUJA AY {[V cWtvio NNA, pe,1193 Asi At On,7pApY L /'1 3 ~y n 100 mria am ' tJ i.SC-AI-t~ j I A*K)RT LAND USE 06 gA5E0 AIU AP;1011 TERMINAL AREA 1~ 1~N JO 0 roN FIGURE 8.' W LAND AREA CLASSIFICATION ~h MUr~cwAl_ airiP 1NY. fi/l;-,S ktC ~ CV~1Rl~S 11S & ASSO0 I 1 1! L, F , The ultimate airport development configuration as presented specified in this master plan in combination with the large amount of existing airport owned property virtually prealt%des the necessity of "through the fence" operations ,at Denton Municipal Airport. The extensive f aviation and aviation-related development planned for the eastern and western areas of the airport should be adequate for any development 1 requiring direct aviation access. Thus, no access easements are planned for Denton Municipal Airport duxing the twenty year planning Vol period. Fixed Rase The quality of service available through Fixed Base operators (FBO) is instrumental in the development of activity at general aviation air- ports and canbe a' major factor in attracting local as well as rA itinerant airoraft. The projected inortAises in aviation activity at Denton Municipal Airport should be adequate to support at least four FBO'g by the year 20051 The current :level of aircraft operations should be marginally' able to support at least two kBO operations. Should the decision be made to inorease competition at Denton Municipal by the addition of a second FBO'care should be taken to avoid creating a situation which could put one or the other at a disadvantage. it is suggested that the City regularly. communicate with all 'airport tenants (but particularly with the Fools) to insure that the standards of service remain at a high level. The operators should also be encouraged to expand the scope of services offered. Increased usage of the airport by, itinerant aircraft can result in very substantial amounts of money being spent in the Dentl.% area, thus benefiting the community as well as the airport and its tenants. As the airport develops and traffic increases over the next two ' decades, revenues derived from airport: operations can became an impor- tant source of funds for airport development4 it is recommended that all sales of goods and services on the airport be considered as a revenue source, and that an equitable share of revenues be paid to the city in exchange for the privilege of conducting business on the airport. Auto rentalsr food and beverale sales, fuel and lubricants and other concessions should be awarded on the basis of competitive bids if po,-ribler w.l.th agreed upon terms which include a minimum annual paymtint against a percentage of grosu revenues generated, All 4 ' 8.16 ens M E M1 j ~e1 leases of concession agreements should be subject to renegotiation from time to time and all agreements should contain escalation clauses which will permit the City to adjust the terms, if necessary Hstim~ WmAtily and Mtainten!a costa Table 8,3 through 8.5 show forecasted annual operating and r=n maintenance costs over the planning period (1985.2005) for the , improved facility as depicted in the Master Plan Report. G-tution should bE exercised in considering the estimated costs since some assumptions used as a basis for in calculation are quite sensitive to ext6rnal forces and subject to variation over time. However, an estimate of expe4itures has been provided and are useful for planning purposes. Amounts shown are in 1985 dollars. doh - . . f 1 ,M t. i s~ I TP,Br.E' 8.3 4A ! O ATI»3 } MUN. COM (1985-1990) Riu MWM AND ANNUAL OFUMTM ROMOOM WENSE C'ATEWRY MON'MY ANNVAI, - I S urityi $500 $60000 ghtings $100 $1,200 Salariesi $2,667 $32,004 Manager 11) $1j667 $20,004 f Administrative employees $1,500 $19,000 Maintenance dnployees (1) AdmWstrative, Benefits $1,575 $18,900 Dues, Training, Travel: $216 _ $2x592 f f ContYact 6 Professional 5erviWal $875 $14,500 Contingency Reserves $875 $10,500 meleptuM, materials A $upplieet $292 $3x504 TeYMirlal Area Operaticnss (tk~es not include M&nfting or $554 g`6, 648 amortized capital cost) $175 $2,100 insurance: _x_---- $10,996 $131,952 - TOTJAI+ Notes operating Costs shown are for airport oration only, ard do not include i%/concessionaire staff, expenses or operating Costs. 