DSM Terminal-Area-Concept-Plan-Technical-Report - FINAL

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Aviation Demand Forecast Forecast Approach – Air Service Region KEY POINTS • Future airline traffic trends at the Airport were based on statistics for the Des Moines MSA. • DSM’s overall catchment area is estimated to include 2.7 million people, averaging 0.59 passengers trips per person in 2012. • As shown on Figure 17, a 50-mile radius centered at the Airport encircles the Des Moines MSA consisting of Polk, Dallas, Warren, Des Moines and Guthrie counties in Iowa. Because economic growth and activity within this area stimulate a significant portion of passenger demand at the Airport, statistics for the Des Moines MSA were used to evaluate certain long-term and future airline traffic trends at the Airport. • The secondary area served by the Airport, which includes many of the counties surrounding the Des Moines MSA, is defined by the location of and driving distance to other air carrier airports, as well as by the availability, price, and quality of airline service at those other airports. The overall catchment area for the Airport, as shown by the reddashed line on Figure 17, is defined by the Omaha International Airport, the northwest boundary of Highway 71, the Mason City Municipal Airport, Dubuque Regional Airport, and Kirksville Regional Airport. • DSM’s overall catchment area is estimated to include 2.7 million people (see Table 9). In 2012, a total of 1.6 million passengers were enplaned at the airports in the DSM’s overall catchment area, average 0.59 passengers trips per person in 2012. Figure 17 Airports Service Region Des Moines International Airport – September 2013 Table 9 Enplaned Passengers at Commercial Service Airports in DSM Catchment Area 26 TERMINAL AREA CONCEPT PLAN TECHNICAL REPORT Des Moines International Airport
Aviation Demand Forecast Economic Basis for Airline Traffic – Historical and Forecast Economic Activity KEY POINTS • Economic activity in the Des Moines MSA is directly linked to the production of goods and services in the world, State, and nation. Both airline travel and the movement of cargo through the Airport depend on the economic linkages between and among the regional, national, and international economies. The Des Moines MSA is a major business and government center in Iowa. Figure 18 Trends in Nonagricultural Employment Figure 19 Non-agricultural Employment Figure 20 Monthly Unemployment Trends Population The population of the Des Moines MSA increased an average of 1.5% per year between 1990 and 2000 and 1.7% per year between 2000 and 2012, faster than population growth for the State and nation. Population in the Des Moines MSA is projected by Woods & Poole to increase an average of 1.1% per year between 2012 and 2032, faster than growth forecast for the State (an average increase of 0.4% per year) and the nation (an average increase of 1.0% per year) during the same period. Nonagricultural Employment Since 1990, nonagricultural employment in the Des Moines MSA increased at average annual growth rates higher than those for the State and nation, as shown on Figure 18. Nonagricultural employment in the Des Moines MSA expanded during the 1990s, increasing an average of 2.2% per year between 1990 and 2000, compared with slower growth between 2000 and 2012 (an average of 0.9% per year). During the most recent recession, nonagricultural employment in the Des Moines MSA was less affected than in the State and the nation as a whole. In 2012, nonagricultural employment in the Des Moines MSA increased 2.2%, faster than that for the State (1.5%), and the nation (1.7%). Nonagricultural employment in the Des Moines MSA and the nation is projected by Woods & Poole to increase an average of 1.5% per year between 2012 and 2032, faster than growth forecast for the State (an average increase of 1.0% per year) and the nation (an average increase of 1.3% per year) during this period. Per Capita Personal Income From 2000 to 2011 (the most recent year for which data are available), per capita personal income (in 2005 constant dollars) in the Des Moines MSA increased an average of 0.6% per year, following strong growth between 1990 and 2000 (an average increase of 1.7% per year), as shown