HomeMy WebLinkAboutBATCH - Supplemental - 1200 Airport Drive (9)TABLE OF CONTENTS
PAG
INTRODUCTION
AIRPORT GROWTH AND PARKING DEMAND
STRATEGIES CONSIDERED 2
INSTITUTIONAL BACKGROUND 3
VERMONT AGENCY OF TRANSPORTATION 3
CHITTENDEN COUNTY TRANSPORTATION AUTHORITY 4
CAMPUS AREA TRANSPORTATION MANAGEMENT ASSOCIATION 4
ISSUES IN SELECTING STRATEGIES 5
RECOMMENDATIONS 5
TABULATIONS
TABLE FOLLOWS
NUMBER PAGE
1 Growth in Annual Enplanements 1
2 Enplanements at BIA 2
3 Annual Variation in Enplanements BIA, 1998 2
4 Forecast of Parking Demand at BIA 2
5 Features of Airport Parking Alternatives 3
6 Recommend Action for Potential Parking Alternative Strategies 6
BURLINGTON INTERNATIONAL AIRPORT
PARKING ALTERNATIVES STUDY
TECHNICAL REPORT NO. 2
PRELIMINARY REVIEW OF ALTERNATIVES
Introduction
This report summarizes the situation concerning parking demand at Burlington International Airport,
and discusses potential approaches to responding to the anticipated growth of demand. The purpose
of this report is a preliminary review of a range of alternatives, and to recommend evaluation of the
two most promising strategies in greater detail.
Airport Growth and Parking Demand
Passenger traffic and growth trends at BIA have been reviewed and forecast in two recent studies.
One was prepared to assess the feasibility of the recently -completed parking garage', while the other
2
was prepared in connection with plans for the current airport renovation and expansion. These two
reports will be referred to as the SH&E and HTA Reports respectively for simplicity.
Both reports forecast growth in passenger enplanements, as follows:
Table I
Growth in Annual Enplanements
Percent per Year
Time Period
SH&E
HTA
1997-2001
4.0
4.5
2001-2006
3.2
3.2
2006-2011
3.1
3.1
2011-2016
3.0
3.0
Source: SH& E Study, July 1996; HTA Study, February 1997
These forecasts are generally consistent with each other and suggest that enplanements will rise from
approximately 400,000 in 1996 to more than 850,000 by the year 2016. It is noted that BIA staff
expressed the view at a project steering comrnittee meeting that they expect demand to increase more
slowly, at approximately two percent per year.
I Parking Garage Feasibility Study, SH&E, July 1996
2 Airport Layout Plan Update Documentation, Burlington International Airport, Hoyle, Tanner & Associates,
Inc. February 1997
BIA Parking Alternatives I Wilbur Smith Associates
WSA has reviewed recent trends in enplanements at BIA, summarized in Table 2. There were
approximately 440,000 enplanements in calendar year 1998, a 4 percent increase over the 1997 level.
The level of enplanements in 1997 was about the same as in 1995, while there was a drop in
enplanements in 1996. The average annual increase in enplanements was about 3 percent from 1996
to 1998, while the average annual increase from 1995 to 1998 was only 1.6 percent.
In addition, demand is not uniform throughout the year. 1998 enplanements are summarized by
month in Table 3. Demand was at a low point in January, at only 85 percent of the average, while
the month of August was a peak with 20 percent above average levels. The four month period from
July to October is the busiest, collectively representing 37 percent of yearly volume.
Demand for parking at airports depends on several factors:
Passenger trip purpose;
Modes of ground travel;
Percentage of dropoffs;
Duration of stay;
Parking charges at alternative facilities; and,
Number of non -passenger visitor trips.
The SH&E report also forecast parking demand to rise from about 1,350 spaces daily in 1996 to
approximately 2,675 by 2016, or an increase of about 3.5 percent per year. At this rate, daily parking
demand at the airport would exceed capacity on a consistent basis by 2003/4. This trend is
summarized in Table 4. It should be noted that these are general averages, and do not account for
peaking by season or time of day. Thus, it is likely that parking capacity could be exceeded during
times of peak demand prior to 2003. In any event, the problem can be considered short-term, and
efforts to address it will be timely.
,�o
If demand rises as forecast, decisions must be made to provide more parking or to implement
strategies to reduce the demand for parking. These strategies may delay the time when additional
parking is required, but are unlikely to eliminate the need for it altogether.
Strategies Considered
Strategies to influence demand for parking at the airport fall into three general categories:
1 . Strategies to reduce demand for parking by increasing the cost -"demand management";
2. Strategies to reduce demand by changing the mode of arrival at the airport, from driving
alone to public transportation, shuttle services, car pooling, etc.
