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HomeMy WebLinkAbout1979-03-26 200 AG ORDER2oa At Introduced by Councilor Soucy, Match 26, 1979 CITY OF BANGOR QITLE) Filing of Application for A rport Master Plan Update By the City Coundi Of City Of Banker: ORDERED, THAT the City Council of the City of Bangor, as a local governing body, hereby directs and authorizes the City Manager to submit to and file with the Federal Aviation Administration an application for the updating of the Airport MasterPlan, a copy of which application is on file at the City Clerk's Office; to provide such additional information and furnish such documents as may be required by the Federal Aviation Adminstration; and to execute such contract or contracts as may be necessary for the grant applied for.. . In City Council March 26x19'19 paseed as amendai Amended by, adding at the and of the 8th item oa into 10 the verde Genetel�Aviatian City City lark 3:rY 200 Ac ORDER Title, .....Mb"Wpg. filing. pf. 4PPIk4tim for Airport Mester plan update ��. ....... and tji� ORADFORO 5. WELLMAN TAUSTES BY AND FAMILY FRINANQUIL SENSORS 6 STATE STREET BANGOR MAINZ 04401 March 22. 1979 Dear Bangor City Council Members FAA, FREE NAI As you may remember on December 20, 1978, I wrote you relative to inspection and enforcement of site plane as approved by the Planning Board. One of the items referred to in that letter was the matter of the Pancake House on Hogan Bead, On March 19, 1979 the developer came before the Planning Board requesting it to approve an amended site plan, including changes from the original site plan. The developer stated that all work referred to in the amended site plan was nearly completed and the Pancake House was in operation. For your information, the records of the Planning Board show that it approved the original site plan on September 18, 1978. A visit to the site by a member of the Planning Staff on December 1, 1978 indicated substantial construction differences from the plan as approved. In January of 1979, both the developer and Code Enforcement had this fact brought to their attention. My letter to you was dated December 20, 1978. On March 9, 1979, a revised site plan was submitted by the developer. On behalf of the Planning Board I request you to investigate all of the facts surrounding this matter. As set forth in our earlier letter, we are deeply disturbed by the apparent lack of executive or legislative effort and/or authority to enforce site plans as adopted and require amended site plans Be submitted for approval to the Planning Board. This is only an example of the failure of the present system which creates a disregard of the ordinances and constitutes a waste of the taxpayers` money. We would appreciate your prompt attention to the matter. We would further be pleased to consult with you relative to any ordinance changes Which may be needed to solve the problem. Sincerely, /��� adfo Wellman, Chairman Bango Planning Board cc: Members of the Planning Board DEPARTMENT OF TRANSPORTA'FIOM FEDERAL AVIATION ADMINISTRATION NEW ENGLAND REGION 3 NEW ENGLAND EXECUTIVE PARKa, qy NRLINGTON, ARM OIWa Tel. 617-273-]371 March 15, 1979 Mr. Peter D'Errico, Airport Manager Bangor International Airport Bangor, Maine 04401 Dear Mr. D'Errico: This Agency will have acontinuing need for the use of approximately 150 square feet of space in the former Air Force Building NO. 121 at the Bangor International Airport for Our Engine Generator Roan. The present lease will expire by limitation on June 30, 1979, there- fore, I am enclosing partially executed copies of aur proposed new Lease No. DOT-FA79NE-1146 for your review and consideration. If the enclosure meets with your approval, please have all copies signed and return two fully executed copies for our records. Your prompt attention in completing this transaction will be greatly appreciated. If you have any questions regarding this lease renewal please do not hesitate to call. Sincerely, 4�10. Bi on r.. Realty Contracting Officer Enclosure ..M .. ,.. .,. •fl BANGOR, MAINE PROFESSIONAL SERVICES FOR COMPREHENSIVE AIRPORT MASTER PLAN STUDY UPDATE. MARCH, 1979 Prepared for The City of Bangor - Airport Department Prepared by HOYLE, TANNER & ASSOCIATES, INC. One Technology Park Londonderry, New Hampshire 03053 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE TABLE OF CONTENTS Page _ SECTION I - GENERAL CONSIDERATIONS. . . . . .. . . 1 Introduction. . . . . . . -1 Background of Our. Proposal 2 Understanding of Basic. Project Requirements. 3 SECTION II - PROSECT ORGANIZATION AND ADMINISTRATION . . . . . . 10 General . . . . . . . . . . . . . 10 Project Organization . . . 10 Progress Reports and Progress Meetings . . 11 SECTION III - TECHNICAL SCOPE OF WORK . . . . . . 13 Introduction . . . . . . . . . . . . 13 Element 1 - Inventory.. . 14 Element 2- Forecasts of Aviation Demands. . . 20 Element 3 - Demand/Capacity Analysis 32 .Element 4 - Facility Requirement Determination 33 Element 5 - Environmental Study. . . . . . . . 35 Element 6 - Site Selection . . . . 38 Element 7 - Airport Layout Plan. . . . . . . . 38 Element 8 - Land'. Use Plan. . . . . . 41 Element 9 - Terminal Area Plans. . . . . . . . 43 Element 10 - Airport Access Plan 44 Element 11 - Schedules of Proposed Development 45 Element 12 - Estimate of Development Coats . . 45 Element 13 - Economic Feasibility. . 46 Element 14 - Financing and Management Plans. . 46 Element 15 - Documentation . . . . . . . 47 SECTION IV - PROPOSED L.G. COPLEY ASSOCIATES _ CONTRACTUAL WORK . . . . . . . . . . 49 Introduction . . . . . . . . . . . . . . 49 General Approach . . . . . . . . . . . . . . . 49 Scope of Work . . . . . . . . . . . . . . . . . 51 SECTION V- ESTIMATED FORCE ACCOUNT MANHOURS AND COSTS - CITY OF BANGOR. . . . . . . . 54 Element 1 - Inventory. . . 54 Element 2 - Forecasts of Aviation Demand . . . 54 i BANGORINTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE TABLE OF CONTENTS (Continued) Page Element 3 - Demand/Capacity Analysis . 54 Element 4 - Facility Requirement Determination 54 Element 5 - Environmental Study. . . . . . . . 54 Element 6 - Site Selection . . . . . . . 54 Element ] - -8 Airport Layout Plan. . . . . . . 54 Element - Land Use Plan. . . . . . . . 54 Element 9 - Terminal Area Plan . . . . . 55 Element 10 —Airport Access'. 55 Element 11 - Schedule of Proposed Development. 55 Element 12 - Estimate of Development Costs . . 55 Element 13 - Economic Feasibility. . . . . . . 55 Element 14 - Financing . . . 55 Element 45 - Documentation and Meetings... 55. SECTION VI - TIME SCOPE FOR STUDY'. . . . . . . . 57 ii BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION - BANGOR, MAINE - AIRPORT MASTER PLAN UPDATE EXHIBIT "A" PART IV - PROGRAM NARRATIVE SECTION 1 - GENERAL CONSIDERATIONS INTRODUCTION Hoyle, Tamen& Associates, Inc. (hereinafter the Consul- tant) has prepared this scope of work for the City of Bangor's Airport Department (hereinafter the Sponsor). It has been prepared in response to a verbal request from Peter R. D' Errico, Airport Manager of Bangor International Airport. This document covers all aspects, as we presently understand them, of a comprehensive Airport Nester Plan Study Update for Bangor International Airport. Included in this scope of work are the following: • Expressions of our understanding of the need for, objectives of, and specific requirements for the contemplated study. • Discussion of, and recommendations relative to, administrative aspects of the study, including public participation. • Adetailed technical scope of work toachieve the study objectives. • Our anticipated project schedule, and a'dlscussion thereof. • Estimatedmanhours and costs for the proposed study. We belive that the contents of this document, as outlined above, will provide a reasonably complete basis for evalu- ation. The study, as proposed therein, would be primarily undertaken by the Consultant's own staff of airport pro- fessionals including planners and engineers, as well as -en- virmwental and financial experts. It is proposed, however,:. to engage the services of L.G. Copley Associates to supppple- ment the Consultant's own staff capabilities in the follow- ing area, if it is determined such a sophisticated analysis is warranted: • Element 5 - Environmental Study The firm of L.G. Copley will undertake the aircraft noise analysis and is well known for their expertise in their re- BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE spective field of specialization. We believe that because this firm offers a combination of outstanding credentials, familiarity with those unique requirements generally asso- ciated with the contemplated study, and affiliation with the Consultant on other projects, L.G. Copley Associates is well suited to serve on our proposed project team. They will supplement the airport planning and environmental engi- neering expertise of our own staff to insure that the criti- cal aspect of aircraft noise is addressed in a particularly thorough and professional manner. The Consultant intends to engage L.G. Copley Associates -.on -a sub -contractual basisto undertake the contemplated.... noise analysis detailed in Section V of this schedule. In addition to the Consultant's primary effort, there will be minimal "force account" effort by several Sponsor. employees. We believe that there are substantial benefits to be gained from the force account efforts pr000sed. The most obvious benefit, which will be clear from the discussion of the study costs and financing in a later: section, is a reduction in the Sponsor's cash share of the cost of the Airport Master Plan Update. This cost benefit to the Sponsor would not 'in itself, however, justify the proposed coordinated effort,. especially if the cost savings were only to the Sponsor. Such is not the case; the force account input is, in our opinion, desirable and justified because: •. It will reduce the o-erall cost of the Master Plan Study Update. • It will compliment the Consultant's airport planning and design expertise by making avail- able the assistance of technically competent personnel well versed in the unique local or regional factors and in the past and present com- plexion of the airport. In short, we believe the force account input will add to the quality of the Master Plan while reducing its cost. BACKGROUND OF OUR PROPOSAL We have prepared this proposal to be as detailed and as responsible as possible. To accomplish this, we have un- dertaken various efforts to acquire basic background know- ledge and insite. These efforts have included: 2 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE •.Numrous meetings with Peter R. D'Errico, Air- port Manager of Bangor International Airport, and other members of his staff to obtain back- ground information and to determine their thoughts as to study elements of particular concern. • A careful review of the current Airport Layout Plan of record for Bangor dated June, 1973, and approved by the FPA on March 11, 1975. • - A review of the Systems Analysis and Research Corporation (SARC) and the Howard, Needles, Tamer and Bergendoff's (HNTE) "Technical Report -Airport Master Plan" prepared for the .City of Bangor in 1973. • Review of the Maine State Airport System Study. • Numerous on-site visual inspections ofBangor_ International Airport. • A brief review of some applicable Federal and/or State rules, regulations, guidelines and laws. • Discussions and a meeting with FAA officials in the New England Region office to determine and/or verify details as to their specific requirements and con- cernsfor the contemplated study. • A pre -application meeting with FAA officials and Mr. D'Errico to discuss priority items to be addressed in the contemplated study. The contents of this document are based upon, and re- flect our evaluation of, the above efforts. We believe that our proposed administrative and public participation procedures, together with our proposed scope of technical services, will combine to provide a successful end pro- duct Airport Master Plan Update for Bangor International Airport, fully meeting applicable requirements; and, hopefully, a plan which will be widely accepted at the local level, as well as the Federal and State agencies. UNDERSTANDING OF BASIC PROJECT REQUIREMENTS The Consultant understands that the contemplated Airport Master Plan Update for Bangor International Airport is - 3 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE to be undertaken with financial aid from the FAA under the Planning Grant Program as established pursuant to the Airport and Airway Development Act of 1970, as amended in 1976. Under current criteria, agrant in theamount of RO% of the eligible project costs can be anticipated from the Planning Grant Program. Such an Airport Master Plan must, of course, be acceptable to and approved by the funding agency, and in particular must follow FAA guidelines as set forth by: - • Advisory Circular No. 150/5900-1A; "The Planning Grant Program for Airports". - • Advisory Circular No. 150/5070-6; "Airport Master Plans". In recognition of the above, the Consultant's. planning efforts would conform to the FAA Advisory Circulars cited, to other applicable FAA guidelines and requirements of the Naine DOT. Future projects contained within an Airport Hester Plan can not be exact representations of how a particular facility will ultimately be constructed once approved. They can only represent a conceptual design based on - current knowledge of what future requirements are likely to be. Before a facility is finally designed and built, many changes are likely to occur as more current and shorter range planning data becomes available in the interviewing years. Realistic master planning is, and by its very nature must be, a continuing and evolution- ary process. In short, an airport master plan is a planning tool; it provides comprehensive guidelines, in written and graphic form for the development of an airport. For the above reasons, primarily, it is generally ac- cepted c-cepted that an Airport Master Plan Study should be updated every 3-5 years. In fact, in AC 150/5900-1A the FAA states, in Appendix 6 "Continuous Planning", that: ."There is a need to continually keep ap- prised of changing aeronautical, socio- economic, and environmental conditions as they relate to an existing master plan. However, a formalized continuous planning program is not 4 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE generally required and a major update to the master plan is not normally needed within three to five years of the original plan preparation. The establishment of a continuous planning pro- cess is recommended for system planning, as out- lined in Advisory Circulars 150/5050-3A and 150/ 5070-5."