Airport Master Plan 2012 - City of Waterville

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S1 – Located adjacent to the existing terminal, west of existing fuel tanks. See Figure S1. S2 – Located adjacent to the existing box hangars, across from existing terminal apron. See Figure S2. S3 – If Runway 14-32 closes, SRE building located off the approach end of Runway 14. See Figure S3. S0: No-Build (Status Quo) A no-build scenario would result in the Airport operating at its current state. Snow removal equipment storage and maintenance facilities will continue to be inadequate. Potential new equipment acquisition through AIP Funding could be affected by the lack of storage area at the Airport. S1: Located adjacent to the existing terminal, west of existing fuel tanks Relationship to existing terminal provides easy response by snow removal personnel. Location has convenient access to landside areas and offers security benefit by allowing ground access to the Airport entrance road with airside access to the terminal ramp and taxiways. Close proximity to existing fueling area. Location does not interfere with aircraft ground movement. No impact to potential corporate, cargo, T-hangar development or future revenue producing areas. Location eliminates the need for personnel to cross any taxiways. S2: Located adjacent to the existing box hangars, across from existing terminal apron Requires personnel to cross Taxiway “D”. Potential impacts to future revenue producing areas. Provides for no landside ground access. Fueling would require snow removal equipment to cross Taxiway “D”. S3: If Runway 14-32 closes, SRE Bldg. located off the approach end of Runway 14 Provides for convenient landside ground access. Potential for runway incursions should aviation development occur east and west of Runway 14- 32. Impacts a possible future revenue producing area. Significant distance away from airport personnel headquarters. Significant distance from existing fueling location. The City of Waterville Maine Alternatives Analysis – Page 4-18 Airport Solutions Group, LLC & The Louis Berger Group, Inc. December 2011
Table 4.6 Snow Removal Equipment Building Alternatives Analysis Analysis Factor Impact S0: No-Build (Status Quo) Engineering None – No Change. Operational Existing operations continue out of North Hangar, which is not ideal setup Environmental None – No Change. Land Use None – No Change. S1: Located adjacent to the existing terminal, west of existing fuel tanks Engineering Potential drainage & electrical issues. Operational Close to existing operations Environmental Drainage associated with building footprint. Land Use None – No Change. S2: Located adjacent to the existing box hangars, across from existing terminal apron Engineering Typical building design on existing open area. Operational Requires the crossing of Taxiway Delta. Environmental Drainage associated with building footprint. Land Use Area identified for potential apron or taxiway development. S3: Located off the approach end of Runway 14 Engineering New building design and associated utility and access improvements. Operational Isolated from fueling and airport operations. Environmental Drainage associated with building footprint. Land Use Area identified for potential hangar development. SRE Building Location Alternatives Conclusion Although the immediate site is constrained and may limit the size and future expansion of a building in the subject location, Alternative S-1 offers very convenient access to both airside and landside facilities, which is an important consideration for siting an SRE building. It also eliminates the need for airport personnel or visitors to cross an active aircraft movement area. Alternative S-2 has greater expansion potential but it was eliminated because of a safety concern for access by personnel and ground vehicles having to cross the taxiway, and it also restricts future aviation development south of Taxiway D. Alternative S-3 was eliminated as a result of keeping Runway 14-32 open. A new alternative for a proposed SRE building located just north of the existing North Ramp offers convenient ground access and proximity to existing utilities. Therefore the City chose to show two locations on the ALP: Alternative S-1 and the new concept alternative for an SRE Building near the North Ramp. 4.7 Land Acquisition Alternatives L1: Approach End Runway 5 As stated in the Facility Requirements, based on survey comments and stakeholder interviews, upgrading to a MALSR approach lighting system to Runway 5 would bring a significant safety threshold benefit as well as operational benefit to the Airport. From a pilot perspective, improving the approach minimums to Runway 5 down to ½ mile visibility would make WVL more competitive with neighboring airports of similar capabilities and a more attractive destination than other nearby airports with less precise landing The City of Waterville Maine Alternatives Analysis – Page 4-19 Airport Solutions Group, LLC & The Louis Berger Group, Inc. December 2011
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Waterville Robert LaFleur Municipal
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Table of Contents Chapter 1 - Intro
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Introduction to the Study Updating
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The Airport Master Plan Update is o
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1.0 Baseline Conditions This Chapte
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Runways The orientation, physical d
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Currently, the Airport pavement con
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VASI Visual Approach Slope Indicato
