TERMINAL AREA PLAN for GRAND CANYON NATIONAL PARK AIRPORT Prepared for the ARIZONA DEPARTMENT OF TRANSPORTATION by Coffman Associates, Inc. in association with LEA – Architects, LLC and Z & H Engineering, Inc. December 2009 TABLE OF CONTENTS GRAND CANYON NATIONAL PARK AIRPORT TERMINAL AREA PLAN Chapter One INVENTORY AIRPORT SETTING ........................................................................................ 1-2 AIRFIELD FACILITIES .................................................................................. 1-2 TERMINAL AREA FACILITIES .................................................................... 1-3 Airline Terminal ..................................................................................... 1-4 General Aviation Facilities .................................................................... 1-5 Helicopter Facilities ............................................................................... 1-6 Other Terminal Area Facilities.............................................................. 1-6 AIRPORT ACCESS AND PARKING .............................................................. 1-7 Chapter Two FORECAST UPDATE NATIONAL AVIATION TRENDS .................................................................. 2-2 Commercial Aviation .............................................................................. 2-3 General Aviation..................................................................................... 2-4 SOCIOECONOMIC TRENDS ......................................................................... 2-5 Park Attendance ..................................................................................... 2-5 GCNP Tourism Study............................................................................. 2-7 COMMERCIAL SERVICE ACTIVITY FORECASTS .................................... 2-7 Chapter Two (Continued) Air Tour/Sightseeing Passengers ........................................................... 2-8 Destination Passengers .......................................................................... 2-9 Commercial Service Operations ........................................................... 2-12 GENERAL AVIATION ACTIVITY FORECASTS ........................................ 2-16 Based Aircraft ....................................................................................... 2-16 General Aviation Operations ............................................................... 2-17 Itinerant Operations............................................................................. 2-17 Local Operations ................................................................................... 2-19 Other Air Taxi....................................................................................... 2-21 Military ................................................................................................. 2-21 Chapter Three TERMINAL AREA FACILITY REQUIREMENTS PLANNING HORIZONS ................................................................................. 3-1 PEAKING CHARACTERISTICS .................................................................... 3-2 Peak Air Tour Activity ........................................................................... 3-3 Peak Destination Airline Activity .......................................................... 3-5 Itinerant General Aviation/Other Air Taxi Peaks ................................ 3-6 PASSENGER TERMINAL BUILDING REQUIREMENTS .......................... 3-6 Fixed Wing Air Tour Terminal Requirements ...................................... 3-8 Destination Airline Terminal Requirements ........................................ 3-8 GROUND ACCESS REQUIREMENTS ........................................................ 3-11 Airport and Terminal Access Roadway ............................................... 3-11 Terminal Curb Frontage ...................................................................... 3-13 Terminal Vehicle Parking .................................................................... 3-14 Multi-Modal Considerations ................................................................ 3-15 GENERAL AVIATION FACILITIES ............................................................ 3-16 Hangars................................................................................................. 3-16 General Aviation Terminal Services.................................................... 3-17 General Aviation Parking Area ........................................................... 3-17 SUMMARY ..................................................................................................... 3-18 Chapter Four ALTERNATIVES MASTER PLAN REVIEW ............................................................................... 4-2 TERMINAL BUILDING ALTERNATIVE SCHEMES .................................. 4-3 Scheme A................................................................................................. 4-3 Scheme B................................................................................................. 4-4 Scheme C................................................................................................. 4-4 Chapter Four (Continued) Kiva Pod Shelters ................................................................................... 4-5 TERMINAL AREA ALTERNATIVES............................................................. 4-5 Terminal Area Alternative 1 .................................................................. 4-6 Terminal Area Alternative 2 .................................................................. 4-7 Terminal Area Alternative 3 .................................................................. 4-7 SUMMARY ....................................................................................................... 4-7 Chapter Five RECOMMENDED PLAN TERMINAL BUILDING .................................................................................. 5-1 Site Design .............................................................................................. 5-1 Architecture ............................................................................................ 5-2 Terminal Floor Plan ............................................................................... 5-3 Terminal Building Access and Parking ................................................. 5-4 TERMINAL AREA PLAN................................................................................ 5-5 TERMINAL DEVELOPMENT COSTS........................................................... 5-6 EXHIBITS 1A 1B 1C 1D 1E VICINITY MAP .................................................................... after page 1-2 VICINITY AIRSPACE AND AIRPORTS ............................ after page 1-2 AIRFIELD FACILITIES ...................................................... after page 1-2 TERMINAL AREA FACILITIES ......................................... after page 1-4 PASSENGER TERMINAL ................................................... after page 1-4 2A 2D 2E 2F U.S. COMMERCIAL AIR CARRIER AND REGIONAL/COMMUTER FORECASTS .......................... after page 2-4 U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS .................................................. after page 2-4 ANNUAL PARK ATTENDANCE GRAND CANYON NATIONAL PARK .............................. after page 2-6 AIR TOUR ENPLANEMENT FORECASTS ....................... after page 2-8 BASED AIRCRAFT FORECAST ....................................... after page 2-16 GENERAL AVIATION OPERATIONS FORECAST ........ after page 2-18 3A TERMINAL AREA REQUIREMENTS SUMMARY ......... after page 3-18 4A 4B 4C TERMINAL AREA DRAWING 2005 MASTER PLAN ....... after page 4-2 CONCEPTUAL ELEVATION VIEW (ALL SCHEMES) .... after page 4-4 SCHEME A – UPPER LEVEL FLOOR PLAN.................... after page 4-4 2B 2C EXHIBITS (Continued) 4D 4E 4F 4G 4H 4J 4K 4L 4M SCHEME A – LOWER LEVEL FLOOR PLAN................... after page 4-4 SCHEME B – UPPER LEVEL FLOOR PLAN.................... after page 4-4 SCHEME B – LOWER LEVEL FLOOR PLAN................... after page 4-4 SCHEME C – UPPER LEVEL FLOOR PLAN.................... after page 4-6 SCHEME C – LOWER LEVEL FLOOR PLAN................... after page 4-6 KIVA POD SHELTERS ........................................................ after page 4-6 ALTERNATIVE 1 ................................................................. after page 4-6 ALTERNATIVE 2 ................................................................. after page 4-7 ALTERNATIVE 3 ................................................................. after page 4-7 5A 5B 5C 5D 5E 5F 5G 5H 5J 5K 5L SOUTH TERMINAL AREA CONCEPT .............................. after page 5-2 TERMINAL BUILDING SITE PLAN.................................. after page 5-2 TERMINAL BUILDING & SITE CROSS-SECTION ......... after page 5-2 TERMINAL SITE EXTERIOR ARCHITECTURE ............. after page 5-4 TERMINAL SITE INTERIOR ARCHITECTURE .............. after page 5-4 PHASE I MAIN LEVEL FLOOR PLAN .............................. after page 5-4 PHASE I LOWER LEVEL FLOOR PLAN .......................... after page 5-4 PHASE II MAIN LEVEL FLOOR PLAN ............................ after page 5-4 PHASE II LOWER LEVEL FLOOR PLAN ......................... after page 5-4 NORTH TERMINAL DEVELOPMENT STAGING............ after page 5-6 NORTH TERMINAL AREA CONCEPT.............................. after page 5-6 Chapter One INVENTORY CHAPTER ONE INVENTORY The Terminal Area Plan for Grand Canyon National Park Airport (GCN) was undertaken by the Arizona Department of Transportation Multimodal Planning Division (ADOT/MPD) Aeronautics Group to evaluate and recommend a terminal area layout to meet anticipated terminal area demands. This plan is intended to include, but not be limited to: Motor vehicle parking for the terminal area and terminal building, and pedestrian access to the terminal building that minimizes walking distance. Recommendations for the location of the terminal building and a general terminal building layout. Recommendations for future uses and modifications, if needed, of the existing terminal building. A motor vehicle circulation plan that shows: 1) access to any new structures in the southern portion of the terminal area; 2) motor vehicle parking for buses and shuttles to the Grand Canyon National Park; and 3) general aviation fixed base operator traffic flow. Identification of potential problems in the development of the terminal area. A development plan that supports the airport’s goal of maximizing revenue and maintaining the airport on a self-sustaining basis. The inventory of existing conditions and facilities is the first step in any facility planning process. This infor- 1-1 mation was collected through on-site staff, air traffic control, tenants, and others as well as online and literature searches. investigations, interviews with ADOT The airport’s commercial activity is currently dominated by commercial tour operations. In fact, these air taxi operators comprised 95 percent of the airport’s operations (takeoffs and landings) in 2008. Some air tours originate at GCN while others come to the airport from locations such as Las Vegas and Phoenix. Some deplane and board buses and other vehicles for land tours of the park as well. Exhibit 1B depicts the area airspace and other area airports. AIRPORT SETTING Grand Canyon National Park Airport is located immediately south of the unincorporated community of Tusayan in the Kaibab National Forest, and six miles south of the Grand Canyon National Park. The airport is accessible from Arizona Highway 64 which continues northward through Tusayan to the main gate of the park’s South Rim. While the park hosts approximately 4.5 million visitors annually, this area of Coconino County is uniquely remote from incorporated cities and population centers. The population of Tusayan is just over 600. The city of Williams is the closest incorporated city at 60 miles to the south, while the county seat of Flagstaff is located 81 miles southeast. Exhibit 1A depicts the regional setting for GCN. AIRFIELD FACILITIES Exhibit 1C and Table 1A depict the existing airfield facilities at Grand Canyon National Park Airport. GCN has a single Runway 3-21 that is 8,999 feet long and 150 feet wide. The grooved asphalt runway has a pavement strength rating of 88,000 pounds single wheel gear loading (SWL), 108,000 pounds dual wheel gear loading (DWL), and 160,000 pounds dual tandem gear loading (DTL). GCN is owned by the State of Arizona and operated by ADOT. It is classified in the Federal Aviation Administration’s (FAA’s) National Plan of Integrated Airport Systems (NPIAS) as a small hub commercial service airport. Small hub airports are defined as those commercial service airports enplaning between 0.05% and 0.25% of the total U.S. enplanements. In 2008, the airport’s enplanement (commercial service boardings) totaled 366,890. Pulliam Airport in Flagstaff is the next closest commercial service airport. The next closest general aviation airport is Valle Airport located 18 miles to the south. The runway has medium intensity runway edge lighting (MIRL). Runway 3 is equipped with an instrument landing system (ILS) with minimums down to ¾-mile. Runway 3 also has several nonprecision approach procedures available that are identified in Table 1A. Runway 3 is equipped with a 1,400-foot medium intensity approach light system (MALS). Runway 21 does not have any straight-in instrument approach procedures. Runway 21 is equipped with runway end identifier lights (REILs) as well as a four-box visual approach slope indicator (VASI-4). 1-2 08MP08-1A-3/25/09 Redmond Salina Flowell Garrison Great BasinNP NP Great Basin Presto Lund Emery Rock Glenwood 70 Milford Sunnyside Spring Valley State Park 93 Kingston Dixie NF Modena Summit Hatch New Harmony Kershaw-Ryan State Park Alamo Teasdale Lund Enoch Hiko Capitol Reef NP Marysvale Minersv ille Caselton Tempiute e Kanosh Alton 15 Elgin UTAH Zion NP NEVADA 89 Kanab St. George Water Glen Kaibab Rox Bunkerv ille Mesquite y yon on NRA RA Page ob ob Lake ARIZONA Glendale Valley Ov erton of Fire State Park Las Vegas Grand Canyon NP Supai Tu u City Grand Canyon Lake Mead NRA Blue 51 Grand Canyon National Park Airport r City Tusayan Jean ARIZONA 64 Quiv ero Searchlight Cima a Chloride 180 Seligman Berry Laughli Bullhead 40 8 Williams Kingman Flagstaff Kaibab NF Coconino NF Needles Sedona Jerome Essex Cadiz z CALIFORNIA Mayer Presco Prescot NF N Congress Bluewater Midland 17 Prescott Lake Havasu City 95 NORTH Blythe Quartzsite Vicksburg 10 NOT TO SCALE Tonto NF Bouse Wittmann Niland G Mountain Surpris arefree refree Phoenix Goodyear Exhibit 1A VICINITY MAP Cedar Breaks National Monument IR2 00 VR209 Cottonwood Point Wilderness Area Page VOR-DME Paiute Wilderness Area 94 V3 90 65 V2 1 90 50 90 SFC 90 80 V2 93 Kanab Creek Saddle Mountain Wilderness Area Wilderness Area Mt Trumbuel Wilderness Area Mt Logan Wilderness Area Grand Canyon GRAND CANYON National Park Grand Wash Cliffs Wilderness Area 35 V2 ECHO BAY NORTH LAS VEGAS 90 50 IR 266 Lake Mead National Recreation Area V8 90 70 Grand Canyon National Park BARTON PEARCE FERRY GRAND CANYON EXECUTIVE WEST TEMPLE BAR R V5 BOULDER CITY 62 LAS VEGAS GRAND CANYON NATIONAL PARK AIRPORT Tuba City VORTAC V210 08 V2 90 80 90 60 TUBA CITY 90 65 90 45 V 208 PERKINS 90 75 90 50 MARBLE CANYON 6 12 IR Mormon Mesa VORTEC Glen Canyon National Recreation Area PAGE MUNICIPAL AIRPORT Paria Canyon Vermillion Cliffs Wilderness Area V257 COLORADO CITY MESQUITE 6 12 STOUT KANAB Desert National Wildlife Range V 20 8 IR1 26 IR2 66 35 V2 ST. GEORGE IR 93 3 VR126 V8 Zion National Park 9 20 VR 6 26 V2 DESERT MOA IR V23 5 Pine Valley Mountain Wilderness Area V2 1 08MP08-1B-5/15/09 IR4 25 Grand Canyon VOR-DME -210 V208 90 80 KIDWELL V2 08 EAGLE NEEDLES VR 245 SEDONA Munds Mountain Wilderness Area LOVE COTTONWOOD Grand Canyon VOR-DME Wet Beaver Wilderness Area West Clear Creek Wilderness Area Fossil Springs V5 Cedar Bench Wilderness Area 62 Wilderness Area VR 1 266 VR 2 42 V135 264 V12- Woodchute Wilderness Area V257 14 3-2 R 21 ISwansea Wilderness Area V291 Sycamore Canyon Wilderness Area 05 5 V1 24 VR 242 VR Abbastra Mountain Wilderness Area Alamo Lake Bald Eagle Breeding Area 6 126 SUQUILLAGibralter Mountain VR Tres Alamos Rawhide Mountains 5 Wilderness Area Wilderness Area IR 25 Wilderness Area East Cactus Plain GLADDEN 1 MOA QUAIL MOAWilderness Area Bill Williams National Wildlife Reguge 4 IR 25 AVI Parker VORTAC TURTLE MOAWilderness Area VR 245 VR296 V12 Needles VORTAC Apache Creek Wilderness Area Upper Burro Creek Wilderness Area Granite Mountain Wilderness Area IR 250 IR 255 42 296 66 VR 12 FLAGSTAFF PULLIAM V574 Flagstaff VOR-DME Juniper Mesa Wilderness Area 4 BAGDAD LAKE HAVASU VR 25 IR 29 9 CITY CHEMEHUEVI BAGDAD 1 MOA IR 244 VALLEY Aubrey Peak V4 08 V2 IR 25 2 IR V1 05 Wabatuma Peak Wilderness Area SUNNY MOA Strawberry Crater Wilderness Area Sunset Crater Volcano National Monument Kachina Peaks Wilderness Area CLARK MEMORIAL Kingman VOR-DME 21 321 4 Warm Springs Wilderness Area IR 25 2 V442 SUN VALLEY Kendrick Mountain Wilderness Area V29 1 62 V5 Mount Mutt Wilderness Area V1 35 SELIGMAN KINGMAN LAUGHLIN/ BULLHEAD Goffs VORTAC VR 0 V21 Wupatki National Monument Pine Mountain Wilderness Area Castle Creek Wilderness Area V5 67 SEARCHLIGHT GRAND CANYON CAVERNS V567 Peach Springs VORTAC V9 5 V2 Mt Tipton Wilderness Area Lake Mead National Recreation Area VALLE 57 V1 05 PAYSON Mazattal Wilderness Area Hellsgate Wilderness Area LEGEND Other than hard surfaced runway Class D Airspace Airport with hard-surfaced runways 1,500’ to 8,069’ in length Class E Airspace Airports with hard-surfaced runways greater than 8,069' or some multiple runways less than 8,069' Class E Airspace with floor 700 ft. above surface Victor Airways VOR-DME Military Training Route VORTAC Military Operations Area Compass Rose Wilderness Area NORTH NOT TO SCALE Source: Las Vegas South and Phoenix North Sectional Charts, Federal Aviation Administration, National Charting Office 7/3/08 Exhibit 1B VICINITY AIRSPACE AND AIRPORTS Ru nw ay 3/ 21 Ai rp or t 4 way 64 ghwa H gh ate Hi Stat NORTH 0 1500 3000 SCALE IN FEET Exhibit 1C AIRFIELD FACILITIES 8,9 99 ’x Po pe r ty 15 0’ Lin e 08MP08-1C-5/15/09 TABLE 1A Airfield Facilities Grand Canyon National Park Airport Runway 3-21 8,999 150 Asphalt/Grooved Length (feet) Width (feet) Surface Material Load Bearing Strength Single Wheel Loading (SWL) Dual Wheel Loading (DWL) Dual Tandem Loading (DTL) Instrument Approach Procedures 88,000 lbs. 108,000 lbs. 160,000 lbs. ILS; LOC/DME; RNAV(GPS); VOR (all Runway 3) RW 21 RW 3 MALS VASI-4L REILS Precision Non-Precision MIRL ASOS FAA 0600-2000, Oct.-May 0700-1900, Jan. Sep. Approach Aids Pavement Markings Runway Lighting Weather Reporting Air Traffic Control Tower Abbreviations: ASOS: Automated Surface Observation Station DME: Distance Measuring Equipment GPS: Global Positioning System ILS: Instrument Landing System LOC: Localizer MALS: Medium Intensity Approach Lighting System REILs: Runway End Identifier Lights RNAV: Area Navigation VASI-4: Visual Approach Slope Indicators – 4-box VOR: Very High Frequency Omni-Directional Range TERMINAL AREA FACILITIES areas. The northern 14,600 square yards is utilized for general aviation. The airport’s FBO facilities are located in this area along the east side. The next 30,000 square yards to the south are used for commercial service operations associated with the airport terminal building. The southernmost 51,000 square yards is currently designated as transient apron. There are currently no buildings along this section of ramp. Exhibit 1D depicts the existing terminal area facilities at Grand Canyon National Park Airport. The large apron noted previously encompasses approximately 65,600 square yards and fronts most of the terminal area. It is essentially subdivided into three Immediately to the east of the general aviation facilities and the terminal are the terminal access road and an 83,000 square foot vehicle parking lot. There are also three separate helicopter facilities located north and east of the general aviation facilities and the The runway is accessed by a full length parallel taxiway on its east side along with five exit taxiways. A large apron and all terminal area facilities are located along the east side of the northern half of the runway. The following sections discuss the terminal area facilities. 