8.18 Y ,t Table 8.3 (Continued) GIMT 7R ANNUAL MAINTENA= FdKPnMWMs Assumos Average annual costs ever Short Term through 1990 id Runway: 55,000 S.Y. Taxiway and Stubs: 23f000 S6Y. Apt'onc 25,000 S.Y. Auto Parking and Roads: 13,500 S.Y. TO'iAL 116,500Yr__ _S.Y. _ Pavement Crack Sealing: Runway3 $500 Taxiway and Stubsr $300 Au Auto Parking and Roadai $300 Herbioidea and Apglicationi $10000 Mawingc $400 Erosion Control: $200 Miscellaneous: - $600 T.~TAt, $31600 ($300/Month) TO!l►T, SHOW 7M WERATIM MV MUM MM MQUnMe Il4r Monthl+/ Annual _ I Opaxation Cost $10,996 ~$131,952 Maintenance Cost $300 $3,600 _ '1CyTAL $l1,296 $135f552 a A. M., 8.19 _i . t: 6q TAKE 8.4 Dn + TATS C~ArDU AND MAIWMW= COSTS (1991-2000) pn "=Z AND N9UkL EXPaSE CATWORY MONTEII,Y ANNUAL Security: $600 $7,200 Ligl- ng: $150 $1,800 salaries r manager $2,667 $320000 Administrative employees (2) $3,333 $39,996 Maintenance employees (2) $3000 $36,000 Aditdnistrative, Benefits $20430 $290160 Dues, Training, Travels $333 $3,996 Contract & Professional servicess $1,350- $16,200 Contingency Reserve: $10350 $16,200 Tel.eptssne, Materials & Supplies: $450 $50400 Terminal Area Operations: (Does not include manning or amortized capital cost) $855 $10,260 Tnsuran.e: $270 $3,240 TOTAL ~$16,788 $201,452-- Note: Operating costs shown are for airport operation only, and do not include FSO/concessiona.ire staff, 'expenses or operating costs. 8.20 t 1. Table 8.4 (Continued) LA" TEM ANAL Assumes Average annual costs ever Intermediate 'Marro through 2000. $56,000 S.Y. Runways $280000 S.Y. Taxiway and Stsabsr $50,000 S.Y. Aprons $].6,000 S.Y. - Auto Parkin and Roads x.$150,000 _..«.._-..-S.Y. TOTAia Pavement Crack Sealing* $900 Runway:_ Stubs: $600 Taxiway asx3 $600 Aprons $890 Auto Parking gRctos= $10200 Herbicides and Application: $600 Mowings $400 1rosion Controls $10200 Miscellaneous t $6,300 ($525/Month, TOTAL i RAT s WL x~Jl' ' ,ISM C~1 AND Mumma= Monthly Annual $16,188 $201,452 Operation Cost $525 $6,300 Maintenance Ccsc - I TOTAL _$170313, $207,752 t 1 8.21 I rar T71= 8.5 LOW W M OPRQMM AM MALNWW= COSTS (2001-2005) WffnW AND MNUAL CEMW= Ro f WENSE CATWYORY MONTHLY ANNUAL securitys~ - $16,800 } Lighting: $400 $40800 salaries: $2,667 $321000 Administrative employees (3) $50000 $600000 Maintenance employees (3) $4,500 $54,000 , Administrative, Benefits $3,285 09x4.20 Dues, Training, Traver $450 $5,400 Contract & 11roUssional services: $1,825 $71,900 + Contingency Re13E rVe s r $1425 $21,900 Telephone, 14atarfals & Suppliesr $608 $7,296 XeMILlnal area (pX rationni 011ws not incl,ade manning or t:na~ t:l f d rs,ite~}. c~~st) $1,156 $13,,872 LnAuratnce r $365. $4,380 1 _ . 7► /iAL _ $23,481 y0281,768 Notes Operating costs shown are for airport or 'anon only, and do not include PW/oonmssio»aire staff, expenses or operating ports. 1 i 8.22 i Table 8.5 (Continued) IUr- 'PSI AM M MDMMAtE •~9.T++ Assume: Average annual costs ever Long Te m througil 2005 Runway: $70000 Sly. Taxiway and Stubs: $45,000 Sly. Aprons $500000 Sly* Auto Parking and Roads $25,000 S.Y. TOM $1900000 ^ S.Y.- Pavement Crack Sealing: Runway: $1,400 1 Taxiway and Stubss $,1,400 Aprons $1,400 Auto Parking and Roads: $10600 ~bi~cides and Application- $3,000 Erosion Controls $2;000 Miscellaneous: $l,200 $2,900 w $14,400-($1200/Month) ; TOTAL W M 144 TEM CPEPATM AND !Knfn2NVJ= FaQjjrdggWM I Monthly Annual I Operation Cost $23,481 $281,768 Maintenance Cost $I,200 $14;400 _ $2d,681 $296,168 E 8.23 1 E~ t MaX 8. 6 un Si y CV AIMML ppERA'TM I MMM*IXE BY PIULC;E tI Short Intermediate r (190) (1995) Long Annual (2005} $135,552 $207x752 $296,268 Monthly .