IBIA Parking Alternatives 2 Wilbur Smith Associates
Table 2
Enplanements at BIA
Annual Increase from Cumulative Annual
Year
Enplanements Previous Year
Annual Increase
Increase 1996-1998
1995
421,235
--
1996
414,688 -1.55%
-1.55%
1997
424,266 2.31%
0.36% --
1998
441,574 4.08%
1.58% 3.19%
Sources:
1995, 1996
From SH&E Study, April 1997; 1997, FAA Website; 1998 BIA, February
1999
Table 3
Annual Variation in Enplanements
BIA, 1998
Month
Enplanements
Percent of Average
January
30,992
84.2%
February
35,191
95.6%
March
36,523
99.3%
April
36,162
98.3%
May
33,751
91.2%
June
36,202
98.4%
July
39,950
108.6%
August
44,423
120.7%
September
37,011
100.6%
October
42,411
115.3%
November
33,369
90.7%
December
35,769
97.2%
Total
441,574
Average
36,798
Source: BIA, February 1999
Table 4
Forecast of Parking Demand
at BIA
Year
Parking Demand
Parking Surplus
(Deficit)
1996
1,350
350
1997
1,397
303
1998
1,446
254
1999
1496
204
2000
1,548
152
2001
1,602
98
2002
1,657
43
2003
1,715
(15)
2004
1,775
(75)
2005
1,836
(136)
2006
1,900
(200)
2007
1,966
(266)
2008
2,035
(335)
2009
2,106
(406)
2010
2,179
(479)
2011
2,255
(555)
2012
2,333
(633)
2013
2,414
(714)
2014
2,498
(798)
2015
2,585
(885)
2016
2,675
(975)
Source:
Parking Garage Feasibility Study
SH & E, 1996
3. Provision of parking in other locations. This approach requires a reliable way to get people
from the remote locations to the airport.
Strategies can be implemented alone or in combinations. For example, demand management is
unlikely to be effective as a solitary measure, without additional complementary strategies. Each
type of strategy could involve a variety of institutions, from the Airport acting alone to cooperation
with any of several public or private entities. Provision of transport services to the airport can occur
in a variety of ways, and remote parking can be developed in any of numerous locations.
Strategies considered as potential responses to this situation include:
No Action (as a point of reference);
Parking Demand Management;
Subsidy of CCTA Service to the Airport;,
Shuttle Service without Satellite Parking;
Shared Overflow Parking;
Use of Park -and -Ride Lots for Overflow Parking;
Development of Additional Parking at the Airport; /
Construction of Off -Airport Satellite Parking Lot by BIA; and, v,
Public -Private Partnerships to Develop Off -site Parking.
These strategies are summarized in matrix form in Table 5. The table includes the major elements
of each strategy, likely advantages and disadvantages, and implementation steps for each approach.
There are a range of capital and operating cost implications, as well as institutional factors to
consider.
Institutional Background
This section reviews and summarizes the background in which this evaluation is taking place.
Several institutions are exercising responsibilities for transport services in the area, and planning
studies are underway which may affect the implement ability or practicability of potential strategies.
The major agencies and activities include:
Vermont Agency of Transportation
As the statewide transportation agency, VAOT exercises major responsibilities for infrastructure
projects and is responsible for the statewide road network. VAOT maintains numerous park and ride
lots for travelers around the state. CCMPO has prepared a study ' prioritizing sites for development
of new park and ride lots. This study has recommended development of three new sites, none of
which are near the airport. It is also noted, however, that a location in Tafts Comer near Exit 12 of
Interstate Route 1-89 would be recommended if a suitable site can be identified and right-of-way is
uncomplicated. This location is approximately 3.5 miles from the airport.
3 Chittenden Country Park and Ride Lots Prioritization, Interim Report, CCMPO, February 1999
BIA Parking Alternatives 3 Wilbur Smith Associates
Table 5
FEATURES OF AIRPORT PARKINGALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
No Action
No additional
No additional capital cost to
Parking supply may be
None.
construction of on-
airport.
inadequate for peak use periods
airport or off -airport
within five to seven years, based
parking.
Parking revenue increases
on current trends.
with airport use.
Parking rates remain the
May reduce attractiveness of BIA
same.
May encourage private
as a travel choice.
sector investment in off -
No new transit or
airport parking and courtesy
May weaken regional job
shuttle services.
shuttles, as parking capacity
creation/economic development
is reached.
efforts.
No valet parking
provided on -airport.
No opportunity to encourage
transit use through parking
pricing.
No opportunity forjoint use
parking or airport -related
development.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNk-TIVES 'JVVI�
V,
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Parking Demand
Variable parking rate
Maximized parking
May decrease attractiveness of
Adoption of
Management
structure implemented
revenues increase airport
BIA for discretionary travel.
revenue -oriented
to encourage short term
income.
parking policy by
• No Additional
parking on -airport and
May weaken regional job
BIA Authority.
Parking
to maximize revenue.
Surplus airport revenues
creation/economic development
Construction
may support related
efforts.
Incremental
economic development
review and
• Parking Rate
initiatives, through
May increase airport -related auto
adjustments to
Structure Used
subsidized infrastructure
travel and vehicle miles traveled
parking rate
to Moderate
and/or site acquisition.
