Tucson International Airport Master Plan Update Executive Summary Prepared for the TAA Planning & Regional Relations Council March, 2013 Introduction First drafted in 1974, the Tucson International Airport (TIA) Master parallel runway. Plan guides the future development of the airport so it can safety, operational and efficiency needs of the airfield and analyzes The Master Plan Update documents the various accommodate long-term growth and the requirements for passenger several distinct alternatives for addressing airfield development goals. airline service, air cargo, ground transportation, military, general The Update also focuses on opportunities for developing airport land aviation, industrial development, and other activities. This current that has been reserved for compatibility or capacity expansion effort is the sixth update of the original Master Plan. The successful purposes. TIA contains nearly 6,000 acres of collateral land that can completion of this update and the related airfield safety enhancement, be developed with interim and long-term commercial, industrial, energy terminal optimization and collateral land development programs, is the and specialty uses. result of an intensive and successful collaborative effort among stakeholders, which included the Tucson Airport Authority (TAA), The potential for this development indicates the significant role TIA will Federal Aviation Administration (FAA), Arizona Department of continue to serve as a regional economic catalyst. The findings of the Transportation (ADOT), airport tenants, and the public. Master Plan Update confirm the need to relocate and upgrade Runway 11R-29L to ensure operational efficiency is maintained through the 20- While the Master Plan Update addresses traditional master planning year planning horizon. The study identifies a series of improvements elements, including updating the inventory, establishing future facility needed over the next 20 years to ensure the airport is positioned to requirements and preparing an updated Airport Layout Plan, the accommodate anticipated demand as well as adjust effectively to study’s key focus areas relate to modernization of the airfield through variation in demand. strategic development, including relocation and expansion of the TIA’s Planning Goals Overall, the Master Plan Update endeavors to provide a guiding policy document that provides an environmentally conscious and strategic tool for managing facility and land use implementation plans; further, planning objectives seek to accommodate forecasted aviation demand and development trends; maximize revenue potential in consideration of benefits to residents and businesses surrounding TIA; align strategic economic development resources and positively contribute to the quality of life and economic health of our region. Aeronautical Objectives Accommodate the forecast aircraft fleet mix. Accommodate forecast passengers and aircraft operations. Accommodate the needs of general aviation, military and cargo activities. Provide for airport growth beyond the planning horizon, as appropriate. Maintain or improve efficiency in airport operations. Plan facilities that meet or exceed airport design and operational standards. Safety Objectives Plan facilities that meet or exceed airfield design standards. Use airfield design and land use planning to enhance safety and efficiency. Use airfield design, as possible, to reduce the potential for human error. Consider facility security requirements and accommodate emerging technologies. Financial Objectives Realize the revenue potential of airport land development for long-term fiscal benefit. Maximize eligibility for FAA funding on proposed improvements. Minimize TAA liabilities and financial risk. Encourage diverse revenue streams to promote TAA’s financial sustainability. Promote physical development of the airport that provides operational and maintenance efficiency. Community Objectives Enhance airport access for all users. Promote on-airport land uses that benefit the surrounding community. Identify opportunities to integrate TIA into the larger intermodal transportation network. Promote an intermodal business and transportation “campus” within a user-friendly environment. Seek out opportunities to further mitigate community noise impacts. Environmental Objectives Coordinate TIA development with regional environmental preservation and mitigation efforts. Incorporate “green” solutions in both building and site planning. Reuse or re-purpose facilities where feasible, and promote modular or flexible planning. Land Use Objectives Ensure appropriate reservation of airport land for long-term aeronautical growth. Leverage TIA assets as a catalyst and center for industrial preservation and growth. Promote the highest and best use of on-airport property. Integrate and align airport development with regional transportation and infrastructure planning. Promote urban design improvements which establish clear gateways to the airport. Planning Context Tucson International Airport operates three runways, Runways 11L- Airfield capacity and safety/operational enhancement considerations 29R, 11R-29L, and 3-21. The two parallel runways measure 10,996 are used to determine airside facility requirements, which include feet long by 150 feet wide (Runway 11L-29R) and 8,408 feet long by runway requirements. 