$11,296 $17,313 $24,681 4 plevemAes Versosnendituree ,r Because of the uncertainty of many variables that of airport operations in the years to comet, will impact the cost revenues generated verses airport a a detailed comparison of time~ however, it e~cpenditures is not possible at this appears at first examination that there "will be F, surplus or revenues over the projected annual operating and maintenance cost. It should be noted, however, that the operating and maintenance cost estimates do not include debt service or capital improvement cost ,Eor airport Wgxhsion or improvements. MU" a. Projected Projected Revenues ESspenditures Difference .7.9.90 - $188 ,108 1995 - 188 788 $135,552 $52,556 2005 - 6421 207,752 254;036 o745 296,168 346,577 The revenue projections identified in Table 8.7 are comv.)sod primarily of the phased development of land leases payments of fuel flowage £eea, and city ti.edown and anrarontal fees. Land lease revenues are forecast b lease rates identified in Table 8,2 to~nth the he phase zed ail r nded land plant ' Program identified in Figure arport development i estimates should bee 5.3 and identified in Section 5. These considered to be conservative. t 8.24 i psr "0 annual surplus identified in Table 847 assumes that all airport operating and maintenance expenditures would be supported from annual airport revenues. The existing (FY 1985) City Gener&l Fund support k (526000) of airport operating expenses is not reflected in thin forecast. 1 { ,4 S 'j ` 1 $.25 dad°~~ *1'Ri, `;~N r~ g 8 a~~~ ~ E y l •Y /ul Y1 YY J~ v ~ u. ~ g ~ ~ st ~ rr• yy~ GdpC40idWkt4 leor I rE t F d F ~345~ ~ i ~ I N qtr p ~ F I d 9 9 F d d A I H low a a A w • u . ('uIe1ImtS!I® II JjJ1 Y ~ I ~ I I~ 1-" u NI 11 L p Ertaao aa _I . -I I~ MISS N' T16 'l _I II ' r.- I b 4 1 I ii/ r Pi I E i t -W fm rpm i s Y F . 1w APPENDX A O(N1tl11hMIC1DAlAWOM Charles Willia & AssoGates, Ino, AIRPORT LAYOUT PLAN ra•$ W01 MA" uni, Im nw Help NtrllaNl - .A _ i - ' 1 --T-a: J t Ff. ~ ~ it ~ ~ 1 ~ ~~s~ . . 1 lj i ~ ~ 1 ,'1 r y 4 y. } Z S~ y l e I /1 10, 1 1715- ~'Yt~ ! r r)' ,•t w r '~ti~1,~ t1f {~~~~i 'J M 1 ~ f`~i C~~J tI ~ ~~~~L!'1 t ~ ~ . ' ( r~ t,~~ ~ 111 ~ ~ w . ' 1 ~1 r~~kl ~ ~~~t ~ r 11~~~,~,1 ll l J/) ! . ~L 7 L ~ tf pf( i f .a ~)p 1 a~ ~ ~ J p , ,7r f / J rl ~ ~ ' ~)''17 ~~1: ( ` it ~r f~ ~ ,1 ~5)1 t'~ i ~ Ohl r' "x ) ~~••f L "~r~ ;~t~~l ~ ~~rl~~ 4+~ 1 y XI I 1.1 [ 1!f '11 i / _ 1 ~l 7 ('7(iY/: f q{/l rr , S } ~y 7y, {[Y. j t -n t ' r. A ~ ' "I,~ ~ i I r.l} ~1 • ~l ~ i ~1 t~~~; 1~ ~~I~~ ~~~11 ' ~ i ~ I ! ~ r • ~'7 { 11 !S ^I~ 'vim ••.iM l ii 1 ` rr / ~ LN~Y ! All - I ~ ~ , 1 ` + •r~. i l~ ' ~ C ~ ~ 1 r -a1 q { ~ -.f ~ 1 oelrnty t a J ff JI 1) IV .f I f ~ (ti~ it ~44 - ) ~ , t C,1 ti's..: ~ .i~ Sr f t L Wirt', ~ ~ ~ 1 ~ ~l/ 1,, ~rr,~.•~ I~~I t i. ? ~ i. f ' t I,r i 1, ~ 1 ~•1. I , ~ 1 M ( ~ r~11 ~'~r' ~ '.1 •"t-. ~I •'I t 1~i ~1 \~1 Ct + S~ (rr;%;{^V If,\ ri1~. 1 1 t o it t 444,/, ~ \ t 1 ~ pr (I it rl I+ • ~`i i. ~ ~I ~ 1~ ~f I ':.~~,~'+~~,e7~ >'A ~5 ; ~ ~ ,j`..1.. _A,- q' ~le~. . 1 %~~~if'~ ,ti ~ { , ~r r'•~~~ 1 ~ J1+ ~~t t `4~M+ ~ fx l ~ j,~~ ~ ~ 1,•N a rr.. 1.. rrti iJ~ S~ ~i ~ L~ 1~ ~,~t r ti.y ~ ~ ~~<< r +•1 ~ ice' ~ ,r 1 I11 I 1' I1 .ji ~ , f~l]`/'' ~ t~! f` +~J~~l ° r,~~ /'t 1 y'• 3, 7' .l~ ~ r ~`r~ ( 1 J ~ / ! ft'1 fl~ll ,,1 I'~ r ft r I ~ , ~ itl\Z. lll! . I t W 't~y 1 101, VV f• r '~~i . 1' J f '1 r.:, A.'~ 1; ~1 , ffl ,4th +1 .t' Isr._ r r 11 l1 111777 9 s ail,- t! i t ~ ts5 -v/ ' ~ r `aJ `•E'~`tI~`~ t 7 ) i ~ 1~ . + ' 1 ' It W t~ L.' \ 2 1~ ~ , ~ '~•1 r~ + Y r ' ~1 ~ },~~r t! ✓ ')~f7 w"''.~ 1I , + t t ~I \ 1! . / + 1 y) ri h CJ IIl ~ f r 1 (J , -~'r 1 2!. ~ ~`?*•F.'~,. .It ._,1 ~ ..•...1 ~ 1 '~,~Y ~f ~ ~t~ j ' j1 `1'I I )'L~ { f,~. t ..g~~~'( I i.. ),f ~L\\~S ~irJ~ ~ ~ ; `~,j/ ~,-1 .-..i/ !~~~~Id V!-;~p~ :`N~ 5'•.... ~ ~ l~ tr` ..r:-,mot ~i'~1 11; .1. ` u! 'Q'1 'S ;lff~J~~/r IV f.t tjj I. t,i-~S~'{ f.~1 1r (~,1 n r ' ~ l•1'l II/rn,", I 1 I~1 ~ I~r~i I ~~I i,', !t I rt 1 ~ ~'Nl~1 1 11 dw I 1-1 , 1. i ~ s-~.l f .~5, 1,{ f, • J fit ! 10.~ 1.1 ~t ~l~ t1 I~- L, t. ~'I~t ti /1~~~~'7 1! I 7 ~~r I ' I r ~I+} „ t~ , - ~I~ ~}.t i~l ` ~~I ~ ~ t t ~ '~1+' • ~ 1 j "i r ~ 1 r° ~ 1 ~ - -1/1~ _ ~ iit 1 .,l t + 1 ~ 1~ j' i i ~ ~ t,~ W, 4•~1 ~ .