1-3 Three tour operators, Vision Airlines, Westwind Air Service, and Grand Canyon Airlines currently operate out of the airline terminal. terminal. Each has its own buildings, apron, vehicle parking, and touchdown and lift-off (TLOF) facilities. South of the parking lot are the airport administration and maintenance facilities. There is an airport housing area immediately to the east of this area. Further south is the airport traffic control tower (ATCT) as well as the new airport rescue and firefighting (ARFF) building. At the far southern end of the terminal area is a hangar used by the National Park Service. The following subsections discuss each of these areas more specifically. Vision Airlines specializes in ondemand charter and tour operations. Through its subsidiary, Vision Holidays, it offers scenic flights from Las Vegas to the Grand Canyon on 30-seat Dornier 328 and 19-seat Dornier 228 turboprop aircraft. Upon landing at GCN, passengers are loaded on Vision Motor Coach tour buses for a ground tour of the south rim. Westwind Air Service operates a fleet of nine-passenger Cessna Grand Caravans and six-passenger Cessna 207s. Westwind provides air tours from GCN, as well as Grand Canyon tours that begin in Phoenix, Page, or Monument Valley and either stop or terminate at GCN. Some packages provide ground bus tours of the south rim as well. AIRLINE TERMINAL Exhibit 1E depicts the general floor plan of the main airline terminal building at Grand Canyon National Park Airport. The building was constructed in 1968 and expanded to its current footprint in 1972. The terminal building encompasses approximately 8,500 square feet. The building is approximately 220 feet long and 38 feet deep. There are five gates distributed along this linear terminal. Gate Two is in the north wing, Gates Three and Four operate out of the central foyer, while Gates Five and Six are in the south wing. Grand Canyon Airlines has merged with Scenic Airlines and Air Grand Canyon in the last two years. They primarily operate the 17-passenger Dehavilland Twin Otter “Vistaliners,” as well as single engine Cessna 207 and 182 aircraft on their Grand Canyon air tours. Various tour packages are available from the GCN terminal. In addition, flights are available from Las Vegas with stops at GCN. Now under the same ownership, Grand Canyon Airlines/Scenic Airlines and Papillon also provide tour packages that include both fixed wing and helicopter flights. The area included in the terminal square footage does not include the airport’s utility building which is attached at the north end and a garage at the south end. The utility building includes the main electrical vault, generator, water treatment, and water pump. 1-4 08MP08-1D-5/15/09 Papillon Grand Canyon Airlines Terminal ARFF Station North Airport Entrance Grand Canyon Airlines FBO Hangar Terminal Fuel Farm Terminal Parking Airport Administration Airport Maintenance Airport Housing Grand Canyon Helicopters a on z i Ar ay hw g i H 64 Maverick Aviation NORTH South Airport Entrance 0 300 600 SCALE IN FEET Exhibit 1D TERMINAL AREA FACILITIES 08MP08-1E-5/15/09 Apron Main Electrical Room Chem. Storage Generator Room Gates 5 & 6 Gates 3 & 4 Medic Room Office Office Office Office Office Fireplace Closet Janitor’s Storage Passenger Holding Area Office Office Gift Shop Counter Counter Women’s Restroom Garage Water Room Office Gate 2 Counter Storage Area Water Treatment Area Water Pump Room Hallway Men’s Restroom Janitor’s Closet Counter Counter Lobby Electrical North Entrance Front Arrival/Departure Curb LEGEND Non-Terminal Facilities 0 20 H RT NO SCALE IN FEET Exhibit 1E PASSENGER TERMINAL Vision Airlines and Westwind Air Service are located in the north wing of the building. The area includes ticket counters as well as a waiting area with 49 seats. Space in the north wing next to the central foyer has previously been utilized for concessionaires, but is currently unoccupied. GENERAL AVIATION FACILITIES There is currently one fixed base operator (FBO) on the airport. Grand Canyon Airlines (GCA) is located at the north end of the ramp on the east side of the general aviation apron area. The services provided include: The central foyer provides a large waiting area with vaulted ceiling and a wood-burning fireplace located in the center. There are 51 seats in the central foyer, as well as vending machines and advertising along the walls.        Grand Canyon Airlines/Scenic Airline’s ticket counter is located in the south wing ticket counter space immediately adjacent to the central foyer. There is additional counter space across the hall from the ticket counter that is currently unoccupied. The restrooms are located at the south end of the hall and next to Gates Five and Six. The gate area includes additional ticket counter space that is currently unoccupied as well as seating for 32. Table 1B summarizes the current terminal space. Aerial sightseeing tours Aircraft charter flights Aircraft tie-downs Fueling and line services Aircraft service/repair Airframe maintenance Ground transportation Their facilities front the general aviation ramp and include the 5,473 square foot GCA terminal building that houses the company’s administrative offices, ticket counter, waiting area, and concessions for aerial tour operations. Immediately to the north of the GCA terminal building is a 10,000 square foot hangar that houses their FBO and maintenance operations. The 14,600 square yard general aviation apron includes 21 marked tie-downs. TABLE 1B Existing Passenger Terminal Grand Canyon National Park Airport Area (s.f.) Leasable Tenant Areas 2,823 Lobby & Waiting Area 990 Baggage Claim Area 972 Open Corridor Space 2,026 Public Restrooms 668 Management/Admin. Area 594 Mechanical/Equipment Area 413 Total Building Area 8,486 Further to the north is the FBO’s fuel farm. This includes two 20,000 gallon tanks, one each for Avgas and Jet A, plus a 6,000 gallon tank for diesel fuel and a 2,000 gallon tank for unleaded mogas. Fuel is available daily from 7 a.m. to 7 p.m. with on-call service available during off-hours. 1-5 Directly east of the main passenger terminal and parking lot are the helicopter facilities of Grand Canyon Helicopters. This facility includes six helipads on the west edge of a 400-foot by 150-foot ramp that serves as the TLOF. Immediately to the west of the ramp are the private terminal and two vehicle parking lots. An above ground fuel storage tank is located at the north end of the north parking lot. HELICOPTER FACILITIES There are three separate helicopter facilities located on the airport. They are all located east of the terminal and airport access road, and are operated by helicopter tour operators. Each has its own touchdown and lift-off area as well as helicopter parking and private terminal facilities. They are depicted on Exhibit 1D. Grand Canyon Helicopters operates seven passenger Eco-Star helicopters on its tours of the Grand Canyon, and offers several packages from both GCN and Las Vegas. Papillon Helicopters operates from the northernmost helicopter facility. There are three TLOFs as well as 12 helicopter pads for loading passengers in front of their terminal facility. There are eight additional pads for parking on the east side of the leasehold. Maverick Helicopters is located near the south airport entrance. Their leasehold includes three helipads and a private terminal with an adjacent maintenance hangar. An above ground fuel storage tank is located north of the hangar. Auto parking is provided to the east and is shared with a gift shop building that is currently unoccupied. At the terminal building, there is parking for approximately 60 autos and nine tour buses. There is a covered, drive-up entrance to the terminal as well. Besides the terminal facility, Papillon has a large maintenance and storage hangar; a second, smaller hangar; and an above ground fuel tank. Maverick Helicopters is a part of the Maverick Aviation Group. Tour packages are available from GCN as well as Las Vegas and Phoenix. Some packages include a flight from Las Vegas to GCN on Maverick Airlines 19seat Beech 1900B aircraft, then a helicopter tour on Maverick Helicopters seven-seat Eco-Star. Papillon offers a variety of tour packages as well as helicopter charters from GCN. They also offer flights from Vegas with stops at GCN with transfer to buses for ground tours of the South Rim. Their association with Grand Canyon Airlines also provides options for combined fixed wing and helicopter tour packages. They operate six-to-seven passenger AStar, EcoStar, and Bell Long Ranger helicopters. OTHER TERMINAL AREA FACILITIES Other facilities in the terminal area include the National Park Service 1-6 in a 3,264 square foot modular facility southeast of the passenger terminal. The building includes offices for management and operations, conference room, restrooms, and the FAA field offices. There is unmarked gravel parking for approximately 30 vehicles. (NPS) hangar, air traffic control tower (ATCT), airport rescue and firefighting (ARFF) facility, the airport administration building, the airport maintenance facilities, and airport housing. National Park Service Hangar The NPS maintains a hangar at the south end of the terminal area. The 60-foot by 60-foot hangar has access to the airfield via a loop taxiway. Ground access is currently controlled within the airport security gate. Airport Maintenance Facilities – The airport maintenance facilities are located immediately south of the administration building. The facility houses snow removal equipment (SRE) as well as maintenance equipment. There are four buildings in the maintenance complex totaling approximately 5,000 square feet. ATCT - The airfield is served by an ATCT located approximately midfield on a hill on the east side of the airfield. Classified as a Level 5 ATC facility, the tower is owned and operated by the FAA. The tower’s hours of operation are 6:00 a.m. to 8:00 p.m. from June 1 through September 30, and 7:00 a.m. to 7:00 p.m. the remainder of the year. Airport Housing – To the immediate east of the administration building is the airport employee residential housing area. The airport currently has 14 employees, most of which are housed in this area. The houses are currently being replaced with more modern modular facilities. When the renovation is complete, there will be 20 residential units on the airport. The tower extends 121 feet above ground level (AGL) with a 530 square foot cab at the top. A 5,000 square foot base building houses office, utility, and conference room space. There is parking for 30 vehicles. The ATCT complex has its own gated security. AIRPORT ACCESS AND PARKING ARFF Facility - The airport ARFF equipment has been located in a 2,150 square foot building northeast of the airline terminal. The airport is classified as an Index A facility, but has the capability to respond to Index B standards. A new ARFF facility is currently under construction near midfield, just west of the ATCT. Besides the airport, Tusayan and the South Rim of Grand Canyon can be accessed by both rail and highway. The Grand Canyon Railways track runs 65 miles from Williams to its station in the Grand Canyon Village near the South Rim. The line passes approximately 1.5 miles west and southwest of the airport. The historic railroad has been in operation since 1901 and runs twice daily between the Airport Administration - The airport administration offices are housed 1-7 in front of the terminal. A curb lane provides access for passengers to both facilities. Just south of the terminal, the north access road intersects with the south access road at a four-way stop. The road continues as a twoway two-lane road south past the airport administration and maintenance buildings to the security gate at the ATCT complex. A second security gate to the right protects access to the airfield, the new ARFF, and the NPS hangar. Village and its headquarters in Williams. Exhibit 1A depicts the major roadways serving the airport and the Grand Canyon. Arizona Highway 64 is the main access to the area. The two-lane highway extends from Interstate 40 near Williams to the south gate of Grand Canyon National Park. It provides direct access to the airport as well as the main arterial route through Tusayan. Besides rental cars and private vehicles, tour and shuttle buses provide ground access between the airport, Tusayan, and the Grand Canyon. Vehicles wishing to return to the terminal or the south entrance turn left at the four-way stop, then left again onto the two-lane, one-way road on the east side of the terminal parking lot. There are two access points to the parking lot from this roadway as well as a return to the southbound lanes at the north end of the parking lot. The roadway continues north to become the northbound lanes of the divided access road. As depicted on Exhibit 1D, on-airport access is provided via an interior road system. There are two entrances to the airport from Highway 64. The north entrance is a four-lane, divided median roadway. Proceeding south into the airport, it provides access to Papillon Helicopters on the left. Another intersection slightly further south connects with a two-lane access road that proceeds south and east past Grand Canyon Helicopters. The south entrance is a two-lane roadway that provides access to Maverick Helicopters on the right and the airport housing and administration offices on the left. The road then intersects with virtually every other roadway on the airport before terminating at the security fence along the aircraft apron south of the passenger terminal. At this point, the north and southbound lanes split to opposite sides of the terminal parking lot. There is parking lot access from the easternmost southbound lane. The roadway then continues south to pass in front of the general aviation area as well as 1-8 Chapter Two FORECAST UPDATE CHAPTER TWO FORECAST UPDATE Terminal planning begins with the definition of demand that currently exists and that may reasonably be expected to occur during the useful life of the facility. In airport planning, this involves projecting potential aviation activity at least over a twenty year period. Forecasts of passengers, operations, and based aircraft serve as a basis for terminal area planning. National Plan of Integrated Airport Systems (NPIAS). In addition, aviation activity forecasts are an important input to the benefit-cost analyses associated with airport development, and FAA reviews these analyses when federal funding requests are submitted. As stated in FAA Order 5090.3C, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS), dated December 4, 2004, forecasts should be: The Federal Aviation Administration (FAA) has a responsibility to review aviation forecasts that are submitted to the agency in conjunction with airport planning, including master plans, CFR Part 150 Studies, and environmental studies. The FAA reviews such forecasts with the objective of including them in its Terminal Area Forecasts (TAF) and the Realistic Based on the latest available data Reflect current conditions at the airport Supported by information in the study Provide adequate justification for the airport planning and development 2-1 The forecast process for an airport master plan consists of a series of basic steps that can vary depending upon the issues to be addressed and the level of effort required to develop the forecast. The steps include a review of previous forecasts, determination of data needs, identification of data sources, collection of data, selection of forecast methods, preparation of the forecasts, and evaluation and documentation of the results. for the large air carriers, regional/ commuter air carriers, general aviation, and FAA workload measures. The forecasts are prepared to meet budget and planning needs of the constituent units of the FAA and to provide information that can be used by state and local authorities, the aviation industry, and the general public. The current edition when this chapter was prepared was FAA Aerospace Forecasts - Fiscal Years (FY) 20092025, released on March 31, 2009. The forecasts use the economic performance of the United States as an indicator of future aviation industry growth. Similar economic analyses were applied to the outlook for aviation growth in international markets. This forecast analysis for Grand Canyon National Park Airport (GCN) was produced following these basic guidelines. The analysis is intended to be an update of the forecasts prepared as part of the airport’s Master Plan completed in 2006. Other forecasts prepared since the Master Plan were also examined and compared against current and historic activity. The aviation industry in the United States has experienced an event-filled decade. Since the turn of the century, the industry has faced the impacts of the events of September 11, 2001, scares from pandemics such as SARS, the bankruptcy of four network air carriers, all-time high fuel prices, and a serious economic downturn with global ramifications. The Bureau of Economic Research has determined that the current economic recession in the United States began in December 2007. Eight of the world’s top 10 economies were in recession by January 2009. The historical aviation activity was then examined along with other factors and trends since the Master Plan that could affect demand. The intent was to confirm the master plan forecasts were still valid and update components if necessary. This will ensure a valid set of aviation demand projections for GCN that will permit the Arizona Department of Transportation (ADOT) to make planning adjustments as necessary to maintain a viable, efficient, and cost-effective facility. The end of the recession is still to be determined, and many economists are suggesting it could be the deepest recession since World War II. The average length of periodic recessions since that time has been 10 months. This recession does not face the high infla- NATIONAL AVIATION TRENDS Each year, the FAA updates and publishes a national aviation forecast. Included in this publication are forecasts 2-2 decrease in capacity (measured in available seat-miles or ASMs). tionary environment of the recession in the early 1980s, or the high energy costs of the mid-1970s recession. There was a 3.8 million loss of jobs in the first 14 months of the recession, with unemployment rising to eight percent, which is three percent above the long term norm. The FAA forecast carrier capacity and passenger demand to decline even further in 2009. Overall capacity was forecast to decline 6.7 percent with mainline domestic carriers forecast to decline 9.5 percent and regional airline capacity expected to decline 5.5 percent. Internationally, capacity was forecast to decline approximately 1.0 percent with slow growth in the Atlantic and Latin market, and shrinkage in the Pacific market. Over the long term, system capacity was projected to grow at an average of 3.1 percent annually. The most recent U.S. Administration forecast used in preparing the FAA Aerospace forecasts anticipated the recession in the U.S. would end by the third quarter of FY 2009 (April-June), with a modest recovery over the next six quarters. Economic growth measured in gross domestic product (GDP) was projected to go from a -4.3 percent in the second quarter of FY 2009 to +3.8 percent in the third quarter of 2010. Between 2010 and 2013, GDP was projected to grow at rates ranging from 2.4 percent in 2010 to 4.5 percent in 2012. Economic growth was projected to slow to an average of 2.6 percent per year beyond 2013. The following subsections examine the FAA’s forecasts for commercial air service and for general aviation. Domestically, revenue passenger miles (RPMs) were forecast to decline by 8.9 percent in 2009. As the economy recovers, domestic RPMs are expected to grow by 2.7 percent in 2010. Continued economic growth and declining real yields are expected to generate an annual average RPM increase of 3.4 percent from 2010 through 2025. Domestic enplanements were forecast to decline by 7.8 percent in 2009, with volume growing by 2.0 percent as the economy begins to recover. For the long term beyond 2010, domestic enplanements were projected to grow at an average of 2.7 percent per year. COMMERCIAL AVIATION After posting a net profit in 2007 for the first time since the events of 9-11, commercial aviation faced some significant challenges in 2008. Fuel prices became highly unpredictable at a time when a downturn in the economy was hitting the industry. U.S. carriers experienced a net loss for the year, with the same expected for foreign carriers. The losses were managed somewhat with moderate fare increases and a International visitors are a significant portion of the total visitors to the Grand Canyon. Total passenger traffic between the U.S. and the rest of the world actually grew by 2.8 percent in 2008. The worldwide recession, however, was expected reduce international passengers to and from the U.S. 2-3 Turbine-powered aircraft will continue to lead the way, growing at 3.2 percent per year. by 0.9 percent in 2009. An economic recovery is expected to bring 4.2 percent growth in 2010. After 2010, international passenger growth is expected to average 4.6 percent per year. Exhibit 2A depicts the history and projected growth in U.S. passenger enplanements. The turbine jet fleet is projected to increase at 4.8 percent annually. In recent years, the very light jets (VLJs) were expected to add as many as 500 jets annually to the fleet. The bankruptcy of Eclipse and the closing of DayJet have reduced the expectations for rapid growth in the VLJ market. VLJ deliveries in 2008 totaled 262. Deliveries are expected to total 200 over the next two years, then increase to 270 to 300 annually after that. GENERAL AVIATION Deliveries of general aviation aircraft by U.S. manufacturers were down 3.1 percent in 2008 to 3,079 aircraft. Turbine aircraft deliveries were up, with jets growing 17.2 percent and turboprops 14.8 percent. In contrast, piston deliveries were down 17.6 percent. This was driven by a 18.9 percent decline in single-engine piston aircraft which dominate the market, while multi-engine aircraft deliveries were up 18.2 percent. Piston-powered aircraft are expected to decrease through 2013, then slowly increase for the remainder of the planning period for a net increase of just 0.1 percent annually. It is also expected that VLJs and the new light sport category will erode the high and low ends of the piston markets over the forecast period. While shipments were down, the active general aviation fleet increased by an estimated 1.0 percent. Despite the increased fleet, general aviation activity at FAA towered airports declined 5.6 percent in 2008. Flight hours for general aviation aircraft decreased by 0.02 percent in 2008. The number of student pilots fell by 4.0 percent, the fourth consecutive year that student numbers have declined despite industry-wide programs to attract new pilots. Active aircraft in the light sport category are expected to grow by 11.5 percent annually through 2013, then slow to 2.6 percent annual growth through 2025. Exhibit 2B depicts the FAA forecast for active general aviation aircraft. General aviation hours flown is forecast to increase by 1.8 percent annually. As with active aircraft, turbine aircraft are forecast for the highest increases at 3.6 percent per year. Piston-powered aircraft are forecast for a 0.4 percent annual increase. The increasing size of the turbine fleet combined with the expanded fractional ownership fleet combine for the larger growth rate. The FAA projects that the business use of aircraft will continue to grow faster than the personal and sport use. The active general aviation fleet is projected to increase at an annual average rate of 1.0 percent through 2025. 