Loading...
HomeMy WebLinkAbout06-05-2009 Council Economic Development Committee AGENDA City of Iowa City City Council Economic Development Committee Monday, June 15,2009 8:00 a.m. City Manager's Conference Room City Hall 1. Call to Order 2. Consider approval of May 27, 2009 minutes 3. Consider Recommendations for South Airfield Study 4. Consider guidance on incentives for Industrial Park development 5. Committee time 6. Adjoumment MINUTES CITY COUNCIL ECONOMIC DEVELOPMENT COMMITTEE MAY 27,2009 CITY MANAGER'S CONFERENCE ROOM, 2:30 P.M. PRELIMINARY Mem bers Present: Staff Present: Others Present: Regenia Bailey, Connie Champion, Matt Hayek Wendy Ford Andrew Ward, Ec Dev Intern; Craig Gustaveson, DTA; Nancy Quellhorst, President, Chamber of Commerce, RECOMMENDATIONS Champion moved to approve the Sheraton Exterior Walkway Enhancement plan, with the ATM moved away from the walkway; seconded by Hayek. Motion carried 3 - O. CALL MEETING TO ORDER: Chairperson Regenia Bailey called the meeting to order at 2:30 P.M. CONSIDER APPROVAL OF THE MINUTES OF THE JANUARY 20.2009 ECONOMIC DEVELOPMENT COMMITTEE MEETING: Hayek moved to approve the minutes of the January 20,2009, Economic Development Committee as presented; seconded by Champion. Motion carried 3-0. CONSIDER APPROVAL OF SHERATON EXTERIOR WALKWAY ENHANCEMENT PLANS: Wendy Ford spoke to the Members about the Sheraton exterior walkway plans. She gave them a quick recap detailing that in exchange for allowing the Sheraton to close off the interior walkway at night, an agreement was reached to enhance the exterior walkway. Ford noted that the Sheraton staff came to the City staff last month with the initial concepts for the walkway enhancements, and that what the Members are seeing today are the revised plans. Ford noted the key goals in the project were to improve safety, lighting and aesthetics. Ford shared the design team's Power Point presentation with Members. She pointed out existing walkway features and compared them with the proposed improvements. The overhead glass and steel canopy of the walkway will be extended on both the north and south sides for better visibility of the walkway and new signage on the walkway. The types of lighting fixtures were further explained and Ford showed night views of how the area is proposed to look after improvements are made. Ford then discussed the interior area of the walkway, explaining how the existing area appears now and what improvements will do to enhance it. Ford then responded to questions from those present, further explaining the low-lying retaining wall at the base of the Martini's building that extends southward out of the walkway. She explained that the existing concrete block will be replaced with a textured concrete wall and be highly durable. A question was asked about the type of paint to be used. Ford explained they are using a special graffiti-resistant paint that is easy to power wash and keep clean. Champion asked about the location of the ATM, stating that she worries about people loitering there. She questioned the location of an ATM in this area. Ford noted that the City has told the Sheraton that they will not participate in any of the costs associated with moving the ATM. Ford suggested they could request that the ATM be located to another corner. Champion noted that she would not approve these plans if the ATM stays in this location. Members continued to discuss elements of the plans. Economic Development Committee Meeting May 27, 2009 Hayek asked for clarification on the west wall, Martini's building, noting the historic brick of the building. He stated that he assumes the object is to keep this wall clean and make it easier to maintain. Libris Fidelis of the Johnson County Green Party addressed the Members regarding this plan. He noted that he believes this proposal is pure propaganda. He continued, stating the interior walkway is public access and he noted the history behind this. Fidelis stated that this should not be allowed, that this area should remain an open passageway, 24-hours a day, as the original agreement stated. He added that he believes the barrier wall should be moved back into the Sheraton lobby to fully open this area up again. Nancy Quellhorst, President of the Iowa City Area Chamber of Commerce voiced approval commenting that the project appears to meet the goals set forth in the improvements to aesthetics and safety. Hayek asked why in the Power Point renderings the east wall is one color and the western wall another color. Ford noted that the Sheraton is changing its exterior color. Several noted that it would be better to have a lighter color in this walkway. One Member spoke to the lighting issues, noting that the types of lights being proposed will be an improvement. Bailey noted that she believes they can make a motion supporting the project, without the ATM in this location, and move forward with this. Champion noted that she would move approval with the ATM not being located by the walkway. Champion moved to approve the Sheraton Exterior Walkway Enhancement plan, with the ATM moved away from the walkway; seconded by Hayek. Hayek concurred with Champion on the ATM issue, but wasn't sure it was in EDC's purview, and that he would like to get this project moving forward. Bailey added that she believes it makes sense to move the ATM, and that she would support approving these plans, with the ATM being relocated. Motion carried 3-0. COMMITTEE TIME: Bailey noted that the Airport's South Airfield Aviation study is now done. They had talked previously about bringing that report to this Committee, and she asked if Members would still be interested in meeting with the Airport Commission on this. Members agreed that they would like to do this. ADJOURNMENT: Hayek moved to adjourn the meeting at 3:00 P.M., seconded by Champion. Economic Development Committee Meeting May 27, 2009 Council Economic Development Committee ATTENDANCE RECORD 2009 TERM ~ ~ NAME EXP. i\:J 0 -.,J Regenia 01/02/10 X X Bailey Matt 01/02/10 X X Hayek Connie 01/02/10 X X Champion Key: X = Present o = Absent OlE = Absent/Excused 1 ~ 1 --= -~... !~ai;t:~ ~~ _gal' --- ... CITY OF IOWA CITY MEMORANDUM Date: June 11, 2009 To: Iowa City Economic Development Committee From: Wendy Ford, Economic Development Coordinator Re: South Airfield Planning Study (The following memo refers to the South Airfield Planning Study document which may be found online at the following address: http://www.icqov.orq/boardaqenda/1984.pdf) You should have previously received a copy of the Iowa City Municipal Airport Commission's South Airfield Planning Study. This study was undertaken to provide future direction for the expansion of the Iowa City Municipal Airport to the south, and to identify any areas not needed for airport facilities which could be marketed for private development. The study has been approved by the Federal Aviation Administration for use as a planning tool. Prior to consideration of this study by the City Council, it is desirable to have the Economic Development Committee provide a recommendation on the future economic development potential of the south airfield area. In their cover letter to the City Council and City Manager, the Airport Commission identifies three key items which are highlighted in the study. These include: 1. The $25,000 agricultural lease which exists in the south airfield area. Any development in this area would likely result in the termination of this lease. Certainly the property has greater value to the City in terms of its potential tax base for private development. 2. The Airport Commission states that they do not believe the south airfield property should be developed until the North Aviation Commerce Park area has been completely developed. The North Aviation Commerce Park is slightly over half developed. An issue with this position is that the south airfield area is identified in the Iowa City Comprehensive Plan as appropriate for industrial/manufacturing development. The North Aviation Commerce Park is currently zoned for commercial development. The Airport Commission may not be aware of this difference in terms of the future development potential of these two areas. The Commission also states their desire to focus on leasing land versus selling it for the south airfield property that is made available for private development. Our experience in marketing the North Aviation Commerce Park indicated to us that a leased land arrangement for private development was not viable. This led to a determination that the North Aviation Commerce Park property would be sold for development, which has proven successful. 3. The south airfield report identifies flood mitigation projects which are needed to protect the airport property from the flood risk associated with Willow Creek. Additional study will be needed to determine flood hazard mitigation strategies for the property south and west of the airport, which is in the Willow Creek floodplain. June 11, 2009 Page 2 There are five private development scenarios presented in the report which vary in the amount of property which remains for private development after future expansion of airport operations is taken into consideration. The recommended development alternative is Layout 5, which preserves the greatest amount of property for future private redevelopment, 37.1 acres. Would you please plan on discussing the following specific points in developing your recommendation to the City Council: 1. The Airport Commission recommendation that development of the south airfield area should wait for the full build out of North Aviation Commerce Park. 2. The recommendation that the City should focus on leasing property rather than selling. 3. Mitigation of the Willow Creek flood hazard. The City should not proceed with potential sale or lease of any of the south airfield area until the Airport Commission is completely comfortable that they have reserved an adequate area for future expansion of airport operations. There is no point in selling off airport property that may be needed in the future for aviation purposes. The City Council has already taken the position that the Iowa City Municipal Airport shall not expand beyond its existing boundaries. We need to make sure we are retaining adequate property for expansion of the airport in order to keep it a viable municipal enterprise. I would also note that the Facility Requirements section on page 15 has nothing about the adequacy of the existing terminal building. You may wish to address this in your recommendation to the City Council. Let's plan on discussing at your June 15 meeting. cc: Jeff Davidson ppddir/mem/SAirfieldPlanningStudy.doc 1 ~ 1 -~= -1lO.... f~ai!ll~ ~... _gal' --.~ CITY OF IOWA CITY MEMORANDUM Date: May 28,2009 To: City Manager, City Council, Economic Development Coordinator, Planning Director, Public Works Director Re: South Airfield Planning Study The Iowa City Airport Commission and staff are pleased to present this copy of the South Airfield Planning Study to you. As we discuss the future of the south airport land, please note several key items regarding the position of the Airport Commission and the value of the land to airport operations. - This land is currently leased as part of an agricultural lease which brings in $25,000 to the airport. Any development to this area would likely result in the ending of this arrangement. - The Airport Commission does not believe this area should be developed until the North Commerce Park land has been completely developed. Once the North Commerce Park is developed, the city and airport commission should focus on lease operations for this land. This land contains the last commercially developable property which would have a significant impact on the Airport's budget. - This area is currently in the Willow Creek Flood Plain. FAA would participate in funding flood mitigation work to the area following the improvements to the airside facilities (runways, taxiways, and aircraft parking). The earliest this would occur as presented in the FAA Airport Improvement Program plan would be during federal fiscal year 2014. We look forward to working with city council and staff to provide the best use of this land to meet everyone's needs. Respectfully Submitted Iowa City Airport Commission AECOM South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa FAA AI P Project #3-19-0047 -12 Iowa City Airport Commission Prepared By: AECOM 500 sw th Street, Suite 301 Des Moines, Iowa 50309 May 5, 2009 DISCLAIMER The preparation of this document may have been supported, in part, through the Airport Improvement Program financial assistance from the Federal Aviation Administration (Project Number 3-19-0047-12) as provided under Title 49 U.S.C., Section 47104. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable or would have justification in accordance with the appropriate public laws. ~~ U.S. Department of Transportation Federal Aviation Administration Central Region Iowa. Kansas. Missouri. Nebraska 901 Locust Kansas City, Missouri 64106 (816) 329-2600 May 15,2009 Ms. Janelle Rettig Iowa City Municipal Airport 180 I S. Riverside Iowa City, IA 52246 Iowa City Municipal Airport South Airfield Planning Study Dear Ms. Rettig: We have completed our review of the South Airfield Planning Study, dated May 2009, and find it acceptable for planning purposes, and in general we concur with the conclusions and recommendations from the standpoint of efficiency, utility, and safety. This does not mean that we agree with all of the development depicted in the preferred alternative. The acceptance of this study does not constitute a commitment of Federal funds for any of the development shown, nor does it authorize construction or development, nor constitute FAA's commitment to take part in the recommended development. Determinations in this regard are made only after a specific request for federal funds is submitted. All future development will be subject to the notice provisions of Federal Aviation Regulations (F AR) Part 77. This acceptance does not indicate that the proposed development is environmentally approved. The proposed development is subject to Federal environmental laws, statutes, and regulations. The FAA must first make an environmental finding on these actions before the airport sponsor may begin. To satisfy this responsibility, the FAA must complete the environmental process described in the most current version of FAA Order 5050.4. Please update the Airport Layout Plan (ALP) as appropriate showing the preferred alternative. The ALP is a graphic depiction of the existing and future airport facilities showing the clearance and dimensional requirements to meet applicable standards. The ALP serves as a record of aeronautical requirements and is used by the FAA in its review of proposals that may affect the navigable airspace or other missions of the FAA. The ALP is an important document and should be kept up-to-date at all times with respect to future planned development and existing features. 2 Please submit one copy of the revised/as-built ALP drawings for review. Ifacceptable, additional copies will be requested for airspace study. If you have any questions or need additional information, please contact me at (816) 329-2639 or send me an e-mail message at scott.tener@faa.gov. Sincerely, Scott D. Tener, P.E. Airport Planning Engineer - Iowa cc: Mr. Michael Tharp, Iowa City Municipal Airport Mr. David Hughes, P.E., AECOM Ms. Kay Thede, Iowa DOT South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa TABLE OF CONTENTS PaQe No. EXEC UTIVE SUMMA R Y ............. ................. ...................................... ............... ................. ..... ...................... i CHAPTER 1 - A VIA TION DEMAND FORECASTS .................................................................................... 1 INTRODUCTION........ ...... ..... ..... ............... .............. ......... ................ ........... .......... ...... ....... .... .......... 1 CURRENT AIRPORT ROLE................. ........... ..... ...................................................... ................ ..... 1 HISTORICAL AVIATION ACTIVITY ................................................................................................ 2 FORECASTING APPROACH........ ........ ............... ........... ................ ........... ........... ..... ........ .............2 SELECTION OF FORECAST MODELS.......................................................................................... 3 AIRPORT SERVICE AREA..............................................................................................................4 GENERAL AVIATION ACTIVITY .....................................................................................................5 LINEAR AND GROWTH TREND ANALYSIS ..................................................................................5 POPULATION CORRELATION. ........................... ................................................. ................ ..........6 MARKET SHARE ANALYSIS .......................................................................................................... 7 FAA TERMINAL AREA FORECAST ...............................................................................................8 IOWA STATE SYSTEM PLAN.........................................................................................................8 1996 MASTER PLAN BASED AIRCRAFT PROJECTION ..............................................................9 COMPARISON OF BASED AIRCRAFT FORECASTS ...................................................................9 PREFERRED BASED AIRCRAFT FORECAST .........................,.................................................10 BASED AIRCRAFT FLEET MIX ....................................................................................................11 AI RCRAFT OPERATIONS.... ..... ........... ...... ..... ..... ..... ...... ........... ........................... ................ ........ 11 PEAKING CHARACTERISTICS ...... ...... ............... ........... ........... ................ ........... ................ ........ 12 GENERAL AVIATION ........................................... ......................................................................... 13 DESIGN AIRCRAFT .. ........... ....... .... ..... ....... .... ..... ........... ........... ................... ........ ......... ....... ........ 13 FORECAST SUMMARy........ .......... ..... ........... ..... ...... ..... ........... ................ ................ ................... 13 CHAPTER 2 - F ACI L1TY REQUIREMENTS ............... .............................................................................. 15 GENERAL AVIATION TERMINAL FACILITIES ............................................................................ 15 Hangars............................................................................................................................ . 15 Aircraft Parking Apron ............................................................................... ........................ 17 Site Access and Vehicle Parking ......................................................................................17 CHAPTER 3 - ALTERNATIVES ANALYSIS ............................................................................................. 19 EXISTING CONDITIONS ...... ........... ..... ........... ...... .......... ........... ................ ...... ..... ..... ............ ....... 19 Willow Creek Flood Plain ..................................................................................................19 Airport Layout Plan... ........... ..... ... ........ ........ ........ ........ ... ...... .......... ........... ........... ........ ..... 22 ALTERNATIVES ...... ............. ................ ........... ...... ..... .... ......... ... ...... .......... ........... ............. ... ........22 Alternative Layout 1 .. .......... ....... ......... ........ ........ ........... ................ ....... .... ..... ........... ........ 23 Alternative Layout 2 ................. ...................................................................... ................... 24 Alternative Layout 3 ............................................ ...................................... ........................24 Alternative Layout 4 ............................................ ...................................................... ........25 Alternative Layout 5 .......................................................................................................... 26 Summary of Alternatives ..... ..... ............ .......... ..... ........... ..... ........... ...... ..... ................ ........ 27 Preferred Alternative ........... ......... ....... ..... ...... ..... ........... .... ............ ..... ...... ........... ........ .....27 FAA AlP 3-19-0047-12 AECOM Project 94936 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa EXECUTIVE SUMMARY The purpose of this study is the evaluation of the south airfield portion of the Iowa City Municipal Airport to determine if any of the property as identified in the approved Airport Layout Plan package as future commercial/light industrial development should be retained by the Iowa City Municipal Airport for future growth needs. The study was developed with input from an airport user's group consisting of members of the Airport Commission, City Zoning and Planning Staff, and the Fixed Base Operator at the airport. Without input from this group of user's, the needs of the airport may not have been addressed. The study reviewed the existing based aircraft at the airport and the existing waiting list for aircraft owners with desires to relocate their aircraft to the Iowa City Municipal Airport as hangar space becomes available. Federal Aviation Administration (FAA) planning documents typically plan for a 20 year period, but because of desires expressed by the members of the Iowa City Airport Commission the planning period for this document was extended to 40 years. The linear growth trend and population correlation based on county population are very similar and better represent the current waiting list being maintained by the airport. The linear growth trend has been chosen as the preferred based aircraft forecast model because of its initial faster growth between years 2006 and 2012. The table below is a summary of the aviation forecast chosen for the Iowa City Municipal Airport. A~ATIONFORECASTSUMMARY AIRCRAFT WAITING LIST FILLED .if)\ Based Aircraft 74 93 100 114 146 - Single Engine 59 70 76 84 108 - Multi Engine 11 16 16 18 23 - Turboprop 3 2 3 5 6 - Jet 0 4 4 5 6 - Other 1 1 1 2 3 Annual Operations . Local 15,570 21,800 23,850 26,250 28,200 36,150 . Itinerant 20,470 22,810 25,050 27,520 29,600 37,900 . Instrument Operations 3,750 4,100 4,550 4,900 6,250 . Total 36,040 48,360 53,000 58,320 62,700 80,300 Based on the aviation growth that was forecast for the Iowa City Municipal Airport, aviation facility requirements for the general aviation terminal area were determined. These facilities included aircraft hangars, aircraft parking aprons, automobile parking and roadway access. The following table is a summary of the existing aircraft hangar facilities at the Iowa City Municipal Airport and the additional requirements for storage of projected aircraft. The existing terminal area at the Iowa City Municipal Airport is constrained for future growth for development of hangars but does have sufficient space available for aircraft parking apron expansion. FAA AlP 3-19-0047-12 AECOM Project 94936 Page i May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa I'" C'C~~r " - - -, , rl~~~fti-ijt!:'Wllr~' 'II' ~ -II' ~m:~ ' ~. V.':<:,:,~j~..