75 feet wide (Runway 11R-29L). Runway 11R has a displaced arrivals aircraft—the most demanding aircraft in terms of approach speed and threshold of 1,410 feet, resulting in an available landing length of 6,998 wing span with 500 or more existing or forecast annual itinerant feet. The parallel runways are separated by a distance of 706.5 feet. operations. The critical aircraft at TIA is the Airbus A300-600 flown by Runway 11L-29R is the primary runway and generally used by FedEx. It is a C-IV aircraft with an approach speed category of 135 commercial air-carrier service, cargo, and military operations. Runway knots and a wingspan of 147.1 feet. For runway length, approach 11R-29L is used primarily for general aviation aircraft. Runway design is based on the critical A third categories C and D typically have the same standards. Runway 11L- crosswind runway runs perpendicular to, but does not intersect the two 29R and Runway 3-21 are currently designated as D-IV (established parallel runways and measures 7,000 feet long by 150 feet wide. It is with a blend of approach category D aircraft [Boeing 737-800W] and used by all aircraft when wind and weather conditions dictate. The aircraft design group IV aircraft [Airbus A300, Boeing 757]) and Runway 3 arrivals threshold is displaced by 840 feet resulting in an Runway 11R-29L is B-II (e.g. Beechcraft King Air). available landing length of 6,160 feet. Existing Airfield System and Land Use Existing Terminal System Utilization The three-level passenger terminal is approximately 430,000 square- which provide a variety of general aviation services including flight feet and contains the passenger processor and baggage processing training, flight charters, fuel sales, aircraft rentals and sales, aircraft functions. Level 1 is the baggage level within the processor and airport maintenance, and aircraft storage and parking. operations and maintenance offices within the concourses. Level 2 is the ticketing level within the processor and aircraft gate level within the The majority of the passengers who utilize TIA originate their vehicular concourses where passengers board and deplane aircraft. Level 3 is trips from the Tucson metropolitan area north of TIA and access is the mezzanine in the processor consisting of concessions, utilities, achieved via surface streets. Tucson Boulevard, with its access to the offices, and conference rooms. Connected to the terminal processor passenger terminal, is designated a National Highway System are two two-level concourses, Concourse A to the East and Concourse intermodal connector. Transit service to TIA is provided by Sun Tran, B to the West, where passengers wait for, enplane and deplane which operates two bus routes every half-hour on weekdays and every aircraft. hour on weekends to and from TIA. The land use program considers and incorporates several ongoing regional planning efforts that seek to General Aviation facilities comprise approximately 124 acres of airport improve on the need for additional high capacity roadway and transit property. Aircraft storage and parking areas include tie-down systems in the airport environs; these include efforts being led by Pima positions, conventional hangar parking, T-hangar parking, and covered County and the City of Tucson towards enhanced industrial corridors aircraft / ramada parking areas. TIA has more than 350 tie-down south of the airfield as well as efforts led by ADOT and PAG in positions. Hangars include private individual hangars accommodating planning for intercity passenger and freight rail interconnectivity with more than 240 aircraft, common fixed base operator (FBO) hangars, TIA. Demand for access to airport services from throughout Southern and corporate hangars. The Executive Terminal and several FBOs Arizona and northern Mexico is expected to grow significantly during offer a total of approximately 61 shade hangars. the planning horizon. TIA has four FBOs Forecast TIA currently