2-4 1200 HISTORICAL FORECAST PASSENGERS (in millions) 1000 800 600 400 200 0 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08 ‘09 ‘10 ‘11 ‘12 ‘13 ‘14 ‘15 ‘16 ‘17 ‘18 ‘19 ‘20 ‘21 ‘22 ‘23 ‘24 ‘25 Source: FAA Aerospace Forecasts, FY 2008-2025 Domestic International U.S. REGIONAL/COMMUTER SCHEDULED PASSENGER ENPLANEMENTS 350 HISTORICAL FORECAST 300 PASSENGERS (in millions) 08MP08-2A-5/6/09 U.S. SCHEDULED COMMERCIAL AIR CARRIER PASSENGER ENPLANEMENTS 250 200 150 100 50 0 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08 ‘09 ‘10 ‘11 ‘12 ‘13 ‘14 ‘15 ‘16 ‘17 ‘18 ‘19 ‘20 ‘21 ‘22 ‘23 ‘24 ‘25 Source: FAA Aerospace Forecasts, FY 2009-2025 Exhibit 2A U.S. COMMERCIAL AIR CARRIER AND REGIONAL/COMMUTER FORECASTS 08MP08-2B-5/6/09 U.S. ACTIVE GENERAL AVIATION AIRCRAFT 300 FORECAST AIRCRAFT (in thousands) ACTUAL 275 250 225 200 175 150 ‘08 1985 1990 1995 2000 2005 2010 2015 2020 2025 YEAR U.S. ACTIVE GENERAL AVIATION AIRCRAFT (in thousands) FIXED WING PISTON Single MultiEngine Engine Year TURBINE ROTORCRAFT Turboprop Turbojet Piston Sport Turbine Experimental Aircraft Other Total 2008 (Est.) 146.6 19.1 9.6 11.4 3.1 7.1 24.1 7.0 6.0 234.0 2015 143.5 17.9 10.5 17.1 4.6 9.0 29.1 12.7 6.1 250.5 2020 144.9 17.0 11.5 20.9 5.3 9.9 32.0 14.4 6.0 261.8 2025 148.5 16.0 12.2 25.2 5.9 10.9 34.6 15.9 6.0 275.2 Source: FAA Aerospace Forecasts, Fiscal Years 2009-2025. Notes: An active aircraft is one that has a current registration and was flown at least one hour during the calendar year. Exhibit 2B U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS and the limited population and business that is not related to the National Park and its visitors. Table 2A presents the population forecasts for the area. The population of Tusayan was 562 in the 2000 census and was estimated at just over 600 in 2006. The Grand Canyon Village, which is an employee housing area in Grand Canyon National Park (GCNP), has a population that is generally around 1,460. The Arizona Department of Security, Research Division projects that Tusayan will grow to 711 residents in 2030, while Grand Canyon Village will remain at 1,460. SOCIOECONOMIC TRENDS Local and regional forecasts developed for key socioeconomic variables provide an indicator of the potential for creating growth in aviation activities at an airport. Typical variables used in evaluating potential for traffic growth include population and employment. This data is readily available on an annual historic basis at the state and county level. The service area for the Grand Canyon National Park Airport, however, is extremely unique in its remote setting TABLE 2A Population Forecast Grand Canyon National Park Airport Grand Canyon Year Tusayan Village HISTORIC 2000 562 1,460 1,460 2006 605 FORECAST 2010 627 1,460 1,460 2015 652 1,460 2020 673 1,460 2025 693 1,460 2030 711 Source: Arizona Department of Security, Research Division While the population of Coconino County is projected to grow by over 30 percent by 2030, the majority of that population is located in and around communities such as Flagstaff, Page, and Williams, all at least 65 miles away. As a result, the economy of the community and the activity at GCN are more related to the visitors to the area. The following subsections discuss the park attendance and a recent tourism study related to the park. Coconino County State of Arizona 116,320 132,826 5,130,632 6,239,482 141,457 151,150 159,345 166,730 173,829 6,999,810 7,915,629 8,779,567 9,588,745 10,347,543 PARK ATTENDANCE Table 2B and Exhibit 2C present the annual attendance at Grand Canyon National Park as reported by the National Park Service (NPS). Between 1980 and 1995, attendance grew from 2.62 million visitors to 4.91 million, for an average annual growth rate of 4.3 percent. The GCNP’s all-time high attendance was set in 1999 with 4.93 million visitors. Since the events of 9- 2-5 11, park attendance has flattened somewhat, fluctuating between 4.34 million and 4.67 million. In 2008, attendance was recorded as 4.49 million. TABLE 2B Air Tour Enplanement Forecast Grand Canyon National Park Airport GCN Air Tour Park Enpl. % Enplanements Attendance Of Visitors 1980 183,000 2,618,713 7.0% 5.9% 1981 157,000 2,674,117 8.2% 1982 205,000 2,499,799 8.1% 1983 199,000 2,448,545 7.9% 1984 186,000 2,360,767 2.3% 1985 69,000 2,983,436 4.1% 1986 136,000 3,347,872 12.8% 1987 450,000 3,513,084 10.9% 1988 421,800 3,858,708 9.9% 1989 393,687 3,968,605 5.5% 1990 207,734 3,752,901 11.2% 1991 436,049 3,905,989 10.6% 1992 483,243 4,547,027 10.8% 1993 533,808 4,928,509 11.7% 1994 549,113 4,704,070 10.9% 1995 535,656 4,908,073 13.6% 1996 642,221 4,730,680 11.0% 1997 533,867 4,851,932 11.7% 1998 537,404 4,578,084 12.2% 1999 599,338 4,930,153 11.7% 2000 563,574 4,816,560 9.3% 2001 411,138 4,400,823 7.6% 2002 330,980 4,339,139 7.5% 2003 334,985 4,464,813 8.1% 2004 376,782 4,672,911 9.2% 2005 406,000 4,426,394 8.9% 2006 390,420 4,368,810 8.3% 2007 373,716 4,515,733 8.2% 2008 368,672 4,491,141 Regression vs. visitors 2010 457,673 4,500,000 10.2% 10.7% 2015 534,200 4,990,000 11.1% 2020 610,727 5,480,000 11.8% 2030 763,781 6,460,000 Market Share of U.S. Domestic Enplanements 2010 380,763 4,500,000 8.5% 2015 460,901 4,990,000 9.2% 2020 519,889 5,480,000 9.5% 2030 658,165 6,460,000 10.2% Market Share of Grand Canyon Visitors 2010 4,500,000 8.5% 382,500 9.0% 2015 4,990,000 449,100 10.0% 2020 5,480,000 548,000 11.5% 2030 6,460,000 742,900 2-6 U.S. Enplanements (millions) 312.0 295.9 305.8 329.3 357.3 394.7 429.3 470.6 475.5 480.4 497.9 485.1 507.3 515.6 557.6 579.7 608.1 631.4 644.7 665.8 697.6 682.5 626.3 641.2 689.0 737.0 740.0 765.3 757.4 U.S. Market Share % 0.0587% 0.0531% 0.0670% 0.0604% 0.0521% 0.0175% 0.0317% 0.0956% 0.0887% 0.0819% 0.0417% 0.0899% 0.0953% 0.1035% 0.0985% 0.0924% 0.1056% 0.0846% 0.0834% 0.0900% 0.0808% 0.0602% 0.0528% 0.0522% 0.0547% 0.0551% 0.0528% 0.0488% 0.0487% 716.5 867.3 978.3 1,238.5 0.0639% 0.0616% 0.0624% 0.0617% 716.5 867.3 978.3 1,238.5 0.0531% 0.0531% 0.0531% 0.0531% 716.5 867.3 978.3 1,238.5 0.0534% 0.0518% 0.0560% 0.0600% 08MP08-2C-5/07/09 8 HISTORY FORECASTS LEGEND Regression vs. Visitors 7 PARK ATTENDANCE (in millions) 6 5 4 3 2 1 1980 1985 1990 1995 2000 2005 ‘08 2010 2015 2020 2025 2030 YEARS Source: National Park Service Exhibit 2C ANNUAL PARK ATTENDANCE GRAND CANYON NATIONAL PARK In its Environmental Assessment/Assessment of Effect for the South Rim Visitor Transportation Plan, published in February 2008, the NPS forecast attendance to remain relatively flat around 4.5 million through 2010. Attendance was then projected to begin to grow to 5.48 million by 2020. These projections are presented on Table 2B and Exhibit 2C along with an interpolation for 2015 and an extrapolation for 2030. utilize commercial airlines more (18.4 percent).  GCNP was the primary destination of 37 percent of the visitors. These visitors also tended to use commercial airlines more (18.8 percent).  Phoenix Sky Harbor International Airport (PHX) at 44.3 percent and Las Vegas International Airport (LAS) at 37.5 percent were the most commonly used airports. GCN was the arrival airport for 2.3 percent of the commercial airline users.  Visitors who used commercial airlines tended to stay longer in the park (9.6 hours) than the average visitor (7.3 hours). Commercial service visitors, however, tended to stay less time in the area (4.8 days) than the average stay (5.3 days). GCNP TOURISM STUDY In May of 2005, the Arizona Hospitality Research Center of Northern Arizona University published the Grand Canyon National Park & Northern Arizona Tourism Study. The study was prepared for the Arizona Department of Transportation in cooperation with the U.S. Department of Transportation, Federal Highway Administration. The primary purpose of the study was to look at visitor’s highway usage and travel patterns, but it also examined other travel modes, including commercial air service. Since the vast majority of the passenger traffic at GCN is currently related to air tours, the information from the tourism study will be utilized later in this chapter to examine destination passenger potential. The study included a year-long random sampling of 7,800 GCNP visitors who completed a short intercept survey in the park and 4,500 visitors who completed a longer in-depth survey. Some of the highlights of the survey as they relate to commercial service:  A total of 16.4 percent of the visitors utilized commercial airlines in their trip to the GCNP.  The majority (59 percent) were first time visitors to GCNP. First time visitors tended to COMMERCIAL SERVICE ACTIVITY FORECASTS Commercial service activity at Grand Canyon National Air Park has historically been primarily comprised of air tour/sightseeing flights. While there has been scheduled service in the past, it is very limited today. The Official Airline Guide (OAG) included just two 2-7 scheduled airline flights during August 2008: a Papillon helicopter flight five days a week to and from Havasupai, and a Scenic Airlines flight five days a week to Las Vegas. Neither requires security under F.A.R. Part 139. The following commercial service analysis is divided into two parts: first is the demand for air tour/sightseeing flights, and second is the potential for scheduled service to serve non-air tour or “destination” passengers. In June 1988, the FAA published SFAR 50-2, which revised flight procedures over the GCNP, established flight-free zones, and established routes for commercial air tour operators. By 1990, passenger traffic had declined more than two-fold from 1987, but began to increase once again in 1991. In 1996, the airport reached an all-time high of 642,221 enplanements. That year, President Clinton directed the Secretary of Transportation to issue proposed regulations for GCNP that would limit sightseeing to immediately reduce aircraft noise and further restore the natural quiet in accordance with the Overflights Act. AIR TOUR/SIGHTSEEING PASSENGERS Table 2B and Exhibit 2D depict the history of enplanements at GCN. As is evident from the table and exhibit, passenger activity increased three-fold in one year from 1986 to 1987. This occurred in spite of a mid-air collision between two air tour flights over the canyon in the summer of 1986. This led Public Law 100-91, the National Overflights Act, which was enacted in August 1987. Enplanements remained in the 500,000 to 600,000 range through the remainder of the decade. In 2001, enplanements declined to 411,000 and have been below that level since. The level of regulation and limitations of air tour flights to preserve the natural quiet remains today as an on-going issue. This is being addressed in part by operators acquiring and increasing the use of quieter technology rotorcraft and aircraft, as well as aircraft with increased seating capacity, thereby increasing the number of passengers per flight. The increased popularity in aerial sightseeing tours brought an increased concern not only for safety, but for protecting the natural quiet in the park. In June 1987, the FAA issued Special Federal Aviation Regulation (SFAR) 50 to establish flight regulations in the vicinity of the park. Public Law 100-91 required the analysis of 1) the effects of overflights on National Parks, 2) whether SFAR 50 was successful in restoring natural quiet, and 3) the designation of flight-free zones in the park. Exhibit 2D presents the air tour enplanement forecast as included in the 2005 Master Plan. The forecasts were prepared with 2002 as the base year. This was the first full year of activity after 9-11, and passenger traffic was at the lowest level since 1990. A strong recovery in activity was projected in the short term, while over the 2-8 08MP08-2D-5/07/09 900 HISTORY FORECASTS LEGEND Regression vs. Visitors Market Share of U.S. Domestic Enplanements Market Share of Grand Canyon Visitors (Selected Forecast) 2005 Master Plan 800 700 AIRTOUR ENPLANEMENTS (in thousands) 600 500 400 300 200 100 0 1980 1985 1990 1995 2000 2005 ‘08 ‘12 2010 ‘17 2015 ‘22 2020 2025 2030 YEARS Exhibit 2D AIR TOUR ENPLANEMENT FORECASTS long term it was recognized that SFAR 50-2 would eventually limit the number of additional overflights and subsequently enplanement levels. For purposes of the Master Plan, the maximum allowable air tour enplanement level was estimated at 711,900. planements. The average market share since 2001 was utilized with the results included for comparison on the table and exhibit. While both are below the master plan forecast for the short term, the regression is slightly higher in the long term, while the market share is lower. Given the economic times, an increase in enplanements as a percentage of GCNP visitors should not be expected in the short term. Over the long term, however, a growth in that percentage similar to the regression analysis is more probable. It is also somewhat in line with the air tour ceiling that will eventually be reached due to SFAR 502 restrictions. As the exhibit shows, actual traffic has lagged significantly behind the projections. For example, 2007 enplanements totaled 406,000 compared to the forecast of 573,300, and actual enplaned passengers have declined to 368,672 since. Table 2B examines GCN enplanements as a percentage of park attendance and as a percentage of U.S. enplanements. The park attendance percentage was over 10 percent during the 1990s, with a peak of 13.6 percent in 1996. Since 2001, the percentage of enplanements to park visitors has generally been in the eight to nine percent range. Similarly, the airport’s share of U.S. enplanements was higher during the 1990s and has generally been declining since 2001. The third projection on the exhibit and table takes this into account. It projects the air tour share of the visitor market to gradually grow from current levels back to a share level similar to just prior to 9-11 before reaching an estimated maximum level between 700,000 and 750,000 enplanements long term. This projection is recommended for use in the Terminal Area Master Plan. A regression analysis was run for GCN enplanements with park attendance and U.S. enplanements as the independent variables. While neither provided a high correlation, the park attendance regression was best with a correlation factor (Pearson’s “r”) of 0.847. The resulting projection from this regression is presented on Table 2B and Exhibit 2D. DESTINATION PASSENGERS With nearly 5.0 million annual visitors, the Grand Canyon National Park is one of the most popular tourist destinations in the United States. Over 80 percent of those visitors come to the South Rim. With limited permanent population, these visitors form the potential passenger traffic for Grand Canyon National Park Airport. A second projection was developed based upon the airport maintaining a constant “market share” of U.S. en2-9 As has been indicated in the previous section, virtually all of the current passenger traffic at GCN is related to aerial sightseeing tours. While some may fly in on a scenic tour flight from Las Vegas or Phoenix, then get on a charter vehicle for a ground tour, there is currently very little traffic that could be considered as destination without that air tour tie-in. The airport currently has a Class II Part 139 certification, which limits it to scheduled service by small airplanes and unscheduled charter operations by large air carrier aircraft. To provide scheduled service by large aircraft, a Class I certificate would be required. The Grand Canyon National Park & Northern Arizona Tourism Study discussed in an earlier section provides insight into how visitors to GCNP access the area, and their overall trip plan. This information was utilized to examine the destination passenger potential for GCN if scheduled airline service were available. Table 2C outlines this potential. TABLE 2C Destination Passenger Forecast Grand Canyon National Park Airport Actual 2004 2008 4,672,911 4,491,141 Forecast 2020 5,480,000 2030 Total Park Visitors 6,460,000 Visitor Airline Use 16.4% % using commercial airlines 16.4% 16.4% 16.4% 16.4% 898,720 1,059,440 Total using comm.. airlines 818,360 766,357 736,547 2.3% % using GCN 2.3% 2.3% 2.3% 2.3% 20,671 Total GCN enplanements 18,822 17,626 16,941 24,367 76.0% 67.2% 76.0% South Gate % Visitors 75.9% 76.0% South Gate Visitors (NPS) 3,140,318 3,407,695 3,792,400 4,164,800 4,909,600 16.7% % using commercial airlines 16.7% 16.7% 16.7% 16.7% 695,522 Total using commercial airlines 633,331 524,433 569,085 819,903 16.0% 13.9% 16.0% East Gate % Visitors 16.1% 16.0% 876,800 1,033,600 East Gate Visitors (NPS) 798,400 649,966 723,608 14.0% % using commercial airlines 14.0% 14.0% 14.0% 14.0% 122,752 Total using commercial airlines 111,776 90,995 101,305 144,740 Total South Rim Visitors 3,790,284 4,131,303 4,590,800 5,041,600 5,943,200 Total using commercial airlines 615,428 670,390 745,107 818,274 964,607 Capture rate (all comm.. airline visitors) 2.86% 2.53% 2.53% 2.53% 2.53% Primary Destination Visitors 37.0% 37.0% % Grand Canyon Primary destination 37.0% 37.0% 37.0% Primary destination total 1,728,977 1,661,722 1,846,300 2,027,600 2,390,200 18.8% 18.8% % using commercial airlines 18.8% 18.8% 18.8% 381,189 347,104 Total primary dest. using comm. airlines 325,048 312,404 449,358 16,941 52,066 114,357 269,615 Destination Enplanement Forecast 17,626 5.4% 5.4% 15.0% 30.0% 60.0% Current and Potential GCN Capture Rate Source: Park Attendance – National Park Service Public Use Statistics Office Web Site; Park Attendance Forecast – South Rim Visitor Transportation Plan Environmental Assessment, February 2008; Grand Canyon National Park & Northern Arizona Tourism Study, Arizona Hospitality Research Center, Northern Arizona University, May 2005 The surveys indicated that 16.4 percent of the GCNP visitors used commercial airlines as part of their trip. 2015 4,990,000 This would suggest an overall airline passenger potential of approximately 737,000 in 2008. It is recognized, 2-10 tions, aircraft type, etc.) and air fares. Small commuter turboprop service, such as what is currently available to northern Arizona communities such as Page and Kingman, could capture 10 to 20 percent of the market potential. A slightly higher level of service such as is available to Flagstaff (30-70 seat turboprops and regional jets) could increase the capture rate to between 30 and 60 percent with reasonable air fares and code-sharing agreements with major airlines. The high end capture rate would likely include several commercial jet charters and very competitive air fares and schedules as well as generate new visitors to the area. however, that the vast majority of these (82 percent) flew into large hub airports in Phoenix or Las Vegas and then used other transportation modes to access the GCNP. The survey indicated that just 2.3 percent indicated flying into GCN. This represents approximately 17,000 in 2008. Assuming that only South Rim visitors would consider flying into GCN, the maximum destination passenger potential for 2008 would be 670,000. The survey results suggest that GCN is currently capturing approximately 2.5 percent of this traffic. In many cases, the Grand Canyon is just one of many planned stops on a visitor’s itinerary. For example, a trip to the Grand Canyon may be a side trip for Las Vegas travelers, or just part of a vacation trip that includes other attractions in Arizona and the southwest United States. The study survey indicated that the Grand Canyon was the primary destination for 37 percent of the visitors. Of those that indicated the Grand Canyon as their primary destination, 18.8 percent indicated that they used commercial airline service as part of their trip. Table 2C depicts a destination passenger forecast based upon this range in capture rate. A 15 percent capture is depicted for 2015. This assumes that service would initially provide a five to 10 percent capture and grow. A 30 percent capture by 2020 represents a market continuing to be built, with perhaps a second entrant. 