(VMT) due to greater share of
structure to
Parking Demand
drop-off trips.
maximize
Greater encouragement to
revenue.
private sector investment in
May increase violation
off -airport parking or
rates/unauthorized parking at
Effective
shuttles vs. No Action.
other airport parking locations
enforcement of
(i.e. FAA/NWS Employee
parking
Parking)
regulations at
other airport
parking locations
(i.e. FAA/NWS
Employee
Parking
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Subsidy of CCTA
BIA funds CCTA to
Moderate incentive for
Prior CCTA airport service
Adoption of fare
Trips to the Airport
provide fare -free
transit access to the airport.
initiatives did not attract
subsidy policy by
service for airport
significant increase in transit
BIA Authority.
travelers.
No additional capital cost to
utilization.
airport.
CCTA establishes
No additional
Existing service characteristics
auditing
construction of on-
Parking revenue increases
(speed, frequency, vehicle type,
mechanism to
airport or off -airport
with airport use.
and location of routes) do not
identify and
parking.
offer a great incentive to attract
account for BIA
May encourage private
new transit customers.
travelers.
Parking rates remain the
sector investment in off -
same.
airport parking and courtesy
Parking supply may be
CCTA bills BIA
shuttles, as parking capacity
inadequate for peak use periods
for airport trips.
is reached.
within five to seven years, based
on current trends.
May reduce attractiveness of BIA
as a travel choice.
May weaken regional job
creation/economic development
efforts.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Shuttle Service
Airport -funded shuttle
Addresses some future
Narrow target market for service.
Adoption of
without Satellite
service to downtown
parking capacity issues.
Shuttle Service
Parking
Burlington or other
Cost to BIA Authority for shuttle
Policy by BIA
concentrated
Offers a new access mode
operation will likely be greater
Authority.
or
development locations.
for BIA travelers.
than revenue from passenger
fares.
Planning and
Shared Ride Taxi
Opportunity for private
design of shuttle
Program.
sector contract operation/
Limited reduction in parking
service.
participation in shuttle
demand.
service.
Contract for
Discourages/competes with taxi
operation of
May encourage private
travel to the airport.
shuttle service.
sector investment in off -
airport parking and courtesy
Competes with existing transit
Signage/infor-
shuttles, as parking capacity
services to the airport.
mation campaign
is reached.
announcing
May result in additional
shuttle service.
May reduce airport travel
unauthorized parking on -airport.
cost versus existing taxi
services.
May weaken regional job
creation/economic development
May reduce drop-off trips
efforts.
and taxi trips.
May increase airport -related auto
travel and vehicle miles traveled.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Shared Overflow
Joint funding and
Reduced capital cost to BIA
Requires agreement on location,
Adoption of Joint
Parking
construction of an off-
for development of
cost allocation, ownership, and
Parking Strategy
airport parking facility,
additional parking.
maintenance responsibility
by BIA
shared by multiple
among multiple institutions.
Authority.
users, such as BIA,
Reduced environmental
UVM and the Medical
impact overall vs. multiple
Selected site may not be optimal
Negotiation with
Center.
parking facilities for
for BIA or other individual
other institutions
separate use.
institutions.
to create joint
Provision of Shuttle
parking
Services to airport.
Increases utilization and
Major traffic and environmental
organizational
revenue potential of parking
impacts at selected site due to
structure.
due to multiple users.
facility size.
Site selection
May allow sharing of shuttle
Capacity may not be sufficient to
process.
operational costs.
handle combined peak demand.
Environmental
Validation and/or permitting
Parking policies may vary among
review and design
may be used to modify fee
participating organizations.
of selected site.
structure depending on
individual participants
May require the creation of a new
Construction of
needs.
governmental authority to
joint use parking
coordinate site construction and
facility.
May reduce drop-off trips.
operation.
Discourages private sector
investment in off -site parking.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Use of Park -and -Ride
Scheduled shuttle
Addresses peak period
Limited parking available at existing
Adoption of
Lots for Overflow
service established to
parking capacity.
park -and -fide lots. Potential
Park -and -Ride
Parking
selected State park -and-
competition with existing park -and-
Policy by BIA
ride lots during peak
Provides authorized free
fide lot users.
Authority.
airport use periods.
parking alternative for
No security or other on -site amenities
airport access.
available at park -and -fide lots.
Negotiation with
Public information to
AOT to permit
advertise shuttle
Low capital cost to BIA.
No revenue to BIA Authority from
airport parking
service.
parking.
and shuttle
Limited environmental
service to park-
Signage at park -and-
impact.
Cost to BIA Authority for shuttle
and -ride lots.
ride lots offering airport
operation will likely be greater than
access.
May encourage private
revenue from shuttle passenger fares.
Planning and
sector investment in off-
design of shuttle
airport parking and courtesy
May result in additional
unauthorized parking on -airport.
service.
shuttles, as parking capacity
is reached.
May weaken regional job
Contract for
creation/economic development
operation of
efforts.
shuttle service.
May increase airport -related auto
Signage/infor-
travel and vehicle miles traveled
mation campaign
(VMT) due to greater share of drop-
announcing
off trips..
shuttle service.