... _. .. _ ."Major elements of a system plan such as in- ventories, forecasts, etc., requiring revision for the purpose of updating .the plan may be funded under the PGP on a project -by -project basis. Based on the specific situation, an in- terim update could be needed within three years or so and a major update every five years. In order to achieve and maintain a "live" airport planning process, there is also a need for con- tinuing coordination with other airport system and =star planning efforts as well as other modal planning. This coordination and a con- tinual program of addressing airport and air- port related issues, if clearly for the purpose of updating and adopting the system plan, are fundable activities under the PGP"_ The ALP of record for Bangor International Airport was signed in June, 1973. The ALP of record, however, was essentially prepared in 1971-1972. in the past 6-7 years there have been significant changes in the guide- lines and requirements for airport design and airport planning. Too, the airport itself has significantly changed 1n that period. Some examples, and these are only a few of many include: • Many PAA dimensional standards have been sub- stantially modified. • New aircraft impose different requirements on airport facilities. • Significant facility changes especially new terminal buildings and roadways, have occurred at Bangor International Airport. • Significant operational changes have occurred at Bangor International Airport. For example, the continued growth in the use of the airport by the supplemental airlines and commuter carriers. - Thereto the Airline Deregulation Act of 1978 moat be assessed and addressedas to its potential im- pact upon operations, etc. BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Master planning for airports must reflect to- day's emphasis on concern with environmental factors such as aircraft noise. - • Related to environmental concern, but deserv- ing of separate mention, is the increasing aware- ness that planning for an airport must be coupled with,. or include some degree of planning for the area around the airport. Specifically, land use planning near the airport is essential to 'maximize compatibility between the airport and its environs, for both current and futurelevels of airport acitivity. • There have been many technological advances which have changed airport equipment significantly, especially landing and navigational aid systems. When changes such as the above in the field of aviation, n general, are considered together with 6-7 years of change in the population, economy, etc. of the Bangor area, there can be little doubt that a document prepared in essence, in 1971-1972 must be considered in need of a major update development in 1978. In light of the above, it would seem to us that the over- all opal of the planning effort should be to provide an updated set of guidelines for the future development of the Airport which: • Are developed in conformance with the latest airport planning techniques. • Are based on a thorough evaluation of the present and future role of the airport as related to the social and economic well-being of the City of. Bangor and region. • Reflect today's emphasis on environmental con- cerns. • - Are practical in the sense of being financially and otherwise feasible. o Will serveasa sound basis for making short- term improvements which are consistent with _ long range planning considerations. QM BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PIAN UPDATE Within the overall goal of providing an updated and practi- cal planning document as outlined above, there are many specific objectives which should be recognized as of par- ticular concern at Bangor International Airport. These are enumerated below and. essentially evolved from discussions With Mr. D'Errico. 1. A number of facility improvements for the near and far terms were expressed by the, Sponsor as objectives for Bangor International Airport. These include, but are not limited to: • 'Total planning analysis of the domestic and international terminal buildings with specific attention paid to passenger, baggage and airline/ airport personnel circulation and space needs. An ultimate solution, in addition, moat be found regarding the disposition of passenger security upon these buildings. • Evaluation and recommendations for terminal building modifications in light of airline de- regulation (reform), security requirements, additional gate positions, revised forecasts, etc. • Thorough engineering evaluation of existing pavements with emphasis upon their functional adequacy, i.e. pavement conditions, drainage, strength, use of, etc. (No field work is contemplated.) • -Re-evaluation of critical runway width ul- timately needed for Runway 15-33. • Although an analysis was accomplished in the current master plan regarding the need for a second runway, including location, classifica- tion, etc., re-evaluation of this particular item is justified for a number of reasons, the least of which is the fact that aviation fore- casts will be completely updated, etc.. • Total analysis of the ultimate taxiway system. BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Re-evaluation of ultimate aviation fueling procedures including possible .joint -use of Air Force fuel pipes between Searsport and Bangor. 2. An important aspect of the Bangor International_ Airport Master Plan Update is the concern of the City that the recommendations developed by the study be based upon a fiscally responsible plan with attention to how the Airport can become as self-sufficient as possible in the future. Thorough consideration of operating and main- tenance costs, as well as capital improvement costs, is essential to this aspect of the study. - Specific areas of attention includes resolution of and a recommendation concerning the continuance or discontinuance of the present situation re- garding the maintenance and operation of the air- port fire/crash and snow removal equipment This equipment is currently maintained by the military and operated by the airport. Such a resolution will have an obvious fiscal impact. 3. The role of Bangor International Airport in the FAA's 1978 National Airport System Plan and 1977 Statewide System Study should be considered and discussed in the Naster Plan report. 4. At the moment there does not appear to be large- scale encroachment by incompatible land uses in the vicinity of the Airport. Tn the interest of insuring this situation does not adversely change, in the future, it will be necessary to direct particular attention to land uses in the vicinity. of the Airport, especially in terms of developing recommendations for land use compatible with pro- jected levels and patterns of noise which may be generated by aircraft operating into and out of Bangor International Airport. 5.. Clearcut recommendations are needed for the ulti- mate disposition of on -airport lands not needed for airport related land uses. Of particular in- terest n-terest is the potential development for a Free Trade Zone on currently owned airport property. 6. Analysis, determination of and recommendations for the ultimate disposition of the on -airport roadway system and adjacent off -airport road- way system. rM BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE We have carefully considered the above objectives as set forth by the Sponsor and we accept them as among the more. important specific objectives of the contemplated Master Plan Update. The foregoing are not intended to represent all of the specific areas of concern in the contemplated study ef- fort. Certainly they are not; other objectives could be identified now, while still others will only become evi- dent as the study progresses. The purpose of presenting the above is to demonstrate that we do understand the most important objectives, and that we are particularly cognizant of the types of specific concerns which must be addressed if the study effort for Bangor is to be success- ful. - 9 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE - AIRPORT MASTER PLAN UPDATE SECTION II - PROJECT ORGANIZATION AND ADMINISTRATION GENERAL Proper organization and administration of an airport plan- ning project is essential to a successful study effort, often equal in importance to the purely technical aspects of the study. We always suggest that serious consideration be given to implementing administrative procedures for the study effort which will help to insure the beat.possi- ble Master Plan and promote broad acceptance of the study results and recommendations upon completion. PROJECT ORGANIZATION Since proper coordination with local interests in the Ban- gor area is imperative as discussed above, this could be accomplished by formulating an Airport Advisory Committee. Thereon, we would suggest that appropriate representation might include, but not necessarily be limited to: • The Airport Manager. • Bangor City Council's Airport Committee. • Representative from Bangor International Air- port's Aviation Services. • Representatives from both the communities of Hermon and Brewer. • Representative from the Bangor Air Traffic Control Tower. • Representative from the Military based at the. airport. • Representative from the Penobscot Valley Re- gional PSanninp Commission. • Representatives from the scheduled and non-scheduled air carriers and commuter airlines. • Representatives from various City departments, such aa: Planning and Development, Engineering and Econ- omic Development. • Chamber of Commerce. - - 10 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE It is suggested that the Airport Advisory Committee be in- volved throughout the project, to generally direct and guide the Consultant's efforts. We have found, through our experience on numerous airport master plan projects, that the establishment of continuing two-way dialogue, throughout the project, between such a Committee and the Consultant is probably the most effective organizational framework for an airport study. Although they arenot usually members per as, of the Advisory Committee, it is important that FAA and Maine DOT representatives be fully involved throughout the study, generally participating in all progress meetings, reviewing interim submissions, and the like, much as the. Advisory Committee will do. To establish and maintain the two-way dialogue between the Consultant and the Airport Advisory Committee, we propose to submit timely progress reports for review and comment. However', we believe that progress meetings, with the full membership of the Airport Advisory Committee, will be necessary to keep the project on track, both in terms of time and direction. As discussed in more detail later in this proposal, we are proposing an actual planning period of ten (10) months, followed by final revisions, preparation of a summary re - part, and printing and distribution of final documentation (approximately 2 months). For a project of this duration, we believe that most progress reports can be fairly brief, indicating work completed, work in progress any special prob- lems encountered, and the .like. However, we propose that three of our progress reports be more formal in nature, gen- erally consisting of drafts of final master plan documentation. The three formal progress reports we proposed would be at the following points in the study: • Following completion of the work under Element 2, "Forecasts of Aviation Demands". The fore- casts should be generally agreed upon by the Sponsor, the FAA, the Maine DOT, and the Advisory Committee before subsequent work elements are undertaken. • During work under Element y, "Airport Layout Plan". At this point the Consultant would sub- mit prints of a tentative, new ALP, together with a concept report, for review and discus- sion. Under FAA guidelines, a tentative ALP 11 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE and concept report must be submitted to them for review and tentative approval at this stage of the work. • Following completion of a draft of the final study report covering all work elements. - Consistent with the above, we propose to prepare for and attend three (3) formal progress meetings. We propose that a progress meeting be scheduled about a week after each of the formal progress report submissions proposed above. And finally, we propose a fourth meeting, to be held on an on-call basis, since we normally find the need for such a meeting usually arises to discuss some particularly. important matter which comes to light during the study effort. Since the City Administration, particularly the City Coun- cil, has an obvious key role in the development maintenance and operation of BIA, we believe that additional meetings with the full City Council would be desirable to keep the Council continually appraised of the Study's progress. There- fore, we are including five (5) such meetings, whose timing can be better determined as the study progresses. Certainly, however, one such meeting would occur at the outset of the study and one when the study is completed. Since these meetings will be open to the public, a dual-purpose is achieved, i they (the meetings) in effect become public information meetings, thereby exposing the planning process to a maximum number of interested citizens and groups. We would expect questions, opinions and concerns expressed at these meetings would be carefully considered by the Ad- visory Committee. The results of such consideration would be included, as appropriate, in final review comments to the Consultant. These meetings should be well publicized in advance by the Sponsor. - 12 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE SECTION III - TECHNICAL SCOPE OF WORK INTRODUCTION It is the purpose of this section to outline in detail the Consultant's proposed technical approach for the contem- plated Airport Master Plan Study Update. The approach pre- sented here is intended to accomplish the study objectives and goals, as the Consultant understands than and as pre- sented above. The technical approach below is divided into work elements paralleling the chapters of the FAA Advisory Circular 150/5070-6, "Airport Nester Plans". Section IV and V outlinein detail the sub -contractual scope -of -work. by L.G. Copley Associates and the Sponsor's Force Account Work, respectively. As set forth by the FAA in the above cited Advisory Cir- cular, airport master plan studies are divided into work phases and elements as follows: Phase I - Airport Requirements Element 1 - Inventory Element 2 - Forecasts of Aviation Demand Element 3 - Demand/Capacity Analysis Element 4 - Facility Requirements Determination Element 5 - Environmental Study Phase II - Site. Selection - Element 6 - Site Selection Study Phase III - Airport Plans Element 7 - Airport Layout Plan Element 8 - Land Use Plan Element 9 --Terminal Area Plan Element 10 - Airport Access Plan Phase IV - Financial Plan Element 11 - Schedules of Proposed Development Element 12 - Estimates of Development Costs Element 13 - Economic Feasibility Element 14 - Financing - 13 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE It is the intent, as the Consultant understands it, to complete all of the above work elements for the Bangor International Airport Master Plan Study Update, except that no work is anticipated under Phase II (Element 6 - Site Selection Study). Certainly, however, the level of effort required under each element will vary significantly, some elements requiring much greater effort than others to properly plan for the future of Bangor International Airport and its vicinity. In the paragraphs that follow, we outline our proposed work on an element basis, chronologically consistent with the above outline of work elements. ELEMENT 1 - INVENTORY The planning effort would begin with a thorough review and assessment of the inventory accomplished in the pre- vious master plan. Thereafter, a determination will be made as to what areas of the inventory will require up- dating, a new effort, supplement or revision. We anticipate a rather extensive inventory updating as it has been at least 7 years since the previous inventory was accomplished. This update will be directed towards obtaining the data needed for specific areas of emphasis in the planning ef- fort. The areas of data collection and particular tasks we propose would include: Socio -Economic Factors - For use in forecasting aviation eman a, we wico act and review new and extensive data on the population and economy of the Bangor area. Socio- economic factors will be. important in forecasting aviation demands and re-examining the extent of the aviation mar- ket area for Bangor International Airport. Accordingly; all available information from sources such as the Sponsor, U.S. Census data, the Maine Airport System Plan,and other recent studies, etc. will be sought .and used. ExistingLand Use - In Light of the new development on and a jacen3 c to tSi airport in the last 7 years, we will under- take an extensive update of existing land use. We will de- fine in general terms (i.e. residential, commercial, in- dustrial, undeveloped, etc.) the present land use in the airport vicinity to the extent that it is directly related to the airport; this to be accomplished by: 14 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Review of the Consultant's own files. • Review of available existing land use maps from the Sponsor's Planning Department. • Use of recent aerial photographs that will be pur- chased. • On-site observations. • Discussions with the Sponsor and Brewer/Hermon officials. The areadirectly related to the airport would be considered to include all immediately adjacent property, other property near the airport which should be considered from a compati- ble land use point of view, areas under the airport ap- proach surfaces and other airport imaginary surfaces, and areas which might be of concern for other airport related factors such as aircraft noise impact, etc. Besides defining existing land use, we will obtain and re- view ex�i�sting zoning, proposals for zoning, other land use controls, and proposals for future land use. The primary purpose will be to determine if any changes have occurred since discussion of these in the last master plan effort, specifically applicable zoning ordinances. Too, we would determine which if any, of the recommended zoning and land use changes in the previous master plan were adopted. On the airport property, the Consultant would undertake to update and define the existing functional role of eachppart of the property. We would also propose to update the air- port boundaries, which have not changed drastically in the last 7 years (land acquisition and easements in the clear - zones to Runway Ends 15 and 33, as well aslandacquisition in the approach to Runway 33), and limitsand owners of properties abutting the airport. This would be done by re- view of our own files, of any other availabe plana, tax maps, or the like. No field survey or deed research, how- ever, is contemplated. Sketch plans would be developed to show all pertinent ex- isting land use features. Aviation Activit Hfstor - We propoas to update, for use in precasting, avails a data on the magnitude and trends of the following activities at Bangor International Airport since FY 1971, which was the last year of 'actual' data in- cluded in the previous master plan effort: 15 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Aircraft registrations in the region. • Aircraft operations - total annual number of oper- ations, peak levels of operations,local vs. Ltiner- and split, seasonal fluctuations, aircraft opera- tions mix, and general aviation vs. military vs. commercial split. • Passenger enplanements (certificated scheduled and non-scheduled air carrier and commuter airlines). • Air cargo volumes (including mail) for both certifi- cated scheduled and non-scheduled air 'carrier and commuter airlines. • FBO Operations - aircraft and parts sales, avionics, flight school activity, charter flight operations, aircraft rentals, fuel sales, hangar storage space rentals, inventory (real property, plant and equip- ment), etc. Principal sources of the above information are .expected to be: • Previous master plan study and other studies. • Various FAA records, (5010-1 forms, tower records, etc.) • Maine DOT records, particularly on aircraft registra- tions. • Delta Air Lines. • City of Bangor. • Civil Aeronautics Board publications. • Bar Harbor Airlines. • Supplemental airlines. • Military (if available). • FBO(s). • Penobscot Valley Regional Planning Commission. - 16 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Existing Airport Facilities - The previous master plan con- tains an extensively of existing airport facilities. We propose, however, to gather complete and up-to-date in- formation only to fully define the extent and condition of airport facilities, at Bangor International Airport, realized since the last master plan,primarily through the following efforts: • Thorough review of the plana and other airport related documents available in our own files, in FAA files, Maine DOT and Sponsor files, partic- ularly past ALP work. _ • Interviews with Sponsor officials,and other persons, knowledgeable in the development and present con- dition of the airport. • Discussions of the present airport facilities with Federal and. State aviation officials, as well as airline and FBO representatives, to get their thoughts on recognized operational problems, non- standard facilities, condition deficiencies, lack of needed facilities, etc. • On-site inspections; field measurements, and the ,like as required to supplement information ob- tained from existing plans. _ • Review of new aerial photographs of the airport. This segment of the inventory effort will probably include, as a minimum, an update of airport facilities as follows: • Runway and taxiways. • Aircraft aprons. • Aircraft hangars. • Fuel facilities. • Airport lighting and landing aids. • Navaids. • Terminal Building(s). • Airport utilities and drainage systems. - 17 - BANGOR INTERNATIONALAIRPORT GRANT APPLICATION BANGOR, MINE AIRPORT MASTER PLAN UPDATE • All other buildings on airport property not mentioned in the previous master plan. • Vehicle access. The inventory of these airport facilities will result in complete documentation of the size,- extent, and location of all facilities, as well as an evaluation of their phys- ical and functional condition and adequacy beyond that included in the previous master plan. With regard to pave- ments, it appears adequate information is available in the Sponsor's files. Since the Sponsor maintains a 'standing' annual contract for borings, however, we have carried a cost for selective borings- in Section V, the Sponsor's Force Account work, since it is quite passible a need for such will arise during the course of the update. We further propose to update and revise, where necessary, the inventory of existing equipment used for the operations and maintenance at the airport, such as vehicles, radios, etc. Wind and Weather Daea -'We propose to re-evaluate the wind ataata and�Tom the previous master plan as well as the data used in the master plan study for Old Town Muni- cipal Airport. No new data is contemplated to be purchased in this work. Laws Ordinances and Administrative Re ulations.- We pre- poae or a tarn 1- rev ew cop es o a e era State, County and municipal laws, ordinances and administrative regula- tions directly affecting ownership, operation, maintenance and improvement of Bangor International Airport. Particular emphasis will be given to any new law, regulation, etc. that has been promulgated since the previous master plan effort. Too, copies of any documents which are of particular inter- est or concern will be included in the study. Air S ace and Obstructions - Although the previous master PI an a ort was extensive in this regard, we propose to up- date that effort in view of changes to runway approaches, ob- struction clearing, approach plates, etc, and use same to up- date and define the use of airspace in the vicinity of the Airport. Airspace use, location of navaids, etc, will also be updated and revised where necessary. Further, we propose to develop a new plan showing the existing airport imaginary BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE surfaces (per Part 77 of the Federal Aviation Regulations) for the Airport, and to determine and show obstructions to air navigation (penetrations of the Part 77 surfaces) if any. This work will be accomplished by map studiessupple - mented by drawings in the Consultant's. files. Of particu- lar interest will be the relationship - from an airspace standpoint - of Bangor International Airport and Brewer Airport, -a private field under the approachto-Runway 33 at Bangor International Airport. Our inventory will, also, - take into account the fact that Bangor International Airport has been chosen by NASA as one of the sites for tracking the first series of space shuttle orbital flights between 1979 and 1982. In addition, Bangor has C..e'.. °se:sctel to receive sometime in 1979 or early in 1980, a new automated radar terminal system (ARTS II).. Existing clear zones for Runway 15-33 will be given particu- Lar attention. Therein, the Consultant will rely heavily upon material accomplished under previous "" projects involving obstruction clearing in the clear zones and trans- itional surfaces at Bangor International Airport in the. past 7 years. The above review and subsequent analysis under Elements 3 and 4 willbeundertaken with the knowledge that a Cat II landing system for Runway 15 has been programmed by the FAA. Environmental In auto - We propose to compile and review En— pert nene ei nvirovmeneal .does to the extent that ithasbe- come available since the previous study. Data will be sought (1) to permit definition of applicable environmental standards; (2) to permit evaluation of thepresentlevel of impact of the airport on the environment (to include a profile of past complaints, if any); and (3) to permit iden- tification and dimensioning of potentially sensitive en- vironmental concerns if any (such as wetlands, incompatible land uses, etc.). The data collected in the environmental inventory will be used in subsequent work elements, particu- larly in Element 5 (Environmental Studies) and in Element 8 (Land Use Plan). It will also be used, if and as appli- cable, in the evaluation of development alternatives under Element 7. Many changes to existing laws and regulations, and new laws/ regulations pertaining to the environment, have been promul- gated since the previous master plan study. All of these will be reviewed and documented where appropriate. Airport Access - We will obtain all available information on ex3 nt g traffic volumes and existing capacities of roads 19 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE and highways in the immediate vicinity of the airport. If available, we will obtain existing projections of future traffic volumes for such roads. Recent on -airport road changes will be included in this inventory effort, as well as proposed off -airport changes. Of particular interest is the primary access route to the airport, wherein possible improvements will be sought with input from Maine .DOT. Therein, we understand a new inter- change on I-95 to the west of the airport is under consider- ation and might provide for new airport access. Financial Innvent�o_ry - We propose to obtain, review and com- pile all data since 1971 on airport finances. Informa- tion which we would seek would include detailed records of airport related expenditures, both for capital improve- ments and for operation and maintenance. Detailed records of historical revenues will be taken from the previous study. Analyses and use of the data will be under subse- quent work elements where financial planning for the air- port is accomplished (Elements 11 through 14). ELEMENT 2 - FORECASTS OF AVIATION DEMANDS Under this element we propose to update previous forecasts of aviation demands at Bangor International Airport. Short term (5 years),. intermediate term (10 years) and long term (20 years) forecasts would be developed (i.e. fore- cast years 1984, 1989 and 2000), consistent with FAA guide- lines. The work undertaken in this element will constitute a major review and revision of the previous master plan forecasts. The primary factors for 'causing' a major re- vision are discussed on the following pages. We propose to update forecasts of aviation activity levels for each major categoryy of airport users; namely, air m carrier, air cargo, ilitary and general aviation. More specifically forecasts for each of the following will be - developed for each forecast year: A. General Aviation 1) Aircraft mix 2) Annual operations (local and itinerant) 3) Annual operations (IFR and VFR) 4) Busy -hour operations (IFR and WR) 20 - BANGOR INTERNATIONAL AIRPORT 'GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE B. Air Carrier (Scheduled and Supplemental) and Commuter Airline Service 1) Cities served 2) Cities to be served (route structure) - 3) Aircraft mix - 4) Annual and busy -hour operations (IFR and VFR) 5) Annual and busy -hour passengers (enplaned and deplaned) C. Air Cargo (Mail, Freight and Express: Scheduled 5 Supplemental) 1) Annual volume 2) Peak -hour volume D. Military 1) Annual operations (Local A itinerant) 2) Peak -hour operations (IFR.and VFR) 3) Aircraft mix A major revision to the .aviation forecasts for Bangor Inter- national Airport is necessary in light of a number of events that occurred since the previous Master Plan Study. These events include: • Major changes to CAB regulations, i.e. fare struc- tures, gateways, etc. • Analysis of aviation activity levels between 1970 andto date. • Delta Airlines now serves Bangor instead of North- east Airlines. • A commuter airline, Bar Harbor Airlines, began serving Bangor towards