serves approximately 3.7 Million Annual Passengers purposes. (MAP) and supports approximately 165,000 operations compared to (AWDPM) data, representative of a typical day from which forecasting 3.8 MAP and 254,000 operations in 2004 when the previous Master and facility requirements are based upon, were used to develop design Plan Update was completed. Historically, the peak month for day schedules; these schedules provide airline activity in detail, passengers is March. Of total operations, in 2004, almost 60% were including destination markets, carriers, equipment types, and seats general aviation (GA). The remaining operations were split nearly along with additional pertinent information for the forecast years of equally between air carrier, air taxi, and military. The current share of 2015 (Planning Activity Level 1), 2020 (PAL 2), 2025 (PAL 3) and 2030 operations from GA activity is still high at 47%, however GA aircraft (PAL 4). operations have decreased by approximately 50% since 2004. Additionally, average week day of the peak month Air carrier operations have also decreased, from 40,000 in 2004 to 35,000 The forecast for TIA has air carrier enplaned passengers projected to operations currently. TIA currently has a modest volume of air cargo increase from 1.8 million currently to just shy of 3.0 million in 2030 at activity accommodating approximately 69 million pounds of freight an average annual compound growth rate of 2.5 percent. The forecast annually. assumes an increase in Gross Domestic Product (GDP) output and the slow but positive economic recovery keeping TIA’s growth rate steady The TIA Master Plan Update forecast of aviation activity was approved throughout the forecast horizon. Air carrier operations are projected to by the FAA in July 2012. The forecast projects air carrier passenger grow at an average annual compound growth rate of 2.1 percent, and enplanements and air carrier, general aviation and military aircraft general aviation at a rate of 1.0 percent, for a total operations growth of operations throughout the forecast horizon. The baseline forecast is 1.2 percent throughout the forecast horizon at TIA. accompanied by high and low scenario forecasts for sensitivity Forecast of Aviation Activity Facilities Analysis The Master Plan Update reviewed all of the facility requirements for TIA; with additional focus and analysis being conducted for airfield redevelopment, collateral land development, and terminal space optimization. The needs for airfield redevelopment reflect the objectives of safety enhancement, operational efficiency, capacity development, noise reduction, maintenance efficiency, and operational redundancy. Facility analysis and requirements were determined for airspace factors, general and military aviation, terminal processors, cargo needs, support and parking functions as well as various specialized landside facilities. In all, the vast majority of existing TIA functions and processes can be served through the first half of the planning horizon, if not the through the entire 20-year outlook. There are some exceptions to this however as the dynamic general aviation market will require flexibility over time and possibly the need for facility space expansion depending on the type of GA facilities that become more in demand. The table below notes when deficiencies in certain systems are anticipated to occur and at what level of significance (note that Level of Service is a measure of a roadway’s congestion). TAA will be updating the General Aviation Strategic Plan for TIA to further analyze specific needs and programming requirements to best serve future GA growth. The Terminal Optimization Study identified several areas of the terminal concession, security, administrative and baggage functions and facility needs that could potentially benefit from modification or expansion as well. The Land Use Program, from a facility needs perspective, emphasizes the role of existing land use mix, riparian corridors in the airport environs, and the condition of infrastructure and utilities as major factors influencing collateral land development requirements. Of the numerous facility needs reviewed, only a handful revealed capacity related deficiencies during the planning horizon Today 2015 2020 2025 2030 Covered Economy Parking Space (Stalls) 303 -50 -95 -155 -215 Terminal Access Roadway (Level of Service) A A A B C Baggage Make-Up Area (Square Feet) 12,728 -1,645 -5,330 -7,020 -8,870 Terminal Concessions Area (Square Feet) 33,386 -3,655 -8,715 -14,475 -21,025 General Aviation Hangar Area (Acres) 9.2 --- --- -0.02 -0.66 RIPARIAN CORRIDORS The presence of regulatory floodplains