2030 is intending to depict a mature capture rate in the long term. This would likely need to include multiple airlines providing service to several destinations. Applying these percentages to the 2008 visitor census provides a destination passenger potential of 312,464. Those indicating they currently use GCN comprise 5.4 percent of this total. Thus, the survey does indicate good passenger potential. The ability to capture a larger share of the potential destination passenger market, however, will be highly dependent upon the level of air service (frequency, destina- One of the airlines currently providing air tours has a charter operation that utilizes Boeing 737 aircraft. They are currently considering operating flights to GCN that would provide a vehicular tour service, but allow passengers flexibility to stay at GCNP for more than the day. Increased TSA security will need to be provided at the airport for this to occur. 2-11 flight in 2005 to 19.5 in 2008. As can be seen from the table, the fleet has transitioned from 76 percent aircraft with at least 17 seats to over 93 percent in 2008. Boarding load factors are also up from 73 percent in 2006 to 81.1 percent in 2008. Thus, average enplanements per departure have grown from 13.0 to 15.8. For purposes of this plan, the forecast on Table 2C will be utilized to represent the reasonable range in destination passengers that GCN could potentially attract over the planning period. COMMERCIAL SERVICE OPERATIONS The fleet mix for helicopter air tours has remained in the 6-7 seat range, but the boarding load factor has increased from 81.7 percent to 85.6 percent. As a result, despite little growth in seating capacity, the average enplanements per departure on the helicopters has grown from 5.3 to 5.6. The commercial service fleet mix is needed to project airline operations for the airport. A projection of the fleet mix for Grand Canyon National Park Airport has been developed by reviewing the equipment used by the carriers serving the airport and by evaluating the equipment used by other airlines that could potentially serve the airport in the future. At the bottom of the table is a summary of the total air tour activity. Although the enplanements per departure has grown for both the helicopters and the fixed wing air tours, the combined ratio has actually declined. The number of fixed wing enplanements and subsequent departures have been declining the past four years, while helicopter activity has actually increased, particularly in the last year (2008). The percentage of air tour enplanements carried by fixed wing aircraft has declined from 58.0 percent in 2006 to 41.2 percent in 2008. Fixed wing departures have declined from 34.8 percent to 19.8 percent of the total air tour departures. This has resulted in a decline in the overall seats per departure average from 10.6 to 9.1 in the past year. Air Tour Operations Changes in equipment, airframes, and engines have always had a significant impact on airlines and airport planning. There are many ongoing programs by the manufacturers to improve performance characteristics. These programs continue to focus on improvements in fuel efficiency. GCN has experienced these changes with the airlines providing air tours from the airport. Table 2D depicts the air tour fleet mix by seating capacity for the last four years (2005-08). The fixed wing fleet mix has grown from an average of 17.5 average seats per 2-12 TABLE 2D Historic Air Tour Fleet Mix and Operations Grand Canyon National Park Airport Fixed Wing Fleet Mix Seating Capacity 2005 Air Tour Operators > 79 0.0% 60-79 0.0% 40-59 0.0% 20-39 23.4% 12-19 52.8% 8-11 2.3% 5-7 18.7% <5 2.7% Totals 100.0% Seats/Departure Boarding Load Factor Enplanements/Departure Annual Enplanements Annual Departures Annual Operations Average Daily Flights Helicopters Seats/Departure Boarding Load Factor Enplanements/Departure Annual Enplanements Annual Departures Annual Operations Average Daily Flights Total Air Tour Activity Seats/Departure Boarding Load Factor Enplanements/Departure Total Tour Enplanements Fixed Wing Enplaned Percentage Total Tour Departures Fixed Wing Departure Percentage 2006 2007 2008 0.0% 0.0% 0.0% 23.0% 57.7% 2.1% 14.1% 3.0% 100.0% 0.0% 0.0% 0.0% 27.2% 55.8% 2.9% 11.8% 2.2% 100.0% 0.0% 0.0% 0.0% 23.7% 69.6% 3.3% 3.3% 0.0% 100.0% 17.5 76.7% 13.4 17.9 72.9% 13.0 18.7 78.0% 14.6 19.5 81.1% 15.8 233,074 17,350 34,700 48 226,505 17,364 34,728 48 198,408 13,593 27,186 38 151,803 9,617 19,234 27 6.5 81.7% 5.3 6.5 82.6% 5.4 6.5 85.2% 5.5 6.5 85.6% 5.6 172,926 32,553 65,106 90 163,915 30,527 61,054 85 175,308 31,640 63,280 88 216,869 38,991 77,982 108 10.3 78.8% 8.1 406,000 57.4% 49,903 34.8% 10.6 76.7% 8.2 390,420 58.0% 47,891 36.3% 10.2 81.2% 8.3 373,716 53.1% 45,233 30.1% 9.1 83.7% 7.6 368,672 41.2% 48,608 19.8% passenger traffic increases, the need to carry more passengers per flight for the noise considerations of the park could drive this shift back to more fixed wing passenger traffic. Table 2E depicts a projection of the future fleet mix and operations for air tour operators. This assumes that, over time, the ratio of fixed wing passengers will return to 2004 levels. As 2-13 TABLE 2E Air Tour Fleet Mix and Operations Forecasts Grand Canyon National Park Airport Fixed Wing Fleet Mix Seating Capacity 2008 Air Tour Operators > 79 0.0% 60-79 0.0% 40-59 0.0% 20-39 23.7% 12-19 69.6% 8-11 3.3% 5-7 3.3% <5 0.0% Totals 100.0% 2015 2020 2030 0.0% 0.0% 0.0% 36.0% 60.0% 2.0% 2.0% 0.0% 100.0% 0.0% 0.0% 0.0% 40.0% 55.0% 1.0% 1.0% 0.0% 100.0% 0.0% 0.0% 10.0% 40.0% 50.0% 0.0% 0.0% 0.0% 100.0% 19.5 81.1% 15.8 21.3 82.0% 17.5 23.0 83.0% 19.1 25.5 85.0% 21.7 151,803 9,617 19,234 27 202,095 11,600 23,200 32 274,000 14,400 28,800 39 408,595 18,900 37,800 52 6.5 85.6% 5.6 6.5 86.0% 5.6 6.5 87.0% 5.7 6.5 88.0% 5.7 216,869 38,991 77,982 108 247,005 44,200 88,400 123 274,000 48,500 97,000 135 334,305 58,400 116,800 162 9.1 83.7% 7.6 368,672 41.2% 48,608 19.8% 9.6 84.0% 8.0 449,100 45% 55,800 20.8% 10.3 84.8% 8.7 548,000 50% 62,900 22.9% 11.1 86.2% 9.6 742,900 55% 77,345 24.5% Seats/Departure Boarding Load Factor Enplanements/Departure Annual Enplanements Annual Departures Annual Operations Average Daily Flights Helicopters Seats/Departure Boarding Load Factor Enplanements/Departure Annual Enplanements Annual Departures Annual Operations Average Daily Flights Total Air Tour Activity Seats/Departure Boarding Load Factor Enplanements/Departure Total Tour Enplanements Fixed Wing Enplaned Percentage Total Tour Departures Fixed Wing Departure Percentage That airline is now USAirways Express and still provides service to some airports in Arizona using the Dash 8 as well as Canadair Regional Jets (CRJs). Other small commercial airports in the state receive service Destination Airline Operations In the late 1980s and early 1990s, Grand Canyon National Park Airport had scheduled destination service by American West Express using the 34seat DeHaviland Dash 8 turboprop. 2-14 from Great Lakes Airways utilizing 19-seat Beech 1900 aircraft. also operates Boeing 737 aircraft in its fleet and is considering some flights to GCN. GCN has been served by nonscheduled charters using larger commercial service jets over the years as well. While charters will continue to serve the airport, there may also be future potential to develop scheduled jet service. In today’s airline environment, there are several airlines that provide service on less than a daily basis. Airlines such as Allegiant and Sun Country provide this type of service at airports in Arizona today. A current air tour operator, Vision Air, Table 2F provides a projected fleet mix based upon the GCN destination passenger forecast. At lower enplanement levels, the regional aircraft mentioned above can be expected to carry most of the destination passengers, with some allowance for charter or non-daily scheduled flights by larger commercial jets. As traffic grows, the mix can be expected to shift more towards these aircraft as well as regional jets. TABLE 2F Destination Airline Fleet Mix and Operations Forecast Grand Canyon National Park Airport Fleet Mix Seating Capacity 2010 2015 Major Airlines > 165 0.0% 0.0% 135-164 5.0% 5.0% 105-134 0.0% 0.0% 80-104 0.0% 0.0% 60-79 0.0% 0.0% 40-59 0.0% 20.0% 20-39 45.0% 45.0% < 20 50.0% 30.0% Totals 100.0% 100.0% Seats/Departure Boarding Load Factor Enplanements/Departure 30.0 70.0% 21.0 36.2 72.0% 26.1 2020 2030 0.0% 20.0% 0.0% 0.0% 35.0% 0.0% 45.0% 0.0% 100.0% 0.0% 30.0% 0.0% 20.0% 30.0% 0.0% 20.0% 0.0% 100.0% 66.0 74.0% 48.8 87.0 75.0% 65.3 Annual Enplanements Annual Departures Annual Operations 31,302 1,500 3,000 52,066 2,000 4,000 114,357 2,000 4,600 Average Daily Flights 4 6 7 2-15 269,615 4,100 8,200 12 GENERAL AVIATION ACTIVITY FORECASTS 2008 projected based aircraft to grow from 46 to 47 by 2012 and 51 in 2025. BASED AIRCRAFT Exhibit 2E graphically presents these projections for comparison. The entire range of the AzSASP forecasts falls between the Master Plan (high) and TAF (low) projections. Based aircraft at GCN are unique in that most are associated with the air tour operators. The number of noncommercial, general aviation based aircraft is limited by the area’s population and its remote location. Of the 46 aircraft currently considered as based at GCN, 44 are associated with the air tour operators. Helicopters comprise 32 of these aircraft. TABLE 2G Previous Based Aircraft Forecasts Grand Canyon National Park Airport Year Based Aircraft Actual 1990 20 1991 20 1992 35 1993 35 1994 35 1995 35 1996 35 1997 47 1998 47 1999 52 2000 52 2001 51 2002 51 2003 51 2004 48 2005 48 2006 41 2007 46 2008 46 2005 Master Plan 2007 47 2012 53 2017 59 2022 65 2007 AzSASP (low range) 2012 51 2017 50 2030 51 2007 AzSASP (high range) 2012 62 2017 56 2030 65 2008 FAA TAF 2015 48 2020 50 2025 51 Table 2G presents a history of based aircraft as recorded by the FAA in its Terminal Area Forecast Detail Report for GCN issued December 2008. The number of based aircraft grew from 20 to 35 between 1990 and 1995. During this period, air tour passenger enplanements grew from 207,000 to 535,000. By 2000, based aircraft grew to 52, although enplanements remained relatively constant at 563,000. After 9-11, the air tour enplanements declined sharply, but have been growing back slowly. Based aircraft have declined to the current 46. Table 2G also presents three recent forecasts of based aircraft. The first is from the 2005 Master Plan, which projected based aircraft to grow from 51 in 2003 to 53 by 2012 and 65 by 2012. The Arizona State Airport System Plan (AzSASP), which is currently in draft form provided a range of forecasts through 2030. From 48 based aircraft in 2007 the range projected 50 to 51 based aircraft by 2012, and 56 to 65 by 2030. The FAA Terminal Area Forecast (TAF), issued in December 2-16 08MP08-2E-6/3/09 80 HISTORICAL FORECAST 70 60 BASED AIRCRAFT 50 40 30 20 10 1990 1995 2000 2005 2010 2015 2020 2025 2030 LEGEND 2005 Master Plan 2007 AzSASP (High Range) 2007 AzSASP (Low Range) 2008 FAA Terminal Area Forecast (TAF) Selected Forecast Exhibit 2E BASED AIRCRAFT FORECAST Based aircraft can be expected to increase as air tour operations increase; however, the rate of growth should not be expected to be identical. A portion of the operations increase can be absorbed within the current based fleet. Some of it may also be served by aircraft that are brought in, but would not be considered based at the airport. This could be especially true during peak periods of the year. As a result, a forecast that lies within the range of the AzSASP projections was selected for the purposes of the Terminal Area Plan. This forecast is depicted on Exhibit 2E and Table 2H. TABLE 2H Based Aircraft Forecast Total ACTUAL. 2008 FORECAST 2015 2020 2030 Piston Single Engine Multi-Engine Turbine Prop Jet Helicopter 46 6 8 0 0 32 52 55 62 7 7 8 10 10 11 0 1 4 0 0 0 35 37 39 itinerant operations increase with business and commercial use, since business aircraft are operated on a higher frequency. Table 2H also presents the based aircraft fleet mix forecast. The air tour fleet is expected to add seating capacity over the planning period. This will be accomplished primarily with additional multi-engine piston and turboprop aircraft. ITINERANT OPERATIONS Table 2J and Exhibit 2F depict general aviation itinerant operations, as counted by the ATCT at Grand Canyon National Park Airport since 1990. As is evident from examination of the table and exhibit, GA itinerant operations have been in a general state of decline since 1992. Between 1992 and 2007, itinerant operations declined by nearly 63 percent to 3,701. In 2008, operations increased slightly to 3,763. In the first four months of 2009, however, GA itinerant operations were up over 14 percent. If this remains positive for the entire year, it will be the first consecutive year increase since 1991-92. GENERAL AVIATION OPERATIONS General aviation operations are classified by the airport traffic control tower (ATCT) as either local or itinerant. A local operation is a take-off or landing performed by an aircraft that operates within sight of the airport, or which executes simulated approaches or touch-and-go operations at the airport. Itinerant operations are those performed by aircraft with a specific origin or destination away from the airport. Generally, local operations are characterized by training operations or aircraft check flights. Typically, 2-17 TABLE 2J General Aviation Itinerant Operations Grand Canyon National Park Airport GCN Itinerant Year Operations 1990 7,382 1991 7,543 1992 7,880 1993 7,293 1994 6,812 1995 6,519 1996 5,649 1997 6,013 1998 5,338 1999 5,778 2000 5,177 2001 4,810 2002 5,234 2003 5,042 2004 4,943 2005 4,245 2006 3,829 2007 3,701 2008 3,763 2005 Master Plan 2012 7,400 2017 8,500 2022 10,500 2007 AzSASP (low range) 2012 3,800 2017 3,900 2030 4,300 2007 AzSASP (high range) 2012 4,000 2017 4,200 2030 5,000 2008 FAA TAF 2015 3,596 2020 3,616 2025 3,636 Terminal Plan Forecast 2015 4,600 2020 5,000 2030 6,000 US ATCT GA Itinerant (millions) 23.10 22.20 22.10 21.14 21.06 20.86 20.82 21.70 22.09 23.02 22.84 21.43 21.45 20.23 20.01 19.32 18.74 18.58 17.37 GCN Share % 0.0320% 0.0340% 0.0357% 0.0345% 0.0323% 0.0313% 0.0271% 0.0277% 0.0242% 0.0251% 0.0227% 0.0224% 0.0244% 0.0249% 0.0247% 0.0220% 0.0204% 0.0199% 0.0217% 16.54 17.86 19.26 0.0447% 0.0476% 0.0545% 16.54 17.86 22.02 0.0230% 0.0218% 0.0195% 16.54 17.86 2.57 0.0242% 0.0235% 0.0222% 17.33 18.70 20.44 0.0208% 0.0193% 0.0178% 17.33 18.70 22.57 0.0267% 0.0267% 0.0267% over the same time period. Nationally, operations declined from 1990 through 1996, then recovered what Table 2J also depicts the number of GA itinerant operations counted at towered airports across the country 2-18 HISTORICAL FORECAST LEGEND 10,000 Itinerant Operations 2005 Master Plan 2007 AzSASP (high range) 2007 AzSASP (low range) 2008 FAA Terminal Area Selected Forecast Local Operations 2005 Master Plan 2007 AzSASP (high range) 2007 AzSASP (low range) 2008 FAA Terminal Area Selected Forecast 8,000 ANNUAL OPERATIONS 08MP08-2F-6/8/09 12,000 6,000 Itinerant Operations 4,000 2,000 Local Operations 1990 1995 2000 2005 2010 2015 2020 2025 2030 Exhibit 2F GENERAL AVIATION OPERATIONS FORECAST was lost over the next three years. From that point in 1999, however, the decline in operations began again and has continued through the current decade. Even with the national decline, GCN’s market share as a percentage of GA itinerant operations at towered airports across the country generally declined from 0.0251 percent in 1999 to 0.199 percent in 2007. For 2008, the market share stood at 0.0217 percent. over the planning period, while the other two would see a decreasing market share, although the decrease resulting from the TAF forecast is more significant. The 2008 operations level is above the level forecast in the TAF for 2025, and the first four months indicate that traffic is up by 14 percent in 2009. This would suggest that the TAF is pessimistic for the purposes of this Terminal Area Plan. If this growth rate were maintained, operations would reach 4,300 for 2009, matching the 2025 low range forecast of the AzSASP. It would also represent a 0.0265 percent market share which is similar to the average market share the airport has experienced over the last 19 years (0.0267 percent). In FAA Aerospace Forecasts Fiscal Years 2009-2025, the FAA projects itinerant general aviation operations at towered airports. Table 2J presents this forecast as well. With itinerant GA operations decreasing at an annual average rate of 3.4 percent over the last eight years, the FAA forecasts a similar rate of decline through at least 2010. After that an annual average increase of 1.5 percent is forecast through 2020. Overall, the average annual growth rate between 2008 and 2025 is projected to be 1.0 percent. For planning purposes, a projection that recaptures the average market share of the last 19 years was developed. It is presented on Table 2J and Exhibit 2F. While it represents a larger percentage growth in operations, it is still a relatively small growth in overall general aviation operations. The three recent forecasts for general aviation itinerant operations are also presented on the same table and exhibit. As with based aircraft, the 2005 Master Plan forecast is the highest, with the AzSASP range of forecasts in the middle, and the FAA TAF being the lowest projection. In fact, the FAA TAF shows a continued decline to 3,501 annual operations in 2010 followed by a growth of just 115 operations through 2025. LOCAL OPERATIONS Table 2K and Exhibit 2F present the historic local general aviation operations at GCN. Over the past 19 years, local operations have comprised from 10 to 29 percent of the airport’s general aviation operations with an overall average of 20 percent. The percentage has been below the average each of the last four years. The highest level of local GA operations over the period The market share for each of these forecasts is also compared on the table. The Master Plan forecast would result in an increase in market share 2-19 was 3,456 in 1994, and the lowest was 613 in 2008. In the first four months of 2009, however, local operations were up 92 percent over the same peTABLE 2K General Aviation Local Operations Grand Canyon National Park Airport GCN Itinerant Year Operations 1990 3,212 1991 3,368 1992 2,609 1993 2,938 1994 3,586 1995 2,854 1996 2,121 1997 1,308 1998 1,217 1999 2,343 2000 1,769 2001 1,494 2002 1,956 2003 2,082 2004 2,371 2005 1,439 2006 1,088 2007 859 2008 613 2005 Master Plan 2012 800 2017 1,100 2022 1,500 2007 AzSASP (low range) 2012 900 2017 900 2030 1,000 2007 AzSASP (high range) 2012 900 2017 1,000 2030 1,100 2008 FAA TAF 2015 590 2020 595 2025 603 Terminal Plan Forecast 2015 1,000 2020 1,100 2030 1,300 riod in 2008. If this increase is maintained over the entire year, local operations would exceed 1,000 again after two consecutive years below that level. US ATCT GA Itinerant (millions) 17.10 16.60 16.31 15.46 15.19 15.07 14.48 15.16 15.96 16.98 17.03 