1 -5 ek
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
I Steps
Development of
Short term addition of
Maximum convenience
Capital cost to airport.
Financial feasibility
Additional Parking at
surface space.
for air travelers.
study.
the Airport
Growth of road traffic to
Long term construction
Allows BIA to maintain
the airport.
Arrange financing.
of new parking structure.
adequate parking levels.
May discourage transit
Planning and
Parking revenue increases
use to airport.
environmental approvals
with airport use.
and permits.
May discourage drop-off
Allows integrated
traffic.
Design and construction.
management of parking
services and charges.
Institutional simplicity.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Construction of
Development of long
Allows BIA to maintain
Strongly discourages private
Adoption of Off -
Off -Airport Satellite
term parking facility
adequate parking and
sector investment in off -site
Airport parking
Parking Lot by
with shuttle service to
moderate pricing levels.
parking.
policy by BIA
BIA Authority
airport within the next
Authority.
five years.
Does not require
May discourage transit use to
construction of a parking
airport.
Site selection
structure.
process.
May result in environmental
Avoids greater
impacts at parking site.
Environmental
concentration of airport
review and design
traffic.
for selected site.
Offers greater range of
Construction of
parking choices.
parking facility.
Permits valet parking.
May reduce drop-off travel.
Creates opportunity for
transit center or joint
development at off -airport
site.
Allows complete public
control of BIA parking.
Table 5 (continued)
FEATURES OF AIRPORT PARKING ALTERNATIVES
Strategy
Elements
Advantages
Disadvantages
Implementation
Steps
Public -Private
BIA Authority creates a
Offers greater opportunity to
May bring additional liability and
Adoption of
Partnership to Develop
development
respond to parking capacity
financial risk to the BIA
Development
Off -Site Parking
management group
constraints.
Authority.
Partnership
(either in-house or
Policy by BIA
through a separate
BIA retains control over
May discourage transit use to
Authority.
subsidiary entity)
airport parking.
airport.
charged with creating
Creation of
for -profit parking and
May increase airport
May result in environmental
development
development
revenue sources.
impacts at parking and
entity.
partnerships.
development sites.
Encourages off -site airport-
Funding of
Provision of Shuttle
related economic
May require legislative enabling
development
Service to Airport.
development and joint use
procedure.
start-up costs.
of parking.
Site selection
Reduced capital cost and
process.
risk to BIA Authority due to
private sector participation.
Environmental
review and design
Potential for separate
for selected site.
revenue bonding of for -
profit entity.
Construction of
parking facility or
other
development.
Chittenden County Transportation Authority
CCTA provides public transportation services within its service area - the communities of
Burlington, South Burlington, Essex, Winooski and Shelburne. The services include fixed -route
transit service and ridesharing services. The current timetable contains nine routes, of which one
(University Mall/Airport) provides service from downtown Burlington to the airport with 30 minute
headways from 6:30 am to 6:30 pm Mondays through Saturdays, with additional hourly service until
10:00 pin. on weekdays. The route is somewhat circuitous, as the bus makes stops at University
Mall, Dorset Square Mall, South Burlington Middle School and High School before proceeding to
the airport. The airport passenger surveys revealed that only about one percent of airport passengers
arrive at the airport by bus.
Service on the University Mall airport route was subsidized by the Burlington Airport Commission
during the period from July 1990 to June 199 1, and was free to riders during this time. Ridership
on the route accordingly increased by approximately 75 percent while the subsidy was in force, but
declined to previous levels within two years when the subsidy was discontinued.
CCTA and CCMPO have been studying concepts for improving public transportation over the past
year, assisted by consultants. A recent draft report' has summarized the potential redesign of the
transit system and potential alternative funding mechanisms for transit. The study proposed a service
concept for CCTA that would consist of the following types of services:
0 Regional Commuter Services;
9 Regional Trunk Lines or Line Haul Services;
0 Community Connectors; and,
0 Demand -Responsive Services.
A trunk route is recommended for the corridor along Williston Road (Route 2), which passes the
airport, and it is noted that service to the airport could be provided with a community connector type
of service, or by possible modification of the trunk route itself. It is possible that a more direct route
would attract additional passengers to the airport.
Campus Area Transportation Management Association
CATMA is a Transportation Management Association (TMA) as defined in Federal legislation
established by several academic and medical facifities,' and serves to jointly plan, manage, and share
transportation and parking resources. It has developed Transportation System Management (TSM)
and Transportation Demand Management (TDM) programs. It currently coordinates services
provided by 15 shuttle vehicles which interface with CCTA services at key locations. CATMA also
4 Operational Analysis, Systems Plan, and Studying Alternatives for the Chittenden Country Transportation
Authority, Draft Summary Report, prepared by KFH Group for CCMPO, February 1999
5 Champlin College, Fletcher Allen Health Care, Trinity College and the University of Vermont
BIA Parking Alternatives 4 Wilbur Smith Associates
oversees several parking lots on the grounds of these institutions, and is looking for opportunities
to develop more parking. A substantial need for parking spaces is anticipated to compensate for
spaces lost due to pending construction of new facilities on university grounds.