and habitat areas, the condition or absence of infrastructure and the market conditions associated with the airport environs land use capacity influence the collateral land development needs LAND USE PATTERN Runway Program Runway 11L-29R regularly accommodates a diverse fleet mix of commercial air-carrier, light general aviation, corporate general aviation, military, and cargo arrivals and departures. As a primary commercial airport within the National Airspace System, TIA’s commercial operations can often be impacted with delays as a result of other airport users. The highly variable aircraft approach speeds of the different types of aircraft using TIA increase controller workload and require controllers to provide greater in-trail separation of aircraft. A second parallel air-carrier runway would nearly double large aircraft capacity, including performance aircraft with large aircraft characteristics (e.g. F-16s) at TIA in visual operating conditions by enabling Air Traffic Control to segregate arriving and departing aircraft on different runways. Segregating arriving and departing aircraft also enhances safety by minimizing mixed-mode operations on a single runway. Upgrade of the parallel runway would also provide Air Traffic Control with greater flexibility in sequencing departures and arrivals throughout the day as well as provide a dedicated touch-and-go runway for TIA industrial, general aviation and military users during less busy times of the day. Upgrading Runway 11R-29L to a full D-IV runway will also minimize potential pilot confusion as the new runway would have its threshold aligned with Runway 11L-29R and have the same width which would clearly differentiate it from a parallel taxiway. The Master Plan Update analyzes several alternative airfield development scenarios that respond to the airfield safety, operational efficiency, and capacity goals. Airfield alternatives were evaluated for effectiveness and feasibility and specifically analyzed for the following objectives: Supports eliminating, reducing, or mitigating safety risk Enhances capacity without producing a negative impact on safety Provides operational efficiency / addresses operational issues (e.g. congestion) Provides for redundancy during runway closure for maintenance or emergencies Accommodates changes in fleet mix and design group or other operational changes Conforms with design standards and considers impacts to navigational aids Creates potential for on-airport land development and accounts for off-airport land compatibility Through ongoing stakeholder input and analysis and evaluation of the the south side of the airport via the new outboard parallel taxiway; and airfield alternatives, a preferred runway plan was developed with the enables Taxiway D to function as an end around taxiway for B-II Master Plan Update. The runway plan doubles large aircraft capacity aircraft and thereby minimize runway crossings by GA aircraft. at TIA; provides a dedicated arrival and departure runway or a Moreover, the preferred runway will promote better identification of preferred military aircraft runway during periods of peak military airfield signage, lights, pavement markings, and nomenclature; aligns activity; provides an 800 foot separation between the parallel runways runway thresholds for ease of identifying runways and significantly which allows for the construction of a center parallel taxiway; provides reduces the complexity of key airfield intersections. more efficient and safer access to Runway 11R-29L and facilities on Preferred Runway Plan Land Use Program The land use program fundamentally recognizes TIA’s key geographic position for supporting industrial development and serving as the hub facility for intermodal logistics in Southern Arizona. Approximately ¾ of TIA’s land is suitable for collateral land development or redevelopment. Limiting factors in the airport environs include availability of infrastructure, the presence of floodways and riparian resources and long-term reclamation costs for certain sites. These factors, as well as other development criteria, were analyzed for cost feasibility implications in the land use program. This analysis drove the development of land use phasing and highest and best use determinations. Several of the major infrastructure development concepts assumed in the land use program will require continued regional coordination and planning with ADOT, PAG, Pima County and the City of Tucson, as well as many other stakeholders. Accommodation of future multi-modal improvements will also be an important proactive consideration; for example, establishing Conceptual Phasing appropriately sized