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1.4 Airfield Aprons There are two m
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This hangar was moved to its presen
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Weather and Related Air Traffic Ser
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1.6 Environmental Conditions and La
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than 20,000 s.f. Principal function
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Wildlife Habitat The Airport provid
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welfare is considered to include th
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1.7 Historical Based Aircraft and A
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Year Table 1.8 Historic Aircraft Op
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Table 1.11 WVL Revenues 2006-07 Cat
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Airport Leases / Rates and Charges
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The mission of the Central Maine Gr
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Baseline Drawings This Master Plan
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2.0 Airport Role and Forecasts Fore
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2.1.1 Airport Service Area The airp
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FAA 5010 data for WVL indicated 24
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classification was created in 2005
Page 51 and 52: off one passenger for business in W
Page 53 and 54: 2.4 Airport Role The role of the ai
Page 55 and 56: Transport. This type of runway serv
Page 57 and 58: Forecast Scenario One (Baseline) As
Page 59 and 60: Figure 2.3 Graph of Forecasted Airc
Page 61 and 62: 3.0 Facility Requirements The facil
Page 63 and 64: A full-length parallel taxiway to t
Page 65 and 66: Table 3.4 Pavement Conditions and R
Page 67 and 68: Runway Length The runway length req
Page 69 and 70: Table 3.8 Runway Length Requirement
Page 71 and 72: Due to poor maintenance or obsolesc
Page 73 and 74: Table 3.11 General Aviation Termina
Page 75 and 76: Based and Itinerant Aircraft Apron
Page 77 and 78: Fuel Storage Facility Chapter 1 ide
Page 79 and 80: The north hangar currently has over
Page 81 and 82: Wind Rose Graphics The City of Wate
Page 83 and 84: The City of Waterville Maine Facili
Page 85 and 86: 4.0 Alternatives Analysis Chapter 1
Page 87 and 88: Runway 5-23 provides for over 94% w
Page 89 and 90: T1b: Construct New Taxiway “E”
Page 91 and 92: Aprons used for based aircraft shou
Page 93 and 94: Table 4.3 Apron Alternatives Analys
Page 95 and 96: F2: Upgrade and Utilize Old Telford
Page 97 and 98: must be given to the level of site
Page 99 and 100: H4: Expansion of Box Hangars on eac
Page 101: Hangar Alternatives Conclusion The
Page 105 and 106: The City of Waterville Maine Altern
Page 125 and 126: Waterville Robert LaFleur Municipal
Page 127 and 128: Section 5.11 - Coastal Zone Managem
Page 129 and 130: Obstruction removal could have pote
Page 131 and 132: 5.6 Historic, Architectural, Archae
Page 133 and 134: If it is determined that the propos
Page 135 and 136: These assumptions will be further c
Page 137 and 138: 6.0 Airport Layout Plan As part of
Page 139 and 140: Exhibit 6 - Plan and Profile - Runw
Page 141 and 142: 7.0 Airport Management Structure As
Page 143 and 144: Current Airport staffing is summari
Page 145 and 146: Circulars, maintaining financial re
Page 147 and 148: Airport Authority The Maine Legisla
Page 149 and 150: current Airport management structur
Page 151 and 152: 7.2 Research of Other Airport Autho
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Comparable Airports Overview When m
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Mandan Municipal Airport (North Dak
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7.4 Comparable Airports: Lessons Le
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Private Ownership/Private Managemen
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Private Ownership/Private Managemen
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Obstruction remediation in the form
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Program (AIP). Therefore, projects
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Phase 2 Development (6 to 10 years)
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AIP monies are distributed to airpo
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Table 8.5 Comparative Airport Rates
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3) Facility Maintenance Unlike othe
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Table 8.7 Historical FBO Expenses F
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Table 8.9 Historical Airport Revenu
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8.7 Summary of Airport Financial As
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Therefore, in order to optimize the
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accurate inventory of airport maint
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Summary and Conclusion The total Ca
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APPENDIX A - GLOSSARY ADVISORY CIRC
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DISPLACED THRESHOLD - A displaced t
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NON PRECISION INSTRUMENT RUNWAY - A
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negotiated in case of an emergency
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WATERVILLE ROBERT LaFLEUR MUNICIPAL
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Airport Master Plan 2012 - City of Waterville

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