Issues In Selecting Strategies
In selecting preferred strategies to evaluate in further detail, several factors should be taken into
consideration:
The pattern of demand. Although parking capacity at the airport may be exceeded by 2003
or sooner, the additional demand is expected to be relatively small at first and grow over
time. A strategy must be flexible to accommodate demand as it increases.
Costs. The alternatives have different levels of capital and operating costs. It may be an
acceptable strategy to sustain an interim service with high operating costs in order to delay
a capital investment.
Institutional factors. Strategies require human resources as well as capital to implement.
The airport has a limited staff, and organizations such as CATMA and VAOT have
established institutional capabilities which may be helpful to deal with this problem.
Effectiveness. It is noted that subsidies of public transport service to the airport by CCTA
was implemented previously and passenger levels declined when the subsidy was
discontinued.
Recommendations
The alternatives in Table 5 have been sorted into three categories:
Those for which no further study is recommended;
Those for which further evaluation is recommended; and,
Those for which further evaluation might be considered under some circumstances.
Strategies in the first category are, in our view, unlikely to be effective in addressing parking
demand. Strategies in the second category appear to have clear potential in that they deal with the
problem comprehensively and can occur without major changes to existing institutions. Strategies
in the third category also have some potential, but may be affected by ongoing developments. The
extent to which these strategies will be considered will be determined in part by the progress of
current activities and studies, public opinion and the concerns of the Stakeholders.
Strategies for which further evaluation is recommended include develo ment of off -airport parking
p
by the airport authority acting independently, and shared overflow parking. BIA as an institution
has the technical and administrative capability to develop such a lot and the financial ability to
support it. This approach has the advantages of simplicity, without requiring extensive institutional
BIA Parking Alternatives 5 Wilbur Srnith Associates
coordination, and the ability to size and time development to meet demand. The concept of shared
overflow parking would allow BIA to work with other institutions to develop parking or share in
facilities which may be in process of development. A significant advantage to this approach is likely
to be cost savings due to sharing of expenses.
N 0
Strategies for potential consideration are use of park and ride lots, additional on-airp parking and
development of a private -public aAnership to develop parking capacity. It is possible that these
strategies could be effective, although prospects are more indirect or conditional than for the
previous group. For example, use of park and ride lots would require a commitment for such a lot
in reasonable proximity to the airport, which is uncertain at this time. Development of a public -
private partnership would require a change in the BIA organization and possibly additional staff, and
may also require legislative approvals of the new institutional arrangements. Development of
additional parking at the airport is of course possible and well within BIA capabilities. But there are
perceived disadvantages in terms of additional traffic. This strategy might be considered if the
remote parking strategies are unable to proceed.
Alternatives for which no further consideration is recommended include no action, parking demand
management shuttle service without satellite parking, and further subsidies of CCTA bus routes '.
Parking demand management is unlikely to be successful as an isolated strategy because the cost of
parking is a relatively small portion of the total cost of an air trip from BIA. Increased charges may
encourage more drop-off traffic. Shuttle services without a specific designated parking location are
not recommended for several reasons. The airport passenger surveys did not identify strong
concentrations of demand which shuttle services could serve. Such services are unlikely to be
financially self-sustaining and would compete with existing taxi and transit services to the airport.
These recommendations are shown in Table 6, and can be summarized as indicating a clear need
to investigate development of remote parking for the airport. The issues to focus on in the next stage
are:
Location and size;
Shuttle service to the airport; and,
Institutional arrangements.
If this perspective is shared by the Steering Committee and consistent with the views of the public,
the next stage of the study would include a general evaluation of capital and operating costs,
institutional factors, environmental considerations and more specific implementation steps for the
designated alternatives.
BIA Parking Alternatives 6 Wilbur Smith Associates
#4
Table 6
Burlington International Airport
Recommend Action for Potential
Parking Alternative Strategies
No Further Consideration
Potential Consideration
Strong Consideration
No Action
Public - Private Partnership for
Shared-everffew Parking
Off -Site Parking
Parking Demand Managqment
Construction of Off -Airport Satellite
Use of Park and Ride Lots for
Parking Lot By BIA
Subsidy of CCTA Service to the
Overflow Parking
-Airport ---
Additional Parking at the Airport' --
Shuttle Service without Satellite
Parking
"VIA M�
'IJ
DRAFT
Conceptual Design Report
Access, Parking and Terminal
Improvement Study
Burlington International Airport
September 1995
HNTB Corporation
Architects Engineers Planners
BURLINGTON INTERNATIONAL AIRPORT
ACCESS, PARKING AND TERMINAL IMPROVEMENT STUDY
INTRODUCTION
The Burlington International Airport is currently facing two major problems within the
terminal area as a result of the airport's growth in activity: a lack of sufficient public parking
and an overcrowded terminal lobby (see Figures 1 and 4). HNTB was retained to develop and
study alternative concepts to relieve these two problems. Working with the airport board and
staff, four parking improvement concepts and four terminal expansion concepts were
developed. To resolve the parking problem, the airport selected the development of a parking
garage as the preferred concept. For the terminal, the airport endorsed a concept which would
extend the ground level of the terminal westward and construct a new straight curbside
roadway with protective canopy.