rights-of-way to enable future connectivity for pedestrian, bicycle, bus/shuttle and light rail routes in the airport area. The land use program phasing strategy promotes sites that are readily developable with minimal mitigation and drainage needs or has the capability to address these issues on-site. Over the longer term, properties requiring a more coordinated and engineered approach to mitigation and drainage requirements should be considered, in conjunction with a strategy to provide a mitigation “bank” area to the south. This area can potentially serve as an effective buffer between traditional employment uses and industrial activities. A coordinated “branding” effort that ties development opportunities in the airport area to the advantages of proximity to the airport will be important. Development marketing and subsequent approval processes will need to be straightforward, predictable and timely to ensure that properties can be marketed to their full potential. A coordinated effort with the City of Tucson and Pima County towards implementing a new Airport Development Overlay Zone will be necessary to ensure that a cohesive land use mix and appropriate development standards are implemented over time, reflective of the future development plan map. Finally, all existing development incentive programs should be pursued for development in the airport environs as should regional collaboration towards new incentives to support airport area development. Short-term Development Scenario Long-term Development Scenario Future Development Plan Map Land Use Categories General Aviation – Areas that provide for a range of commercial and Industrial / Logistics – Sites that provide for compatible light industrial specialty aviation-related development. and transportation-related development activities, including logistics Specific uses typical to GA include small and large and corporate hangars; fixed base and and freight intermediary operations. specialty operators, minor aircraft repair, self-serve facilities, pilot support facilities, and flight schools. Large Scale Industrial – Large sites that can accommodate aerospace and defense manufacturing, research and development, technology, Industrial Aviation – Sites capable of supporting a range of moderate to biosciences uses, and other similar intense industrial activities. This intense industrial and major commercial aviation-related development. area will typically reflect master planned, large scale single tenant Specific uses typical to IA include major aircraft, airframe, avionics, facilities. and power plant repair; parting, storage, refurbishing and manufacturing of aircraft and aerospace components; air cargo and Natural Corridor / Mitigation – Corridors that can safely support riparian related operations, freight and logistics, distribution, warehousing and habitat enhancement to offset site development impacts to locally multi-modal facilities. Airfield-related uses that require special delineated riparian habitat. This designation is intended to support a infrastructure, facilities or compatible design are also appropriate IA development strategy that cost-effectively and sustainably addresses development. ecological impacts and off-airport compatibility functions. Mixed Use Aviation – Areas that may support a balance of general and Airport Village – The Airport Village concept is intended to guide future industrial aviation activity in close proximity, provide transition between development of a mixed use lifestyle center to support customers and use intensity, or contain other site factors that allow for a mix of uses to employees of TIA as well as the surrounding community. The Airport occur on a single parcel, including accessory commercial uses. Village is anticipated to support a multi-modal transit center and intense, transit-oriented development themes. Extended Clear Zone – Areas beyond the runway protection zone that are kept clear of development, per TAA Policy. Large Scale Solar – This overlay designation is intended to show areas that could support utility-scale solar energy development, either in the Commercial Node – Areas surrounding key intersections that are near-term or long-term. anticipated to support demand for retail activity, auto-oriented commercial services or professional services; where feasible, commercial nodes also support mixed use development. Special Planning Area – This overlay designation is intended to show areas that could support interim collateral land development through the planning horizon but carries special planning considerations Employment – Sites that have potential infrastructure access or could because