~ :~ T';f t.~~~~> _~~~ ~ :'~~~ _:i:v ~'ill Based Aircraft Single Engine -- 70 76 81 84 108 Multi Engine -- 16 16 17 18 23 Turboprop -- 2 3 4 5 6 Jet -- 4 4 4 5 6 Other -- 1 1 2 2 3 Total -- 93 100 108 114 146 Aircraft to be Hangared Single Engine -- 70 76 81 84 108 Multi Engine -- 16 16 17 18 23 Turboprop - 2 3 4 5 6 Jet -- 4 4 4 5 6 Other -- 1 1 2 2 3 Total -- 93 100 108 114 146 Conventional Hangar 20 23 24 27 30 38 Positions. T-Hangar Positions 59 70 76 81 84 108 Conventional Hangar Areas 12,000 21,500 24,000 29,000 35,000 44,500 (s.f.) Aircraft Maintenance 16,000 12,500 13,400 14,660 15,740 20,130 T-Hangar Area (s.f.) 84,350 103,200 110,400 117,600 122,400 156,800 Total Hangar Area (s.f.) 112,350 137,200 147,800 161,260 173,140 221 ,430 Once the facility requirements were defined, alternatives were developed and reviewed to determine which alternative best fit the airport's future needs. The study determined that development of the South Airfield Area for aviation use is needed but a portion of the area could be used for commercial I light industrial use. Implementation of the South Airfield Planning Study will take a major financial investment over the planning period. Financing the improvement program will not rely entirely on one source. Federal, state, local and private sources will contribute to the development. In each case, the primary contributor will be the aviation community and the airport user. FAA AlP 3-19-0047-12 AECOM Project 94936 Page ii May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa Now that the South Airfield Planning Study has been completed, the most important challenge lies ahead - turning plans into successful reality. The Iowa City Municipal Airport will need to make periodic adjustments to the plans to provide a more accurate response to the needs presented by the aviation community, while maintaining responsibility with sound financial and environmental principles. FAA AlP 3-19-0047-12 AECOM Project 94936 Page iji May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv, Iowa CHAPTER ONE AVIATION DEMAND FORECASTS INTRODUCTION The development of a Planning Study for the South Airport Development for the Iowa City Municipal Airport (lOW) requires the development of forecasts that define future aviation demands. These forecasts will serve as the basis for planning the aviation facilities required to meet the Iowa City area aviation needs over the next 20 years and beyond. The forecasts will be used to analyze the future needs of the airfield and lands ide facilities. Forecasting any type of future activity is as much an art as it is a science. Regardless of the methodology used, assumptions must be made about how activities might change in the future. The objective of the forecast process is to develop estimates of the degree of these changes so that their impacts may be determined. Plans and preparations may then be made to accommodate them smoothly and cost effectively. The primary point to remember about forecasts is that they serve only as guidelines for facility and financial planning. Aviation activity is affected by many external influences as well as by the aircraft and facilities available, The spectrum of change since the first powered flight is almost beyond comprehension as aviation has become the most dynamic form of transportation in the world, Because it is dynamic, changes and major technological breakthroughs have resulted in erratic growth patterns. More recently, regulatory and economic actions have created very significant impacts upon activity patterns at most airports. The following sections will discuss the historic trends in aviation both locally and on a national level. These trends will be examined along with outside influences that may affect future trends to develop the rationale for the selection of planning forecasts. CURRENT AIRPORT ROLE The Iowa City Municipal Airport is owned and operated by the city of Iowa City. An Airport Commission was established by the city to manage the airport. The airport is included in the FAA's National Plan of Integrated Airport Systems (NPIAS). The NPIAS identifies the Iowa City Municipal Airport as a General Aviation Airport. An airport has to be identified in the NPIAS to receive federal funding. The 2004 Iowa Aviation System Plan identifies the Iowa City Municipal Airport as an Enhanced Service General Aviation Airport. An enhanced service airport supports almost all general aviation aircraft including most types of business jets and these airports serve as transportation centers and economic catalysts for the State. The Iowa Aviation System Plan also identifies facility and service objectives for the various functional airport roles. For an Enhanced Service Airport, the State System Plan has the following facility and service objectives: 5,500' x 100' Runway, parallel taxiway, precision approach, approach lighting, AWOS/ASOS, covered aircraft storage, jet and aviation fuel, full service FBO and ground transportation. Given the runway length, the role of the airport has been to serve general aviation demand and is considered a General Utility Stage II Airport. The Iowa City Municipal Airport currently has a hangar waiting list containing requests from 12 individuals wanting to relocate single and twin engine aircraft to the Iowa City Airport and also has a request from the Fixed Base Operator for use of additional hangar space at the airport. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 1 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa HISTORICAL AVIATION ACTIVITY Historical aviation statistical data was obtained for lOW from the FAA Terminal Area Forecasts for the years 1980 through 2004. Historical data for the years 2005 through 2006 is based on the FAA Form 5010-1 "Airport Master Record". The single most important factor in the development of aviation activity forecasts is the number of based aircraft. Presently, the number of based aircraft at Iowa City Municipal Airport is 78. Forecasts of based aircraft begin with an examination of available historical data and determination of past growth trends. The historical information on based aircraft was obtained from past FAA 5010 Forms and shown in Table 1-1. The 5010 form is a master record used in an effort to keep up-to-date information about an airport. At most airports, the form is the best means available of obtaining a reasonable picture of the airport's past growth trends. HISTORICAL BASED AIRCRAFT (lOW). TABLE 1-1 iii 1980 56 11 0 0 67 1985 60 11 0 0 71 1990 43 10 0 0 53 1991 43 11 0 0 54 1992 43 11 0 0 54 1993 43 11 0 0 54 1994 43 11 0 0 54 1995 46 8 0 1 55 1996 46 8 0 1 55 1997 49 9 0 1 59 1998 49 9 0 1 59 1999 49 9 0 1 59 2000 49 9 0 1 59 2001 49 12 0 1 62 2002 49 12 0 1 62 2003 59 14 0 1 74 2004 60 14 0 1 75 2005 60 14 1 1 76 2006 60 15 2 1 78 FORECASTING APPROACH The development of aviation demand forecasts proceeds through both analytical and judgmental processes. Past trends in activity are normally examined in order to give an indication of what may be expected in the future. However, the judgment of the forecast analyst, based upon professional FAA AlP 3-19-0047-12 AECOM Project 94936 Page 2 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa experience, knowledge of the aviation industry, and the local situation is important in the final subjective determination of the preferred forecast. The assessment of historic trends requires the collection of data on aviation indicators at both the local and national level. Among these are purely aviation-related factors such as historical operations and based aircraft as well as more general socioeconomic indicators relating to population, employment, and income. The comparison of relationships between these various indicators provides the initial step in the development of realistic forecasts of aviation demand. As part of the analytical process, past trends in the various aviation demand elements are extended into the future by a variety of techniques and with a variety of assumptions. Trend lines developed through the use of various analytical procedures are called projections. After preparing a number of such projections, the analyst is able to identify a range of growth within which the true trend will probably lie. The second phase of demand forecasting requires experienced professional judgment. At this stage, a number of intangible factors must be considered, including potential changes in the business climate, pertinent state of the art advances in aviation, the impact of new facilities to induce growth, and the planning policies and objectives of the airport owner. Despite the analysis and professional judgment that goes into forecasting, one should not assume a high level of confidence in forecasts that extend beyond five years. Facility and financial planning usually require at least a ten-year preview. Therefore, it is important to use forecasts which do not result in overestimates of revenue generating capabilities or underestimates of facilities needed to meet public (user) needs. For instance, should a forecast prove conservative, enough flexibility should be provided in the plan so that facilities do not become greatly overcrowded within the planning period. On the other hand, should a forecast prove to be overly optimistic, facilities should not become an economic burden to the airport because of revenue shortfalls. Year-to-year variation from the preferred forecast should be expected and anticipated. Long-term commitments (such as revenue bonding) should not be made on short-term upturns in activity when historical activity generally indicates these cycles are moderated by subsequent declines in activity. Technological advance in aviation can substantially alter the growth rates in aviation demand. The most obvious example is the impact of jet aircraft on .the aviation industry, which resulted in a growth rate that far exceeded expectations. Such changes are difficult, if not impossible to predict, and there is simply no mathematical way to estimate their impacts. SELECTION OF FORECAST MODELS The most reliable approach to estimating aviation demand is through the utilization of more than one analytical technique. Methodologies frequently considered include: trend line projection, correlation/regression analysis, and market share analysis. Trend line projection is probably the simplest and most familiar of forecasting techniques. By fitting classical growth curves to historical demand data, then extending them into the future, a basic trend line projection is produced. A basic assumption of this technique is that outside factors will continue to affect aviation demand in much the same manner as in the past. As broad as this assumption may be, the trend line projection does serve as a reliable benchmark for comparing other projections. Correlation analysis provides a measure of the direct relationship between two separate sets of historic data. Should there be a reasonable correlation between the data sets, further evaluation using regression analysis may be employed. In regression analysis, values for the aviation demand element in question, the dependent variable, are projected on the basis of one or more other indicators, the independent variables. Historical values for all variables are analyzed to determine the relationship FAA AlP 3-19-0047-12 AECOM Project 94936 Page 3 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa between the independent and dependent variables. These relationships may then be used, with projected values of the independent variable(s), to project corresponding values of the dependent variable. Market share analysis involves a historical review of the activity at an airport or airport system as a percentage share of a larger statewide or national aviation market. Trend analysis of this historical share of the market is