7a supp
ITEM NO.: 7a_supp . Revised April 24, 2015 DATE OF MEETING: April 28, 2015 SUSTAINABLE AIRPORT MASTER PLAN (SAMP) UPDATE April 28, 2015 Sustainable Airport Master Plan The SAMP is the blueprint for facilities development needed at the airport over the next 20 years to meet the air travel and cargo needs of the region. The SAMP is important because of the fast pace of regional growth and the airport's critical role in providing for the air travel and cargo needs of the region. The SAMP will determine how to best develop and operate the airport in a sustainable manner that includes economic, environmental and social goals. 2 Briefing overview Where we are in the planning process Preliminary gate expansion concept recommended for modeling Airfield capacity analysis Hardstand operations challenge 2016-2024 Public outreach Key findings with implications for SAMP scope & schedule Sustainability integration Next steps 3 Where we are in the planning process Gate expansion concept recommendation from planning team Forecast complete Based on regional economic forecast 20-year unconstrained forecast SAMP analyzing if airport can accommodate 20-year demand Beginning airfield modeling (inputs & assumptions) Will test airfield system ability to meet unconstrained 20-year forecast Linked to gate expansion concept Includes simulation of potential airfield improvements (center taxiway, & end- around taxiways) Port, FAA and Airline input into the model inputs and assumptions Beginning to explore phasing for gates, terminal and hardstands 4 Preliminary Gate expansion concept recommended for modeling Meets domestic and international gate requirement Dual taxilanes between SSAT & new gates to the south, and between piers at north May not require relocation of North Airport Expressway southbound lanes Can incrementally phase-in additional gates Potential to accommodate widebody aircraft on north end Recommended gate concept provides needed capacity and incremental expansion 5 Gate expansion concept not recommended for modeling Gate phasing has greater impact to existing facilities Single taxilane between SSAT & new gates to the south Requires lidding over S 188th ST Pushback onto taxiway from north gates impacts operations Requires relocation of North Airport Expressway southbound lanes Rejected gate concepts have greater impact to operations and existing facilities 6 Group V airport FAA Group V aircraft separation Runway and taxiway separation does not meet FAA requirement for Group V aircraft in poor weather Several other large airports also do not comply with separation requirement Numerous measures in place to ensure safety Currently operating under a modification to standards Will work with FAA to establish permanent exemption to Group V separation requirement SAMP assumes SEA is a Group V airport 7 Airfield capacity analysis Current early analysis indicates reduced capacity (high level analysis) Previous airfield capacity estimates consistent with current forecasted 20-year demand Factors that have changed to reduce airfield capacity Fleet mix shift to larger aircraft Improved FAA tracking technology and greater enforcement of separation standards Single departure stream for jet aircraft based on use of 3 runways 8 Airfield capacity analysis Change in fleet mix 500,000 General aviation/military 450,000 Air taxi (less than 60 seats) 400,000 Air carrier (greater than 60 seats) 350,000 Aircraft operations 300,000 250,000 200,000 150,000 100,000 50,000 - Increase in larger aircraft has reduced airfield operations capacity 9 Airfield capacity analysis Spreadsheet calculation of runway capacity Capacity/delay analysis has focused on runway capacity FAA & ACRP spreadsheet calculations Industry accepted high level capacity assessment method for early planning Only analyzes runway capacity - additional delay likely from several sources (e.g. runway crossings, taxiways & gate constraints/congestion) Analysis suggests the current runway system, with no improvements, will reach capacity well before 2034 Early indication of capacity problem prompts need for detailed simulation modeling 10 Airfield capacity analysis Simulation modeling Simulation modeling will provide more accurate analysis and focus on airfield system capacity with potential improvements Taxiway system/runway crossings Pushbacks and transition to/from movement area Terminal and gate layout 11 Airfield capacity analysis Simulation modeling Video: simulation animation Airfield capacity