•~1 "~S ~ ~ a ' •11 f ~ ! , I ~ j -I! 1 . ~ , ~~~rr'. r / l ~1..rt-- a 1 I ' ~ , ~Il mf i. + v w~. yy (1 i., .~_iWnr. 1 ..r. F ~~~~r h. 1_~✓'\~ ~"fit ~~+-~A- ..t t~I ~ {y, ~{q i / 1 ~I I C.,;t t ~ ~ ti„Y 11+~ - , fJ lrr..r..rr.~ ,,,,,m ,,,,u,ru,, I Charles W09 & Asaoclaiea, Inc, HEIGHT-HAZARD ZONING MAP ,a•606lew+r fEt„orar,ew +b++ Ui101,•3M1 DWOK %'W A r► f BMNOWC AWMI,q AIRPC~i'1' 14~.,"PF12 PUM All3 APPEMIX C DWI ML ASSFSSKW TEMS !letFloaolo4v I This section identifies the estiWated economic impact of Denton J Municipal Ai 1 rport upon the economy of the City of Denton and provides insight to the importance of the airport. Economic impact may be described in terms of two major components, employment and income. Employment impacts reflect jobs attributable to an economic activity. Income impacts reflect additional dollars flowing into the local economy because of purchases of other goods and services. To systematically account for the components of economic'impacto several terms have been used, ~~.r~► t. mpnat is divided into direct and indirect ' factors. Direct factors consist of the actual aiiport-related employment, payroll, and purchases by airport-related activities. Indirect factors include those expenditures which occur in the process of using aviation facilities, Examples of indirect factors include expenditures by visitors to the local area and the attrat:tiveness of the airport to local businesses and tourists. The sum of direct and indirect factors is termed primary impact. Induced _Im ct describes the concept of the "multiplier offeeta any Ella r added -to the economy in wages or other expenditures will be spent and respent several times over, Each time the money is spent, it becomes income for someone else. Multipliers are commonly used to describe the induced impact of money injected into an economy. Total economic impact is a function of primary impact and induced S impact. The approach used in determining impacts is based upon information from several sources including mail questionnaires,` telephone interviews and personal visits as well as a review of secondary kf information. Similar studies of other general aviation airports t =ughout the country were also used. The basic method of Initially gathering information was a series of six questionnaires which were administered during June, 1985. 'T'hese questionnaires are summarized below: f Cpl to 1 F~ Pilot curve , Anweroitinerantdistribut iloted p questionnairethe onna re through andmainaFHObase(Madveripilotk c iion) t o pilots at Denton' Municipal Airport during June, July, and August of 1985. Thirty one itinerant and 26 used pilot surveys were obtained from which to base statistical analysis. The resultn of this analysis were compared to similar studies performed in the Metroplex and in Texas for control purposes. {I Bmplo~ree Survey's These surveys were designed to provide data on average employee salary levels, expenditure patternsr and place of residence. The employee survey was distributed to all firms located on Denton Municipal Airport. No completed surveys were returned. Airport ~alasrer Suivery= This survey was designed to identify the as o employment levels, revenues, and other economic impacts of ro the four firms located at the Denton Municipal Airport. f+; a indirect Firm Survey This survey was designed to identify the nature and extent of the Denton Municipal Airport's economic impact upon the major firms in the Denton Area as well as the relative importance of the airport in their oo planning. Surveys were distributed to major r businesses e~ throughout the Denton Area through -the Denton Chamber of Commerce. No completed surveys were returned. 