the land may be needed for airfield expansion beyond the support major long term employee-intense commercial and compatible planning horizon. industrial development. The land use program incorporates opportunities for all forms of new development; including general and industrial growth as well non-aeronautical growth on lands previously reserved for noise or long-term airfield expansion purposes. The land use program demonstrates the potential for facilitating industrial and solar farm development of reserve areas capable of supporting interim land uses. The summary map for the land use program is the Future Development Plan Map (FDPM). The map identifies and focuses on existing development areas and infrastructure, opportunity sites and planned surface transportation facilities, to ensure that a comprehensive yet concise and functional single reference can be utilized for marketing and implementing future development initiatives. Future Development Plan Map Phasing and Financial Strategy Components of the Preferred Comprehensive Based on phasing requirements, a financial strategy was prepared with the intent of showing the Development Plan were grouped by PAL accessible sources of capital – Airport Improvement Program grants, etc. – available to fund the according to the time period and aviation activity level that the project is anticipated to be required. Estimates of the airside, terminal, landside, general aviation, cargo, and support projects recommended during the planning period. The financial plan assumes the use of a number of different funds including federal AIP grants, ADOT grants, TAA revenues, and tenant funding. The financial plan also assumes the application of Passenger Facility Charge revenues facilities required to accommodate forecast and Letter of Intent proceeds as direct offsets to the eligible portion of the annual debt service levels of air passengers and aircraft operations requirements on proposed future airport revenue bonds. as well as non-forecast related needs were dynamic industry, specific financing of future year projects would be revisited when the decision to developed in the context of the planning move forward is considered. Federal and state funding will be sought for all eligible project costs. objectives. As economic conditions change passenger levels may grow faster or slower than anticipated, and for planning purposes, the forecasts were assigned to planning activity As the airport operates in a very The costs presented include design, construction, contingency and administrative fees for each project with the exception of the Runway 11R-29L Relocation which is presented separately for design and construction. All costs are presented in 2013 dollars. levels (PALs) which represent the level of passengers and operations at four milestones Planning Activity Level 1 includes airfield projects in support of and preceding the construction of and will act as trigger points, or guides, for the Runway 11R-29L Relocation including the EIS, Airports GIS Survey and Obstructions programming new development and facilities. analysis, Runway 11R-29L Design, and relocation of the Raytheon bunkers. The re-designation The Preferred Development Plan Costs by PAL table shows projects developed through the Master Plan Update, the table does not show of all runways based on the current magnetic heading, the renovation of the main Terminal to relocate and expand security checkpoints and concessions, and continued extension of Taxiway G to support aircraft maintenance development are all included PAL 1. Planning Activity Level 2 existing major maintenance or capital projects primarily includes construction of the major components of the Runway 11R-29L program already programmed (such as the terminal including the runway, center and outboard taxiways along with an expansion of the rental car apron reconstruction). service area and continued extension of Taxiway G. Planning Activity Level 3 airfield projects are comprised of secondary airfield enhancement projects after completion of the Runway 11R-29L Relocation Program. The first phase of the Country Club Road extension would be completed during PAL 3 to support maintenance repair and overhaul (MRO) development sites. The terminal Concourse A expansion is also included in PAL 3. Planning Activity Level 4 includes the second phase of the Country Club Road enhancements, extending to Aeronautical Way, and would be completed along with an extension of Taxiway G to the north Future Industrial Aviation Complex. Preferred Development Plan Phasing Preferred Development Plan Costs by Planning Activity Level Planning Activity Level 1 (Years 