the end of the previous Master Plan. Thus, little or no emirical data was available then to utilize in the previous forecasts as there now is, however, today. This data is necessary in order to properly understand and forecast the phenomenal growth of the commuter airline segment of the air transport network. • An optimistic forecast in the previous Master Plan, - which was accomplishedrp for to the 1973-74 economic receasfon. - 21 - BANGOR INTERNATIONAL AIRPORT - GRANT APPLICATION BANGOR, HAINE AIRPORT DUSTER PLAN UPDATE • The phenomenal growth in air cargo. • Choice of Bangor International Airport by Laker Airways and other major supplemental carriers as the enroute stop between London and Los Angeles. Also, some of the supplemental air carriers are currently 'experimenting' with a program that en- ables the airline to sell unused seats on through flights stopping at Bangor spouts to European destinations. • The potential impact upon Bangor International Air- port by the Airline Deregulation Act of -1978. • Increased use of wide-bodied aircraft. • The potential impact upon the forecasts of a for- eign trade zone on the airport. • Bermuda II BI -lateral Agreement. In addition to the above comments, forecasts of aviation demands would be developed utilizing the data collected un- der Element 1. Specifically, we would use the following data and factors compiled in the inventory effort • Socio-economic data, as outlined in some detail in Element 1. • Historical aviation activity data, including past and present magnitudes, and growth trends. • National, State, Regional and Local trends in levels of various types of aviation activities. • The competitive posture of Bangor International Airport in relation to other airports. • The potential for scheduled service into Canada. Initially, forecasts would be developed without regard for potential constraints, except for constraints readily recognized as virtually absolute and irreversible. At a point in the planning effort, however, all potential con- straints would be fully considered and forecasts adjusted as deemed appropriate to reflect constraints on either the magnitude or types of projected aviation activities.. Con- straints to be considered may include, but will not necessarily be limited to: BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT METER PLAN UPDATE • Environmental restrictions (e.g. wetlands, noise, etc.) • Inadequacies of ancillary facilities (access public transportation, public utilities, etc.) • Potentialfor improved competitive position of other airports. • Inadequate site capacity or severe adverse site conditions. • Energy efficiency of air transportation vis-a- vis alternative transportation modes. • Fiscal capability. We do not believe that it is appropriate to propose in de- tail specific forecasting methodologies to be used. Fore- casting of aviation demands is not a precise science; on the contrary, there are no known techniques proven to be highly reliable in making projections at the individual airport level, especially for general aviation activities. Accardingly, the forecasting methodologies must evolve dur- ing the study; they will depend on the nature and extent of the information which can be obtained from the inventory work, and a thorough evaluation of the accuracy and validity of that information. The forecasting methodologies that will evolve will certainly be a combination of mathematical or statistical analyses and projections, with subjective or judgemental inputs as deemed appropriate. General Aviation Forecasts To amplify on the above, with specific regard to general aviation activities, the following commentary seems rele- vant. A key to any forecasting technique is to locate an historical data base of sufficient accuracy and currency relating directly to the actual demand being forecasted. The inadequacies of airport records that can furnish such data, compounded by the fact that changes in levels of gen- eral aviation are often the result of very localized and difficult to define factors (e.g. even the. personality of attitude of a fixed base operator or airport manager has been found to have significant impact), combine to make direct extrapolation of historical aviation activity data often times unreliable. --23 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE While we expect the historical aviation activity data for Bangor will be relatively comprehensive and reliable, we still believe that forecasting for the future mustbe more sophisticated than direct extrapolation. The reason for this is that levels of aviation activity are related to many local factors, particularly socio-economic factors. Thus, direct extrapolation of historical aviation data would only be valid if we assumed that changes in socio- economic conditions of the area will be the same in the future as they have been in the past. This assumption should not be made. In recognition of the potential inadequacies of direct ex- trapolation of historical aviation activity data, moat general aviation forecasting methods used for airport planning have sought to develop specific relationships be- tween general aviation activity and other parameters for which reliable historical records exist and for which reasonably good future projections also exist. Typically, the other parameters have been socio-economic characteris- tics of the area in which a airport is located, namely: population, age distribution of the population, income or median family income. Many research projects have been undertaken to establish reliable correlations between one or more socio-economic factors and general aviation activity. The results of these efforts have been notably poor except on the national level. Typical of the results is the con- clusion that "data indicates that purely Local conditions may have a profound impact on general aviation aircraft populations" found in "Relationship Between General Avia- tion Aircraft and Population", by the Federal Aviation Ad- ministration dated February, 1972. In summary, the Consultant's review of the "state of the are" of general aviation forecasting has resulted in the following conclusions: • Available historical data on specific general aviation factors such as based aircraft, annual aircraft operations, etc. does exist; sometimes it is very unreliable, and even when it is reli- able, it is often inappropriate to use direct extrapolation alone to project future levels of activity. • General aviation demands are related to certain socio-economic factors, but the exact correla- tions are significantly affected by very localized considerations. 24 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Generalized relationships which have been fairly well documented between socio-economic conditions and general aviation aircraft ownership include: a, aircraft ownership in an area generally in- creases with increases in population. b. aircraft ownership in an area generally in- creases with increasing per capita income and/or increasing family median income. c. aircraft ownership in an area generally in- creases with increasing average level of education of the area population. • General aviation forecasting methods are more reliable the larger the area of consideration. Forecasting for the nation as a whole is quite reliable, for a state it is less reliable, and for a specific airport must reflect consideration of very localized conditions to be at all reliable. In light of the above discussion, we have found that it is usually beat to undertake several different approaches to forecast the demands for each general aviation activity, such as number of based aircraft, to analyze and correlate the results to develop aforecast range (as opposed to a single number projection) for the activity. We propose to use this approach for Bangor International Airport, and specifically would expect to use not less than two ap- proaches to develop the basic general aviation activity forecasts for each planning period. Each approach would in- clude mathematical analysis and projection techniques with subjective or judgemental inputs as deemed appropriate based upon, in part, on the following: • Review of tower records to determine, among other things, general aviation aircraft mix. • A survey of registered general aviation aircraft at Bangor. International Airport to determine their use. • Sponsor records. • In view of recent FAA policies regarding their re- newed emphasis to develop and encourage the use by GA aircraft of reliever airports near air carrier airports, there will be a need to carefully analyze and justify specific GA development at Bangor vis a via use of Old Town Municipal Airport to accommodate a portion of this activity. 25 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE At an airport equipped with a manned control tower, such as Bangor, statistics are normally available on past avia- tion activity which serve as a useful input for forecasting general aviation demands. This information allows for more rigorous forecasting techniques than is possible where such data are either not available or, at best, are un- reliable. Because we anticipate rather reliable historic data to be available, one of the techniques which we propose to employ n our general aviation forecast will be multiple regres- sion analysis. In simple terms this technique seeks to find relationships between an activity of interest - general aviation activity in this case - and those factors which influence it, e.g. population, per capita income, education Levels, industrial activity, etc. These factors are called the independent variables, because they are in- dependent of the activity of interest. The activity of interest, on the other hand, depends on the behavior of the factors which influence it - the independent variables and so is usually called the dependent variable. In our forecast w will be interested primarily in two de- pendent variables: based aircraft and general aviation operations. in past studies it has been found most effec- tive to start with a forecast of based aircraft and pro- ceed from there to forecasting operations, usually on a total annual basis. Once total annual general aviation operations have been forecasted, then further analysis is required to forecast: peak month operations, average day operations, busy hour operations, local vs. itinerant split, and aircraft operations mix. In forecasting based aircraft it would be logical to ex- pect that the number would depend, as mentioned above, on total population, its interest in flying (perhaps mea- sured by education levels), and its financial ability to purchase aircraft and flight time (perhaps measured by per capita or median family income). A past in-house FAA study found that, on a national scale, numbers of general avia- tion aircraft could be explained very closely as a func- tion of the level of civilian employment, expenditures on plant and equipment in the aircraft industry, and the sales of automobiles. These independent variables are regularly forecasted by the Council of Economic Advisors. Another study found, first, that there are quantifiable relation- ships between the size of the general aviation fleet and disposable income, real liquid assets (cash), and popula- tion, and secondly that the number of operations at tower airports was a function of the number of aircraft in the fleet, disposable income and time. 26 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT RASTER PLAN UPDATE We will also consider testing other independent variables, not mentioned above, such as value added by manufacturing, corporate profits,percentage of industry which is com- posed of light manufacturing and service industries, and others to determine if relationships can be found between them and either of the dependent variables. The technique is called a "multiple" regression because the effect of multiplicity of independent variables, in combinations, can be tested. For example, it might be found that the popula- tion was 50 percent responsible for aviation activity, whereas income and industrial activity each accounted for 25 percent. Some of the relationships may be linear, and some curvilinear.. For example, the number of based aircraft may always in- crease by two for every increase of 1,000 in the population. This is a linear relationship. On the other hand opera- tions per based aircraft may be found to increase in pro- portion to the square of per capita income. This is a non- linear or curvilinear relationship. In the course of the regression all the logical independent variables are tested by themselves and in combination with others to weight their effect on the dependent variables. The result is a formula which relates the dependents to those independents which have been found to affect them. In other words, the formula explains what independents af- fect, or have affected, the dependents, and how. For the future we can assume that the causes of general avia- tion activity will continue to effect it in the same way as in the past, so if we have forecasts of the independents we can forecast the dependents - and this is a crucial paint. There is no use in using multiple regression tech- niques if there are not better forecasts available of the independents than there are of the dependents. If a re- lationship were found to exist between sunspot activity and general aviation activity, but there was no way to fore- cast sunspot activity, than the finding of the relation- ship would be useless for the purposes of forecasting. Fortunately, we usually find that good forecasts do exist for the more common socio-economic indicators such as popu- lation, income, education levels and industrial activity, and these can be introduced into the formulae with confi- dence. The regression analysis will also tell us, From - the r2 and t-tests, how well the formulae explain the be- havior of the dependents, and, therefore, how much confi- dence we can Clete in them. It will .tell us how close the "fit" has been. ` - 27 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANCOR, MAINE AIRPORT MASTER PLAN UPDATE As stated above, we will begin by forecasting based air- craft, and then, using based aircraft as one of the inde- pendents, forecast annual operations, and so on as pre- viously discussed. As was indicated at the beginning of this Element, the forecasts accomplished in the previous master plan were optimistic. For example, total GA operations forecasted for 1975 were 74,250, whereas - by comparison - actual GA operations in 1976 were 43,833. This example under- scores the need to very carefully review the previous fore- casts versus actual counts. etc. Air Carrier Forecasts It is generally possible to forecast many aspects of air carrier (including commuter) activity in a more direct and reliable manner than general aviation activities. This is principally due to the