1.a ism a w Om"Ition Buai.ne , This survey was designed to dentify the tota magn tude o tourism and convention activity in the Denton area and to estimate the aviation related ' impact upon this market. This survey was completed by the Chamber of Commerce. A&dftil tratiyia This survey was administered to the airport manager to d-3 en fy the magnitude of public (City of Denton) expenditures at the Denton Municipal Airport during the past year, The lack of direct input from firms located on the Airport property necessitated estimation of their respective economic activity fYom E secondary sources available to the City of Denton such as the expansion of City's percentage based return on fuel sales, hangar fees, and tiedown fees, This resulted in robust although acceptable estimates of the direct economic activity attributable to on-airport firms, lay C12 Estimates of the economic activity of Denton' Airport Fg0's was supplemented by a telephone survey of Pea's at comparable airports in the Dallas/Fort worth area. The magnitudes of FHp economic activity r. identified from the telephone survey served as a control for the 4 Denton FBA activity estimates developed from secondary sources, Since the direct data were obtained from local Menton firms concerning + the importance of the airport in their respective operationswe II incomplete, estimates of the multiplier were made based upon prior studies at other similar airports. i ~ FYI `'cot. ,s 1. Direct x2pact Direct economic impact is generated by the businesses which provide , goods and se~wices to the users of Denton Municipal Airport and is measured in terms of the employment and payroll, gross revenues and taxes associated with each of these firms. Firms included in this alysis are `those operations which are physically located at Denton Municipal Airport. a.,ftploymmt aW Payroll Denton Miudoipal>Airport currently has one mdjor Fixed Base operator (Fw) Maverick Aviation who was estimated to have employed '19.persons during 1984-85. Two other firms, also located on the airport are estimated to employ six additional employees. Average salaries at similar M operations at Mc Kinney slut Addison Munioipal Airports range from $26,600 to $16,e00. e In addition, the city of Denton employs 2 full time employees to manage the airport operation for a combined salary and fringe of f $43,000 Table 1 presents the estimated employment and payroll by major employer category at Denton Municipal Airport for 1985. t•~ t lrif C.3 M 1 r_r Table 1 HS MAM DIrd= Vii' AND P PAR= DO?" K*UaPAL AnaoM, 1985* t Total Annual Ehployer f&P2oyment _ Payi:oll ~ Fixed Base Operators 23 $360,419 - City Of Menton At-nin 2 $43,000 c.a Is Other 2 533,684 rs - Total 27` $937,103~ t *Estimates derived from secondary sources and t~slephone intezviews with principals (L's Possible). t` Estimated direct employment and payroll impacts reflect an total of 27 r~ his at Denton Municipal for an annual payroll of more than $475,OO0l gamed upon similar airports in the Metroplex and based upon the distance of Denton from other developed areas in the metroplbx, it is estimated that 18 of the 27 of these employees reside in the Denton City; Limits, Thus, the 18 Denton residents working at Menton + Municipal Airport received an estimated total payroll of $306,000. The impact of the Denton residents working at Denton Municipal Airport on the city's economy is hest understood by looking at consumer ,0 _ expenditure ttez ~ns o these employees table indicates the estimated 194855 expetndi the urge patterns of followin Denton residents working at Denton Municipal Airport. C,4 'lam is l Table 2 ESTIVMRD CCNS[KR Ma)RDZT(M IN DEW" COUNTY BY AT DFRKN AMPLY Tj 1985 Category Income expenditures y_._. Total Payroll $305,97__2 I Total Payroll in Denton County $275,375 Benefits* $33,590 Taxes $42,969 Disposable Personal Income $198,815 Savings_ $8,943 4 Interest Paid to Business $4,799 4 Personal Consumption Expenditures $1850074 Food $39,043 Housing $63,091 Clothing, ;Materials, and Services $17,940 Transportation $39,807 Recreation, Personal Care and Education $25,194 ; * FICA, Wor)anen's Caq)ensation, Pension, Group Insurance Scurcet Survey of Consumer Mures, Dallas/Vort Worth SMSI+, Bureau of