Based on the selected concepts, HNTB developed a more detailed conceptual design for the
parking garage and terminal expansion. This report documents this phase of the work.
RECOMMENDED CONCEPTS
Site Improvements
To construct the new garage in front of the terminal and to expand the terminal building itself,
several site improvements need to be undertaken. These improvements, shown in Figure 2,
include:
Relocate Entrance: The entrance road will need to be relocated approximately 200 feet south
of the present location in order to accommodate the garage and the parking garage access road.
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 1
T�rminal Curbside Roads: The four lane inner roadway area, immediately adjacent to the
terminal, and the two outer commercial lanes will be realigned and constructed parallel to a
new curbside and canopy. The two roadways are separated by a fifteen foot wide landscaped
curb island that will serve as an additional drop-off for passengers and a safe zone for
pedestrians. In addition, a fifteen foot wide landscaped area will be constructed on the west
side of the commercial roadway, adjacent to the proposed new garage.
Relocate and Expand Toll Plaza: The existing toll plaza is located in the short-term parking
lot area which is the site of the new parking garage. A new toll plaza will be constructed on
the north end of the site and the proposed "tall vehicle" surface parking lot, which is
ZD
subsequently described in this report. This will allow vehicles leaving the parking garage and
surface lot to flow directly onto the terminal exit road before entering Airport Drive.
Realign Outbound Terminal Roadway: The westbound leg of the terminal roadway should be
slightly realigned to allow for the toll plaza and the overflow/tall vehicle surface parking lot at
the north end of the garage.
Rental Car ReadylReturn Area: Once the fuel farm is relocated, the rental car ready/retum
lot at the north end of the terminal building can be reconfigured into a single 121-space
parking lot — unless the rental car companies relocate into the garage (an option described later
in this report).
DeliverylService Area: As recommended in the airport's Master Plan, a delivery service area,
accessible from the inbound terminal drive, can be constructed south of the terminal and west
of the aircraft apron. Delivery vehicles would enter the area from the inbound terminal
approach road, make a 1801 right turn, back up to the terminal service entrance and then exit
via the employee parking access road.
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 2
Taxicab Queue Area: As recommended in the airport's Master Plan, a taxicab queue/holding
area can be constructed south of the terminal area and west of the relocated employee parking
lot. Taxicabs would enter the queue area via the employee parking access drive.
Parking Garage
Key aspects of the design of the parking garage to serve Burlington International Airport are
as follow:
Overall Concept. The recommended concept for the parking garage is a three -level, three bay
parking garage (see Figure 3) oriented in the north -south direction. The northwest comer of
the garage will have a sloped floor to permit vehicles to access the floors above when
searching for a space and to descend to lower levels and exit the garage. The far southwest
comer of the garage will be 20 feet narrower than the rest of the garage (made possible by
omitting the outside row of parked cars) in order to adhere to the City's 57 foot setback
requirement from the right-of-way of Airport Drive.
Dimensional Criteria: In order to develop a low profile garage, the ground floor will be
constructed 3 to 5 feet below grade. While the ground floor will offer 8'-2" clearance in
accordance with the Americans with Disabilities Act, the upper levels will have only T-O"
posted clearance (using a headache bar to restrict vehicles) in order to avoid oversized/heavy
vehicles from accessing upper levels.
Key Dimensions:
Overall Dimensions: 670' x 180' (approximate)
Parking Type: 900 with two-way aisle
Parking Stall Size: 8'-9" x 18'
El
ACCESS, PAR -KING AND TERMINAL IMPROVEMENTS STUDY
Page 3
5
Vertical Clearance:
Construction Bay Size
Elevations (approximate):
Ground level:
Level 2:
Level 3:
Top of Parapet:
Top of Elevator Housing:
Capacity:
8'-2" at Ground Level, 7'-0" at Upper
Levels
25' x 60' (typical)
15' x 60' (end bays)
30' x 60' (three cross -aisle bays)
- 4 feet
* 7 feet
* 18 feet
* 21.5 feet
* 32 feet
1,108 spaces (garage)
1.30 spaces (overflow lot)
Rexibility: While the parking garage is proposed as a single one -class parking facility, the
design will allow the airport the flexibility to operate the garage as a two -class facility and/or
devote part of the garage for use as rental car ready/retum spaces. If desired, the front and
center parking bays on the first level in the southern half of the garage could be sectioned off
and priced to accommodate the "short-term" or "premium" parker. Up to 136 short-term
parking spaces (approximately 12% of the total) could be provided in this area and operated as
a separate unit (refer to Figure 3, Option 2). In exchange for paying a higher hourly or daily
rate, one would be guaranteed a parking space on the most convenient level (the first level),
with the shortest walking distance (in the front or middle bay), and with full weather
protection (with a 3-level garage only two thirds of the spaces offer weather protection to the
user).