analysis Simulation modeling Questions to be answered What is the capacity of airfield system? (with and without improvements) Benefits of potential centerfield and end-around taxiways Performance of gate expansion concept Efficiency of aircraft flow patterns between runways and gates Information for follow-on benefit-cost analysis of improvements Which is a bigger capacity constraint; the runways or taxiway circulation? Is increased taxi time using end-around taxiways offset by reductions in delay? What is the timing of need for potential improvements? Simulation modeling will demonstrate capacity benefits of potential improvements 13 Airfield capacity analysis throughput capacity Max aircraft PER HOUR without delay Existing airfield has a maximum capacity of approximately 90 operations per hour in good weather, down to 76 operations per hour in poor weather Begin to experience airspace delay when throughput capacity is reached Good Weather EXISTING PEAK HOUR THROUGHPUT CAPACITY Poor Weather Capacity varies in different weather conditions 14 Airfield capacity analysis throughput capacity 2014 rolling hour demand vs capacity CAPACITY (GOOD WEATHER) CAPACITY (POOR WEATHER) 15 Airfield capacity analysis throughput capacity 2019 rolling hour demand vs capacity and time to recover operations RECOVERY CAPACITY (GOOD WEATHER) CAPACITY (POOR WEATHER) 16 Airfield capacity analysis throughput capacity 2024 rolling hour demand vs capacity and time to recover operations RECOVERY RECOVERY CAPACITY (GOOD WEATHER) CAPACITY (POOR WEATHER) 17 Airfield capacity analysis throughput capacity 2029 rolling hour demand vs capacity and time to recover operations NO RECOVERY PERIOD RECOVERY RECOVERY CAPACITY (GOOD WEATHER) CAPACITY (POOR WEATHER) 18 Airfield capacity analysis throughput capacity 2034 rolling hour demand vs capacity and time to recover operations NO RECOVERY PERIOD RECOVERY 19 Airfield capacity improvement concepts Potential airfield improvements include End-around taxiways Centerfield taxiway Dual taxiways A & B south of terminal Complex development issues for end-around taxiways Development issues FAA regulatory issues Impact to existing facilities Taxiing aircraft tail cannot penetrate Permitting runway air surface Topography End-around taxiway limited to Group III Suite of airfield improvements: End-around taxiways would be challenging to build 20 Hardstand operations challenge 2016-2024 21 Hardstand operations challenge 2016-2024 Rapid growth Rapid growth in recent years Passengers: up 4.7% in 2013 & 7.5% in 2014 Aircraft operations:up 2.5% in 2013 & 6.9% in 2014 Even higher increases projected for 2015 (based on year to date volumes) Passengers: 10% over 2014 Aircraft operations:11% over 2014 Higher than expected near-term growth adds urgency to build required facilities 22 Hardstand operations challenge 2016-2024 Facilities requirements Hardstands (requirements assume 737 narrowbody equivalent) First scheduled hardstand operations anticipated in 2016 4 gates out of service 2016-2019 due to IAF construction 11-13 parking positions required in 2020 13-15 parking positions required in 2024 Holdrooms Will need a combination of additional capacity in existing terminal and remote holdroom locations(s) Support equipment COBUS vehicles and maintenance facilities Fueling trucks Airstairs Currently working to define phasing of hardstand and holdroom construction and timing of need for support equipment Holdroom capacity deficit in 2024 equivalent to Concourse A 23 Hardstand operations challenge 2016-2024 Facilities requirements Hardstands Existing capacity: 18 aircraft parking positions ("stands") (737 equivalent) Busing operations at hardstands will reduce aircraft parking capacity Existing hardstands currently accommodate remain overnight (RON) parking for passenger aircraft 3 7 stands stands 8 stands 24 Hardstand operations challenge 2016-2024 Facilities requirements Hardstands Existing capacity: 18 aircraft parking positions ("stands") (737 equivalent) Busing operations at hardstands will reduce aircraft parking capacity Existing hardstands currently accommodate remain overnight (RON) parking for passenger aircraft Potential for new hardstands at end of Concourse D and at Cargo VI 3 7 stands stands 8 8 stands stands Urgent need for hardstands may require streamlined project delivery 25 Hardstand operations challenge 2016-2024 Facilities requirements Holdrooms Opportunity for remote terminal at former United Airlines cargo building Holdroom