16.19 16.17 15.29 14.96 14.85 14.38 14.56 13.92 GCN Share % 0.0188% 0.0203% 0.0160% 0.0190% 0.0236% 0.0189% 0.0146% 0.0086% 0.0076% 0.0138% 0.0104% 0.0092% 0.0121% 0.0136% 0.0158% 0.0097% 0.0076% 0.0059% 0.0044% 13.23 13.41 13.72 0.0060% 0.0082% 0.0109% 13.23 13.41 15.09 0.0068% 0.0067% 0.0066% 13.23 13.41 15.09 0.0068% 0.0075% 0.0073% 13.31 13.59 14.18 0.0044% 0.0044% 0.0043% 13.31 13.59 15.09 0.0075% 0.0081% 0.0086% 2-20 Like itinerant operations, local GA operations at U.S. towered airports have generally been declining over the past two decades. Since 2000, they have been declining at an annual average rate of 2.5 percent. In FAA Aerospace Forecasts Fiscal Years 2009-2025, the FAA projects local operations to continue a similar rate of decline through 2010, then begin to grow slowly at 0.3 percent through 2020. OTHER AIR TAXI Air taxi operations as reported by the ATCT include commuter passenger, commuter cargo, as well as for-hire general aviation operations. Some operations by aircraft operated under fractional ownership programs are also counted as air taxi operations. Since the airline and air tour operations have been forecast, this section reviews the growth potential for the “other air taxi” operations at GCN. Table 2K and Exhibit 2F present the three most recent GA local operations forecasts as presented prepared for the GCN Master Plan, the Arizona SASP, and the FAA TAF. These projections all remain within a very limited range from 600 to 1,500 annual operations. The TAF is the lowest projection and essentially forecasts local operations to remain flat around 600. The Master Plan is the high end projection with local operations forecast to reach 1,500 by 2022. The SASP is located between the other two with its high range operations projected to grow to 1,100 by 2030. Table 2L presents the other air taxi operations for the past three years. These operations have declined significantly in the last four years. Because of the relationship to general aviation activity, other air taxi operations were projected to increase in line with that of general aviation itinerant operations. The resulting forecast is also presented on Table 2L. TABLE 2L Other Air Taxi Operations Grand Canyon National Park Airport Year Other Air Taxi Actual 2005 10,474 2006 7,620 2007 4,718 2008 2,374 Forecast 2015 2,900 2020 3,200 2030 3,800 This year’s increase in local operations over the first four months indicates at least a recovery to the levels of 2005. This would make the TAF projections obsolete and would match the long range forecast of the SASP. For planning purposes, a forecast was selected that is between the SASP and the Master Plan projection. It is also depicted in the table and on the exhibit. This anticipates local GA operations to continue to remain generally around the 1,000 to 1,300 level over the planning period. MILITARY Military activity accounts for the smallest portion of the operational 2-21 traffic at GCN. Since 1990, annual military operations have fluctuated between a high of 1,204 in 2002 and a low of 163 in 1997. Over the last four years, military operations have averaged approximately 1,000 annually. While the percentage fluctuates from year-to-year, operations are approximately equally split between itinerant and local operations. 1,900 by 2022. It is extremely difficult to project future military options without knowledge of potential changes in mission or fuel contracts. Since operations have remained relatively constant for several years, for the purposes of this Master Plan update, military operations were projected to average 1,000 per year over the planning period. Table 2M includes the military forecast. The 2005 Master Plan projected military operations to grow from 600 to TABLE 2M Activity Forecast Summary Actual 2008 AIRLINE ENPLANEMENTS Airline Enplanements Air Tour Airlines Destination Airlines Total Airline Enplanements Annual Operations Airline Air Tour Airlines Destination Airlines Total Airline Operations General Aviation Itinerant Local Total General Aviation Operations Other Air Taxi Operations Military Operations Total Annual Operations Based Aircraft Single Engine Piston Multi-Engine Piston Turboprop Jet Helicopter Total Based Aircraft 2015 2020 2030 368,372 368,372 449,000 52,000 501,000 548,000 114,000 662,000 743,000 270,000 1,013,000 97,216 97,216 111,600 4,000 115,600 125,700 4,600 130,300 154,700 8,200 162,900 3,763 613 4,376 2,374 929 104,895 4,600 1,000 5,600 2,900 1,000 125,100 5,000 1,100 6,100 3,200 1,000 140,600 6,000 1,300 7,300 3,800 1,000 175,000 6 8 0 0 32 46 7 10 0 0 35 52 7 10 1 0 37 55 8 11 4 0 39 62 2-22 Chapter Three TERMINAL AREA FACILITY REQUIREMENTS CHAPTER THREE TERMINAL AREA FACILITY REQUIREMENTS established, alternatives based upon these needs can be formulated and evaluated in the next chapter. The next step in the terminal area planning process is to translate passenger demand into the specific types and sizes of facilities that can adequately serve the existing and projected demand levels. This chapter utilizes the forecasts outlined in the previous chapter, as well as established planning criteria, to determine facility needs related to the terminal buildings (commercial and general aviation), apron, hangars, vehicle parking and access, and support facilities. PLANNING HORIZONS Cost-effective, efficient, and orderly terminal development should rely more upon actual demand than a time-based forecast figure. To emphasize this point, a series of planning horizon milestones have been established that take into consideration the reasonable range of the demand projections. The objective of this effort is to identify the adequacy of the existing terminal area facilities, outline what new facilities are needed, and when they may be needed to accommodate future demand. Once the facility requirements have been Over time, actual activity may be lower or higher than what the annualized forecasts portray. By planning according to activity milestones, the resultant plan can accommodate shifts or 3-1 changes in the passenger demand. As a result, the plan provides flexibility while potentially extending its useful life if demand trends slow over the period. The resultant plan provides air- port officials with a financially responsible and need-based program. Table 3A presents the planning milestones for each activity demand category. TABLE 3A Aviation Demand Planning Horizons Grand Canyon National Park Airport Base Year (2008) Air Tour Enplanements 151,803 Fixed Wing 216,869 Helicopter 368,672 Annual Total Annual Destination Enplanements 0 Based Aircraft 46 Annual Operations Air Tour Airline 19,234 Fixed Wing 77,982 Helicopter 0 Destination Airline 2,374 Other Air Taxi 3,763 GA Itinerant 613 GA Local 929 Military Total Operations 104,895 Short Term Terminal facility needs analyses typically relates to the level of activity during a peak or design period. The periods used in developing the capacity analyses and facility requirements in this study are as follows: Peak Month - The calendar month in which traffic activity is highest.  Design Day - The average day in the peak month. For airline activity, this indicator is typically based Long Term 202,000 247,000 449,000 274,000 274.000 548,000 409,000 334,000 743,000 52,000 52 114,000 55 270,000 62 22,200 88,400 4,000 2,900 5,600 2,900 1,000 125,100 28,800 97,000 4,600 3,200 6,100 3,200 1,000 140,600 37,800 116,800 8,200 3,800 7,300 3,800 1,000 287,900 upon weekday flight schedules, discounting the reduced activity for flights that are scheduled, but not necessarily daily. PEAKING CHARACTERISTICS  Intermediate Term  Design Hour - The busiest hour within the design day or busy day. It is important to note that only the peak month is an absolute peak within a given year. All other peak periods will be exceeded at various times during the year. However, they do represent reasonable planning standards that can be applied without overbuilding or being too restrictive. 3-2 the peak month, as activity during the peak month tends to be distributed relatively evenly through any given week. PEAK AIR TOUR ACTIVITY Peak activity for air tour operations and passengers is divided into fixed wing and helicopter because their landside operations are essentially segregated on the airport. The fixed wing air tour operators utilize the aircraft apron along the runway as well as the terminal facilities adjacent to the aircraft apron. Hourly activity is examined as a percentage of the daily activity. Air tour activity generally occurs over a 12hour period each day. A peaking factor of 13 percent was applied to determine the design hour operations. Design hour passengers were based upon the number of operations during the design hour times the average passengers per operation. For the most part, the helicopter tour companies operate from their own facilities on the airport, east of the terminal and airport access roads. The helicopter peak projections can be used by these private operators to plan for their space requirements to meet future demand. Similarly, the helicopter peaking activity forecasts are shown on Table 3C. While August is also the peak month for helicopter air tours, the percentage of activity during the month is higher than for the fixed wing tours. Over the past five years, helicopter enplanements during the peak month averaged 15.6 percent, while helicopter tour operations averaged 15.0 percent. The average day of the peak month was also used as the design day, and peak hour operations were based upon 13 percent of the daily activity. Design hour helicopter passengers were also based upon the number of operations during the design hour times the average passengers per operation. Fixed Wing Air Tour Design Peaks Table 3B presents the peak activity projections for the fixed wing air tour airlines. The peak month projections were based upon the average peak month over the past five years. August is typically the peak month for fixed wing air tour activity. An average of 12.1 percent of the enplanements and 12.7 of the operations occur during the peak month. The design day is based upon the average day of 3-3 TABLE 3B Peak Fixed Wing Air Tour Activity Grand Canyon National Park Airport Base Year 2008 Short Term Enplanements Annual 151,803 202,100 Peak Month 21,421 24,700 Design Day 691 797 Design Hour 89 107 Total Passengers Design Hour 178 214 Operations Annual 19,232 23,200 Peak Month 2,874 3,020 Design Day 93 97 13 Design Hour 12 Departures Design Day 47 49 Design Hour 6 7 TABLE 3C Peak Helicopter Air Tour Activity Grand Canyon National Park Airport Base Year 2008 Short Term Enplanements Annual 216,869 247,000 Peak Month 37,170 38,300 Design Day 1,199 1,235 Design Hour 150 157 Total Passengers Design Hour 300 314 Operations Annual 77,982 88,400 Peak Month 12,830 13,260 Design Day 414 428 Design Hour 54 56 Departures Design Day 207 214 Design Hour 27 28 3-4 Intermediate Term Long Range 274,000 33,200 1,107 127 409,000 49,500 1,650 166 254 332 28,800 3,740 121 16 37,800 4,910 158 20 61 8 79 10 Intermediate Term Long Range 274,000 42,500 1,371 170 334,300 51,800 1,671 212 340 424 97,000 14,550 469 61 116,800 17,520 565 73 235 30 283 37 ate with models that provide service on frequencies of two to four times a week rather than the traditional five to seven days. There is a potential for this type of service at Grand Canyon provided the airline can contract either with other airlines, a fixed base operator, or in some cases, the airport to provide ground handling and ticketing services. PEAK DESTINATION AIRLINE ACTIVITY Since destination airline traffic is minimal at the present time, the base year planning horizon is replaced with an “Initial” horizon to represent the initial activity that could be expected in the first full year of an airline startup. Peak month operations and enplanements were estimated to average 11.0 percent of the annual totals. This is reflective of air service for a yearround tourism destination. Activity will peak in the summer months, more than at a typical airport, but less than the peak at a seasonal tourist destination. Design hour activity was based upon accommodating a portion of the design day operations. This percentage will decline as daily flights increase and was estimated between 30 and 25 percent of the daily flights. Design hour passengers were based upon the number of operations during the design hour times the average passengers per operation with an elevated load factor for the peak period. Design day activity takes into account the potential for service on a less than daily basis. Some carriers today operTABLE 3D Peak Destination Airline Activity Grand Canyon National Park Airport Initial Enplanements Annual Peak Month Design Day Design Hour Total Passengers Design Hour Operations Annual Peak Month Design Day Design Hour Departures Design Day Design Hour Short Term Intermediate Term Long Range 31,000 3,410 122 54 52,000 5,720 204 87 114,000 12,540 448 158 270,000 29,700 1,061 278 103 156 277 473 3,000 330 13 4 4,000 440 17 5 4,600 506 18 5 8,200 902 33 8 7 2 9 3 9 3 17 4 3-5 sign day factor for itinerant general aviation/other air taxi activity. During August and September in 2008, the peak day of each week, typically Sunday, averaged 26.4 percent of the operations for the week. This equates to a design day factor of 1.85 times higher than the average day of the peak month. ITINERANT GENERAL AVIATION/OTHER AIR TAXI PEAKS The peak month for general aviation itinerant operations at GCN is typically May or September, while the peak for air taxi is typically May or August. In the five years from 2004 through 2008, the peak month averaged 11.6 percent of the annual itinerant general aviation operations and 11.5 percent of annual air taxi operations. The design hour for itinerant general aviation and other air taxi operations was estimated at 20 percent of the design day operations. Table 3E summarizes the peak activity projections for each planning horizon. Daily operational counts from the ATCT were utilized to determine a de- TABLE 3E Air Taxi and Itinerant General Aviation Operational Peaks Grand Canyon National Park Airport Base Year Short Intermediate (2008) Term Term AIR TAXI Annual 2,374 2,900 3,200 274 334 Peak Month 369 17 21 Design Day 23 3 4 Design Hour 5 ITINERANT GENERAL AVIATION Annual 4,600 5,000 3,763 404 536 Peak Month 582 25 33 Design Day 36 5 7 Design Hour 7 Long Term 3,800 436 27 5 6,000 699 43 9 terminal complex functional areas was performed with the guidance of FAA Advisory Circular 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities, the TSA Recommended Security Guidelines for Airport Planning, Design and Construction, and IATA Level of Service Standards. PASSENGER TERMINAL BUILDING REQUIREMENTS Requirements for the passenger terminal building include aircraft gate positions, departures processing, arrivals processing, concourse facilities, public spaces, as well as building systems and support. This section identifies the facilities required to meet the airport’s terminal needs through the planning horizons. The review of the capacity and requirements for various A spreadsheet model was used in the terminal analysis. The model was based on industry standards and cali3-6 brated for GCN based upon the existing use of facilities and the type of traffic anticipated. The model utilizes the standard queuing theory which can be defined as: passengers arriving minus passengers processed equals passengers in queue. The evaluation of individual processing elements is based on industry standards and formulas. The model considers the level of service standards established by the International Air Transport Association (IATA). Level of service (LOS) defines the comfort and quality of the passenger experience. Some are related to crowding in queuing areas, while others define the amount of time a passenger must wait for processing. Table 3F outlines the basic level of service standards. TABLE 3F Level of Service Standards (IATA) Grand Canyon National Park Airport AREA PER OCCUPANT Level of Service Standards A B C+ C CD E F 2 2 2 2 2 2 2 2 Ft Ft Ft Ft Ft Ft Ft Ft Check-in Queue Area 19.4 17.2 16.1 15.1 14.0 12.9 10.8 Wait/Circulate 29.1 24.8 22.6 20.4 18.3 16.1 12.8 Hold Room 15.1 13.5 12.8 12.0 11.3 10.5 8.0 Bag Claim Area (excl. claim device) 21.5 19.4 18.3 17.2 16.1 15.1 12.9 Federal Inspection Services 15.1 12.9 11.8 10.8 9.7 8.6 6.5 A – Excellent levels of service; conditions of free flow; excellent level of comfort. B – High level of service; condition of stable flow; very few delays; high level of comfort. C – Good level of service; condition of stable flow; acceptable delay; good level of comfort. D – Adequate level of service; condition of unstable flow; acceptable delays for short periods of time; adequate level of comfort. E – Inadequate level of service; condition of unstable flow; unacceptable delays; inadequate levels of comfort. F – Unacceptable levels of service; conditions of cross flows, system breakdown and unacceptable delays; unacceptable levels of comfort. In general, LOS C is a typical design goal for most airports. LOS B would be a preferred goal if the budget allows it. LOS A is generally too expensive to achieve, and thus prohibitive to implement. For purposes of this analysis, an LOS C+ was used to represent a median between LOS B and C. Because the air tour airlines and the destination airlines have some different terminal requirements, this section is divided into two areas. The first examines the fixed wing air tour airline terminal requirements. The second examines the requirements for the destination airlines. Depending upon the final recommendations, these could be served by one or separate terminal facilities. Since the hel- 3-7 icopter air tours operate from three private leaseholds, their requirements are subject to their own planning and development within those leaseholds, thus are not included here. long term, a 28,600 square-foot terminal will be needed for the fixed wing aircraft activity. DESTINATION AIRLINE TERMINAL REQUIREMENTS FIXED WING AIR TOUR TERMINAL REQUIREMENTS The functional requirements for a terminal to serve destination airlines are more in line with the traditional passenger terminal. The review of the requirements for various functional areas of the terminal was performed to reflect the planning horizon milestones for enplanements. This included an initial level (31,000) as well as advanced milestone levels of 52,000, 114,000, and 270,000 annual enplaned passengers. Table 3H summarizes these requirements. The fixed wing air tour airlines primarily operate out of the existing terminal at GCN, with the exception of Grand Canyon Airlines, which does handle a portion of the fixed wing air tour activity from its FBO terminal north of the main terminal. Table 3G presents a functional breakdown of the existing terminal building space for comparison to the current and future demand requirements. The most visible space for the airline is the ticket counter. Airline ticket counter length, counter area, and airline ticket office (ATO), TSA bag screening, and outbound baggage make-up and operations were calculated based upon design hour activity. The amount of space needed in this area could be reduced with extensive curb and/or parking lot check-in. The functional space requirements for the air tour operators do not include security screening as their flights typically do not operate under Federal Aviation Regulation (FAR) Part 139. Since most flights are short and for air tour purposes only, baggage handling is also minimal. As can be seen from the table, most of the functions in the terminal are being taxed beyond the desirable level of service during the design periods. This is relieved somewhat with a portion of the activity being handled at the Grand Canyon Airlines FBO terminal. As fixed wing air tour traffic increases, the spatial needs will also increase as presented on the table. Public waiting lobby is typically available for passengers and visitors to comingle prior to departure as well as for greetings upon arrival. Since most of the traffic will be non-local, local “meeters and greeters” will be limited. The processing rate at current security levels is 200 passengers per hour. A single station should be adequate through the 114,000 enplanement level, but a second station will be needed for the long term horizon level. For 2008 activity levels, a 15,700 square foot terminal is needed. At the short term planning horizon, this will grow to 18,400 square feet. In the 3-8 TABLE 3G Fixed Wing Air Tour Terminal Facility Requirements Grand Canyon National Park Airport Available DEPARTURES PROCESSING Ticket Counters Utilization Factor Agent Positions Frontage Area Ticket Lobby Queuing Area Airline Ticket Office Ticket Lobby Circulation Public Area Waiting Lobby/Circulation CONCOURSE FACILITIES Passenger Holdrooms Gates Holdroom Area Airline Operations Concourse Circulation Circulation Area PUBLIC SPACES Restrooms Area Concessions Food & Beverage Retail Support Rental Car Counter Frontage Counter and Office Area Counter Queuing Area Airport Administration Administration/Operations FUNCTIONAL AREA TOTAL Total Programmed Functional Area BUILDING SYSTEMS/SUPPORT Mechanical/HVAC General Circulation/Stairwells/Storage TOTAL TERMINAL Gross Building Area 100% # LF SF Annual Enplanement Planning Horizons Current Short Intermediate Long 151,803 202,000 274,000 409,000 10 86 513 89 6 36 380 107 7 42 440 127 8 48 500 166 10 60 630 SF SF SF 443 1,034 636 480 756 414 570 882 483 680 1,008 552 890 1,260 690 SF 1,498 1,562 1,864 2,225 2,901 # SF SF 5 1,619 0 6 2,839 3,600 7 3,348 3,900 8 3,907 4,800 10 4,986 6,000 SF 0 852 1,004 1,172 1,496 SF 600 857 1,022 1,221 1,591 SF SF SF 0 575 0 493 304 239 657 404 318 891 548 432 1,329 818 644 LF SF SF 20 171 80 5 80 43 6 96 51 8 114 61 10 149 80 SF 288 893 1,065 1,272 1,658 SF 7,457 13,791 16,104 19,383 25,122 SF SF 253 784 552 1,379 644 1,610 775 1,938 1,005 2,512 SF 8,494 15,721 18,359 22,096 28,639 An airline gate represents an aircraft parking position adjacent to a terminal building and is used by a single aircraft for the loading and unloading of passengers and baggage. Initially, all aircraft may be ground-boarded, but as the number of flights by jets with 60 or more seats increase, it will be desirable to add loading bridges. Five of the six long term gates should ultimately be planned for loading bridges. 