followed by projection of the share into the future. These shares are then multiplied by forecasts of the activity within the larger geographical area to produce a market share projection. This method has the same limitations as trend line projections, and similarly can provide a useful check on the validity of other forecasting techniques. Like the trend line projection, market share analysis assumes that the factors will continue to affect future aviation demand in much the same manner as they have in the past. Again, as broad as this assumption is, such a method serves as a reliable benchmark against which other projections may be compared. Using these methodologies and population data and other socioeconomic information available for Iowa City and the Johnson County area, forecasts are developed in the following sections for several aviation categories, including: · General Aviation Activity, including based aircraft and operations. · Peaking Characteristics. The demand forecasts will provide the basis for determining aviation facilities development for the South Airfield area through the year 2026. AIRPORT SERVICE AREA The initial step in determining aviation demand for an airport is to define its generalized service area for the various segments of aviation the airport can accommodate. The airport service area is determined primarily by evaluating the location of competing airports, their capabilities and services, and their relative attraction or convenience. With this information, a determination can be made as to how much aviation demand would likely be accommodated by a specific airport. It should be recognized that aviation demand does not necessarily conform to political and geographical boundaries. In determining the aviation demand for Iowa City Municipal Airport, it is necessary to identify the role of the airport as well as the specific areas of aviation demand the airport is intended to serve. The role of the airport has been to serve general aviation demand. The airport service area is basically an area where there is a potential market for airport services. As in any business enterprise, the more attractive the facility is in services and capabilities, the more competitive it will be in the market. If the level of attractiveness expands in relation to nearby airports, so will the service area. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 4 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa Traer . . VlI1ton ~~. .....wn. Amana. MJ!ce11 D..J!ou ~dlingtc . Toledo . zums The general aviation service area has several surrounding airports that are beyond a thirty minute drive time from downtown Iowa City. The closest airport via highway to Iowa City is the Cedar Rapids Airport that not only serves general aviation but also provides commercial service. Cedar Rapids is located to north of Iowa City. The other surrounding communities that have general aviation airports include Tipton to the northeast, Amana to the northwest, Marion to the north, Muscatine to the southeast and Washington to the south. Muscatine and Washington are the only airports providing similar services and have airfields of comparable nature to Iowa City. Amana and Marion have grass strips and Tipton, even though it has a paved runway, is unattended. GENERAL A VIA TION ACTIVITY General aviation activity comprises all aircraft operations at Iowa City Municipal Airport. General aviation is defined as that portion of civil aviation which encompasses all facets of aviation except commercial airline operations. To determine the types of facilities that should be planned to accommodate general aviation activity, certain elements of this activity must be forecast. These indicators of general aviation demand include: · Based Aircraft · Aircraft Fleet Mix · Annual Aircraft Operations The number of based aircraft is the most basic indicator of general aviation demand. By first developing a forecast of based aircraft, the growth of the other indicators can be projected based upon this growth and other factors characteristic to Iowa City Municipal Airport and the area it serves. The rationale behind the general aviation activity forecasts is presented below. LINEAR AND GROWTH TREND ANALYSIS Formulas utilizing linear and growth trends were developed from the 1990 to 2006 based aircraft data. The linear trend equates to a 1.4 percent growth rate per year and the growth trend equates to a 5.1 percent average growth rate for the 20-year forecast period. This results in a total increase in the based aircraft during the forecast period of 19 for the linear trend and 118 for the growth trend. However, both of these trend lines are based on 14 years of relatively low growth (1990 to 2003) and 3 years of higher growth (2004 to 2006). As depicted on the following graph and in Table 1-2 in year 2026, the projected based aircraft for the linear growth model is 103 and for the growth model is 210. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 5 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv, Iowa UNEARANDGROWTHTREND TABLE 1-2 250 Historical Forecast 200 150 .t: f!! ~ <( "0 '" en co ell 100 50 o 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030 Year POPULATION CORRELATION Forecast population trends were obtained from the Johnson County Council of Government for the city of Iowa City and Johnson County for years 2005 through 2035. Historical population data was obtained from Woods and Poole published reports. Historical years were selected based on available population data that corresponded to aircraft data, in order to obtain a single ratio of based aircraft to county and city population data. The following tables show the results of this forecasting method. The county correlation, presented in Table 1-3, shows an average annual growth rate over the forecast period of approximately 1.40% while the city correlation, presented in Table 1-4 shows an average annual growth rate of approximately 0.20 %. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 6 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa JOHNSON COUNTY CORRELATION TABLE 1-3 ~ 11..----~~~-aoJ (Jff}J;]-I'%M "1 ~?: ~~ ~~!6f0 L .011JC~Bn I 2000* 111,267 0.000530 59 2005* 117,067 0.000641 75 2006* 119,494 0.000653 78 2012 134,040 0.000608** 81 2017 146,222 0.000608** 89 2022 158,680 0.000608** 96 2026 168,935 0.000608** 103 * Historical Data ** Average of 2000, 2005 and 2006 ratios IOWA CITY CORRELATION TABLE 1-4 I . -W~- -- - - ~Qil ;'~--~ ~~~t BITJ~ .C;J~' --l0:~~fl . ' ~~tfli':m ~~.~ ~--''if1VJi) .. . t;{t0JE'~ 2003* 62,859 0.001182 74 2004* 63,027 0.001190 75 2006* 63,097 0.001236 78 2012 64,357 0.001203** 78 2017 65,407 0.001203** 79 2022 66,457 0.001203** 80 2026 67,297 0.001203** 81 * Historical Data ** Average of 2003, 2004 and 2006 ratios MARKET SHARE ANALYSIS The FAA annually updates forecasts of active general aviation aircraft in the United States. The most recent forecasts were published in FAA Aerospace Forecasts-Fiscal Years 2006-2017. These projections depict the U.S. active general aviation aircraft growing slowly until the end of the planning period. FAA forecasts include U.S. general aviation aircraft increasing from 216,800 in 2006 to 252,800 in the year 2017. This is almost a seventeen percent increase forecast over a twelve-year period or an average annual growth rate of approximately 1.41 percent. The market share analysis assumes that the Iowa City Municipal Airport will continue to maintain the current percentage of U.S. registered aircraft at the airport for the planning period and is shown in Table 1-5. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 7 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv, Iowa U.S. MARKET SHARE BASED AIRCRAFT PROJECTIONS TABLE 1-5 IL "" -, - ~ . .r - -- j ,'":;":; , . ~. ~ : % coil [~, l, , , ' *..i-=- " I G~'u1P ;ii~fEll*I~ . , , ~ ".;'~' . Pi]:"'''{"";;I.-:] l2:Itt..OJJUTI - . ~;X::t[-' '. ~~G~~Ul!; : ~~JJ ~Jr.il~A 2000 217,500 59 0.027 2001 211,450 62 0.029 2002 211,250 62 0.029 2003 209,600 74 0.035 2004 212,400 75 0.035 2005 214,600 (E) 75 0.035 2006 216,835 (E) 78 0.036 Forecast 2010 234,000 85 0.036 2017 252,800 91 0.036 *FAA three-letter designation for Iowa City Municipal Airport (E) Estimated Value FAA TERMINAL AREA FORECAST Terminal Area Forecasts (TAF) are forecasts prepared by the FAA to meet the planning needs of their offices and services concerned with future traffic levels at the facilities. Except for specific regional or state requests, the airports included in the FAA's TAF must meet at least one of the following criteria: Existing FAA tower, FAA contract tower, Candidate for an FAA tower, Currently receiving or expected to receive scheduled air carrier or commuter service, Currently exceeds 60,000 itinerant or 100,000 total aircraft operations, Reported ten (10) or more based aircraft on the latest available Airport Master Record (FAA 5010 Form). The FAA TAF summary is shown in Table 1-6 and basically shows no growth in aircraft at lOW during the forecast period. FAA TAF TABLE 1-6 ---. - II - I \vt-n' 10::-u~ II . . j &.'ilj(6dr~ 1998 49 2003 49 2012 60 2025 60 IOWA STATE SYSTEM PLAN The forecast developed by the Iowa Department of Transportation - Office of Aviation in 2004 as part of the Iowa Aviation System Plan Update, shown in Table 1-7, projects the following based aircraft counts for the Iowa City Municipal Airport has an approximate annual growth rate of 0.67 percent. Current based aircraft have exceeded the 2007 projections for the State System Plan. FAA AlP 3-19-0047-12 Page 8 May 5, 2009 AECOM Project 94936 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa IOWA STATE SYSTEM PLAN TABLE 1-7 ~~~ 2003 74 2007 76 2012 78 2022 84 1996 MASTER PLAN BASED AIRCRAFT PROJECTION The forecast that was developed for the Iowa City Municipal Airport as part of the Master Plan Update that was completed in 1996, presented in Table 1-8, shows an approximate annual growth rate of 1.73 percent. Current based aircraft have exceeded the 2012 projections for the Airport Master Plan. 1991 53 1997 57 2002 63 2012 76 COMPARISON OF BASED AIRCRAFT FORECASTS As discussed in previous sections of this report, several methods were used to determine the based aircraft forecasts for the Iowa City Municipal Airport. The following Table 1-9 provides a summary of the all methods combined. COMPARISON OF BASED AIRCRAFT FORECAST METHODS TABLE 1-9 [ '2;~;m-... jl; .j~~rc!.. --~1F-Jrir; .~G.;~r'T~~oi<J7Si~~f1jl _ ~ Tl+: J 8ilil',. ;<.Qlcf, : t.{i'iII"i Nfil" 'iJiIIt' qiffi 8D':{F ff:A"/.\'JcI J.t Linear Trend 53 55 59 75 78 82 89 97 103 1.4% Growth Trend 53 55 59 75 78 107 137 175 210 5.1% Population Correlation (City) 53 55 59 75 78 78 79 80 81 0.2% Population Correlation (County) 53 55 59 75 78 81 89 96 103 1.4% Iowa Aviation System Plan 53 55 59 75 76 78 81 84 na 0.6% FAA Terminal Area Forecast (TAF) 43 46 49 60 60 60 60 60 na 0.0% Market Share (FAA Aerospace) 53 55 59 75 78 85 91 na na 1.4% 1996 Master Plan na 55 60 66 68 76 na na na 1.9% FAA AlP 3-19-0047-12 AECOM Project 94936 Page 9 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa Even though all data has been presented in Table 1-9 for the forecast, we feel that comparison of these is better shown on the following chart. Note that several of the forecast methods are producing very similar results. 