Labor Statistics, U. S. Department of Labor of the total Denton Municipal Airport payroll for Denton residents, almost $185,100 represented total consumer expenditures. The largest single category of estimated expenditures was housing which reo ived almost $63,000. Private transportation accounted for $40,000. Food purchased for home consumption represented $39,000. b. Gross Revenuegi The monies generated by the various firma and agencies located at Denton Municipal Airport are termed gross revenues. in the case of private firms, it is called' business income and in the case of government: agencies, it is called the annual budget. The economic impact of Denton Municipal is derived, in part, from these gross' measures. In order, to accurately measuxe economic benefits reinaining in the local area, a distinction must be made between all gross revenues generated at the airport and that portion of gross revenues spent C.5 1 locally which remain in the local economy, For the purposes of this study, gross revenues spent locally are termed residual expenditures, rent, utilities, local goods and services purchasedt and profit. x)terefore, residual expenditures do not include the revenues which leaves the local area (leakage) in the form of tenons locally manufactured goods purchased for resale, federal taxes paid, etc, Based upon recent studies of general aviation airports, it is estimated that 40 percent of gross (non aircraft sales) revenues from FBO operations, 100 percent of governmental revenuesr and 5 percent of FBO aircraft sales are spent locally. The two FBO's at Denton Municipal Airport collect revenues from sales of aircraft and aircraft parts and accessories and from providing a variety of services to the flying public. The estimated gross revenues of the three firms located at Denton Municipal Airport and the City of Denton are presented in Table 3. Kahle 3 IN%= MW DEWW MMU r B[In AND AGEWcMp CZFAL AIRFatT-1985. Operation/ Total Annual _ Ag oy Gross Revenues Fixed Base 0 perators$2,354,242 City of Denton Storage Fees $15,004 , Other $50,000 ! Total $2,4191292 P'or 1985, the total gross revenues generated at Denton Municipal Airport is estimated at more than $2,4 million, of this amount, $449,400 is estimated to have been spent in the Denton area, as shown in Table 41 Ia y C.6 F.:u Ise : Table 4 GROSS A 3dGTFf~, RM*C0 BUSDMSSES AIRPQRT. 1985 $ R ed Residual CAexation/Agency in Denton - - _ &panditures 4 Fixed Base operators 208 $464,422- + City of Denton Adman i 1008 $15,000 ^ Other 409 ~M$20, 000-- $499,422 2. Indirect Ind Indirect impact is defined as those econom community as a result of the use of'theic ~~rt. w~~ accrue to benefits are primarily derived from business use of the facility. Business trips b economic Bss expend y air are often transientoperations requiring F` trips itures l~Jing, food, and ground transportation. Also y involve several Passengers includin such the airport for training is included in g the pilot. flying is a relatively small ~ revenues. Pleasure is activity. Proportion of airport revenue-producing Other impacts include many intangible aspects such as increased However, efficiency, business promotion, and economic development. an effective means of quantifying these benefits is beyond the scope of this analysis, substantial as those factors may be. For f~ For p puurposes of this stud is based u yr the indirect impact of Denton Municipal Airport real based an estimate or expenditures by business trips the y- Base figures used for this Anal sis w ri in i ,n from a survey of Pilots checking in at the flight desk at M verick Aviation during July. August, and parts of June and September, 1985. Business trips by air which result in local e cOnsidered to be xpendiroxim are 23,000 fetal i transient.. As identified in Table 168, approximatel tinerant business operations (a d counted as one operation) are ro ed by a or arrival y l k Airport during 1985. p ~ecrte to served by Denton municipal a kq E:9 C.7 