3-9 TABLE 3H Destination Terminal Facility Requirements Grand Canyon National Park Airport Annual Enplanement Planning Horizons Initial Short Intermediate Long 31,000 52,000 114,000 270,000 DEPARTURES PROCESSING Ticket Counters Utilization Factor Agent Positions Frontage Area Ticket Lobby Queuing Area TSA Baggage Check Outbound Baggage Airline Ticket Office Ticket Lobby Circulation Public Area Circulation Security Stations Number Queuing Area Station Area TSA Administration/Operations CONCOURSE FACILITIES Passenger Holdrooms Gates Holdroom Area Airline Operations Concourse Circulation Circulation Area ARRIVALS PROCESSING Baggage Claim Passengers claiming bags Claim Display Frontage Claim Device Floor Area Inbound Baggage Baggage Service Office Claim Lobby Area Excl. Device Area Circulation Area PUBLIC SPACES Restrooms Area Concessions Food & Beverage Retail Support Rental Car Counter Frontage Counter and Office Area Counter Queuing Area Airport Administration Administration/Operations FUNCTIONAL AREA TOTAL Total Programmed Functional Area BUILDING SYSTEMS/SUPPORT Mechanical/HVAC General Circulation/Stairwells/Storage TOTAL TERMINAL Gross Building Area 90% # LF SF 49 3 18 200 78 4 24 260 143 7 42 460 251 10 60 660 SF SF SF SF SF 270 360 860 380 210 440 480 1,150 500 280 800 840 2,020 880 480 1,410 1,200 2,880 1,260 690 SF 2,870 4,380 7,760 13,250 # SF SF SF 1 170 360 700 1 280 360 700 1 510 360 700 2 900 720 1,400 # SF SF 2 1,620 2,000 3 2,510 2,500 4 3,990 2,500 6 6,900 4,000 SF 490 750 1,200 2,070 85% LF SF SF SF 46 40 200 640 80 74 60 300 960 120 135 110 550 1,760 220 237 190 950 3,040 380 SF SF 1,090 660 1,760 1,060 3,200 1,930 5,630 3,380 SF 490 750 1,330 2,270 SF SF SF 370 160 110 620 260 180 1,370 570 390 3,240 1,350 920 LF SF SF 10 150 80 16 230 130 28 420 220 47 710 380 SF 800 1,300 2,200 3,800 SF 15,320 22,260 36,660 63,390 SF SF 610 1,530 890 2,230 1,470 3,670 2,540 6,340 SF 17,460 25,380 41,800 72,270 3-10 Departure lounge requirements depend upon the number of passengers in the departure areas during peak periods. This can also be dependent upon the size of aircraft as well. Departure lounge requirements have tended to increase since the events of 9-11 as passengers prefer to move through the security process and wait in the departure area. GROUND ACCESS REQUIREMENTS The passenger terminal building serves as the primary interface between air and ground transportation. Ground access to the terminal area is an important consideration as access and convenience can positively influence the overall growth of an airport. The primary components to be examined are: Baggage claim facilities are based upon the number of arriving passengers during peak periods. As a tourist destination, most passengers are anticipated to have bags, but few meters and greeters will occupy the bag claim area with the passengers.     Public spaces include passenger and visitor-oriented amenities, concessions, and services other than those provided by the airlines. Restrooms, concessions, and rental car facilities have been shown as well as the space necessary for airport administration and operations related to the terminal. Because this is a tourist destination airport, demands for rental cars and shuttle services could be higher than normal ratios. Retail and restaurant space is shown at average levels, but may need to be expanded beyond the normal standards. Airport and Terminal Access Roadway Terminal Curb Frontage Terminal Vehicle Parking Multi-Modal Considerations AIRPORT AND TERMINAL ACCESS ROADWAY In terminal facility planning, both onand off-airport vehicle access is important. For the convenience of the traveler (and to provide maximum capacity), access to the terminal should include (to the extent practical) connections to the major arterial roadways near the airport. The capacity of the airport access and terminal area roadways is the maximum number of vehicles that can pass over a given section of a lane or roadway during a given time period. It is normally preferred that a roadway operate below capacity to provide reasonable flow and minimize delay to the vehicles using it. As indicated on Table 3H, a 17,500 square-foot terminal could accommodate the 31,000 initial enplanement milestone. A 25,400 square foot building would accommodate the short term horizon of 52,000 enplanements. For the long term horizon of 270,000 enplanements, capability to expand to 72,000 square foot should be planned for destination passengers. State Route 64 is the primary airport access road to both the airport and Grand Canyon National Park. It is a 3-11 two-lane highway south of the airport and is a four-lane roadway with a center turn lane as it passes through the commercial area of Tusayan. As it passes the airport, there are two southbound lanes and a single northbound lane. The right southbound lane generally serves as a right turn lane into the airport’s two entrances. There are also left turn lanes for northbound traffic at both airport intersections. According to ADOT traffic count data, the SR 64 AADT (annual average daily traffic) was 6,235 vehicles in 2008. more traffic is approaching a point than can traverse the point. Level of Service “C” is generally considered as the threshold of acceptable traffic conditions during peak periods in a generally rural area near an airport. With the growth in visitors projected by the Park Service, the AADT on SR 64 could be expected to increase to 9,000 by the long term planning horizon. Airport-generated traffic was projected using Institute of Traffic Engineers (ITE) methodology. Based upon current and projected air tour, general aviation, and other air taxi activity, the airport would contribute 469 vehicles per day to this increase, growing from 792 to 1,261 vehicles per day. Destination airline traffic would generate 2,078 additional vehicles per day during the peak month. It was assumed that approximately half of the destination airline traffic would be newly generated airport traffic. Therefore, the AADT on the highway could increase to 10,000 by the long term planning horizon. As with the terminal, the means for describing the operational efficiency of a given roadway segment is defined in terms of six descriptive service levels. These levels of service (LOS) range from A to F and are defined as follows:       LOS A – Free flowing traffic with minimal delays. LOS B - A stable flow of traffic, with occasional delays due to the noticeable presence of others in the traffic stream. LOS C – Still stable flow, but operations become more significantly affected by the traffic stream. Periodic delays are experienced. LOS D – Flow becomes more high density with speed and freedom to maneuver becoming severely restricted. Regular delays are experienced. LOS E – Maximum capacity operating conditions. Delays are extended and speeds are reduced to a low, relatively uniform level. LOS F – Forced flow with excessive delays. A condition where Primary access roads to an airport in the type of setting described above can typically provide a capacity of 700 to 800 vehicles per hour in at-grade interrupted flow conditions. With the available turn lanes, it is estimated that the highway in front of the airport has a capacity of approximately 1,600 to 1,800 vehicles per hour. This would be marginally adequate for the long term. As traffic continues to develop, it may become necessary to consider extending the four-lane roadway with center turn lane design south 3-12 lume of ground vehicles anticipated in the peak period on the design day. A typical problem for terminal curb capacity is the length of dwell time for vehicles utilizing the curb. At airports where the curb front has not been strictly patrolled, vehicles have been known to be parked at the curb while the driver and/or riders are inside the terminal checking in, greeting arriving passengers, or awaiting baggage pickup. Since most curbs are not designed for vehicles to remain curbside for more than two to three minutes, capacity problems can ensue. Since the events of September 11, 2001, most airports police the curb front much more strictly for security reasons. This alone has reduced the curb front capacity problems at most airports. from Tusayan past the airport entrances. In addition, signalization of the airport’s intersections may also need to be considered by the long term. According to the ITE model, traffic entering the airport can be expected to grow from 800 to 3,400 vehicles per day at the long term planning horizon. Peak hour traffic would grow from 120 to as much as 500 in the long term. The lanes in front of the current terminal are sufficient to handle up to 900 vehicles per hour. The combination of the two entrances should have the capability to accommodate this level of traffic. Access to the terminal or terminals will need to be evaluated based upon the final proposed concept. The existing terminal building curb is approximately 315 feet in length. The mix at the curb during peak periods can include buses, shuttles, as well as individual vehicles. Taking into account this mix, Table 3J presents terminal curb needs through each planning horizon for the fixed wing air tour terminal operations. TERMINAL CURB FRONTAGE The curb element is the interface between the terminal building and the ground transportation system. The length of curb required for the loading and unloading of passengers and baggage is determined by the type and voTABLE 3J Fixed Wing Air Tour Terminal Curb and Parking Requirements Grand Canyon National Park Airport 315 Current 151,803 240 Short Term 202,100 290 Intermediate 274,000 350 Long Term 409,000 460 125 0 34 20 30 209 112 12 17 21 17 179 134 13 20 24 20 211 160 18 27 32 24 261 209 27 40 48 31 355 Available Annual Enplanements Terminal Curb Length (ft.) Air Tour Parking (spaces) Auto Parking Shuttle Parking Bus Parking Rental Car Employee Parking Total Vehicle Parking 3-13 The current length should be adequate through the short term horizon, but additional curbfront will be needed as activity approached 274,000 annual enplanements. For the long term planning horizon, 460 feet of terminal curb is estimated. Table 3K provides an estimate of the curbfront that will be required for the destination airline activity horizons. While less than 200 feet of curb would be adequate through the short term, 580 feet should be planned for the long term planning horizon. TABLE 3K Destination Airline Terminal Curb and Parking Requirements Grand Canyon National Park Airport Short Initial Term Annual Enplanements 31,000 52,000 Terminal Curb Length (ft.) 110 180 Destination Parking (spaces) Auto Parking Short Term 23 15 Long Term 55 33 48 78 Total Auto Parking 3 5 Shuttle Parking 1 1 Bus Parking 20 33 Rental Car Ready/Return 16 23 Employee Parking 88 40 Total Vehicle Parking Intermediate 114,000 330 42 121 163 10 2 72 46 293 Long Term 270,000 580 71 286 357 24 5 170 81 637 passengers will be significantly lower than might be expected in typical airport settings. TERMINAL VEHICLE PARKING Vehicle parking in the passenger terminal area of the airport includes those spaces utilized by passengers, visitors, rental car agencies, and employee parking for those working in the terminal complex. Parking spaces can be classified as public, employee, and rental car. At the fixed wing air tour terminal, public parking requirements were based upon a ratio to peak hour passengers. These would involve persons visiting the area that drive and park at the airport to take an air tour. The other key parking factor for the air tour terminal is bus parking. Space is provided for staging buses waiting for tour passengers to arrive on a flight. The requirements for bus and shuttle parking are based upon a ratio of design day passengers that will utilize buses. Rental car requirements at the air tour terminal are limited as most air tour passengers already have other ground transportation upon arrival. There are a total of 209 terminal building parking spaces for patrons and employees, including 20 spaces for rental cars, and 34 spaces for buses and shuttle vans. As an airport located in a remote tourist location, most GCN passengers are visitors to the area. Subsequently, the ratio of public parking to enplaned 3-14 The parking requirements for the air tour terminal are outlined in Table 3J. The current parking will be generally adequate through the short term planning horizon. Up to 355 spaces could be needed in the long term. The destination terminal parking requirements can be expected to have a much higher rental car requirement, as many destination passengers will be looking for vehicles to tour the area. Table 3K presents forecast destination airline terminal vehicle parking needs. Total parking requirements are projected at 140 for the short term planning horizon, but growing to 637 by the long term horizon, 170 of which will be rental car ready/return spaces. Reduce overall vehicle traffic through Grand Canyon Village in 202 by 15 to 20 percent during peak periods.  Work with gateway communities to achieve mutual transportation goals. The preferred alternative of the South Rim Visitor Transportation Plan includes increasing parking within the park but also expanding the park’s shuttle bus system to four to six stops in Tusayan and the airport. The plan calls for the development of up to 400 visitor parking spaces and a shuttle bus transfer station on Kabib National Forest Land outside the South Rim Gate. The Shuttle Bus System would also serve the lodges in Tusayan as well as the airport as a means of reducing the parking need within the park. MULTI-MODAL CONSIDERATIONS This plan would provide bus service to the airport and could potentially reduce other vehicle parking needs. It also has the potential for increasing parking needs at the airport, particularly during overflow periods in the park. The airport’s proximity to the South Rim in Grand Canyon National Park has generated consideration of several multi-modal opportunities for mass transit between the two. The air/bus tour packages already offered by the operators on the airport are examples of the mass transit connection potentials. While included in the current plan, other modes of transportation between the airport and the park have been considered, including a rail spur and a monorail system. Both would require a route within the airport for their rail line as well as a terminus near the passenger terminal. The National Park Service’s South Rim Visitor Transportation Plan includes among its primary objectives:   Improve private vehicle parking as needed to meet current and future visitor demand. 3-15 Additional parking would also be required to meet the needs of non-air visitors utilizing either rail mode to access the park. While it is difficult to quantify space requirements without more details, these remain alternate modes that should be given consideration within the terminal area plan. Typical utilization of hangar space varies across the country as a function of local climate conditions, airport security, and owner preferences. The larger, more sophisticated and more expensive aircraft all tend to be stored in hangars. Owners of these types of aircraft normally desire hangar space to protect their investment. General aviation based aircraft at Grand Canyon National Park Airport is limited, with most of the based aircraft involved in air tour operations. The current general aviation based aircraft are on the parking apron. The National Park Service has the only true storage hangar on the airport, a 3,600 square-foot hangar south of the new ARFF building. At GCN, hangar space for overnight itinerant aircraft, especially turbine aircraft, may add some demand. GENERAL AVIATION FACILITIES General aviation (GA) facilities are those necessary for handling general aviation and other air taxi aircraft and passengers while on the ground. This section is devoted to identifying future GA facility needs during the planning period for the following types of facilities normally associated with general aviation terminal areas:     The final step in the process of determining hangar requirements involves estimating the area necessary to accommodate the required hangar space. A varying space requirement based upon based and itinerant aircraft activity to be hangared was applied. Hangars Aircraft Parking Apron General Aviation Terminal Services General Aviation Parking HANGARS A fixed base operator (FBO) hangar would include space for maintenance and overnight transient aircraft storage. Requirements for this hangar were estimated again based upon based aircraft, as well as itinerant GA and air taxi activity. The estimated hangar requirements are presented in Table 3L. The demand for hangar facilities typically depends on the number and type of aircraft expected to be based at the airport. Hangar facilities are generally classified as T-hangars, or conventional hangars. Conventional hangars can include individual box hangars or larger, multi-aircraft hangars. These different types of hangars offer varying levels of privacy, security, and protection from the elements. 