fact that better historical data exists. Air carrier forecasting is not without problems, however, and air carrier activity will, in all likelihood, be the major factor in determining the future role of Bangor International Airport. Today, BIA's role is one which serves both national and international airline traffic. The bulk of international traffic is conducted by the supplemental airlines. Thus, it becomes extremley vital to the future tole of BIA to properly assess the impact of the supplementals over the long term. We would expect to be able to develop rather reliable fore- casts of scheduled and unscheduled (supplemental) passen- ger emplacements and operations, to and from the airports currently served by scheduled and unscheduled air carrier and commuter airline flights to and from Bangor. This should be accomplished by relatively straight -forward analysis of available historical data, both for the activ- ities themselves and for socio-economic characteristics of the airport's service area n the case of scheduled ser- vice. Although Bangor is a=jet entente stop for un- scheduled service, this activity is notaffected by these same socio-economic factors as scheduled activity is. Thus, forecasts for the supplemental air carriers will be largely dependent upon empirical data for this activity at Bangor, CAB regulations, fare structures, and international Bi -Lateral agreements. From a review of the unscheduled air carrier forecasts for Bangor, by the previous master plan consultant, it is ap- parent these have been somewhat overstated at least through 1975. For example, charter deplanements for 1976 at Bangor totaled about 237,000 while t e o�cast. figure—in the previous mas- ter plan for 1975 was 438,900 or 85 percent greater. BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE At an airport served by only one certificated air carrier, likeBangor, a regression model utilizing a least square technique can be used for forecasting air carrier activity. In the case of Bangor, the results of the least square technique would then be applied to an analysis that includes a comparison of aircraft sizes in commercial activity, historically and for the future. More specifically, we propose an analysis of average seat- ing capacities for the total scheduled domestic air carrier fleet since, roughly, the introduction of turbine air- craft into commercial aviation. This is critical since, for example, forecasts in the previous master plan for the international charter operations. appear to have understated the use of wide-bodied aircraft. Therein, in 1975 13% of the total number of these operations were by wide-bodied aircraft whereas the previous forecasts were 5%. On the other hand, the total number of operations forecasted pre- viously were overstated for this activity. Therein, total operations (passenger) realized in 1976 were 1,176 as com- pared to a 1975 forecast of 6,900. Such discrepancies can have a profound impact on aviation forecasts. This trend, i.e. increased use of wide-bodied equipment, appears to be continuing as a spot check 1n July, 1977, revealed that 21% of these operations were by 'wide -bodies'. Thus, anticipated future trends in aircraft sizes will be discussed to the extent that the average seating capacities can be reasonably forecasted for both scheduled and un- scheduled air carrier and scheduled commuter airline. In this process, an analysis must be made of the histori- cal experience at Bangor International Airport. This an- alysis will include a review of relationships between do- mestic enplaned passenger volumes, enplaned passenger load factors, the average seating capacities of the air- craft and the number of scheduled domestic air carrier de- partures. This will help to determine an historic enplaned passenger load factor which is the ratio of domestic en- planed passengers to total scheduled aircraft departing seats. Similarly, we will undertake analyses of such re- lationships involving the international charger activity, but extending the analysis to include the number of passen- gers clearing customs, etc. Based upon the historical experience in terms of domestic enplaned passenger load factors and growth in average seating capacity of aircraft a forecast of enplaned pas - 29 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE. sengers can be made. Thereafter, the forecasted number of scheduled domestic air carrier departures can be ac- complished for Bangor International Airport. Likewise, forecasts for the international charter activity will be - made, but for deplaned passengers since they will have an impact on terminal building requirements, i.e. customs, lounge area, etc. Even though the terminology "scheduled air carrier" has been used above, the commuter airline forecasts will be included in a similar fashion based on the historical data at Bangor. In addition, there are a number of documents recently published that address the past and future activities of commuter airlines. This includes one FAA document, dated July, 1977, entitled "Forecasts of Commuter Airlines Activity". This report assesses the potential of the commuter air- line industry including the identification of those short - haul low-density pointsthat are likely prospects for future commuter service. The first section provides a national forecast of commuter airline enplanements,revenue passengger miles, number of aircraft operations and composi- tionof fleet for 1975 to 1988. The second part of the report describes a model developed to disaggregate the activity forecast to individual points with existing ser- vice or anticipated future service, and provides fore- casts for those points. Coupled with whatever "historical" data is available from the present commuter airline serving Bangor, historical data - nation wide - of commuter airline activity and re- ports like the above, forecasts of commuter airline activity at Bangor will be made. These forecasts will then be re- fined by introducing some of the independent variables al- luded to in the earlier discussion, including the impact of a revised FAR Part 135. Air Cargo Forecasts Forecasting for air cargo activity will generally be see m- plished by straightforward analyses of historical trends, coupled with consideration of socio-economic trends in the Bangor service area and with consideration of any presently planned future activities. Again, we will use at least two independent forecasting techniques, combining the results. In addition, we will attempt to assess the deregulation of air cargo activity and resultant impact upon the forecasts for Bangor, as well as the possibility of a Foreign Trade Zone at the airport and what impact that would have. Air cargo will be carefully addressed since recent growth trends indicate it could have,. potentially, a greater impact upon the airport than other rapidly growing elements. 30 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Forecasting Summary Summarizing, we propose to develop forecasts for all sig- nificant aspects of aviation activity at Bangor International Airport foreseeable within the 20 year planning period ex- tended to the year 2001. In doing this, we would give full consideration to all definable factors expected to impact aviation demand, particularly population and economic growth trends and characteristics. Forecasts will be made using a combination of techniques and subjective analyses. Fore- cast techniques will be kept as simple and straightforward as possible, while reflecting all pertinent considerations. Throughout the forecasting effort we would keep in mind the sensitivity of the parameter being forecasted, and would reflect this in the procedures used. We would not attempt a high degree of refinement of forecasts, which have a low sensitivity (i.e. do not appear to significantly affect the airport's utility or require substantial improvement of the airport). On the other hand, we would attempt to refine, insofar as possible, any forecast having a high sensitivity (e.g. a forecast which has an unacceptable impact on the airport environs). As previously mentioned, all forecasts will be initially developed as unconstrained potentials. In the end, however, all foreseeable constraints will be con- sidered, and forecasts will be adjusted if and as necessary to reflect the constraints. All previous forecasts will be fully considered and compared to our new forecasts. As a final step in the forecasting procedures, we would analyze the sensitivity of the forecasts generated. Two aspects of sensitivity would be considered. First, we would analyze each forecast approach to determine what numerical or sub- jective input factors moat significantly impact the output forecast, and would then analyze the reliability of the re- sulting forecast. Secondly, we would evaluate the sensitivity of the forecast ranges, as the study. progresses, to deter- mine the impact of forecasting inaccuracies on decisions related to making improvements, or maintaining development potentials, at the airport. Our objective here should be rather evident; there is little reason to undertake unrea- sonably costly refinements of high level forecasts if planning to accommodate those forecasts does not require an unreason- able commitment of resources (financial or otherwise) until or unless the forecast level is approached or reached. On the other hand, if an unreasonable immediate commitment must be made to protect for the eventuality of a high level fore- cast, then the reliability of that forecast moat be given a much more critical analysis. - 31 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION RANCOR, MAINE AIRPORT MASTER PLAN UPDATE ELEMENT 3 - DEMAND/CAPACITY ANALYSIS The first item to be accomplished under this element will be a thorough review and evaluation of the previous master plan's effort in this regard. Thereafter, thiselement of the plan- ning effort would consist of a complete redo in determining the capacity of those facilities at Bangor International Airport. This need is due to a number of reasons, including, for example, the fact that a totally new methodology is now used to determine airfield capacity than that used in the previous master plan. However, the analysis undertaken in this element will have to address 'demand/capacity' problems not usually associated with the 'typical' analysis. That is, Bangor is a one runway airport; what are the 'demand/capacity' problems with a ane runway airport, such as when the only runway is down for maintenance or other reasons... In addition, will the revised forecasts indicate a capacity problem such that separation of GA traffic from airline operations will be necessary? The current master plan recommended develop- ment of a GA complex, including runways, separate from the present airfield. Is this still valid or would the use of the parallel taxiway to Runway 15-33 as a runway for GA air- craft be feasible? Thus, this will not be simply a straight forward and typical demand/capacity analysis, but will be tempered with the kinds of operational problems mentioned above. The capacity of existing facilities will then be compared to the revised aviation demands forecasted under Element 2. The analysis accomplished by this comparison of capacity of exist- ing facilities to forecasts of future demands will result in definition of the adequacies and inadequacies of the existing facilities, and would lead to a preliminary determination of requirements for upgrading, expanding, extending, abandoning, and/or other as modifying facilities. In particular, there is a need to determine and evaluate the functional adequacy of aircraft pavements. The demand/capacity analysis would be applied to all aviation facilities, including the runway, taxiways, as rcra£t aprons, navigation aids, terminal facilities maintenancefacilities, vehicle access and parking facilities, airspace, and other existing or potential future facilities. One of the more critical aspects to be analyzed concerns the domestic and international terminal buildings. We will thoroughly analyze these facilities which are often overtaxed in terms of their spacial, circulation and passenger security needs in light of the new forecasts, etc. The demand/capacity analysis will also include re-evaluation of the use of the civilian ramp by the military (they have a 10 year lease) via s the future needs of the airlines. For example, the current master plan indicates terminal expansion that would affect that portion of the ramp currently used by the military to park their aircraft. 32 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE The net result of the work under this element would be the initial determinaton of theoretical aviation facility re- quirements to meet the forecasted demands for each of the planning periods. The theoretical requirements developed here would then be evaluated, under subsequent work ele- ments, as to feasibility from economic, environmental,. and other standpoints, including appropriate cost -benefit analyses. ELEMENT 4 - FACILITY REQUIREMENT DETERMINATION The First item to be accomplished under this element will be a thorough review and re-evaluation of the previous master plan's effort in this regard. Thereafter, this work element would consist of a complete re-establishment of projected facility requirements for the three planning periods. The facility requirements would evolve from the work done do the demand/capacity analysis phase, coupled with appropriate cut - sideration of FAA regulations and criteria for the design of airport components. Key to the work under this element will be a determination of the classification of Bangor International Airport using applicable FAA classification criteria. It should be noted that airport classification is based upon the role which the airport will serve. Working From the inventory data collected under Element 1 for the existing facilities at Bangor International Airport, and from the generalized facility requirements, indicated by the demand/capacity analysis, the Consultant would develop pre- liminary dimensional and other criteria for indicated facility requirements in each of the planning periods (present - 1984, 1985-1990 and 1991-2000). Only some areas of concern will evolve from the demand/capacity analysis; others, such as drianage and utility requirements, will not be directly -re- lated to aviation demand/capacity. These other facility requirements will, however, also be developed under this work element. Major facility requirements known to be of specific con- cern include: • Complete analysis of the ultimate taxiway system. • Evaluation of the joint -use of a military pipeline from Searsport. •- Re-evaluation of the proper location for air cargo facilities, especially as they will relate to the air carrier terminal. -33 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Evaluation of the Location