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 4
A second option is to provide a separate section of the garage for rental car ready/return
spaces. Although a separate area of 100 spaces is shown in Option 2 of Figure 3, the area
could be expanded to the south as far as the center pedestrian entry to create an area with up to
140 spaces (at a corresponding reduction in gen eral or short-term parking). Because this
would deprive the airport of public parking, the airport should only consider negotiations to
allow the rental car companies to lease this area if the airport receives greater revenue than
that which can be derived from parking. Although a more detailed analysis must be made,
preliminary analysis would indicate that the airport can only afford to allow rental cars to
occupy the garage if they pay upwards of $120 per month per stall (adjusted annually upward
at 3 percent per annum).
Southwest Corner Terracing: Parking in the extreme southwest corner of the garage must be
eliminated, creating a 20 foot jog in the alignment of the west wall, in order for the garage to
fit onto the site and respect the 57 foot setback from the right-of-way of Airport Drive. If the
airport could achieve a waiver from the City to allow the garage to be "square off", parking
could be added to this area. This would require approximately 18 feet of penetration into the
restricted setback area, at a gain of 60 spaces to the overall capacity of the garage.
Tall Vehicle/Surface Lot: In addition to the garage, a surface parking lot will be located in
the northwest corner of the site. The lot will serve multiple purposes. First, it will provide a
place to park for oversize and over -height (8'-2" and taller) vehicles. Second, it will serve as
an overflow lot for those vehicles over 7 feet but less than 8'-2" who cannot find a place to
park on the ground floor. (A "headache" bar will prevent vehicles over 7 feet from traveling to
the upper levels.) Third, during peak periods, it will serve as an overflow lot. Finally, it will
provide a place to park for that segment of the market that want to park on the airport, but do
not like parking within a garage.
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 5
Terminal building
The terminal improvement concept consists of three expansion components:
A 5,170 square foot ground level expansion to the west.
A 675 square foot ground level expansion to the north.
A canopy system along the realigned curbside road, with a connection to the new
parking garage.
West Expansion: During peak departure periods, the existing ticket lobby (refer to Figure 4)
experiences severe congestion, with ticket counter queue lines extending from the face of the
ticket counters to the wall of concessions and entrance doors, blocking passenger circulation
through the lobby. This problem is alleviated by constructing an expansion of the ticket and
baggage claim lobbies to the west (shown in Figures 6 & 7). The relocation of vestibules,
concessions, restrooms, rental car offices and stairs to the second level adds about 13 feet of
depth to the ticket lobby. The addition must be carefully phased to reduce disruption of
passengers and the facilities being relocated.
New wider and deeper entrance vestibules provide greater protection against the elements
while allowing more natural light to enter the ticket lobby. The existing concession space
across the lobby from the ticket counters is relocated westward into a similar sized area next to
a new, smaller concession space. The existing snack bar is relocated to a larger available
space at the south end of the ticket lobby. A single, open stair to the second level dining
room, lounge and balcony area at the south end of the ticket lobby replaces the two smaller
stairs off the existing ticket lobby. Both the snack bar and stairway offer windows to allow
more natural light into the lobby area.
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 6
The existing restrooms are too small and the men's and women's restrooms are at opposite
ends of the ticket lobby. New, larger restrooms are grouped near the center of the building
providing greater convenience for passengers and economizing, the cost of new plumbing.
Near the entrance to the new restrooms,. equipment in the existing mechanical room is retained
and expanded. The existing ATM machine is relocated near the central entrance vestibule.
The expansion of the baggage claim lobby, achieved by relocating rental car counters and
ZD
offices, provides improved circulation around the baggage claim devices and allows future
expansion of the devices when their capacity is reached.
North Expansion: A first level expansion to the north accommodates additional baggage
service offices, the ground transportation office and the welcome center.
Canopy: A 500 foot long curbside canopy runs along the curb in front of the terminal. The
curbside canopy will be approximately 30 feet wide, covering one lane of the road and a 15
foot wide sidewalk. A 15'-6" minimum vertical clearance is maintained over the vehicular
lanes. Another new canopy, perpendicular to the curbside canopy, covers passengers walking
across the roadway to and from the parking garage.
PROJECT COST AND FE"4ANCING
Cost Estimate:: The following is a conceptual "order of magnitude" estimate of probable
construction costs (in mid-1995 dollars) not including design fees, financing and other related
costs:
Item
Cost
Parking Structure (Cost per stall = $ 7,750)* $ 7,200,000
Building Expansion (New Construction)
1,715,000
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 7
Building Expansion (Renovation) 711,200
Roadway Canopy 1,625,000
Parking Structure Connector Canopy 235,000
Roadway Improvements 350,000
Relocation of Toll Plaza 150,000
Landscaping 200,000
Total $ 12,186,200
Conservative estimate assuming high level of exterior finish (i.e. significant use of
brick to match the terminal building.