3-16 TABLE 3L General Aviation Requirements Grand Canyon National Park Airport Available Fixed Wing Based Aircraft Single Engine Piston Multi-Engine Piston Turboprop Jet Total Based Aircraft Hangar Space Requirements Conventional Hangar Space (s.f.) Service Hangar Space (s.f.) Total Hangar Space Aircraft Parking Positions Based GA Aircraft Transient GA/Air Taxi Parking Corporate Jet Parking Total Parking Positions Total Apron Area (s.y.) GA Design Hour Passengers Design Hour Itinerant Operations Passengers per Operation Design Hour Passengers Terminal Services Building(s) (s.f.) General Aviation Parking Spaces Current Planning Horizons Short InterTerm Mediate Long Term 6 8 0 0 14 7 10 0 0 17 7 10 1 0 18 8 11 4 0 23 3,600 10,000 13,600 4,800 8,500 13,300 5,900 9,300 15,200 7,400 9,500 16,900 12,500 10,800 23,300 60 65,600 2 19 2 23 18,300 2 25 2 29 22,500 2 26 3 31 25,700 2 31 4 37 31,700 5,473 NA 8 2.1 18 1,600 14 11 2.2 24 2,200 19 12 2.3 27 2,400 22 14 2.5 35 3,200 28 GENERAL AVIATION TERMINAL SERVICES GENERAL AVIATION PARKING AREA The general aviation terminal space is based upon the number of persons per aircraft during the design hour. Building space requirements were then estimated at 90 square feet per design hour passenger. There is currently 5,473 square feet of space in the Grand Canyon Airlines terminal. This area is also currently shared with the airlines’ air tour operations. Because most general aviation activity is transient general aviation parking was estimated at 0.8 spaces per busy day operation. These requirements are also outlined on Table 3L. Parking apron is utilized both by transient and based aircraft. The number of spaces required was estimated considering busy day activity by general aviation and other air taxi. Space planning criterion was related to the types of transient aircraft to be parked. The results of this analysis are also presented in Table 3L. The 14,600 square-yard general aviation ramp at the north end of the terminal currently has 21 tie-down spaces. There is an additional 51,000 square yards of apron south of the terminal that is used by transient GA and air taxi air3-17 craft that do not tie-down or need access to the FBO. The combined 65,600 square yards is adequate for the planning periods, but space may need to be reorganized for better access to terminal services. to meet the demands projected for Grand Canyon National Park Airport. A summary of the terminal area requirements is presented on Exhibit 3A. Following the facility requirements determination, the next step is to develop a direction for development to best address the potential needs. The remainder of the Terminal Area Plan will be devoted to conceiving a direction, its schedule, and its cost. SUMMARY The intent of this chapter has been to outline the terminal facilities required 3-18 08MP08-3A-7/24/09 PLANNING HORIZONS CURRENT SHORT TERM INTERMEDIATE LONG TERM 5 8,500 315 209 6 15,700 240 179 7 18,400 290 211 8 22,100 350 261 10 28,600 460 355 N/A N/A N/A N/A 2 17,500 110 88 3 25,400 180 140 4 41,800 330 293 6 72,300 580 637 AVAILABLE AIR TOUR TERMINAL Aircraft Gates: Building Area (sf ): Curb Length (ft): Vehicle Parking (spaces): DESTINATION TERMINAL Aircraft Gates: Building Area (sf ): Curb Length (ft): Vehicle Parking (spaces): PLANNING HORIZONS AVAILABLE CURRENT SHORT TERM INTERMEDIATE LONG TERM 1,600 18,300 4,800 8,500 14 2,200 22,500 5,900 9,300 19 2,400 25,700 7,400 9,500 22 3,200 31,700 12,500 10,800 28 GENERAL AVIATION Terminal Services Building (sf ): 5,473 Aircraft Parking Apron (sy): 65,600 Conventional Hangars (sf ): 3,600 Service (FBO) Hangars (sf ): 10,000 Auto Parking (spaces): N/A Exhibit 3A TERMINAL AREA REQUIREMENTS SUMMARY Chapter Four ALTERNATIVES CHAPTER FOUR ALTERNATIVES In the terminal planning process for Grand Canyon National Park Airport (GCN), it is important to review development potential and constraints at the airport. The purpose of this chapter is to consider the actual physical facilities which are needed to accommodate projected demand and meet the program requirements as defined in Chapter Three Terminal Area Facility Requirements. constraints, and federal airport design standards, where appropriate. Any development proposed by a master plan evolves from an analysis of projected needs. Though the needs were determined by the best methodology available, it cannot be assumed that future events will not change these needs. The master planning process attempts to develop a viable concept for meeting the needs caused by projected demands through the planning period. A series of terminal area development scenarios are considered for the airport. In each of these scenarios, different physical facility layouts are presented for the purpose of discussion and evaluation. The ultimate goal is to develop the underlying rationale which supports the final terminal area recommendations. Through this process, an evaluation is made while considering local goals, physical The number of potential alternatives which can be considered is endless. Therefore, some judgment must be applied to identify the alternatives which have the greatest potential for implementation. The alternatives presented in the chapter have been developed to meet the overall program 4-1 objectives for the terminal area in a balanced manner. Through coordination with the Planning Advisory Committees (PAC), the public, and the Arizona Department of Transportation (ADOT), the alternatives (or a combination thereof) will be refined and modified as necessary to shape the recommended development program. Therefore, the alternatives presented in this chapter were considered a beginning point for formulating the terminal plan development program, and input was necessary to define the resultant program. four attached modular departure lounge structures. The alternative to expand the existing terminal also involved modular additions. Although the modular expansion of the existing terminal was indicated as the preferred alternative in the alternatives analysis, the recommendations called for the development of a new terminal “along the southernmost portion of the terminal area complex, located adjacent to the aircraft parking apron.” The plan also recommended a new operations and airport rescue and firefighting (ARFF) facility south of the terminal site. The ARFF facility was under construction at the time of this Terminal Area Plan with completion scheduled in 2010. MASTER PLAN REVIEW Prior to presenting airport development alternatives, it is helpful to review some of the previous planning efforts and the subsequent development now in place. In particular, the airport master plan for GCN was completed in 2005. The master plan examined the future development needs of the entire airport, including both the airfield and the terminal area. Exhibit 4A depicts the Terminal Area Plan Drawing from the master plan. The hatched area was recommended for terminal building development. In addition, 60 acres were also recommended for acquisition from the United States Forest Service (USFS) to accommodate future airport and federal employee housing, as well as potential long-range railroad and auto parking facilities. The plan evaluated three terminal building concepts to ultimately accommodate the 60,000 square-foot facility. These included two alternatives that relocated the terminal to a new site southeast of the existing terminal and one that involved the expansion of the existing terminal. The three were linear concepts with the first terminal designed to be a new, standalone centralized terminal. The second new terminal involved the development of Instead of revisiting the alternative locations for the terminal, the Terminal Area Plan will focus on alternatives for the development of the terminal building in the area proposed by the master plan. Consideration will be given to the potential reuses of the existing terminal. 4-2 08MP08-4A-1/4/10 Exhibit 4A TERMINAL AREA DRAWING 2005 MASTER PLAN The plan incorporates air tour and destination airline operations into one centralized terminal facility. As presented in the elevation view of Exhibit 4B, passengers enter the terminal from the curbside vehicular drop-off area beneath an expansive cantilevered roof canopy that both defines the main public entry to the terminal and protects passengers from the weather. The vestibule on the interior side of the protected canopy opens onto a lobby space that affords easy access to retail space, as well as the destination and air tour airline ticket counters/queuing areas. TERMINAL BUILDING ALTERNATIVE SCHEMES The proposed terminal building site is located along the active flight line closer to midfield of the runway than the current terminal building. This location also provides better separation between the terminal building, and its potential security requirements, and the general aviation areas on the airport. Currently, general aviation uses ramp on either side of the terminal. With the anticipated addition of destination flights, a more secure passenger terminal area will be desirable. The main level of the facility also includes space for administrative support offices, concessions/retail space, a feature restaurant, baggage claim, TSA/ security, restrooms, as well as hold rooms with loading bridges designed to serve larger jet aircraft. The lower level of the terminal includes hold rooms for ground loaded aircraft, retail/food and beverage space, restrooms, TSA administration, TSA baggage check, inbound and outbound baggage, airline operations, and mechanical/electrical rooms. The proposed area begins at the elevation of the parking ramp, and then slopes upward to the east. Overall, the site rises over 40 feet to the east property line. There is a shelf of lower slope that begins approximately 150 feet east of the ramp, providing lesser relief for approximately 400 feet. The terrain then rises once more to the existing roadway and the property line. This shelf provides some opportunities for a two-level terminal concept that takes advantage of the relief. The upper and lower levels of Scheme A are presented on Exhibits 4C and 4D, respectively. The Scheme A floor plan takes into consideration the possibility that future security requirements may necessitate that air tour passengers pass through TSA screening prior to entering their designated hold rooms. As a potential solution to meet this requirement, the Scheme A floor plan concept considers a centralized TSA screening operation with all air tour and destination passengers Three alternative terminal building designs were considered. All are designed to service the proposed demand. These are discussed below. SCHEME A The Scheme A terminal floor plan conceptual design is based on the intermediate square footage projections outlined in Chapter Three - Terminal Facility Requirements, of this report. 4-3 ments as they currently exist allowing for the separation of destination and air tour passengers into secure and non-secure hold rooms, respectively. The Scheme B plan isolates security screening operations off the central axis of the main lobby which creates a definitive designation between the secure and non-secure hold room areas on both the main and lower levels of the terminal. In development of the Scheme B floor plan, the following positive and negative considerations were evaluated: proceeding through TSA security prior to entering their designated hold room. In development of the Scheme A floor plan, the following positive and negative considerations were evaluated:        (+) Split level floor plan concept allows for flexibility of passenger loading. (+) Greater flexibility of air tour and destination airline hold room designation. (+) Cost avoidance through utilization of centralized vertical circulation serving all lower and main level hold rooms. (+) Less complex way-finding through centralized vertical circulation. (-) Restaurant space isolated on secure side of terminal disallowing access to the general public. (-) TSA security operations becomes prominent feature viewed from main entry. (-) Screening operation impedes views to airfield and circulation.      SCHEME B  The Scheme B terminal floor plan conceptual design is also based on the intermediate square foot-age projections outlined in Chapter Three - Terminal Facility Requirements, of this report. This plan also incorporates air tour and destination airline operations into one centralized terminal facility. The elevation view of Exhibit 4B generally applies to this scheme as well.  (+) Split level floor plan concept allows for flexibility of passenger loading. (+) Restaurant space located in non-secure area of terminal to allow access to general public. (+) Screening operations are nonobtrusive to the main entry and lobby. (+) Additional square footage available for non-secure retail space adjacent to ticketing and lobby. (-) Less flexibility of air tour and destination airline hold room assignments. (-) Added cost for duplicity of vertical circulation elements required to serve secure and non-secure hold rooms. (-) More complex way-finding with multiple vertical circulation elements. SCHEME C The Scheme C terminal floor plan concept design is based on the intermediate term square footage project re- Scheme B, as presented on Exhibits 4E and 4F, considers TSA require4-4 08MP08-4B-1/5/10 Exhibit 4B CONCEPTUAL ELEVATION VIEW (ALL SCHEMES) 08MP08-4C-1/5/10 Exhibit 4C SCHEME - A UPPER LEVEL FLOOR PLAN 08MP08-4D-1/5/10 Exhibit 4D SCHEME - A LOWER LEVEL FLOOR PLAN 08MP08-4E-1/5/10 Exhibit 4E SCHEME - B UPPER LEVEL FLOOR PLAN 08MP08-4F-1/5/10 Exhibit 4F SCHEME - B LOWER LEVEL FLOOR PLAN quirements outlined in Chapter Three. As depicted on Exhibits 4G and 4H, Scheme C considers a terminal facility designed to accommodate destination airline operations only. The Scheme C concept assumes that air tour airlines would continue to operate out of the existing terminal and/or other existing facilities. The spatial relationships of the Scheme C plan are similar to the split level concept of Schemes A and B, but at a reduced scale, excluding the feature restaurant space. quated with ADA and various other deficiencies. KIVA POD SHELTERS The Kiva Pod concept was explored as a means to provide shelter, restroom facilities, and limited concessions for air tour passengers without the expense of constructing additional hold rooms inside a centralized terminal facility. The Kiva Pod concept is designed to take advantage of the expansive area available for aircraft parking along the existing apron. As shown on Exhibit 4J, the Kiva Pod shelters would be located northeast of the terminal at approximately two hundred and fifty feet on center along the flight line. They could be accessed by an electric vehicle that transports air tour passengers from the main terminal building. In development of the Kiva Pods floor plan, the following positive and negative considerations were evaluated: The Scheme C floor plan is designed to allow for future expansion to the east and west along the flight line. It would accommodate additional destination airline demand. Adjustments would be necessary to relocate air tour operations from their existing facilities under this alternative. In the development of Scheme C, the following positive and negative considerations were evaluated:       (+) Split level floor plan concept allows for flexibility of passenger loading. (+) Reduced initial capital investment for Phase 1 terminal build out. (+) Reduced parking, site, and infrastructure costs. (+) Cost avoidance through utilization of centralized vertical circulation serving all lower and main level hold rooms. (-) Separating air tour operations from main terminal reduces total passenger revenue generating retail and concession opportunities. (-) Existing terminal supporting current air tour operations is anti-     (+) Utilizes existing apron space to maximize aircraft parking flexibility (+) Reduced initial building cost required to serve air tour operations (+) Ease of expansion (-) Separates air tour hold rooms from main terminal facility TERMINAL AREA ALTERNATIVES Besides the terminal building, there are several other functions to be ac4-5 The following three alternatives examine a variety of options for providing the other key terminal area uses. commodated in the terminal area. These include general aviation facilities, other aviation support facilities, as well as access and parking. The interrelationship of these functions is important in defining a long range terminal area layout for the airport. To a certain extent, landside uses need to be grouped with similar uses that are compatible; other functions should be separated or at least have welldefined boundaries for purposes of security, safety, and/or efficient operations. Finally, each landside use must be planned with airfield access, as well as ground access, that is suitable for its function. TERMINAL AREA ALTERNATIVE 1 Alternative 1 considers removal of the existing terminal after a new terminal is developed and replacing it with general aviation hangars. As shown on Exhibit 4K, the current site is large enough to accommodate up to three 150-foot x 150-foot hangars. These could be used to house an FBO, small airline maintenance, or to store aircraft. While significant growth in general aviation in not foreseen, the plan should allow a location for an additional fixed base operator (FBO) to serve general aviation. Another consideration is the re-use or removal of the existing terminal building. The existing parking lot would continue to serve general aviation, while a portion could be used for staging tour buses prior to moving to the terminal to pick up passengers. Access to the new terminal would utilize the existing on-airport road system as well as a direct access to Highway 64 through the national forest lands east of the airport. This would feed into a loop system around a surface parking lot designed to accommodate all terminal parking needs as well as some monorail parking. As a result, the parking lot would extend slightly into USFS property east of the airport. Parking and access is also a major consideration. The new terminal will need to have a parking lot that meets the requirements outlined in the previous chapter, as well as a terminal road and circulation. Bus parking and staging must also be considered. Vehicle access from the airport’s two entrances is also a factor. Finally, the plan should consider long range opportunities for multi-modal access to the terminal from either a future monorail that would extend through Tusayan and into the park, or a rail line that would connect with the current rail into the park. The monorail would run from the parking lot northeast between the helicopter facilities and the existing terminal parking, then on into Tusayan and the park. 4-6 08MP08-4G-1/5/10 Exhibit 4G SCHEME - C UPPER LEVEL FLOOR PLAN 08MP08-4H-1/5/10 Exhibit 4H SCHEME - C LOWER LEVEL FLOOR PLAN 08MP08-4J-1/5/10 Exhibit 4J KIVA POD SHELTERS 08MP08-4K-12/15/09 LEGEND Ultimate Building Ultimate Road/Parking Park Monorail Grand Canyon Airlines Complex Hangars Fuel Farm Terminal Building Bus Staging Rental Car Return Short Term Parking General Aviation/ Overflow Parking Airport Administration Airport Maintenance Grand Canyon Helicopters Parking Airport Housing 4 y6 a w igh H a on Maverick Aviation iz Ar South Airport Entrance NORTH 0 300 600 SCALE IN FEET Exhibit 4K ALTERNATIVE 1 south of the existing terminal as an FBO facility. The existing parking lot would be utilized by general aviation as well as bus staging. A second large hangar is planned to the southeast to serve as an aircraft maintenance hangar. This could serve a small airline or general aviation uses. TERMINAL AREA ALTERNATIVE 2 Alternative 2 is depicted on Exhibit 4L. This alternative essentially complements Terminal Building Scheme C where the air tour terminal would remain in its current location, with an expanded building. A general aviation hangar would be planned further southwest between the air tour terminal and the destination terminal. The parking lot in front of the existing terminal building would continue to be used as it currently is. This alternative depicts a more direct access route to the terminal that remains on airport property. A loop road is provided at the terminal. Adequate surface parking is provided on airport property to meet the needs at the terminal as well. The new terminal would be able to operate with a smaller parking lot which could be expanded vertically if needed in the future to maintain a smaller footprint. The existing access system would be utilized. The new terminal would not have a true loop system but would include a one-way route in front of the terminal. The terminal roadway would have a separate entrance and exit to the current road that serves the control tower and the ARFF/operations building. This alternative provides for a monorail station that would jointly serve the airport as well as remote parking for Grand Canyon National Park. The remote parking and the monorail would be located on USFS property within the Kabib National Forest. This parking would have its own access route to Highway 64. While traffic would be separated, an overhead walkway could be provided to the terminal building for visitors to view the airport and visit the restaurant and shops. Under this alternative, the monorail could be developed into the front of the parking lot just across the street from the new terminal. SUMMARY The terminal building schemes and terminal area alternatives were presented to and reviewed with ADOT and the PAC for their input and comment. This input was taken into account in the development of a recommended plan. As will be seen in the next chapter, the resultant plan adopts features from several different alternatives. TERMINAL AREA ALTERNATIVE 3 The third terminal area alternative is depicted on Exhibit 4M and maintains the existing passenger terminal building to serve as a general aviation terminal and/or as a ground transportation dispatch center. A general aviation hangar could be developed just 4-7 08MP08-4L-12/15/09 LEGEND Ultimate Building Ultimate Road/Parking Park Monorail Grand Canyon Airlines Complex Air Tour Terminal Terminal Building Parking Structure General Aviation Hangar Fuel Farm Airport Maintenance Air Tour Parking Airport Administration Grand Canyon Helicopters Airport Housing 4 y6 a w igh H a on Maverick Aviation iz Ar South Airport Entrance NORTH 0 300 600 SCALE IN FEET Exhibit 4L ALTERNATIVE 2 08MP08-4M-12/27/09 LEGEND Ultimate Building Ultimate Road/Parking Park Monorail Pavement To Be Removed Hangar Terminal Building Aircraft Maintenance Hangar Grand Canyon Airlines Complex General Aviation Terminal Airport Administration Airport Maintenance Fuel Farm General Aviation/ Overflow Parking Bus Staging Terminal Parking