1 through 5) EIS for Runway 11R-29L Relocation Airports GIS Survey and Obstruction Analysis Redesignate All Runways Based on Current Magnetic Heading Reassign and Clarify Taxiway Nomenclature Airport Wide Drainage Basin Study in Support of Runway 11R-29L Relocation Runway 11R-29L Design Relocate Raytheon Bunkers and Barriers in Support of Runway 11R-29L Relocation Construct New Bypass Taxiway Around Runway11L and 11R Future RPZs Terminal Renovation - Security, Ticketing, Concessions Terminal Renovation - Administrative Space Install Solar Canopies on Top Level of RAC Garage Taxiway G Phase II Extension south to MRO2 TOTAL PAL 1 $1,400,000 $700,000 $2,900,000 $2,200,000 $230,000 $6,100,000 TBD $9,400,000 $5,200,000 $1,900,000 $7,400,000 $2,300,000 $39,800,000 Planning Activity Level 2 (Years 6 through 10) Demolish Raytheon Bunkers in Support of Runway 11R-29L Relocation New Perimeter Road and Fencing Around Future Relocated Runway 11R-29L Displace Runway 11L Threshold and Relocate MALSR and Glideslope Construct New Access for South Run-Up Area Including Taxiway A Enhancements Construct Taxiway Connecting West Ramp to Taxiway A5, Widen TW A5 to Taxiway C Construct Taxiway A4 and A17 Bypass Remove TWs A7&A9 and Extend TW A8 to Intersect TW A, Provide High-speed Exit Construct Outboard Taxiway Between Taxiways A5 and A8 Construct Drainage Detention Basin in Support of Runway 11R-29L Relocation Runway 11R-29L Construction Construct New Outboard Taxiway from Taxiway A8 to Property Boundary Construct New Center Parallel Taxiway Install Solar Canopies in Economy Parking Lot Taxiway G Phase III Extension south from MRO 2 to MRO3 TOTAL PAL 2 $530,000 $1,420,000 $3,600,000 $1,600,000 $6,400,000 $8,200,000 $4,500,000 $6,100,000 $1,200,000 $43,000,000 $12,000,000 $26,000,000 TBD $2,300,000 $116,800,000 Planning Activity Level 3 (Years 11 through 15) Close Taxiway A2 Remove Taxiways T and A14 Straighten Taxiway D2 and ANG B Perpendicular to Runway 3-21 Expand Concourse to the East Country Club Road Extension Phase 1 south to ARFF Access Road Construct Rental Car Storage Area Along Corona Build Out North Portion of the Economy Parking Lot Reconstruct West Apron - Itinerant Aircraft Apron TOTAL PAL 3 $185,000 $156,000 $831,000 $41,500,000 $735,000 $1,415,000 $3,100,000 $8,240,000 $56,200,000 TOTAL PAL 4 $1,010,000 $5,600,000 $970,000 $550,000 $2,400,000 $30,800,000 $40,830,000 Planning Activity Level 4 (Years 16 through 20) Country Club Road Extension Phase 2 south to Aeronautical Way Taxiway G Phase III Extension North to Future Industrial Aviation Complex Land Acquisition - Stewart Title Land Acquisition - Griggs / Ameron Land Acquisition - Hughes Sand and Gravel / AAA Remote Fuel Farm Acknowledgements TAA Board of Directors Project Advisory Committee Lisa Israel, Chairman Abrams Manufacturing Ed Biggers Aircraft Owners and Pilots Association Steven Cole Alaska Airlines Steven Fell American Airlines Tony Finley Arizona Air National Guard Gregory Pivirotto Arizona Business Aviation Association Michael Hannley Arizona Department of Transportation Francine Katz Arizona Pilots Association James Moore, Jr. Arizona State Land Department Barrio Nopal Association TAA Planning & Regional Relations Council Bombardier Lisa Israel, Chairman City of South Tucson Tom Chestnut City of Tucson Barbara Harper Davis-Monthan Air Force Base Francine Katz Delta Airlines Dave McPherson Diamond Ventures Rebecca Montano Elvira Neighborhood Association Rick Myers FAA Air Traffic Organization Steve Pagnucco FAA Airports District Office Ricardo Platt Fed Ex Freight Scott Sirois Frontier Airlines Lucinda Smedley Kimley-Horn & Associates Mercy Valencia Metropolitan Pima Alliance Pima Association of Governments TAA Senior Management Team Pima County Bonnie Allin, President/CEO Raytheon Missile Systems Marjorie Perry, Senior Vice President/General Counsel Regional Airlines Association Dick Gruentzel, Vice President Finance & Administration/CFO Southern Arizona Logistics Education Organization Jim Garcia, Vice President of Operations Southwest Airlines Jill Merrick, Vice President of Planning & Development Sunnyside Neighborhood Association Sunnyside School District TAA Project Manager Tohono O'odham Nation Jordan Feld, Director of Planning Town of Sahaurita Tucson Regional Economic Opportunities Project Consulting Team United Airlines Jessica Wyatt, HNTB Corporation Universal Avionics Diane Gormely-Barnes, HNTB Corporation University of Arizona Justin Bychek, HNTB Corporation US Airways Jean-Christophe Dick, HNTB Corporation Tom Meehan, DOWL HKM Tim Philips, Critical Path Inc. Jessica Domitrovich, Critical Path Inc. Alice Templeton, Gordley Group