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
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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
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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
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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:
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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
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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
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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.
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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. -
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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
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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.
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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
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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:
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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:
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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.
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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.
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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
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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)
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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.
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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.
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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.
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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.
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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. `
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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.
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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.
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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.
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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
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(',ft
tDasa slx.3 �30re
of r6md
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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 -