Grand Canyon Helicopters Airport Housing 4 y6 a w igh H a on Maverick Aviation National Park Parking iz Ar South Airport Entrance NORTH 0 300 600 SCALE IN FEET Exhibit 4M ALTERNATIVE 3 Chapter Five RECOMMENDED PLAN CHAPTER FIVE RECOMMENDED PLAN The previous chapter outlined the alternatives process undertaken that has evolved into a recommended concept for future terminal area development. This chapter further refines and defines the recommended development that is designed to meet projected air tour and destination demands up to as much as one million annual enplanements. sections below further discuss the recommended plan beginning with the focal point, the passenger terminal building. TERMINAL BUILDING The recommended terminal building plan combines aspects of all three alternatives for flexibility to respond to actual demand. This will allow phasing of the project and implementation of security screening as needs may change in the future. The following describes the plan: The recommended plan includes a new terminal building, with adjacent access and parking, and the ability to accommodate both monorail and rail access should others decide to develop these transportation modes to access the Grand Canyon National Park (GCN) in the future. Space is also planned for additional general aviation development as well as an aircraft maintenance facility, should the need arise. The SITE DESIGN As depicted on Exhibit 5A, the new Grand Canyon National Park Airport 5-1 passenger operations, and even a future railroad spur expansion, are accommodated in the terminal site design for passenger/tourist convenience. It is understood that these two elements will be dependent upon development by other entities, but the site plan demonstrates the ability of the terminal to adapt to these potential multi-modal opportunities. terminal site layout locates the new terminal building along the flight line and in close proximity to midfield of the active runway. It is directly north of the existing elevated air traffic control tower (ATCT) and northeast along the flight line from the recently constructed Operations/ARFF facility. This location serves to provide greater separation between general aviation and commercial service uses for security and functional purposes. It also makes better use of the expansive parking apron that is available. As shown, the destination airline aircraft are grouped around the main building while air tour aircraft can be parked northeast along the ramp, with an electric vehicle access route taking passengers from the terminal to standalone “kiva pod” departure lounges to await their small fixed wing tour flights. The parking needs of the planning period can be accommodated first with surface parking, and ultimately with a future vertical structure that would serve to minimize the parking footprint. Three major transportation elements of air, rail, and monorail have the potential to come together in dramatic fashion at the new Grand Canyon National Park Airport terminal building. Although the master plan incorporates numerous transportation elements, the design allows for the development of the terminal and primary vehicular circulation as a standalone component that would not be adversely affected if the monorail and rail stations never come to fruition. The new terminal building expansion axis is developed parallel with the active runway and is designed to expand in linear fashion as future out-year expansion needs arise. The new terminal building would be located further to the south of tour helicopter flight operations and further south of the existing outdated terminal building. ARCHITECTURE The overall design intent for the new terminal is to create a modern, flexible, and efficient terminal building that provides a dramatic and unique passenger experience, while being sensitive to the architectural character of the newly built existing Operations/ARFF facility and the surrounding natural environment of the Kaibab National Forest and Grand Canyon Exhibit 5B depicts a larger scale version of the terminal building site plan, while Exhibit 5C presents a cross section of the site. The natural slope of the existing topography facilitates a two-level terminal design solution with outgoing and incoming baggage handling in the lower level of the new terminal building. Future monorail 5-2 08MP08-5A-1/06/10 LEGEND Ultimate Building Ultimate Road/Parking Park Monorail Pavement To Be Removed SRE/ARFF Facility (under construction) FBO Aircraft Maintenance Hangar Hangar A open to below Terminal Building service open to below Bus Lane rental car (122 spaces) car drop-off Airport Maintenance Airport Administration employee parking (80 spaces) car drop-off bus parking hotel shuttle hotel shuttle entrance elevated shuttle platform Parking parking Bus Staging long term parking exit entrance frontage road detention access road ATCT A Airport Housing NORTH 0 300 600 South Airport Entrance SCALE IN FEET Exhibit 5A SOUTH TERMINAL AREA CONCEPT 08MP08-5B-1/6/10 1. Terminal 2. Terminal Expansion 3. Monorail 4. Railroad Station 5. Future Parking Structure 6. Building Restriction Line Rental Car - 122 Spaces Employee - 80 Spaces Short Term - 244 Spaces Long Term - 112 Spaces Parking Total - 558 Spaces Exhibit 5B TERMINAL BUILDING SITE PLAN 08MP08-5C-1/6/10 Exhibit 5C TERMINAL BUILDING & SITE CROSS-SECTION airfield. The lower level hold rooms incorporate a central axis fireplace at the focus of stairs and escalators contributing to the unique airport experience. Exhibits 5D and 5E display a variety of schematic views of the terminal building and the site architecture. National Park area. Airport campus architecture with common materials and design concept is the focus of the sustainable architecture proposed for the new GCN terminal. With the goal of achieving LEED certification, the “green terminal building” will incorporate numerous sustainable building strategies including: solar photo voltaics, solar hot water, natural daylight harvesting, water harvesting, sustainable site strategies, low flow plumbing fixtures, low emitting and recycled materials, and wind energy opportunities. TERMINAL FLOOR PLAN The terminal building is designed so that it can be built in phases. The main and lower levels for Phase I are presented on Exhibits 5F and 5G, respectively. The initial building would encompass 41,005 square feet with 19,180 square feet on the main level and 21,825 square feet on the lower level. This would be adequate to accommodate the short term planning horizon of at least 500,000 annual enplanements (450,000 air tour and 50,000 destination passengers). A deliberate 30-foot column grid “square” facilitates optimum repetitive construction techniques and allows future expansion in an orderly way. Expansive vistas are maximized by the tall vertical glass curtain wall along the hold areas/flight line which provide dramatic views mainly to the north–northwest and out to the airfield for a great aviation experience of arriving and departing aircraft. Corten rusting steel, natural masonry, insulated glass, insulated energy conserving semi-transparent Kalwal, and natural regional stone make up the main palette of materials for the new terminal building. The form and spatial qualities of retail and food and beverage spaces metaphorically relate to the organic form of the Grand Canyon and Colorado River. A destination feature restaurant space open to both air travel passengers and the general public will provide a truly inspiring experience for both passengers and the general public. The restaurant overlooks the dramatic passenger hold areas and has expansive views to the As travelers enter the building on the main level, ticketing is to the right and baggage claim is to the left. Restrooms are also located next to the ticketing area. Straight ahead is an open view through the building to airside glass and the fireplace. Along the front wall of the building are waiting areas, rental car counters, and a baggage service office. On the left side of the grand entryway is the security checkpoint leading to the secure departure gates. First and second level departure areas are available as well as an elevator and stairs to traverse the two levels. A small vending area is included on the 5-3 sions. Should traffic increase beyond the intermediate planning horizon, the building can be further expanded as depicted by the dashed lines on Exhibit 5B to accommodate the long range planning horizon of at least 1.0 million annual enplanements. Should the monorail or train station be developed, a skywalk feature for pedestrian access over the parking lot and all terminal roadways can be built in. The following section further discusses the terminal access and parking. second level as well as restrooms on both levels. Passengers and visitors alike can walk through the hallway to the escalators to enjoy the view. They will find a restaurant and bar to the right overlooking the lower level. The non-secure lower level can be accessed by escalator, elevator, or stairs. A non-secure departure lounge is located on the lower level primarily for air tour airlines. Air tour passengers may be led to the ramp to their aircraft or to an electric vehicle that will transfer them down the flight line to a weatherized “kiva pod” prior to their flight. TERMINAL BUILDING ACCESS AND PARKING The lower level also includes TSA (Transportation Security Administration) offices and checked baggage inspection facilities, as well as bag make-up and an inbound baggage drop. The building mechanical and airline operations space is also located on the lower floor. The terminal building site plan on Exhibit 5B depicts a large scale view of the parking plan and terminal access road system. As presented, the parking plan provides 558 total parking spaces as surface parking. The main lot across the terminal road from the terminal would provide up to 356 vehicle spaces. A rental car ready/return lot is located on the south side of the terminal which is designed for up to 122 spaces. The employee lot on the north side has 80 spaces. The Phase II plan is depicted on Exhibits 5H and 5J. Under Phase II, the terminal would be increased to 72,741 square feet with the building extended to the north and south. This would accommodate at least the intermediate planning horizon level of approximately 665,000 annual enplanements, including 550,000 air tour enplanements and 115,000 destination enplanements. This would be adequate to serve the combination terminal through the intermediate planning horizon. Should activity exceed that level, a parking structure is planned for the main lot in front of the terminal that would meet the long range planning horizon of 1.0 million annual enplanements. At the same time, the footprint of the parking lot would not be increased. The extensions essentially allow for increased space for all the basic functions. It also increases the space available for retail and other conces- 5-4 08MP08-5D-1/6/10 Exhibit 5D TERMINAL SITE EXTERIOR ARCHITEXTURE 08MP08-5E-1/6/10 Exhibit 5E TERMINAL SITE INTERIOR ARCHITEXTURE 08MP08-5F-1/8/10 Exhibit 5F PHASE I MAIN LEVEL FLOOR PLAN 08MP08-5G-1/8/10 Exhibit 5G PHASE I LOWER LEVEL FLOOR PLAN 08MP08-5H-1/8/10 Exhibit 5H PHASE II MAIN LEVEL FLOOR PLAN 08MP08-5J-1/8/10 Exhibit 5J PHASE II LOWER LEVEL FLOOR PLAN To the north of the new terminal building, the focus will become general aviation and ground transportation staging. The parking lot and the existing terminal could be converted to serve these uses. A second FBO and hangar are also planned immediately south of the old terminal. As demonstrated on Exhibit 5K, terminal access can be developed in stages in concert with the parking lot. The lots directly in front of the terminal would be developed first, along with the rental car lot and possibly a portion of the employee lot. The initial terminal access would utilize the current roadway that provides access to the ATCT and the Operations/ARFF facility. A one-way road would be developed from the roadway that would run past the terminal in a counterclockwise direction before intersecting again with the through road. The resulting flight line would become more evenly spaced along the apron beginning with general aviation services along the north portion, commercial service in the mid-portion, followed by aircraft maintenance, and airfield support. At the far south end would remain the National Park Service hangar. As traffic increases, an internal loop road could be developed and the through road relocated further to the east near the property line. In addition, a bus lane could be developed that would provide a more direct route for buses coming from the staging area in the existing terminal parking lot. Exhibit 5L also depicts the proposed revisions to the on-airport roadway system. The north entrance and access system remains the same through the existing terminal area. As commercial service traffic to the new terminal increases, the south entrance roadway would be realigned to provide more direct access to the new terminal. This design allows a terminal loop to be developed, but also allows two-way access to remain from the south entrance to all other areas within the terminal area. Subsequently, anyone entering the airport at the north entrance will still be able to access the entire terminal area as well. TERMINAL AREA PLAN Exhibits 5A and 5L present the terminal building plans in concert with the rest of the terminal area south (Exhibit 5A) and north (Exhibit 5L). South of the terminal areas is the new Operations/ARFF facility, as well as a location recommended for an aircraft maintenance hangar. This hangar could serve as a single airline maintenance facility, or as a contract facility for both airlines and general aviation aircraft. Under the plan, the helicopter air tour lease areas remain fully intact with full access to the road system, including the new terminal. 5-5 Phase I development for the new terminal is estimated at $18.77 million. Phase II expansion costs are estimated at $15.47 million for a combined cost of $34.24 million. TERMINAL DEVELOPMENT COSTS Table 5A outlines the Phase I cost estimate for the terminal building, its access, and parking. Table 5B outlines the Phase II costs. The costs do not include the monorail, the railroad, or the other facilities. It is anticipated that these would be either developed privately, by other government agencies, and/or under leases with the airport. The cost estimates are in 2009 dollars and include all site improvements, the terminal building, and airport-owned equipment and furnishing for the buildings, as well as anticipated professional design and construction inspection fees. 5-6 08MP08-5K-12/15/09 LEGEND Short Term Development Long Term Development Park Monorail Pavement To Be Removed ft ance ar A service open to below open to below employee parking (80 spaces) Terminal Building Bus Lane rental car (122 spaces) car drop-off bus parking hotel shuttle hotel shuttle entrance elevated shuttle platform Parking parking Admi long term parking exit entrance frontage road detention access road A NORTH 0 150 300 SCALE IN FEET Exhibit 5K NORTH TERMINAL DEVELOPMENT STAGING 08MP08-5L-12/15/09 LEGEND Ultimate Building Ultimate Road/Parking Park Monorail Pavement To Be Removed Grand Canyon Airlines Complex General Aviation Terminalzz Aircraft Maintenance Hangar FBO Hangar A open to below Terminal Building Fuel Farm service open to below employee parking (80 spaces) Bus Lane rental car (122 spaces) car drop-off car drop-off bus parking hotel shuttle hotel shuttle entrance elevated shuttle platform Parking parking Airport Maintenance Airport Administration Bus Staging General Aviation/ Overflow Parking long term parking exit entrance Grand Canyon Helicopters frontage road detention access road A Airport Housing 4 y6 a w igh H a on Maverick Aviation iz Ar South Airport Entrance NORTH 0 300 600 SCALE IN FEET Exhibit 5L NORTH TERMINAL AREA CONCEPT TABLE 5A Phase I Terminal Cost Estimate No. Item Site Improvements A Traffic Control and Barricading 1 Stormwater Pollution Prevention 2 Miscellaneous Removals and Other Work 3 Miscellaneous Drainage 4 Unclassified Excavation (Hard Dig) 5 Clearing and Grubbing 6 Subgrade Preparation 7 6” Aggregate Base Course (MAG Spec) 8 3” Asphaltic Concrete (MAG Mix) 9 Bituminous Prime Coat 10 Soil Sterilant 11 Catch Basin 12 24” Storm Drain Pipe 13 36” Storm Drain Pipe 14 Concrete Curb 15 Pavement Marking 16 Handicapped Marking 17 Handicap Ramp 18 New Waterline 19 New Sewer Line 20 New Electric Service 21 Subtotal B Terminal Improvements 1 Terminal Subtotal Terminal Equipment and Furnishings C Signage 1 Baggage Make-up 2 Baggage Claim 3 Loading Bridge 4 FIDS (Flight Information Display System) 5 Security 6 Furniture 7 Contingency 8 Subtotal D Professional Fees 1 A/E 2 Geotechnical Investigation 3 Testing & Inspections 4 Construction Management (Terminal) 5 Construction Management (Site Improvements) Subtotal Totals E Site Improvements A Terminal Improvements B Terminal Equipment and Furnishings C Fees D Total Phase I 5-7 Unit Quantity LS LS LS LS CY AC SY SY SY SY SY EA LF LF LF LS EA EA LS LS LS 1.00 1.00 1.00 1.00 150,000.00 11.00 39,000.00 18,000.00 18,000.00 18,000.00 18,000.00 14.00 1,675.00 800.00 8,900.00 1.00 10.00 4.00 1.00 1.00 1.00 $25,000.00 30,000.00 37,500.00 37,500.00 15.00 900.00 4.00 13.00 20.00 1.00 2.00 5,000.00 100.00 150.00 19.00 12,500.00 1,000.00 4,000.00 125,000.00 200,000.00 150,000.00 $25,000.00 30,000.00 37,500.00 37,500.00 2,250,000.00 9,900.00 156,000.00 234,000.00 360,000.00 18,000.00 36,000.00 70,000.00 167,500.00 120,000.00 169,100.00 12,500.00 10,000.00 16,000.00 125,000.00 200,000.00 150,000.00 $4,234,000.00 SF 41,005.00 $250.00 $10,251,250.00 $10,251,250.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 $125,000.00 20,000.00 300,000.00 350,000.00 130,000.00 200,000.00 130,000.00 $125,000.00 20,000.00 300,000.00 350,000.00 130,000.00 200,000.00 130,000.00 125,500.00 $1,380,500.00 1.00 1.00 $40,000.00 60,000.00 1.00 200,000.00 LS LS LS EA LS LS LS 10% 12% LS LS 6% Unit Price Total $1,903,890.00 40,000.00 60,000.00 697,905.00 200,000.00 $2,901,795.00 $4,234,000.00 10,251,250.00 1,380,500.00 2,901,795.00 $18,767,545.00 TABLE 5B Phase II Terminal Cost Estimate No. Item Site Improvements A Traffic Control and Barricading 1 Stormwater Pollution Prevention 2 Miscellaneous Removals and Other Work 3 Miscellaneous Drainage 4 Unclassified Excavation (Hard Dig) 5 Clearing and Grubbing 6 Subgrade Preparation 7 6” Aggregate Base Course (MAG Spec) 8 3” Asphaltic Concrete (MAG Mix) 9 Bituminous Prime Coat 10 Soil Sterilant 11 Catch Basin 12 24” Storm Drain Pipe 13 36” Storm Drain Pipe 14 Concrete Curb 15 Pavement Marking 16 Handicapped Marking 17 Handicapped Ramp 18 New Waterline 19 New Sewer Line 20 New Electric Service 21 Mechanically Stabilized Retaining Wall 22 Subtotal B Terminal Improvements 1 Terminal Subtotal Terminal Equipment and Furnishings C 1 Signage 2 Baggage Make-up 3 Baggage Claim 4 Loading Bridge 5 FIDS (Flight Information Display System) 6 Security 7 Furniture 8 Contingency Subtotal Professional Fees D A/E 1 Geotechnical Investigation 2 Testing & Inspections 3 Construction Management (Terminal) 4 Construction Management (Site Improvements) 5 Subtotal Totals E Site Improvements A Terminal Improvements B Terminal Equipment and Furnishings C Fees D Total Phase II Grand Total (Phase I and II) 5-8 Unit Quantity Unit Price Total LS LS LS LS CY AC SY SY SY SY SY EA LF LF LF LS EA EA LS LS LS LF 1.00 1.00 1.00 1.00 50,000.00 9.00 39,000.00 22,000.00 22,000.00 22,000.00 22,000.00 8.00 3,325.00 200.00 20,000.00 1.00 10.00 4.00 1.00 1.00 1.00 300.00 $25,000.00 60,000.00 37,500.00 37,500.00 15.00 900.00 4.00 13.00 20.00 1.00 2.00 5,000.00 100.00 150.00 19.00 25,000.00 1,000.00 4,000.00 ----150,000.00 1,000.00 $25,000.00 60,000.00 37,500.00 37,500.00 750,000.00 8,100.00 156,000.00 286,000.00 440,000.00 22,000.00 44,000.00 40,000.00 332,500.00 30,000.00 380,000.00 25,000.00 10,000.00 16,000.00 ----150,000.00 300,000.00 $3,149,600.00 SF 31,736.00 $275.00 $8,727,400.00 $8,727,400.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 $75,000.00 20,000.00 175,000.00 350,000.00 60,000.00 200,000.00 100,000.00 $75,000.00 20,000.00 175,000.00 350,000.00 60,000.00 200,000.00 100,000.00 98,000.00 $1,078,000.00 1.00 1.00 $40,000.00 60,000.00 1.00 300,000.00 LS LS LS EA LS LS LS 10% 12% LS LS 6% LS $1,554,600.00 15,000.00 60,000.00 588,324.00 300,000.00 $2,517,924.00 $3,149,600.00 8,727,400.00 1,078,000.00 2,517,924.00 $15,472.924.00 $34,240,469.00 Airport Consultants www.coffmanassociates.com LEA-Architects KANSAS CITY (816) 524-3500 PHOENIX (602) 993-6999 237 N.W. Blue Parkway Suite 100 Lee's Summit, MO 64063 4835 E. Cactus Road Suite 235 Scottsdale, AZ 85254