for a Free Trade Zone, including analysisof vehicular access to it. Work- ing with the Sponsor, we will determine the spatial needs (conceptually) and general layout of such facilities as well as potential demand. Determination of such needs will be made in relationship to total airport requirements. • Oil waste disposal area. • Re-evaluation of locations for general aviation activity facilities. • Determine best location for an incinerator. • Analysis of the need and feasibility of an addi- tional runway. • Complete analysis of the needs for improvements to the IAB and domestic terminal facilities. • Analysis of the need and feasibility for a Cate- gory III lending system. • Identification of deteriorating facilities and sub- sequent determination of need to refurbish. This will include most buildings (as well as pavements), all of which will be shown in a schedule of major maintenance priorities. • Shipping of cattle by air to Europe. An Important aspect of the work under this element will be refinement of the initial projections of facilities needed which were developed under Element 3. This refinement will be accomplished by evaluating those initial projections of needs in light of cost -benefit analyses (to be done under Element 13), environmental studies (to be done under Element 5), land use studies (to be done under Element 8), and other pertinent planning factors. The end product of this work element will be the establish- ment of dimensional and other criteria which will be needed for the conceptual design and layout of airport facilities, and concise tabulation of the facilities projected to Poe required (and feasible) in each of the planning periods. Facilities to be included in the tabulation of requirements would include, but not necessarily be Limited to, the follow- ing, as applicable: 34 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Runway • Taxiways • Aircraft Aprons • Terminal Buildings (TAB and Domestic) • Aircraft Maintenance and Storage Hangars • Military Facilities • Air Cargo Facilities • Fueling Facilities • Airport Maintenance Buildings and Equipment • Navaids • Airport Lighting • Drainage Facilities • Miscellaneous Utilities (water, sewer electric, etc.) - • Airport Markings • Oil Waste Disposal Area • Obstruction Criteria • Pavement Requirements • Vehicle Access, Circulation and Parking Facilities ELEMENT 5 - ENVIRONMENTAL STUDY Under this element of the planning effort we would restudy, update and dimension the present environmental impact of the airport, as well as the environmental impact of the revised projected future levels of activity at the airport. Various aspects of environmental impact on the surrounding area would be studies including consideration of water, air and noise pollution, effect on ecology, effect on wildlife, as well as the effects of the airport on the life and development of society in the airport's environs. Work in this regard, included in the previous neater plan will be reviewed, revised and utilized where appropriate. Specifically, this would probably involve the subject of air pollution only insofar as the methodology employed. Obviously, with revised forecasts, the numbers will change. - 35- BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Qualified environmental experts on the Consultant's staff would undertake this element of the proposed work, possibly in conjuction with L.G. Copley Associates, and would identify all foreseeable environmental impact problems for inclusion in the final Airport Master Plan report. The Consultant is fully aware of the present day emphasis on environmental considerations, and would conduct this element of the planning effort accordingly. Work would include coordination with appropriate Stateand local interests, as well as the: • FAA Environmental concerns which will be given particular at- tention include: • Relationship between the airport and existing land uses, particularly residential areas. • Relationship between the airport and significant recreational activities in the area. Major environmental concerns to be addressed will include: 1. Noise - If it is determined there exists a need to intake a sophisticated aircraft noise analysis utilizing computer technology, L.G. Copley Associates will accomplish such an analysis, calculating the Day -Night average Sound Level (Ldn), in decibels, for the existing and projected future airport config- uration(s) and usage. A more detailed discussion on this aspect of the work is included in Section IV. The noise contours will be used to evaluate noise impact on existing Land use and also as a significant factor in planning future land use on and around the airport under work Element 8. A new noise analysis, and one using (Ldn) calculations to- gether with some monitoring, is justified for a number of reasons: Specifically, there have been significantchanges in older laws/regulations, new and quieter aircraft, retrofit of older aircraft, etc. all of which have occurred since the previous master plan effort. On the other hand, if a non -computerized methodology (utiliz- ing NEP or Ldus) is satisfactory, such work will be accomplished in-house by HTA. This determination will be made after the Study begins, but before Task 5 is undertaken, by the Sponsor, FAA, MDOT and the Consultant. - 36 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Further justification can be found in the fact that there is a new Federal Aviation Regulation identified as the Airport Noise Regulation, pending before Congress. I£ adopted in its present form, this new FAR will prescribe procedures for the development, approval and implementation of an "Airport Noise Abatement Plan" for those airports served by certificated air carrier(s), such as Bangor. 2.Utilities - The Consultant will evaluate the physical an ctional adequacy of existing utilities at the airport. The Consultant will make recommendations for improvements of these utilities, if deemed necessary, to adequately serve existing and proposed development of the airport and its immediate vicinity, including contemplated industrial development. 3. Woodlands Wetlands Etc. - The Consultant will ova uate t e e eces o proposed airport improvements M woodlands, wetlands, wildlife refuges, and like areas, and will review all proposed improvements in light of such evaluations. This work will be asigg- nificaut input in evaluating alternative coursesof development and in planning future land use. 4. Air Pollution - It is anticipated that air pollution rompoperations will not be of significant - concern. In view of this, the Consultant anticipates a minimal effort will include review of the previous master plan work, in this regard, in terms of the methodology employed. Too, there will be some effort devoted towards the impact uponair quality by pollu- tion emitted from automobiles on the airport. 5. Water Pollution - The Consultant will evaluate the e ec�x"ting and proposed airport facilities and adjacent Land use on pollution of water in any wetland areas and water courses in the immediate air- port vicinity. Specifically, concern has been ex- pressed regarding drainage into an open drainage ditch. In that regard, we will include in our assess men[ work presently being undertaken on how best to develop a spill containment system to prevent air- field free spills fromgetting "off -airport". Included will be consideration o£ potential pollution from aviation fuel spills, use of anti -icing agents, etc., and development of recommendations for preventive measures if deemed necessary. In addition to the above, we will include as appro- priate, analysis of a regional oil waste disposal area currently being studied for Location on the airport. If needed, we would coordinate with the State Department of Environmental Protection, as. well as working with the Sponsor to include proposed development (if any) in this regard. - 37 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE 6. Socio-economicConsiderations - Both the positive and negative a sots o contemplated. airport develop- ment on the society within the geographic area of influence of the airport will he addressed. Positive effects might include such factors as promoting desirable growth in the area while negative effects. might include such factors as the additional land interests that would be required for airport improve- ments. While the above efforts should provide the basis for most aspects of complete environmental assessments or impact statements for proposed improvements, we do not include the preparation of such assessments or impact assessments for specific improvements in this proposal, except for projects over the 20 years 'planning period wherein nega- tive environmental impact declarations are acceptable. In such instances, draft assessments will be included and appendicized. ELEMENT 6 - SITE SELECTION This work element will not be applicable at Bangor Inter- national Airport. ELII NT 7 - AIRPORT LAYOUT PLAN Under this work element, we propose a significantupdate of and revision to the existing Airport Layout Plan (ALP) drawings, i.e. a complete new set of ALP drawings will be produced. This major effort is justified for a number of reasons, including, but not limited to: • Since completion of the existing ALP drawing, additional changes have occurred that necessi- tate an update (redrafting) of the present ALP. • May FAA dimensional standards, such as for clearzones, airport imaginary surfaces and minimum lateral dimensional criteria between runways and other airport facilities, have been substantially modified. • New aircraft impose different requirements on airport facilities. • There have been many technological advances which have changed airport equipment signifi- cantly. BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT kiASTER PLAN UPDATE. •. The basic format of the ALP drawing, and other drawings included in the ALP set of drawings, have changed. Viewed collectively, and when coupled with other factors, the above leave no doubt that a significant update/revision to the present ALP drawing is required. The 'other factors' include changes that will be caused by the revised fore- casts; a change of emphasis in what aviation role Bangor International Airport will play; possible environmental concerns. etc. The work under this element, together with the work. under Elements 8, 9 and 10, would produce an entire net set of drawings to graphically display existing and proposed con- ditions and facilities on the airport site and in the airport vicinity. It is proposed that the drawings have an overall size of 30" x 42", but the size to be used would be discussed with the Maine DOT and the FAA, and would be as mutually approved. Drawings would be made to scale; the scale of each would be as appropriate to show the detail required. Under this work element the Con- sultant would prepare a new tentative preliminary Airport Layout Plan and would present this as part of a formal interim progress report about mid -way through this work element. Under this work element, the Consultant proposes to con- tinue conceptual design and evaluation of alternatives for airport improvements which will have been begun under the demand -capacity and facility requirements work elements. Five plans will be developed by the Consultant under this work element to show existing and proposed conditions and facilities: • TitleSheet - This drawing will be a full-sized vex aTiset for the set or plans developed under this and the following work elements. It will include the name of the airport; date; a vicinity map showing the relationship of the airport to municipalities, other airports, roads, railroads and other key features in the immediate airport vicinity (probably scale 1' = 2,000'); a location map showing the airport, municipalities, other airports, roads; railroads, and other key features within 25 miles of the airport; and, an index to the drawings in the set. 39 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE • Exis tin Air ort La out t Drawin s - A full-sized raw ng s owrng a o e existing airport facili- ties and conditions, and adjacent features, insofar as possible, with dimensions and detail as indicated below for the Airport Layout Plan Drawing. • Ai ort La out Plan ➢rawin - A full-sized drawing s owing a o t e airporc facilities and condi- tions, existing and proposed, and adjacent fea- tures (especially in clear zones), insofar as possi- ble. Facilities and conditions to be shown would include, as applicable, but would not necessarily be limited to:. airport property lines, runways, taxiways, aircraft aprons, airport lighting and navaids, vehicle parking, hangars, administration and/or terminal facilities, other airport buildings, major utilities, fences, ground contours, obstruc- tions to navigation, and other prominent natural and manmade features. All key dimensions would be shown such as runway and taxiway widths, clearances between facilities, building restriction lines, and the like. The drawings would include a title block, spaces for revision notations and blocks for approval signatures by NNAC, the MAA and the FAA. Wind roses would be included on this sheet. • Imaginary Surfaces Plan - A full-sized plan, developed r= u..BZ:S. topic quadrangle maps, showing in plan view the proposed ultimate imaginary sur- faces for Bangor International Airport in accordance with Part ]] of the Federal Aviation Regulations. • A roach Plana and Profiles - Plans and profiles o exrstrng an propose runway approach zones would be shown to such extent as necessary to include all existing or potential obstructions. The Consultant will develop the plans under this element by using the previous ALP, aerial photographs, other avail able of the airport, and on-site inspections as needed. Existing ground contours will be taken from the beat avail- able existing information. It is our understanding photo- grasnetry exists for some on and off (contiguous) airport areas. There is a need, however, to supplement this data with some new photogramnetry beneath the close -in approaches to Runway Ends 15 and 33. Property lines will be from 40 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT NAETER PLAN UPDATE the best available plana and/or review of readily avail- able deeds (i.e. deed of transfer from the U.S. Government to the Sponsor), etc. We do not propose any property boundary surveys or extensive deed research. The plans developed under this element will present all material required by, and 1n a format consistent with, FAA requirements, particularly as set forth. in Advisory Circular No. 150/507076, "Airport Master Plans". ELEMENT 8 - LAND USE PLAN Initially, work would begin under this element with a thorough review and re-evaluation of the previous master plan recommendations in this regard. Nevertheless, we propose a rather extensive land use planning effort which is