IsA r i r" Tn addition, it is estimated that an additional 28,000 0 pfor buss are i made by operators of aircraft based at Denton kiunicipal for business purpases, The direct benifits of these Denton-based business operations would be included in the FW revenue estimates however, indirect considerations such as the competitive edge that this increased air access gives these firms are not readily documentable, Results from the itinerant pilot survey showed that itinerant business plane trips averaged 1,7 passengers plus the pilots resulting in approximately 31,050 transient business visitors through Denton y Municipal Airport during 1985. Of the transient business visitors, 8473 (26 percent) required overnight accommodations, with the remaining 22,977 (74 percent) cometing their business during a single day. These overnight visitoplrs stayed an average of 2,7 days resulting in 210797 room-nights of local hotel/motel sales. Typical expenditures associated with transient business trips includes $40/night for hotel or motel rooms] $35/day for meals and inoidentalst and $30/day for ground transportation. The average expenditure per is business (plane) trip into the Denton economy i.s estimated to be $54 per trip. The followisig table summarizes the estimated expenditures of transient business visitors at Denton Municipal Airport in 1985, 'Table 5 MAM2~W DMINM "MPS0 DM MUNICIPAL A1RP(l2T, 1985 Average _Category _ Number Expe;,,:' Expenditures Lj ti -..1 Itin. Business Trips -110500 r $54 $621j000 ~ Tied and 7bta1 It As discussed previously, the total economic impact of Denton Municipal Airport reflects the gum of two elementst primary and induced impacts. Primary impact is the .initial, or first round., of expenditures associated with facilities at Denton Municipal Airport. Induced impact is the"ripple" second and subsequent. round of spendimy as the initial expenditures through the economy, To measure the induced k impact, multipliers are used, which indicate the number of times a single expenditure is re-spent in the economy. Also, the induced impact includes employment and the increase in jobs as a result of d these expenditures. G.8 1 Multipliers vary and are not the some for all industries or metropolitan areas. The determination of an absolutely accurate multiplier for a particular industry or collection of industries, aB with an airport, in a particular location, requires the development of an extensive imput/output analysis, Such an effort is beyond the scope of this studyt however multipliers for economic impact studies of other airports are available and do have direct applicability to Denton. For example, the state of New Jersey used an overall multiplier factor of 3.0 for a statewide study of general aviation airports. Massachusetts developed an income multiplier of 2.8 for general aviation airports. In 1979, Sacramento County (California) of Airports used an income multiplier of 2.46 and an emDepartment ployment multiplier of 4.73 for commercial and general aviation airports.. The Aircraft Owners and Pilots Association recommends an income multiplier of 4.0 for general aviation transient operations, The State of Washington used an income multiplier of 3,80 for a statewide otudy of general aviation airports. In 1979, the Port of Portland used a multiplier of 2,26 for income and employment. Based upon these related studies, an income multiplier of 2,4 for Denton Municipal Airport was utilized. As dl.acussed earlier, the primary benefit of Denton Municipal to the Denton area is that portion of gross revenues which remain in the local economy to create income and employment for the resident population. Application of the selected multiplier to the previously calculated residual expenditures yields an estimate of annual Liduced ' impact of $1,481,000 Table 6 shows the total primary and induced economic impact of Denton r Municipal Airport to be approximately $70296,000. Table 6 SUMMM OF CaVaMM D 1 MMICIV RMWO= 19WC IWACT AIRNMt Primary Impact ..,......