in Table A-2 in the Appendix. In 2011, the Des Moines MSA’s per capita personal income was 9.3% and 8.2% higher, respectively, than that for the State and the nation. Per capita personal income in the Des Moines MSA is projected by Woods & Poole to increase an average of 1.4% per year between 2011 and 2032. Nonagricultural Employment by Industry Sector Figure 19 shows a comparative distribution of nonagricultural employment by industry sector for the Des Moines MSA in 2000 and in 2012, and for the State and the nation in 2012. Employment in services (53.3%)—including business, education, health, and other services, such as leisure and hospitality—and trade (16.7%) accounted for 70.0% of total nonagricultural employment in the Des Moines MSA in 2012. The government sector accounted for 13.0% of Des Moines MSA nonagricultural employment in 2012, reflecting the role of Des Moines as the capital of the State of Iowa. Unemployment Rates In addition to the employment trends cited above, the unemployment rate is also indicative of the general economic climate. Figure 20 shows comparative annual unemployment rates in the Des Moines MSA, the State, and the nation as a whole for 2000 through 2012. Unemployment rates in the Des Moines MSA and the State have historically remained lower than national rates. In 2012, the unemployment rate in the Des Moines MSA and the State was 5.3% and 5.2%, respectively, lower than that for the nation (8.1%). Since the end of the current recession in June 2009, monthly unemployment rates in the Des Moines MSA, the State, and the United States have generally decreased, with month to month variations, as shown on Figure 3. In July 2013, the Des Moines MSA unemployment rate was 4.6%, less than that for the State (4.7%), and lower than the nation (7.7%). 27 TERMINAL AREA CONCEPT PLAN TECHNICAL REPORT Des Moines International Airport
Page 1 and 2: Foth Infrastructure & Environment C
Page 3 and 4: Executive Summary Plan is needed to
Page 5 and 6: Executive Summary Funding and imple
Page 7 and 8: Introduction and Airport Overview K
Page 9 and 10: Existing Airfield Facilities Runway
Page 11 and 12: Existing Passenger Terminal Complex
Page 17 and 18: Ground Transportation Facilities Ov
Page 19 and 20: Existing Ground Transportation Faci
Page 21 and 22: Air Cargo Facilities Main Cargo Are
Page 23 and 24: Existing Iowa Air National Guard (I
Page 25: Aviation Demand Forecast Forecast A
Page 29 and 30: Aviation Demand Forecast Economic B
Page 31 and 32: Aviation Demand Forecast Aviation A
Page 33 and 34: Aviation Demand Forecast Aviation A
Page 35 and 36: DEMAND/CAPACITY AND FACILITY REQUIR
Page 37 and 38: Required space (sf) Count (ea) Pass
Page 39 and 40: Passenger Terminal Requirements Tic
Page 41 and 42: Passenger Terminal Requirements Out
Page 43 and 44: Passenger Terminal Requirements Con
Page 45 and 46: Passenger Terminal Requirements Bag
Page 47 and 48: Passenger Terminal Requirements Ter
Page 49 and 50: Feet Feet Feet Ground Transportatio
Page 51 and 52: Airfield requirements Runway length
Page 53 and 54: Air Cargo Facility Requirements All
Page 55 and 56: General Aviation Facility Requireme
Page 57 and 58: Airline Support Facility Requiremen
Page 59 and 60: CONCEPT ALTERNATIVES ANALYSIS • L
Page 61 and 62: Land Use Alternatives Long list lan
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Page 65 and 66: Terminal Alternatives Initial list
Page 67 and 68: Terminal Alternatives Short-listed
Page 69 and 70: Terminal Alternatives Terminal Alte
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Page 73 and 74: Terminal Alternatives Evaluations m
Page 75 and 76: Preferred Land Use Alternative Land
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Preferred Terminal Alternative Term
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Preferred Terminal Alternative Term
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Project Implementation Plan Enablin
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Preliminary Financial Capacity Anal
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Preliminary Financial Capacity Anal
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DSM Terminal-Area-Concept-Plan-Technical-Report - FINAL

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