justified for a variety of reasons. • The Sponsor's 'existing'. Land Use Plan was re- cently completed in 1977. • The Sponsor's 'future' Land Use Plan has just beenupdated and is being readied for review and adoption by the City Council in 1979. • The Sponsor's Zoning Nap was updated as of Febru- ary 9, 1978. When the proposed future Land Use Plan is approved, the Zoning Nap and Ordinance will then have to be adjusted. • If promulgated, the Airport Noise Abatement Plan, discussed under Element 5, will require ex- tensive 'land use work'. -Thus, although we do not propose to accomplish an Airport Noise Abatement Plan as part of this study, the 'land use work' can be oriented towards that possibility. • After a thorough evaluation and identification of land required for aviation facilities is accomplished, a detailed plan is needed. This plan would recommend the utilization of those lands "in excess of" that which is absolutely needed for aviation related purposes. The pre- vious master plan study did not include a useable plan that recommended to the Sponsor what to do with "excess" lands and buildings not needed for directly related aviation purposes. - 41 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, 14AIM AIRPORT 11ASTER PLAN UPDATE In addition to the above, this work element would consist of the layout and drafting of a Land Use Plan for the air- port. This plan will show present and proposed future land e for all land within the airport boundaries, and for land adjacent to the airport to the extent that such land is related to airport operations. This plan will become part of the set of drawings cited under work Element 7. Under this element we would also develop report narrative discussing pertinent land use considerations and recommenda- tions of future land use and zoning. We propose to develop the Land Use Plan from either a screened transparency aerial photograph or other suitable graphic means. Existing land uses on the airport would he shown by generalized function as set forth by the Air- port Layout Plan, and off the airport property by major category such as residential, seasonal residential, commer- cial, industrial, wetlands, conservancy district, etc., as appropriate. The Consultant would develop the Land Use Plan for the entire airport property (including proposed acquisitions), and for the off -airport areas to the extent that such areas are related to the airport by virtue of aircraft noise exposure, obstructions to air navigation, orpoten- tial for land usage related to the airport. This element would include study of the potential for industrial air park development on the airport, we well as the proper use of other presently awned airport land. Land use plan- ning would fully consider environmental concerns developed under work Element 5. Full. evaluation of the following will also be undertaken. 1. Any existing future land use plans for the area neighboring the airport as developed by the Sponsor. 2. Present development trends in the airport neigh- borhood. This item of work will be coordinated in particular, with the Sponsor's Planning Depart- ment 3. Existing zoning laws and ordinances as they per- tain to the airport and its surrounding area. The need to revise existing zoning ordinances or to enact new ordinances, including airport zoning, to protect air navigation in accordance with Part 77 of the Federal Aviation Regulations. 42 - BANGOR. INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE 4. The land use impact of alternative airport im- provements. The entire effort under this element would be undertaken with.full appreciation of the fact that land use concerns are of particular import to non -aviation oriented regional and local interests, and land use recommendations most be. acceptable to a rather broad spectrum of regional and local agencies.. This work will undertake all land use planning work in class cooperation with the Sponsor and the Planning Boards from Brewer and Hermon, and other local officials, as appropriate, making every effort to arrive at land use proposals which will be widely accepted as being in the best interest of the entire community as well as the air- port. ELEMENT 9 - TERMINAL AREA PLANS Under this work element, full-size plans would be developed showing details of all airport ground facility areas used, or to be used, for: • Administration and terminal buildings. • Aircraft storage hangars, including T -hangars. • Aircraft maintenance hangars. • Other aviation oriented buildings. • Aircraft parking aprons. • Fueling facilities. • Car rental facilities. • Military facilities. • Vehicle parking and circulation. • Existing buildings now now used, and not planned for use for direct aviation purposes, but which are on airport property. • Other facilities not sufficiently detailed on the Airport Layout Plan drawing. The TerminalAreaPlans would also be part of the set of. full-size drawings cited under Element l above. 43 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MINE AIRPORT MASTER PLAN UPDATE We would expect to draw the Terminal Area Plans at a scale of 1" = 50" or 1" = 100', as appropriate. Both existing and proposed future facilities would be shown on the plans. The Consultant would prepare these plans as required to sufficiently detail the areas cited above. The purpose would be to provide plans of such areas at a larger scale than the Airport Layout Plan so that more detail of the conceptual design of facilities in these areas can be show. Included under this element will be the development of schematic existing floor plans to scale of the IAB and domestic terminals. ELEHENT 10 - AIRPORT ACCESS PLAN Initially, a thorough review and evaluation will be accom- plished of the previous water plan segment in this regard. Under this work element, thereafter, we propose to compare the airport access data compiled in the inventory effort to the forecasted airport access demands. In doing so, full consideration will be given to projected traffic volumes generated by development around the airport as well as airport generated traffic itself. Particular attention' will be paid to Union Street as well as possible new access from Interstate I-95 east of the airport. The primary ob- jective will be to assess ways of improving access to BIA over what exists today. One of the primary objectives of this element will be to assess and develop an on -airport circulation pattern, which will, among others: • Assist in facilitating the on -airport Land Use Plan. • Assist in assessing the possible need for the widening of Union Street at the intersection of the airport access road. • Assist in developing possible access improvements from Interstate I-95. The result will assist in determining the adequacy or in- adequacy of roadways in the area around the airport. If deficiencies are determined, recommendations for correct- ing them will be made, including proposed timing. Air- port access facilities on the airport and in its immediate vicinity (both existing and proposed) will be show as appropriate on the Airport Layout Plans and on Terminal Area Plans. Regional access concerns, if any, will be shown on small maps to be developed and included in the study report. All airport access planning will be under- taken in close coordination with appropriate local govern- ment officials, Paine DOT and the Sponsor. 44 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT tfASTER PLAN UPDATE ELEMENT 11 - SCHEDULES OF PROPOSED DEVELOPMENT It must be anticipated that the Master Plan Update will re- sult in recommendations for certain airport improvements. Under this work element, scheduling or "staging" of the improvements would be accomplished. The initial consider- ation in scheduling will be the demand/capacity analysis, i.e. improvements would be scheduled when required due to projected demand exceeding existing capacity. Demand vs. capacity would not, however, be the only scheduling con- sideration; financial capabilities, airport operational requirements, lead time for complete environmental assess- ments, etc. would all be fully considered to develop sched- ules. The work under this element would be carried out simultaneously with work under Elements 12, 13 and 14 to insure that scheduling is based upon realistic poten- tial for financing the improvements. Scheduling of improvements would be developed in tabular form; also, "staging plana", one for each of the three plan- ning periods, would be prepared. Tabular schedules would indicate the improvements recommended in each of the three planning periods, and for the short term schedules would be presented on a year by year basis. The initial stage of development will be kept particularly realistic and practical. The Consultant fully understands and appreciates the degree of success in implementing the overall development proposals will be heavily dependent on assuring short term viability of the airport, and local acceptance of the Master Plan. Thus, the development pro- gram may have to be initially limited, with maximum ad- vantage taken of available existing facilities. The Master Plan Update would include a verbal discussion of the factors considered in developing schedules. ELEMENT 12 - ESTIMATE OF DEVELOPMENT COSTS Estimates of the construction, land acquisition (if any), and other project costs for all proposed airport improve- ments would be developed. These estimates would be clearly related to the proposed staging of improvements. Estimates will be based upon the best available information on pre- sent construction and Sand costs in the Bangor area. All estimates for each planning period would be based upon cur- rent coats; the estimates would be related to the Engineering News Record construction cost index to facilitate future updating of estimates. The cost estimates would be based - 45 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION ,- BANGOR, MAINE AIRPORT MASTER PLAN UPDATE upon the concep tua�l_ designs developed under earlier work elements and ehas would be of an approximate nature. Every effort would be made to develop estimates as accurately as possible, especially for the short term Improvements, and a contingency would be added to definable cost elements to help insure that estimates are high enough to permit use of the estimates for future budgeting. EMIENT 13 - ECONOMIC FEASIBILITY Under this element the Consultant proposes to accomplish two objectives: • Comparison of apparently viable development alter- natives from an economic point of view, to assist in selectionbetween alternatives. - • An evaluation of the economic feasibility of the overall improvements program recommended for the three planning periods. Each of these objectives requires separate consideration. The comparison of improvement alternatives, from an economic standpoint, should be self-explanatory. Simply stated, total project costs for each alternative will be developed to determine which alternative is least costly. It should be made clear, however, that we are not proposing detailed cost/benefit analyses for the improvements (i.e. the coat of a new exit taxiway to increase capacity vs. the ben­eYit of reduced delays to aircraft movements would not be—st-uaIed). The evaluation of the economic feasibility of the overall improvements program recommended will essentially consist of an analysis of. the Sponsor's ability to finance the pro- gram. In this evaluation, the Consultant will develop esti- mates of airport operation and maintenance costs, and will consider them together with capital Improvement cost esti- mated (developed under Element 12) to determine the. total airport costs to the Sponsor. These costs together with potential airport revenues, potential Federal and State grants, etc. will be evaluated to develop an assessment of the economic feasibility of the Consultant's recommenda- tions. ELEMENT 14 - FINANCING AND MANAGEMENT PLANS This work element would consist of a study and evaluation of various possibilities for financing proposed improvements -46 - BANGOR. INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE in each of the three planning periods. Full consideration will be given to potential sources of Federal grants, and the Sponsor's ability to finance the non-federal share of coats, etc. In this regard we propose to review thoroughly, with BIA officials as appropriate, the past, present and potential future methods for raising the funds needed to cover the non-federal share of the cost of improvements. Currently, the Sponsor undertakes many functions of an FRO, including the servicing of scheduled and non-scheduled flights. Thus, emphasis will be placed under this element on whether the Sponsor should continue operating as an FRO, or if it should be run by private enterprise. The Consultant would conclude the work under this element by developing specific recommendations for financing pro- posed improvements, giving full consideration to existing and potential future methods of obtaining direct revenue from airport activities, and to the potential for certain developments to be made by private enterprise. ELEMENT 15 - DOCUMENTATION The Consultant proposes to provide, as part of his fee for the planning effort, the following copies of documentation: • Twenty (20) copies of each progress report. • Fifty (50) copies of the draft of the final "Master Plan Technical Report". • One hundred (100) paperbound copies of the final "Master Plan Technical Report". • Two hundred (200) paperbound copies of an "Executive Summary Report". • Three (3) complete sets of full-size mylar repro- ducibles. • Ten (10) complete sets of full-size blue line prints of the final Airport Plans. • Twenty-five (25) reduced copies of the ALP drawing sets. Additional copies of documentation beyond that set -forth' above would be provided upon request, for the cost to the Consultant for so providing. 47 - AIRPORT RASTER PUN STUDY UPDATE PREPARED BY; IIOYLE, TANNER A ASSOCIATES, INC. EANNIE INTERNATIONAL AIRPORT MANCHESTER, NEW BARROOM SCHEDULE 'A ESTIMATED CONSULTANTNIANNDURS AND COSTS I'll TlIuA Olit P"J"t Peelee egtnee./Total NrF a= Pe Steel total T16 e_ I 4aP, mB Ill v 36] 6 ee v ex Iw eu c 64aln;va a 334 Award $CS ]2 S 5U1 ,,,lot P1,10411phy bill 94.vmuu.I t'Y 3. NO, 1tam. 41.fid' 40 104 id 364 72 64 AT 32 448 12.624. 12.824 ). lleth. ultYMatya4 16 48 -- 48 34 40 16 356 3,116. 1, I A 6. 4. futility en 660 66 33 33 52 )91 30.6690. 1 0,680. m 5. U;ne mmecutnl Smey 16 — LO 48 16 40 l6 I83 5. . 1.0. neanato mx 3,0110. 12.518 6. Blte Sele:tlen Sol,,I _- - na 388 10.540. 6. laid All plan 13 36 -- 36 33 284 7,044. ]r 9. Lul neea PI 4 __ 132 9 256 3.132. 134. 10. Airport 4 34 -- 34 34 156 4,211, ),333. I1. n136 16 M 66 34 134 4.316. 4,218. to 40 48 -- 164 6.516. 13. e Utility — 54 — 16 — 6.366. 6.264. wn lrycen )6 40 -- M A )6 48 — 12 3M 6.636. - 6.616. 