expansion projects planned at Concourses B & C Shortage of capacity in near-term (even with identified opportunities) Will be back to Commission for further discussion 3 7 Planned stands stands Holdroom Expansions 8 8 stands stands Remote Covered Terminal walkways Shortage of holdroom capacity to accommodate hardstand operations 26 Public outreach Airport-area outreach Briefings and presentations City Council presentations in Burien, Des Moines, SeaTac Port of Seattle/City of SeaTac JAC Updates Highline Forum briefings Chamber presentations informal and scheduled program PSRC - Transportation Policy Board Regional, community and business organization presentations Other outreach Airmail, Sea-Tac's community newsletter Readership 32,000 single family households within the airport communities Connections, tenants and operators, stakeholders, business interests Online and print distribution Port website postings, social media, email blasts & press release 27 Public outreach Regional and local government outreach Community open houses designed to engage regional audience 1st Series:SAMP process, goals, forecast, and development concepts March 4, Mount Rainier High School , 5 7 p.m. (65 attendees) March 19, Seattle Central Library , 5 7 p.m. (27 attendees) April 2, Bellevue Public Library, 5 - 7 p.m. (31 attendees) 2nd Series (Summer 2015):Preliminary Alternatives 3rd Series (Fall 2015): Preferred Development Alternative Transportation Review Committee Engage local & regional planners on transportation issues in SAMP Engage local & regional planners on improvements to ease congestion 1st meeting planned for Q2 of 2015 Regional and local government briefings 28 Public Outreach Outreach focus Proactively provide information; seek feedback and engagement How does Sea-Tac affect stakeholders community, business, traveling public How can Sea-Tac benefit stakeholders community, business, traveling public Feedback summary from first series of open houses Open house and display boards were effective to engage public Curiosity about what's driving Sea-Tac's growth Awareness about growing congestion on airport drives Concerns about traffic impacts Interest in easier circulation between gates, check-in areas and light rail General concerns about aircraft noise General concerns about aircraft emissions 29 Sustainability integration WHAT and WHERE We Build First Tier: Alternatives analysis for Sustainability- Plan airport that meets future needs in a way that: Optimizes efficiency of airport layout Creates efficiency for airlines and passengers Enables airfield and ground movements that reduce fuel burn and emissions Maximizes use of limited real estate Provides future capacity at the appropriate time Minimizes wetland and creekimpacts Uses existing facilities where practical, and adds new facilities when needed Optimizes the investments we have made in the airport Efficient airport layout, use of existing facilities, and natural resource protection 30 Sustainability integration HOW We Build (Preferred Airport-Wide Concept) Second Tier: Design and build sustainable new and renewed facilities that include: LEED Energy efficiency Water conservation Integrate environmentally-preferred building materials Recycling Infrastructure Climate resiliency Stormwater detention and treatment Total cost of ownership Green buildings 31 Sustainability integration HOW We OPERATE Third Tier: Develop operational sustainability initiatives to meet goals and objectives Identify gap between projection of 2034 environmental footprint and Century Agenda and S3 goals Develop sustainability management plan that closes the gap Energy efficiency Carbon reduction Emission reductions Recycling Water quality Noise abatement On-going initiatives necessary to optimize economic and environmental performance 32 Next steps Model airfield and terminal ramp area Determine airfield capacity & benefit of potential airfield improvements Based on determination of airfield capacity, confirm gate requirement and refine gate expansion concepts Determine landside and airport/airline support facility requirements to support preferred terminal concept Integrate airport facilities into a comprehensive land use plan Allocate land based on land use prioritization/hierarchy Determine what should be accommodated in the South Aviation Support Area (SASA) Develop phased implementation plan for entire SAMP capital program On-going Commission guidance 33
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