250 Historical Forecast 200 150 100 50 o 1980 1990 2000 2010 2020 PREFERRED BASED AIRCRAFT FORECAST -+- Linear - Growth Trend -.. - City Population -&- County Population - Iowa Aviation - FAA Aerospace --+- Master Plan - FAA TAF 2030 Given that the current number of based aircraft exceeds the forecast values form the 1996 Master Plan and the Iowa Aviation System Plan, no further consideration was given to these analyses. The growth trend analysis does not truly represent a recapture of market share of aircraft located at other facilities relocating to the Iowa City Municipal Airport; therefore, no further consideration was given to this analysis. The population correlation related to projected city population was also dropped from further consideration because it does not represent the current waiting list for hangar space. The linear growth trend and population correlation based on county population are very similar and better represent the current waiting list being maintained by the airport. The linear growth trend has been chosen as the preferred based aircraft forecast model because of its initial faster growth between years 2006 and 2012. The preferred forecast is shown in the following table. PREFERRED FORECAST Table 1-10 I ~/t:-:ffi.11 W~i'}[; (;~~!JlJll-WE::~~ i 2006 78 Na 2012 82 0.84% 2017 89 1.65% 2022 97 1.74% 2026 103 1.51% FAA AlP 3-19-0047-12 AECOM Project 94936 Page 10 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa BASED AIRCRAFT FLEET MIX The general aviation aircraft fleet mix expected to use the airport must be known in order to properly size airport facilities. The existing mix of based aircraft was compared to existing and forecast U.S. fleet trends and a projection was developed for the airport's mix. The overall trend is towards a higher percentage of larger, more sophisticated aircraft. The U.S. trend in aircraft mix, as presented in FAA's Aerospace Forecasts - Fiscal years 2006-2012. forecast single-engine piston aircraft to increase slightly over the 12-year forecast period increasing from 144,500 in 2005 to 149,700 in 2017. The number of multi-engine piston aircraft is forecast to increase slightly from 17,500 in 2005 to 17,700 in 2017, an average annual increase of 0.1 percent. Turboprop powered aircraft is expected to increase from 8,000 in 2005 to 10,400 in 2017, an annual growth rate of 2.2 percent. Turbojet powered aircraft is expected to increase from 8,600 in 2005 to 17,300 in 2017, an annual growth rate of 6.0 percent. The forecast for rotorcraft shows an increase from 7,600 rotorcraft in 2005 to 12,700 aircraft in the year 2017, an annual increase of 4.4%. FAA forecasts for the national active aircraft fleet mix contributed to the projections presented in Table 1-11. GENERAL AVIATION BASED AIRCRAFT FLEET MIX Table 1-11 2000 59 49 9 0 0 1 2001 62 49 12 0 0 1 2002 62 49 12 0 0 1 2003 74 59 11 3 0 1 2004 74 60 13 2 0 0 2005 75 60 13 2 0 1 2006 78 60 13 2 2 1 Forecast 2012 82 62 14 2 3 1 2017 89 68 14 3 3 1 2022 97 73 15 4 3 2 2026 103 76 16 5 4 2 AIRCRAFT OPERATIONS An airport operation is defined as any takeoff or landing performed by an aircraft. There are two types of operations - local and itinerant. A local operation is a takeoff or landing performed by an aircraft that will operate in the local traffic pattern within sight of the airport or which will execute simulated approaches or touch-and-go operations at the airport such as those operations that are being preformed by a student pilot learning to fly an aircraft. Itinerant operations include all arrivals and departures other than local. Generally, local operations are characterized as training operations, while itinerant operations are those aircraft with a specific destination away from the airport. Typically, itinerant operations increase with business and industry use since business aircraft are used primarily to carry people from one location to another. In the case of the Iowa City Municipal Airport a couple of sources for itinerant operations include medical flights bringing patients and organ transport teams to and from the University Hospitals and these itinerant operations also could include fans traveling to the Iowa City Area for sporting events being held at the University of Iowa. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 11 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa Aircraft operations have not been accurately counted at Iowa City Municipal Airport because of the lack of an air traffic control tower. Estimates used by the Iowa State System Plan Forecasts indicate average annual general aviation operations at Iowa City Municipal Airport in the range of 36,000. Of the total general aviation operations at Iowa City Municipal Airport, local operations have historically accounted for approximately 40-45%, with the remaining operations being itinerant operations. An airport such as Iowa City Municipal Airport can expect anywhere from 300 to 1,000 operations annually per based aircraft. This level varies with locale and can vary from year to year due to the local economic situation. Recent historical information on general aviation operations, both local and itinerant, was obtained from FAA Aerospace Forecast, Fiscal Years 2006-2017. From this information, the average number of 360 annual operations per based aircraft was derived while information in the State System Plan indicates approximately 490 annual operations per based aircraft. This number was used to project future operation levels. FAA forecasts for general aviation operations nationally indicate a 1.9% annual increase over the next 12 years, while general aviation hours flown are forecast to increase by 3.2% per year over the next 12 years. Therefore, aircraft operations as a ratio of based aircraft can be expected to increase in the future. An increase of two operations per based aircraft per year was determined to be equivalent to the national growth rate. This projects to 520 operations per based aircraft in 2012; 530 in 2017; 540 in 2022; and 550 in 2026. Table 1-12 presents the general aviation operations forecasts for Iowa City Municipal Airport. The table also depicts the local and itinerant split in operations. This was forecast to maintain the current 45/55 split of local to itinerant operations (obtained from the 2004 State Aviation System Plan). ~ GENERAL AVIATION OPERATIONS FORECAST TABLE 1-12 til 1lf":J.:::Q::(~ ,;;~J.1JtIrdU 1Dlii@j'-clii.'ii @~o),';;Y8ltoI,1) ~ ~fn0Jt::.') ~i(i~llif-- i (c.:w-~~, I I . :lJ)~~l'f@Ilf"" -l Wg 1~i;Ti~ ~-'?"'.,.~ ,;. =='" I 'JLY::J.. ~ll..0J~J. ! 2003 74 20,470 15,570 36,040 490 Forecast 2012 82 23,440 19,200 42,640 520 2017 89 25,970 21,200 47,170 530 2022 97 28,780 23,600 52,380 540 2026 103 31,150 25,500 56,650 550 PEAKING CHARACTERISTICS Many airport facility needs are related to the levels of activity during peak periods. The periods that will be used in developing facility requirements for this Master Plan include peak month, average day of the peak month (design day), busy day, and design hour operations. These are described as follows: · Peak Month - The calendar month when peak aircraft operations occur. · Design Day - Defined as the average day within the peak month. This indicator is easily derived by dividing the peak month operations by the number of days in the month. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 12 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa · Busy Day - Defined as the busy day of a typical week in the peak month. This descriptor is used primarily for planning general aviation ramp space. · Design Hour - Defined as the peak hour within the peak day. This descriptor is used particularly in airfield demand/capacity analysis. as well as for terminal building and access road requirements. It is important to note that only the peak month is an absolute peak within a given year. All the others 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. GENERAL A VIA TION Based upon characteristics for general aviation activity at other airports with similar operation levels, the peak month is typically between 10% and 12% of the total general aviation ope rations. A factor of 12% was used to estimate peak month general aviation operations. The higher factor reflects the peak traffic in the summer months. Typical busy days usually account for 20% of the weekly operations or 40% greater than the average daily operations during the peak month. Design hour operations were estimated at 20% of the daily operations. Table 1-13 presents the general aviation peak operations forecast for Iowa City Municipal Airport. GENERAL AVIATION PEAK OPERATIONS Table 1-13 ~ Annual Operations 36,040 42,640 47,170 52,380 56,650 Peak Month 4,320 5,120 5,660 6,290 6,800 Busy Day 139 164 181 201 218 Design Day 99 117 129 143 156 Design Hour 20 23 26 29 31 DESIGN AIRCRAFT The design aircraft is defined as the most critical aircraft currently using or/forecast to use the airport with at least 500 operations. A landing or takeoff is an operation. During the planning process it was determined that the Fixed Base Operator has several Cessna Citation Aircraft in Airport Design Group (ADG) B-1 and B-II. The FBO also has a Lear 25 Aircraft in ADG D-1. The critical aircraft based on the current fleet mix and the anticipated aircraft fleet use was determined to be the Hawker 800 aircraft which is in ADG B-II. FORECAST SUMMARY This chapter has determined the various aviation demand levels to be anticipated over the planning period. The next step in the master planning process is to assess the capacity of the existing airport facilities and determine the facilities that will be necessary to meet the projected demand. This will be examined in detail in the next sections of this study. Table 1-14 provides a summary of the aviation forecasts for Iowa City Municipal Airport if the current aircraft waiting list is not filled in the near future. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 13 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv, Iowa AVIATION FORECAST SUMMARY Table 1-14 .(!) Based Aircraft 74 82 89 97 103 - Single Engine 59 62 68 73 76 - Multi Engine 11 14 14 15 16 - Turboprop 3 2 3 4 5 - Jet 0 3 3 3 4 - Other 1 1 1 2 2 Annual Operations . Local 15,570 19,200 21,200 23,600 25,500 . Itinerant 20,470 20,140 22,270 24,770 27,000 . I nstrument Operations 3,300 3,700 4,100 4,500 . Total 36,040 42,640 47,170 52,380 57,000 The above forecast does not account for any aircraft currently on the airport's waiting list for hangar space. Table 1-15 assumes that the waiting list aircraft have been added to the base year. The forecast adds 8 single engine, 2 multi-engine and 1 jet to year 2012. Since the purpose of this study is to determine if the entire south area of the airfield will be required for airport development, the forecast below has been extended through year 2046. The growth rate between years 2026 and 2046 has been shown at the same rate of approximately 1.35% per year. Since the forecast represented in Table 1-15 is more aggressive, the demand/capacity section of this report will be based on this forecast method. A VIA TION FORECAST SUMMARY AIRCRAFT WAITING LIST FILLED Table 1-15 I . I' ~4.]l'OO - II' ~{j~ II -<~lry I ~z{~:-I '~.vJ;;~ II %f;a~ l Based Aircraft 74 93 100 108 114 146 - Single Engine 59 70 76 81 84 108 - Multi Engine 11 16 16 17 18 23 - Turboprop 3 2 3 4 5 6 - Jet 0 4 4 4 5 6 - Other 1 1 1 2 2 3 Annual Operations . Local 15,570 21,800 23,850 26,250 28,200 36,150 . Iti nerant 20,470 22,810 25,050 27,520 29,600 37,900 . Instrument Operations 3,750 4,100 4,550 4,900 6,250 . Total 36,040 48,360 53,000 58,320 62,700 80,300 FAA AlP 3-19-0047-12 AECOM Project 94936 Page 14 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa CHAPTER TWO FACILITY REQUIREMENTS In order to properly plan for the future of the South Airfield at the Iowa City Municipal Airport, it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve this identified demand. This chapter uses established planning criteria and the results of a demand capacity analysis to determine the facility requirements for development of the South Airfield area including hangars, aircraft parking apron, and automobile parking and access. The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities, outline what new facilities may be needed, and when these may be needed to accommodate forecast demands. GENERAL AVIATION TERMINAL FACILITIES The purpose of this section is to determine the space requirements during the planning period for the following types of facilities normally associated with general aviation terminal areas: · Hangars · Aircraft Parking Apron · Automobile Parking · Roadway Access HanQars The demand for hangar facilities depends on the number and types of aircraft expected to be based at the airport. Actual percentages of based aircraft desiring hangar space will vary across the country as a function of local climate conditions, airport security, and owner preferences. The percentage of based aircraft that is hangared normally ranges from approximately 30 percent in states with mild climates to 100 percent in states subject to extreme weather conditions. At the Iowa City Municipal Airport, all of the based aircraft are stored in hangars. The extreme cold weather conditions in the winter months suggest that hangar storage requirements would continue to be 100 percent of the airport's based aircraft through the planning period. Of the aircraft to be stored in hangars, it is necessary to determine what percentages of these aircraft would utilize conventional-type hangars as opposed to individual T-hangars. General aviation airports have been experiencing an increasing trend towards T-hangars over the conventional-type hangar. The principal uses of conventional hangars at general aviation airports are for large aircraft storage, storage during maintenance, and for housing fixed base activities. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 15 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa Based Aircraft Single Engine Multi Engine Turboprop Jet Other Total Aircraft to be Hangared Single Engine Multi Engine Turboprop Jet Other Total Conventional Hangar Positions* T-Hangar Positions Conventional Hangar Areas (s.f.) Aircraft Maintenance T-Hangar Area (s.f.) Total Hangar Area (s.f.) TABLE 2-1 HANGAR REQUIREMENTS 70 16 2 4 1 93 70 16 2 4 1 93 20 23 76 16 3 4 1 100 76 16 3 4 1 100 24 76 24,000 13,400 110,400 147,800 * Some aircraft are currently stored in the Maintenance Hangar. 59 12,000 70 21,500 81 17 4 4 2 108 81 17 4 4 2 108 27 81 29,000 14,660 117,600 161,260 84 18 5 5 2 114 84 18 5 5 2 114 30 84 35,000 15,740 122,400 173,140 108 23 6 6 3 146 108 23 6 6 3 146 38 108 44,500 20,130 156,800 221 ,430 The process of determining hangar requirements involves estimating the area necessary to accommodate the required hangar space. A planning standard of 1,250 square feet per based aircraft stored in T -hangars was used. Planning figures for conventional hangars indicate an area of 1,200 square feet for piston aircraft, 2,500 square feet per turbine aircraft, and 3,000 square feet per jet aircraft. These figures were applied to the aircraft to be hangared in conventional and T-hangars to determine the area to be devoted to hangar facility requirements through the planning period. An area equal to 10 percent of the total hangar space on the airport should be allocated for maintenance shop facilities. It is also assumed that this maintenance area would be housed in conventional hangar space. Table 2-1 compares the existing hangar availability to the future hangar requirements. FAA AlP 3-19-0047-12 AECOM Project 94936 16,000 84,350 112,350 12,500 103,200 137,200 Page 16 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa Existing hangar space at Iowa City Municipal Airport consists of 63 hangars, 59 T-hangars, 3 corporate hangars, and 1 conventional hangar used by the FBO Operations. From the analysis in Table 2-1, it appears that T-hangar storage space and conventional hangar space are not adequate through the planning period (2006-2026). An additional 16 T-hangars are required by the end of the planning period which would house single and multi-engine aircraft. As there is only one existing conventional hangar which is currently used by the fixed base operator, conventional hangar space will need to be constructed to provide the required aircraft storage space as forecast in Table 2-1. Aircraft maintenance facilities appear to be adequate for the planning period. Six (6) additional corporate hangars will serve as an attraction for new businesses considering relocation to the Iowa City area which could possibly use turbine aircraft. The hangar requirements were also evaluated for an additional 20-year (future-2046) forecast period. Growth rates were held the same as was used the planning period (2006-2026) and used to determine requirements for future hangar development at the Iowa City Municipal Airport. Based on the future needs, an additional 29 T-hangars, 3 conventional type hangars, and additional hangar space for aircraft maintenance will be required by year 2046. Aircraft ParkinQ Apron A parking apron should be provided for at least the number of locally-based aircraft that are not stored in hangars, as well as transient aircraft. At the present time, no based aircraft are stored full time on the ramp. In the future, based aircraft are expected to continue to be stored in hangars. Therefore, the parking apron should be based on the number of itinerant aircraft that can be expected to use tie-down spaces through the planning period. There are presently sixteen (16) tie-down spaces at Iowa City Municipal Airport. FAA Advisory Circular 150/5300-13 suggests a methodology by which transient apron requirements can be determined from knowledge of busy-day operations. At Iowa City Municipal Airport, the number of itinerant spaces required was determined to be approximately 30 percent of the busy-day itinerant operations. FAA planning criterion of 360 square yards per aircraft was applied to the number of itinerant spaces to determine future transient apron requirements. An additional 10 percent was added to the apron area requirements to provide for aircraft circulation. The results of this analysis are presented in Table 2-2. As shown in this table, itinerant aircraft apron available is sufficient as shown in the existing general aviation terminal area development plan. TABLE 2-2 . AIRCRAFT PARKING APRON REQUIREMENTS Itinerant Ramp Requirements Busy-Day Itinerant Operations Positions Apron Area (s.y.) 112 123 102 133 170 16 5,556 30 11,880 34 13.470 37 14,650 40 15,840 51 20,200 Site Access and Vehicle ParkinQ Access to South Aviation Development Area at the Iowa City Municipal Airport would be available from the recently-completed Mormon Trek Boulevard. This access would allow for aircraft owners to access the hangar area located on the south portion of the airfield. An additional roadway should be provided FAA AlP 3-19-0047-12 Page 17 May 5, 2009 AECOM Project 94936 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa inside the airfield property to provide access to the south aviation area by fueling vehicles. This perimeter roadway would be located outside the runway safety and object-free areas to provide a safe route from the terminal apron to the south development area without crossing any active airfield pavements. Vehicle parking demands have been determined for general aviation user demands that will be based in the south general aviation area. Determinations were based on an evaluation of the existing airport use as well as industry standards. The south development area will need to provide parking for aircraft owners located on this portion of the airfield since it is not desirable to allow private vehicle access to the airport operations area. In the 20-year forecast period, the south development area will require approximately 35 parking spaces during peak periods. A summary of parking space requirements for the south development area are presented in Table 2-3. General Aviation (South Area) TABLE 2-3 AUTOMOBILE PARKING REQUIREMENTS Inn o 14 21 29 35 67 FAA AlP 3-19-0047-12 AECOM Project 94936 Page 18 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa CHAPTER THREE ALTERNATIVES ANALYSIS Alternatives were developed to optimize the development of the South Airfield Area at the Iowa City Municipal Airport. These alternatives reserve property for development of the airfield to meet the future aviation requirements of the airport and identify excess property that could be released from the airport property for development by light commercial needs. EXISTING CONDITIONS Willow Creek Flood Plain The existing south portion of the airfield at the Iowa City Municipal Airport is bounded by Runway 12-30 on the north side of the area and Willow Creek along the south side of the area. A major portion of the airport is in the 100-year flood plain as identified on the FIRM (Flood Insurance Rate Map) developed by FEMA (Federal Emergency Management Agency). The limits of the 100- and 500-year flood plain boundaries are shown on the FIRM, Map Number 191 03C0195E, see below. A small portion of the south airfield is outside the 100-year flood plain boundary as defined on the FIRM map. 2000 PANEL OllIE n.......-....copfCII.portI....ot__.__.... I ZO __"-l..:l-.gFoI,IIlTO<H.J.. "........._....._-... Of__"rnay......~m........___lo_......._ ...__ "'..._....lproo:UctlnlQml_on-.._AODCl_...... P~___..'-kIIwFE""'Floood~__.. ""'K.......... A recent study was completed for the city of Iowa City Public Works Department which reviewed alternatives to reduce the flooding impacts to the Iowa City Municipal Airport. The ultimate goal for Willow Creek from U.S. Highway 1 to proposed McCollister Boulevard was to eventually remove the Airport and surrounding properties from the 1 OO-year flood plain. To accomplish this, all of the box culverts that have been constructed as part of the Runway 7-25 extension and construction of Mormon Trek Boulevard and FAA AlP 3-19-0047-12 AECOM Project 94936 Page 19 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City, Iowa McCollister Boulevard were designed to convey the 1 DO-year flood. Even though the box culverts convey the 1 DO-year design flow, the existing Willow Creek channel from U.S. Highway 1 to Mormon Trek Boulevard does not contain the 1 DO-year flood event. The Willow Creek Hydraulic Study recommends channel improvements and a levee in this reach of Willow Creek to eliminate the overflow of Willow Creek onto airport property. Two options for improving the channel were reviewed. Option 1, with estimated construction cost of $1.63 million, includes filling the existing 1 DO-year flood plain along the west bank above the 1 DO-year elevation and providing a levee along the east bank. Option 2, with estimated construction cost of $2.06 million, includes levee construction along the west and east banks of Willow Creek and construction of a gatewell structure on the west levee to control interior drainage. Property acquisition costs were not included in the cost analysis. Based on the advantages of Option 1, including less maintenance costs for the city, elimination of a gatewell structure and avoiding the necessity of levee construction on the west bank, Option 1 was the recommended solution. The following drawing, Figure 3, from the study shows the reduced limits of flood impacts to the Iowa City Municipal Airport based on the implementation of Option 1. Without the improvements to Willow Creek, the development of the area east of the closed Runway 18-36 will require additional permitting through FEMA. The area east of the closed runway is currently shown as Zone AH on the FIRM map. Zone AH is designated by FEMA as an area of ponding. The ponding elevation is derived from a stage-storage curve for the 1 DO-year flood event. The proposed development in this area will require a CLOMR (Conditional Letter Of Map Revision). Additional storage may be required on airport property to compensate for the lost storage capacity and to avoid increased flooding to buildings on airport and adjoining properties. The hydraulic and hydrology analysis of Willow Creek and application fees required for a CLOMR is beyond the scope of this planning document. As shown on the FIRM map, portions of the area west of Runway 18-36, are outside the 100-year flood plain boundary. The areas outside the 100-year flood plain boundary can be developed without further improvements to Willow Creek. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 20 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa _ Floodway D 10l}.Year Flood Plain ~ 501}. Year Flood Plain w.' s Figure 4 Willow Creek Hydraulic Study - June 2008 City of Iowa City and Unincorporated Areas Flood Plain Boundary Map Proposed Conditions Phase I-V Completed o 1,000 1 Inch equals 1.000 feet 3.000 4.000 - - 2.000 Feet FAA AlP 3-19-0047-12 AECOM Project 94936 Page 21 May 5, 2009 South Airfield Planning Study Airport Layout Plan Iowa City Municipal Airport Iowa Citv. Iowa The Land Use Plan from the current Airport Layout Plan approved by the Federal Aviation Administration (FAA) shows the future use of the south airfield area at the Iowa City Municipal Airport as revenue generating commercial I light industrial. Since the airport development is limited by existing property constraints. bounded on all sides by roadways or commercial development, the FAA recognizes that once property from the airport proper is converted from airport use to other uses, the airport will no longer be able to use the property for airport development. In addition, the existing general aviation terminal area at the Iowa City Municipal Airport has very limited areas that are suitable for future aircraft hangar space. The south airfield planning study was undertaken to review airport development requirements and define how much property if any could be turned into revenue generating property for the airport commission use. During the development of this planning study, it was determined that the Iowa City Airport has several "tail dragger" type aircraft that are better suited for use on a grass runway. The study also reviewed the possibility of providing a grass runway to the west of Runway 12-30 and determined that an area that was potentially suitable for a grass runway. The grass runway was used for development of four of the alternatives. ALTERNATIVES The facility requirements section of the report identified the space requirements for the following types of facilities normally associated with general aviation terminal areas: · Hangars · Aircraft Parking Apron · Automobile Parking · Roadway Access In summary the forecast for planning year 2046 indicated that the facilities shown below were required to meet the airport's needs and property should be reserved to meet these requirements. · T- Hangars o Existing o Forecast 2046 o Additional Required · Corporate Hangar Space o Existing o Forecast 2046 o Additional Required · Aircraft Maintenance o Existing o Forecast 2046 o Additional Required 59 108 49 20 38 18 16,000 square feet 20,130 sq uare feet 4,130 square feet · Apron Area o Existing 4,970 square feet o Forecast 2046 17,380 square feet o Airport Layout Plan 25,757 square feet o Additional Required 0 square feet (Development Shown in Existing General Aviation Area - None Required in South General Aviation Area) · Parking - South General Aviation Area o Forecast 2046 67 spaces FAA AlP 3-19-0047-12 Page 22 AECOM Project 94936 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa Alternative Lavout 1 Alternative Layout 1 shown on Figure 1 maximizes the amount of roadway frontage property available for commercial development. Alternative 1 provides for the forecast hangar space requirements by constructing 5 - 10 unit t-hangars and 9 - 80 foot by 80 foot corporate type hangars that could house multiple aircraft. The corporate hangars are shown along the west and south of the proposed development area with doors that face east and north. North facing doors in the Iowa winter cause concerns. Since the area immediately in front of the hangar door will see limited sunshine during the winter months, snow and ice will tend to remain along these doors. The t-hangars are shown along the north side of the development area and have doors that face east and west. The apron area for this development is sited so that any aircraft parked on the apron will not be within the runway protection zone for the future grass runway. A connecting taxiway is shown from the hangar area to the end of Runway 12-30. This connecting taxiway is located outside of the proposed runway protection zone for the future grass runway. An airport perimeter road is provided to allow for the Fixed Base Operator (FBO) to access the general aviation hangar area with a fuel truck without traveling on public roadways. The airport perimeter road is located outside of the runway safety area and runway object free areas for the existing Runway 12-30. Public access to the south general aviation area would be from the existing entrance to the airfield from Mormon Trek Boulevard. A parking area that could accommodate 67 vehicles is shown along the south side of the corporate hangars and would be located outside of the airfield fencing. Alternative 1 provides approximately 15.9 acres for airport revenue generating development, separated into two parcels by the access road, with approximately 1,200 foot of frontage along Mormon Trek Boulevard. Development depth on this area is approximately 450 foot. As shown in the South Airfield Planning Study Alternative Layout 1, a substantial portion of the proposed commercial development, perimeter roads and T-Hangers will require significant fill in the designated Zone AH. Without implementation of the Phase V Willow Creek Channel Improvements as stated in the Willow Creek Hydraulic Study, the lost storage capacity in the designated FEMA ponding area (Zone AH) will require alternate storage areas on airport property and including a flood water conveyance system and emergency overflow routes for each detention or storage area developed. Costs for development of Alternate 1 are summarized as follows: Estimated Total Alternate 1 $ 750,000 $ 650,000 $ 400,000 $ 130,000 $ 250,000 $ 1,750,000 $ 4,500,000 $ 555,000 $ 1,631,000 $ 2,120,000 $ 12,736,000 Site Preparation, Grading and Drainage Paving - Hangar Area Paving - Taxiway Paving - Access Road & Parking Utilities . T -Hangars Corporate Hangars Miscellaneous Willow Creek Improvements Administration, Legal and Engineering Cost for utilities for the airport revenue generating development have not been including in the above costs since these are development dependant. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 23 May 5, 2009 South Airfield Planning Study Iowa City Municipal Airport Iowa City. Iowa Alternative Layout 2 Alternative Layout 2 shown on Figure 2 is basically the same development as shown in Alternate 1 with the exception that additional general aviation apron has been provide along the south edge of corporate hangars to allow for the hangar doors to open towards the south instead of towards the north. Alternative 2 provides approximately 13.6 acres for airport revenue generating development with approximately 1,200 foot of frontage along Mormon Trek Boulevard. Development depth on this area is approximately 400 foot. Commercial development area is reduced from Alternate 1 because of the additional apron required to provide for the corporate hangar access. As shown in the South Airfield Planning Study Alternative Layout 2, a substantial portion of the proposed commercial development, perimeter roads and T-Hangers will require significant fill in the designated Zone AH. Without implementation of the Phase V Willow Creek Channel Improvements as stated in the Willow Creek Hydraulic Study, the lost storage capacity in the designated FEMA ponding area (Zone AH) will require alternate storage areas on airport property and including a flood water conveyance system and emergency overflow routes for each detention or storage area developed. Costs for development of Alternate 2 are summarized as follows: Site Preparation, Grading and Drainage Paving - Hangar Area Paving - Taxiway Paving - Access Road & Parking Utilities T-Hangars Corporate Hangars Miscellaneous Willow Creek Improvements Administration, Legal and Engineering Estimated Total Alternate 2 $ 870,000 $ 1,055,000 $ 376,000 $ 121,000 $ 250,000 $ 1,750,000 $ 4,500,000 $ 580,000 $ 1,631,000 $ 2,230,000 $ 13,363,000 Cost for utilities for the airport revenue generating development have not been including in the above costs since these are development dependant. Alternative Layout 3 Alternative Layout 3 shown on Figure 3 separates the corporate style hangars from the t-hangars. Seven of the corporate hangars are located along the north and west edges of the apron. In addition, two of the corporate hangars are located on the east edge of the apron. In this configuration, 6 - 10 unit t-hangars are provided to fully develop the layout proposed for the area. The connecting taxiway, public access and parking are the same general layouts as shown in Alternate Layout 1. Alternative 3 provides approximately 12.1 acres for airport revenue generating development with approximately 1,200 foot of frontage along Mormon Trek Boulevard. Development depth on this area varies from 250 feet on the west to 500 feet on the east. As shown in the South Airfield Planning Study Alternative Layout 3, a substantial portion of the proposed commercial development, perimeter roads and T-Hangers will require significant fill in the designated Zone AH. Without implementation of the Phase V Willow Creek Channel Improvements as stated in the Willow Creek Hydraulic Study, the lost storage capacity in the designated FEMA ponding area (Zone AH) FAA AlP 3-19-0047-12 Page 24 May 5, 2009 AECOM Project 94936 UJ 0 ~ C -I )>I r -I)> m- :D:D i5 Z::':! ~ )>m n -Ir ~ <0 ~ m" ~ rr ~ )>l> -<z o~ cz -IG) I\) UJ I\) ! -I C 0 -< South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa will require alternate storage areas on airport property and including a flood water conveyance system and emergency overflow routes for each detention or storage area developed. Costs for development of Alternate 3 are summarized as follows: Estimated Total Alternate 3 $ 1,130,000 $ 1,240,000 $ 390,000 $ 115,000 $ 250,000 $ 2,100,000 $ 4,500,000 $ 620,000 $ 1,631,000 $ 2,400,000 $ 14,376,000 Site Preparation, Grading and Drainage Paving - Hangar Area Paving - Taxiway Paving - Access Road & Parking Utilities T-Hangars Corporate Hangars Miscellaneous Willow Creek Improvements Administration, Legal and Engineering Cost for utilities for the airport revenue generating development have not been including in the above costs since these are development dependant. Alternative Lavout 4 Alternative Layout 4 shown on Figure 4 separates the aviation development from the airport revenue generating development. The commercial development is located to the east of the closed Runway 18- 36 while aviation development is located to the west of the closed Runway 18-36. The corporate style hangars are located along the west and south edges of the aviation development area. Three of these hangars are positioned on the south edge of the apron and have north facing doors in the proposed layout. The remaining six corporate hangars are located along the west edge of the apron. In this configuration, 5 - 10 unit t-hangars are provided to fully develop the layout proposed for the area. The connecting taxiway, public access and parking are the same general layouts as shown in Alternate Layout 1. Alternative 4 provides approximately 17.5 acres for commercial development with approximately 800 foot of frontage along Mormon Trek Boulevard. Development depth on this area is approximately 600 foot. As shown in the South Airfield Planning Study Alternative Layout 4, a substantial portion of the proposed commercial development, perimeter roads and T-Hangers will require significant fill in the designated Zone AH. Without implementation of the Phase V Willow Creek Channel Improvements as stated in the Willow Creek Hydraulic Study, the lost storage capacity in the designated FEMA ponding area (Zone AH) will require alternate storage areas on airport property and including a flood water conveyance system and emergency overflow routes for each detention or storage area developed. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 25 May 5, 2009 . ~ ~ U'J o C -1 >I r -1> m- ;c:D z:!:! >m -1r <0 m-u rr >> -<Z OZ CZ -1(;) (; ~ n ~ South Airfield Planning Study Iowa City Municipal Airport Iowa Citv, Iowa Costs for development of Alternate 4 are summarized as follows: Estimated Total Alternate 4 $ 990,000 $ 975,000 $ 445,000 $ 110,000 $ 250,000 $ 1,750,000 $ 4,500,000 $ 585,000 $ 1,631,000 $ 2,245,000 $ 13,481,000 Site Preparation, Grading and Drainage Paving - Hangar Area Paving - Taxiway Paving - Access Road & Parking Utilities T-Hangars Corporate Hangars Miscellaneous Willow Creek Improvements Administration, Legal and Engineering Cost for utilities for the airport revenue generating development have not been including in the above costs since these are development dependant. Alternative Lavout 5 As part of the comment process on the draft report FAA indicated in their comments that they had concerns with the runway protection zone for the turf runway being in the pavement area for Runway 7- 25. This final report has retained the turf runway on the four alternatives discussed above and reviewed the use of the area that was designated for the turf runway as an area that had potential for the south hangar development. Alternative 5, shown in Figure 5, shows proposed aviation development along the south-western edge of the Runway 12-30 building restriction line. The general layout is the same as presented in Alternative 1 but has been rotated along the Runway 12-30 alignment. The corporate style hangars are located along the southwest and northwest edges of the aviation development area. Two of these hangars are positioned on the northerly edge of the apron have southeast facing doors in the proposed layout. The remaining six corporate hangars are located along the southwest edge of the apron and have doors that face towards the northeast. In this configuration, 5 - 10 unit t-hangars are provided to fully develop the layout proposed for the area. The connecting taxiway would tie directly to Runway 12-30 and continue to the main terminal apron. Public access and parking to this area would be along the west limits of the airport property to allow for the maximum amount of space available for revenue producing opportunity for the Iowa City Municipal Airport. An interior perimeter road would serve as the boundary between the revenue producing areas and the area needed for airport development. Alternative 5 provides approximately 37.1 acres for airport revenue generating development with approximately 1,500 foot of frontage along Mormon Trek Boulevard. Development depth on this area is approximately 600 foot. As shown in the South Airfield Planning Study Alternative Layout 5, a substantial portion of the proposed commercial development, perimeter roads and T-Hangars will require significant fill in the designated Zone AH. Without implementation of the Phase V Willow Creek Channel Improvements as stated in the Willow Creek Hydraulic Study, the lost storage capacity in the designated FEMA ponding area (Zone AH) will require alternate storage areas on airport property and including a flood water conveyance system and emergency overflow routes for each detention or storage area developed. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 26 May 5, 2009 en 0 C -i >J: '> -i_ m:D :D-n 0 z- ~ >m -i' > n -0 m ~ < n m" 0 > , :s:: ~ ,> >z ~ -<z 0_ cz -iG) "'en -i ! c '" 0 -< South Airfield Planning Study Iowa City Municipal Airport Iowa Citv. Iowa Costs for development of Alternate 5 are summarized as follows: Estimated Total Alternate 5 $ 950,000 $ 660,000 $ 340,000 $ 150,000 $ 275,000 $ 1,750,000 $ 4,500,000 $ 575,000 $ 1,631,000 $ 2,160,000 $12,991,000 Site Preparation, Grading and Drainage Paving - Hangar Area Paving - Taxiway Paving - Access Road & Parking Utilities T-Hangars Corporate Hangars Miscellaneous Willow Creek Improvements Administration, Legal and Engineering Cost for utilities for the airport revenue generating development have not been including in the above costs since these are development dependant. Summary of Alternatives A summary of the alternatives is presented in Table 3-1. TABLE 3-1 SUMMARY OF ALTERNATIVES Alternative 1 50 9 25,200 15.9 $12.74 Alternative 2 50 9 40,200 13.6 $13.36 Alternative 3 60 9 47,850 12.1 $14.38 Alternative 4 50 9 37,100 17.5 $13.48 Alternative 5 50 9 25,200 37.1 $12.99 * Square yards of pavement for circulation of aircraft in South General Aviation Area ** In millions of dollars Preferred Alternative While all alternatives identify a need for development of the area south of Runway 12-30 to meet the forecast aircraft traffic over the next 20 to 40 years, the preferred alternative for development of the south airfield at the Iowa City Municipal Airport is Alternate 5. Alternate 5 provides a separation from the commercial development and aviation related development. Alternative 5 also provides the greatest amount of potential property for non-aviation related development including farming, though land leases or other forms of potential sources for generation of airport income while still protecting for future airport development. FAA AlP 3-19-0047-12 AECOM Project 94936 Page 27 May 5, 2009 1 ~ 1 -~= -~.... f~ai!':~ ~ ~.I~ ---~ CITY OF IOWA CITY MEMORANDUM To: Economic Development Committee From: Wendy Ford Date: May 18, 2009 Re: Incentive Policy Discussion for Industrial Park The purpose of this discussion is for staff to receive input from the EDC in terms of the incentive packages offered to prospective employers interested in locating in the new industrial park. It would be helpful for staff to have further guidance from you as we negotiate with interested companies. In early 2009, the City purchased 173 acres in southeast Iowa City to develop an industrial park. The three key goals in acquiring the land were to a) control and ensure the highest and best use of this prime industrial green field, b) build the industrial tax base to provide tax relief for residents and c) bring new jobs to the area. We are currently platting the subdivision and will begin construction of the infrastructure this summer. We are working with Mid American Energy to get power to the site, and we have been successful in obtaining a RISE grant to upgrade 420th Street, the primary street access to the park. For most companies, the single barrier to entry in a community is the cost to locate there. We are typically asked to provide an incentive package to prospective businesses. Iowa City's competitors may offer free land, boast lower average hourly wages (a plus for the company, not the community) or have TIF or tax abatement incentives in place. We would like to be prepared for how we might package incentives to attract the type of companies we want in our new industrial park. Property tax relief in the form of tax increment financing (TIF) or partial industrial property tax exemptions (PIPTE) are the only established methods of financial assistance we have used in Iowa City. Because we value and want to encourage employers to create and maintain high-paying jobs, we may want to consider a combination of incentives that rewards large capital investments and the creation and maintenance of high paying jobs. The theory is that higher-paid employees, as well as their employers, contribute to the tax base by buying homes and by fueling the local economy. Because of this, it makes sense to support businesses that pay well. The state tracks average county wages quarterly, and uses the benchmarks of 100%, 125% and 160% of those county averages as thresholds for their incentives. We propose using the same benchmarks as thresholds for our own Good Jobs Incentive. Level One Good Jobs Incentive proposal IF: . Average starting wage of all positions is greater than 100% of the average county wage, and . At least 51 % of all jobs have a starting wage equal to or greater than the average county wage, and . The company pays individual health insurance premiums equal to or greater than the most recent regional benefit survey for the industry, June 11, 2009 Page 2 THEN: PIPTE or TIF assistance could be provided for a period of 5 years for PIPTE or 3 years of TIF, depending on the type of industry, its relationship to targeted industries, and the percentage of employees paid more than the county average wage. level Two Good Jobs Incentive proposal IF: . Average starting wage of all positions is greater than 125% of the average county wage, and . At least 51 % of all jobs have a starting wage equal to or greater than the average county wage,and . The company pays individual health insurance premiums equal to or greater than the most recent regional benefit survey for the industry, THEN: PIPTE or TIF assistance could be provided for a period of 3, 5 or 7 years, depending on the type of industry, it's relationship to targeted industries, and the percentage of employees paid more than the county average wage. The City would provide up to $2000 per employee per job payable at the end of year of operation for the first 3 years. level Three Good Jobs Incentive proposal IF: . Average starting wage of all positions is greater than 160% of the average county wage, and . At least 51 % of all jobs have a starting wage equal to or greater than the average county wage,and . The company pays individual health insurance premiums equal to or greater than the most recent regional benefit survey for the industry, THEN: PIPTE or TIF assistance could be provided for a period of 3, 5 or 7 years, depending on the type of industry, it's relationship to targeted industries, and the percentage of employees paid more than the county average wage. The City would provide up to $4000 per employee per job payable at the end of year of operation for the first 3 years. Since our job is to look at the long term implications of incenting companies to locate in Iowa City, I thought it might be helpful to look at some estimates of the costs and benefits of using property tax incentives to do so. Property tax impact example #1 : A 20 year view of incenting a company with a new building or improvements valued at $50 million With a 3 year TIF With PI PTE, a 5 With a 5 year TIF With a 7 year Tl F rebate incentive year incentive rebate incentive rebate incentive Company paid property taxes $35.6 million $36 million $32.3 million $29 million to city, county & schools over 20 years City's share of tax collection over 20 $15.5 million $15.7 million $14.1 million $12.6 million years Company tax incentives total $4.9 million $4.5 million $8.2 million 11.4 million Break even year for city - Year 8 Year 8 Year 14 Year 19 when city's cumulative tax collection on project = incentive amount June 11, 2009 Page 3 Property tax impact example #2: A 20 year view of incenting a company with a new building or improvements valued at $25 million With a 3 year TIF With PIPTE, a 5 With a 5 year TIF With a 7 year TIF rebate incentive year incentive rebate incentive rebate incentive Company paid property taxes $17.8 million $18 million $16.1 million $14.5 million to city, county & schools over 20 years City's share of tax collection over 20 $7.7 million $7.8 million $7.0 million $6.3 million years Company tax incentives total $2.4 million $2.2 million $4.1 million 5.7 million Break even year for city - Year 8 Year 8 Year 14 Year 19 when city's cumulative tax collection on proiect = incentive amount Please be prepared to discuss this at your meeting on June 15.