13.' efa0 Ibowe:rtn et nn enB Mea e efu rtn - PyptaB -- -- --- — -- __ __ I00 3 -- 31000. R 5.01111. ea (5) ped 40 40 8 fie 34 NO 163 5.518. P' a ev lkett E' (4) 16 33 ---- 13 -- 15 8 306 ].433. 1'uvel'ET...ea __ To PAID 360 blue, sID Billy 90 ewrte 648 Italy 61e M•uea 395 I;eum eW fiwea 530 1 .... to 3,9461wwx 5104,134. 51'].11x1.8121,234. URI: 81 x1.'af(L A If it I& aaen"e[e that . - eeluu fine mee ;ee a r1 11 be ,a u,e In.1 5 coal- to - uwae 8e AP. (',ft tDasa slx.3 �30re of r6md oaeuf9ae A1aa carne film x:me ax be r e30 Park. 1111o, tee tet Omi=et eort ueofe be 916 sm`t(Ioclu,1n8 Pmee xemoe). BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE SECTION IV - PROPOSED L.G. COPLEY ASSOCIATES - I CONTRACTUAL WORK INTRODUCTION As mentioned in Section III, it is proposed that L.G. Copley Associates undertake a portion of the study, if a computerized methodology is determined necessary, on a con- tractual basis. The estimated manhours and costs for such work are indicated in Schedule "B" in Section VII, hereinafter. Byway of overview, the effort by Copley Associates will involve work under Element 5 - Environmental Study, Ele- ment 8 - Land Use Plan and Element 15 - Administrative/ Meetings; specifically, those portions dealing with the impact of aircraft noise and attendance at one formal progress meeting and one meeting as directed. Thus, a description of their effort is as follows GENERAL APPROACH Ne propose to sub -contract with L.G. Copley Associates to undertake a noise impact analysis conforming to the requirements of paragraph 44(a) of Appendix 6 of FAA Order 1050.1B. The analytical tools used for this assess- ment will include calculated aircraftnoise contours as well as monitoring of community and aircraft noise in selected areas around the airport. The noise contours will be developed using the LON methodology (day -night average sound level in BRA). This is one of the methodol- ogies included in the FAA Integrated Noise Model. Under the DOT/FAA Aviation Noise Abatement Police state- ment issued November e e prrmary o Ig to address airport noise problems is the local responsibility of the airport owner in proper cooperation with other agencies and the Public. According to FAA Policy the de- _ sired objectives are: (a) "Confine severe aircraft noise exposure levels (40 NEE, 75 LDN) around United States Airports to the area included within the airport boundary", and (b) "confining to the extent possible the areas receiving significant noise exposure levels (30. NEE, 65 LDN) to the airport boundary or to landswhich are or can reasonably be used for activities compatible with these noise levels" - 49 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE FAA Order 5900.4 .identifies three broad categories of noise related airport planning activities: (a) Noise Control -investigations to identify and evalu- ate posse—`b el noise abatement actions relating to airport layout and construction and operating procedures and poli- cies. (b) Land Use Co atibilit -- planning studies to identify and evaluate possr e o -airport land use and other actions to enhance the compatibility between land use and noise exposure. (c) Coordination -- consultation and other actions to facilitate rm ementation of off -airport land use or activity changes or controls to enhance noise compatibility. The FAA emphasizes in Order 5900.4 that the planning studies should comprise a carefully conceived set of interrelated tasks which lead to a "a comprehensive set of acceptable recommendations which either improve or maintain compati- bility between the community and the airport". During the Inventory phase we shall conduct noise monitor- ing to document existing noise levels in the community around the airport and to estimate noise contributions from aircraft and from general community activities. This field work will also provide an opportunity to observe first hand the neighboring noise -sensitive land uses and how these relate to the flight paths of different types of aircraft. We also propose to visit with the Airport Manager and the Tower Chief to benefit from any knowledge they may have as to noise com- plaints or problem situations. After the noise monitoring field trip we shall prepare a technical memo report entitled Existing Noise Setting. This should be helpful to the Master Plan p ateU-3 team in defining a set of alternative future scenarios for further evaluation. Once the future alternative scenarios have been defined we shall conduct a formal Noise .Impact Evaluation for the Exist- ing Condition and two (2) alternative Future Scenarios, in- cluding the "Do -Nothing" alternative. The analytic tool we propose to use for this evaluation is LDN as approved by FAA Order 1050.1E for EIS purposes. We propose to use our own computer program for calculating LOW values for aircraft noise exposure. This program has been validated against the FAA Integrated Noise Model (IMM), but is somewhat less expensive to run. 50 BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Since this is a Master Plan Update our analysis will be somewhat less detailed than with an EIS, and will focus on. comparative evaluation of the different alternatives rather than detailed investigation of impacts. The end product of ourevaluation will be a technical memo report entitled Noise I ace Evaluation. This should be helpful to the Master P an Up ate team in selecting the preferred alter- native. After completion of the above study tasks a comprehensive narrative report will be prepared, suitable for incorporation in the Master Plan Update study documents. In addition, a Supplementary Documentation volume will be submitted which shows aeCaM of ee noise monitoring and noise impact analysis. SCOPE OF WORK 1. Detailed Work Program - Prepare a detailed statement of tasks tore perEorm� well as data and information needs by LGCA from NTA. The Work Program will also indicate schedule factors such as time periods required by LGCA to perform various tasks subsequent to receiving the input data. It is intended that this information will be useful to the Project Manager in preparing a Master Schedule for completion of the Master Plan Update. 2. Noise Monitoring - Conduct a total of two (2) days field work—to-Become 2 iar with nearby land uses and perform noise monitoring, and to observe aircraft flight paths and operating procedures. At least two (2) noise samples 20 minutes long will be collected at each of at least six (6) locations, as well as aircraft flyover events to the extent possible. Organize the noise monitoring data and prepare a technical memo (EXistina Noise Setting) documenting the existing noise climate ananMg aircraft noise problems. 3. Noise Models' - Using flight path and aircraft operations data ui rnra6eU 5y NTA develop and run noise models for LON for three (3) airport scenarios: Existing conditions and two (2) alternative Future scenarios as defined by the planning team. The outcome from the LDN model will be LEN 60, 65, 70 and 75 contours drawn on a reproducible base map or air photo furnished by HTA. It is assumed that flight tracks will be prepared by HTA at the same scale. - 51 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE 4. NoiseI ct Evaluation - Based on the information deve ape ru Tas s an (3) above, perfom a comparative evaluation of likely noise impacts under the Existing and Me Future scenarios. Noise criteria will include those of FAA and HUD. The analysis will mainly consider acreages of different generalized land we types receiving different levels of exposure. (All land use or zoning base maps to be furnished by MIA.) Prepare a technical memo: Noise Impact Evaluation.. 5. Technical Reptrt - Prepare a narrative report describing all phases Lo et noise studies and investigations. Also prepare a Supplementary Documentation volume containing de- tails of t ee nhT for ng g anCn LUN noise models. 6. Meetin a 6 Consultation - Apart from the noise monitor- ing a total of three one -day trips to Bangor are budgeted one during Task 1 (Work Program), one (1) Work Session Meet- ing and one (1) Formal. Progress Meeting. 52 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE HOURS AIRPORT MASTER PLAN UPDATE SCHEDULE "B" ESTIMATED L.G. COPLEY ASSOCIATES MANHOURS AND COSTS Bangor (3) 16 16 - 400.00 TOTAL 64 136 48 $11100.00 COST SUMMARY 64 hrs. Senior Consultant @ $36.00 - $2,304. 136 hrs. Acoustical Engineer @ $22.00 - 2,992. 48 hrs. Tech. Staff Assistant @ $12.00 - 576. Total Staff Time $5,872. Reimbursible Expenses 1,100. $6,972. Contingencies 28. PROJECT TOTAL $7,000. - 53 - STAFF HOURS ASSIST. SENIOR ACOUST. ACOUST. REBIDURSIELE TASK CONSULT. 'ENG. ENG. MOSES 1. Detailed Work Program 16 8 - $ - 2. Noise Monitoring (2 days/6 locations) 8 16 40 500.00 3. Noise Models (LIN - 3 scenarios) 8 40 8 200.00 4. Noise Impact Realuatfon 8 16 - - 5. Technical Report 8 40 - - 6. Meetings in Bangor (3) 16 16 - 400.00 TOTAL 64 136 48 $11100.00 COST SUMMARY 64 hrs. Senior Consultant @ $36.00 - $2,304. 136 hrs. Acoustical Engineer @ $22.00 - 2,992. 48 hrs. Tech. Staff Assistant @ $12.00 - 576. Total Staff Time $5,872. Reimbursible Expenses 1,100. $6,972. Contingencies 28. PROJECT TOTAL $7,000. - 53 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION • BANGOR, MAINE AIRPORT MASTER PLAN UPDATE.. SECTION V - ESTIMATED FORCE ACCOUNT MANHOURS AND COSTS CITY OF BANGOR ELEMENT 1 - INVENTORY Manager of Sales/Services - 4 hours @ $17.68 - $ 70.72 AdministrativeAssistant- 4 hours @ $ 8.11 - 32.44 Flamer - 2 hours @ $12.52 - 25.04 $ 128.20 ELEMENT 2 - FORECASTS OF AVIATION DEMAND Airport Manager - 2 hours @ $17.68 - 35.36 $ 35.36 ELEMENT 3 - DEMAND/CAPACITY ANALYSIS Manager of Sales/Services -. 4 hours @ $12.62 $ 50.48 $ 50.48 ELEMENT 4 - FACILITY REQUIREMENT DETERMINATION Manager of Sales/Services - 8 hours @ $12.62 - $ 100.96 Administrative Assistant - 4 hours @ $ 8.11 - 32.44 ELEMENT 5 - ENVIRONMENTAL STUDY Administrative Assistant - ELEMENT 6 - SITE SELECTION Not Applicable $ 133.40 2 hours @ $ 8.11'= 16..22 $ 16.22 $ 0.00 $ 0.00 ELEMENT 7 - AIRPORT LAYOUT PLAN Manager of Sales/Services - 2 hours @ $12.62 - $ 25.24 Administrative Assistant 2 hours @ $ 8.11 - 16.22 $ 41.46 ELEMENT 8 - LAND USE PLAN Planner - 8 hours @ $12.52 - 100.16 $ 100.16 - 54 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION BANGOR, MAINE AIRPORT MASTER PLAN UPDATE ELEMENT 9 - TERMINAL AREA PLAN Manager of Sales/Services - 4 hours @.$12.62 = $ 50.48. $ 50.48 ELEMENT 10 -. AIRPORT ACCESS Planner - 2 hours @ $12.52 = $ 25.04 $ 25.04 ELEMENT 11 - SCHEDULE OF PROPOSED DEVELOPMENT Airport Manager - I hour @ $17.68 = $ 17.68 Administrative Assistant - I hour @ $ 8.11 = 8.11 $ 25.79 ELEMENT 12 - ESTIMATE OF DEVELOPMENT COSTS Manager of Sales/Services - 2 hours @ $12.62 - 25.24 $ 25.24 ELEMENT 13 - ECONOMIC FEASIBILITY Airport Manager - 2 hours @ $17.68 - $ 35.36 Manager of Sales/Services - 2 hours @ $12..62 - 25.24 Accountant - 4 hours @ $ 8.95 = 35.80 $ 96.40 ELEMENT 14 - FINANCING Airport Manager - 2 hours @ $17.68 = $ 35.36 Manager of Sales/Services - 2 hours @ $12.62 = 25.24 Accountant - 4 hours @ $ 8.95 - 35.80 $ 96.40 ELEMENT 15 - DOCUMENTATION AND MEETINGS Airport Manager. - 15 hours @ $17.68 =$ 265.20 Administrative Assistant - 12 hours @ $ 8.11 = 97.32 Manager of Sales/Services - 27 hours @ 12.62 = 340.74 Planner - 6 hours @ 12.52 = 75.12 $ 778.38 Total Wages $1,603.011/ Expenses - 200.00 Total $1,803.01 Use: $1,800.00 include overhead. 1/Wages -55 - BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION. • BANGOR, MAINE AIRPORT MASTER PLAN UPDATE Peter D'Errico - Airport Manaeer Mr. D'Errico has been Airport Manager for 9 years, acting as head of the City of Bangor Airport Department and administrator of all city-operatedairport activities. The Airport Manager will participate in the master plan in the areas of forecasts and administration -coordination and meetings dealing with the progress and development of the plan. Mr. D'Errico graduated from New York University with a H.S. degree. Robert Ziegelaar - Manager of Sales and Services Mr. Ziegelaar has been employed by the Airport Department for approximately 7 years serving as both Assistant Manager of Sales and Services and now as Manager of Sales and Services. Mr. Ziegelaar's participation in the master plan development will be in the areas of operational statistics, input re- garding Bangor's role in providing service to scheduled and non-scheduled air -carriers users, General Aviation activity and trends in both the domestic and foreign supplemental carriers as it relates to Bangor. Mr. Ziegelaar graduated with a B.A. degree in Business from The Netherlands School of Business and with a B.A. degree in Economics from Bates College, Lewiston, Maine. Navas Kitchen - Administrative Assistant Mr. Kitchen has been employed by the City of Bangor Airport Department for 10 years serving as an Administrative Assistant. Mr. Kitchen's involvement will be in the area of airport facilities maintenance, records and statistics. Mr. Kitchen attended Husson College in Bangor, Maine. David Leathers - Accountant Mr. Leathers has been the Airport Department accountant for 7 years with the responsibility of billing, collecting revenues, preparation of the department's budget, monthly Profit & Loss statements and cost accounting in areas pertaining to the op- eration and maintenance of airport Facilities. Mr. Leathers attended Husson College in Bangor, Maine and the University of North Dakota in Grand Forks, North Dakota. Sohn Lord - Planner Mr. Lord has been with the City of Bangor Planning Department for approximately 2 years. His responsibility is for land use and zoning for the City of Bangor including the airport and will be available for portions of the master plan concerning land use within the boundaries of the airport as .well as land - use areas adjacent to the airport. Mr. Lord received a B.A. degree at Amherst College with two years on the Master's pro- gram at the University of Rhode Island. He has been in the planning consultant business for the State of Was for 19 years.. - 56- BANGOR INTERNATIONAL AIRPORT GRANT APPLICATION „ BANGOR, MAINE AIRPORT MASTER PLAN UPDATE SECTION VI - TIME SCOPE FOR MDY The Consultant proposes to complete the actual planning work within twelve (12) months of receipts notice to pro- ceed. This assumes no unreasonable delays for reviews and/ or approvals of interim progress reports, etc. Although it might be possible to complete the study in shorter time, we believe it would detract it= the quality of the effort. An all important facet of the contemplated study is complete coordination with all levels of government, and with the general public insofar as possible. To accomplish this, we have proposed numerous meetings, reviews, etc., and our. most recent experiences indicate twelve (12) months to be a realistic schedule. The post planning period for final revisions a meeting, etc. will require three (3) additional months to complete. - 57 -