_____.._.w....---- Induced Total, Direct Indirect Total. Impact Impact Inocme $2r r4.1i~r242 $621,000 $3,040,242 $4,256,339 $7,296,581 tb C.9 1 ?'kX~iC7 Ya H(Yt ~ D tcq The purpose of this section is to determine that portion of total economic impact applicable to Denton. Attempts that were made to survey employees of firms located at the airport to identify the proportion of those employees residing within the Denton City Limits were unsuccessful. However, due to the distance of the Denton area from the developed area of Dallas/Fort Worth, it is probable that it can be safely assumed that approximately 90 percent of those airport employees reside within the greater Denton area, 1. Direct Impact an Denton %be estimated direct economics impact of Denton Municipal Airport on the Denton area has been calculated at $499,422, of which approximately $456,100 was represented b accounted for almost 91' percent of the ireot~impa th of pDenton Municipal Airport on the Denton Area. The non-payroll portion of direct impact is used for business overhead ct&arges, debt service and profit distribution. 2. Indirect J.mpaat-Denton The itinerant pilot survey found that most. of the business trips to Denton municipal were made because Menton ie conveniently located to local business officas, and/or that specific attributes of the airport, such as the full .[LS and clear airspaco monde it more attractive as a base from which to conduct their buolness trip(s) vs other airports closer to the Dallas area-such as Add iLscn Airport. Although it is unrealistic to expect that all busineur> tripb to Denton Municipal would be oriented to Denton business locations, it is estimated that 70 percent of the business trips to Denton Municipal conduct their activities in Denton. Thus, it in estimated that the City received approximately 70 percent, or $558,000 of the total indirect Impact stemming from Denton Municipal Airport activity in 1985. 3. lWumd aM Total Xqw is The induced impact of Denton Municipal for the Denton area is estimated using a multiplier of 2.4, it is not possible to allocate those secondary effects as the initial flow through the economy, since the individual afirrmsgandremployees ~whho contribute to the indu'ed impact; are not known. it is reasonable to assume that as each round of sponding occurs, the expenditures are made increasingly by persons outside of Denton. C,10 Table 7 summarizes the primary, secondary, induced and total economic impact of Denton Municipal or Denton county, Table 7 TUML BC'dWWC IMPACT CF DREM KRQ WAL AnWW CN DEW", 1985 Primary impact ( l Direct --Indirect---______-"._- Induced Total Total impact Impact Inoans $499,422 $558,900 $1,058,322- $1,481,651 $20539,973 The total economic impact of Denton Municipal on the Denton area is estimated to be $2,539x973 in 1985. m~jected ~ocxiamio I~aot Table 8 shown a robust projection of the total economic impact of Denton Muniaipal Airport upon the Denton area economy for the twenty year planning period of 1985-2005, This projection of economic impact was based upon reflecting the estimated $2,539,973 1965 economic estimate as a function of the total annual aircraft operation projections for Denton Municipal Airport refloated in Table 1.2 in Section l of this Master Plan. Zable 8 '!riM HXWWC IMPACT Ctr DF1d7.CN JWCIPAL AnIPORP CN DRY" kC OMCWo, 1985-2005 Primary Impact Induced Year Direct r Indirect Total impact imTotal pact - W_.. .,..«_....._..W 1985-89 $2,858,799 $3,199,265 $6,058,063 $80481,288 $14,539,352 1990-94 $3,939,625 $4,408,809 $8,3480434 $11,6871808 $20,036,242 1995-99 $5,452,541 $6,201,405 $111554,447 $16,176,225 $271730,671 2000-04 Vo 1311023y $7,980,285 $15,111,309 $21,1551833 $36,267,141 Total $19,387.,988 $2l 690W 264 - $41,0721253 $57,5010154 $98,5730406 't'his projection shows that the operation of Denton Municipal Airport will add approximately $98 million to the Denton economy during the twenty year planning period. i END OF FILE