Parking Garage Financing: The parking garage and related improvements are estimated to
cost approximately $7.7 million. The parking operation at the airport is a "profit center" in
that the revenue collected from parking greatly exceeds the cost of operation. Therefore, the
airport proposes to fund the construction of the garage out of parking revenue with the desire
to cover operating costs (currently $150,000 per annum.), maintain the supply of revenue to the
airport ($600,000 per annum) and fund the construction out of excess increased revenue. It is
anticipated that parking revenues will increase dramatically over time due to increasing rates
(currently considered low in comparison to other similar airports), increased demand as air
passenger activity continues to grow, some diversion of parkers from Park and Travel, and
general incremental increases in parking fees over time due to inflation. Taking all these
factors into account, it is projected that in the first year of operation the airport will likely
generate a total parking revenue of $1,050,000 (compared with approximately $750,000
currently). In the tenth year of operation, it is projected that, as a result of the factors
described above, the parking revenue will have increased to $1,770,000. Because the parking
revenues will be increasing annually, the airport has two basic choices. First, it could
amortize the cost of the pay -back of the bonds used to finance the construction of the garage
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 8
with a uniform annual payment (much like a house mortgage). This would require the airport
to seek other revenue sources with which to operate the airport, for potentially several years,
to offset the loss of revenue money directed to debt requirement.
A second course of action is to maintain the flow of money from parking ($600,000) for the
general operation of the airport while using the ever increasing excess revenue ($300,000 in
year one increasing to $1,075,000 in year 12) to retain the debt. This will require a special
and somewhat more costly financing program potentially comprised of Serial Bonds and
Capital Appreciation Bonds.
The airport is strongly considering the second course of action. Regardless of which financing
approach the airport decides to pursue, it appears that the new garage can be financed out of
increased parking revenue.
Terminal Building: It is anticipated that the terminal building will be financed largely through
PFC's and/or revenue bonds.
ACCESS, PARKING AND TERMINAL IMPROVEMENTS STUDY
Page 9
11 0
AFSS/ FUEL FA�M
ATCT I U U
RENTAL CAR READY/RETURN
EMPLOYEE
PARKING RENTAL CAR READY/RETURN
SHORT TERM PA
00 ] 00
El
En ED) P
KEY
EXISTING TERMINAL
LONG TERM
PARKING
El
: D oF�
wo
5016
010 50 100 200
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURUNGTON. VERMONT
ACCESS. PARKING AND TERMINAL
IMPROVEMENT STUDY
Existing Site Plan
Scale: 1, = 100'
Hn caeortam
FIGURE 1
a
ti!1t1i-!111iII� 11I1111v 7'ss
EMPLOYEE
PARKING
REALIGNED OUTBOUND
TERMINAL ROADWAY
RENTAL CAR READY/RETURN
TOLL _
PLAZ4 VEMCLf/
SiJRWG =
. IIIIIII�i�
❑ a
PRIVATE- AUTO .-CURB
.. COMMERCIAL CURB
L'--------------------------_—__—_—_--J
►II {11i1•I 11�i1111111111111i 1111�;1i11111 111 II I!II `
I 1 u11 111-I II 11 I -11 _1I iii_�iL1II11,
�I I�I I I I 11
PARKING GARAGE
III IIIIIIIIII IIIIIII11111111!:! n11111111111.1kill iI_Ili_11�111
IIII IIiIIIIli IIIII111!!1 uIIII'iIII II ( 1 1111
111111111111111111111111!IIn nI1111I1111
PARKING CAPACITY
PARKING GARAGE * 1108
TALL VEHICLE/SURFACE LOT 130
RENTAL CAR LOT 121
* SINGLE PARKING RATE STRUCTURE
i
I�
<51k k
DELIVERY
�P CDo ao
KEY
EXISTING TERMINAL
:•�•�•�•�•i
EMPLOYEE PARKING
;ER�ICE AREA
TAXICAB QUEUE
010 50 100 200
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURUNGTON. VERMONT
ACCESS, PARKING AND TERMINAL
IMPROVEMENT STUDY
Site Plan
11 Scale: 1" = 100'
►Ms cororiam
FlGURE 2
IIII: I!I!Il�llil!11;11 llliit17117 fl Flo- liI
GENERAL PARKING
i�f1lll_II1_' "iII34�IIIiIIIl11 :�I�i !fIJ11�' 29,illli%IIff1
llllllllll� �iill�lil, III111111 UITIiIiIflT � 2glllll!!!iTTI
Illxillllli:!�III,e►
GENERAL PARKING
717 7TIIII1712911WHI'11111
GENERAL PARKING
flllln nil '10IIIIII
OPTION 1 — SINGLE PARKING RATE STRUCTURE — LEVEL 1
SPACES = 355
GENERAL PARKING
11�11111 I_I I I_ ► I I I I I. 3k� � I I,I I I j��1 ��.�� I I, �9 I I � I I i � I I 1
T I IT 1T� I I TTT'� 117 I� I I�I I I I I I I I I I I �9 � I I I I I I I
GENERAL PARKING
18111II! killI MI IIII lIIIIC�ll�ll�
e 2 I I I I I I I I I I I II ,� ,IIII I I I IIIIIIIII
�' r GENERAL PARKING
IIII II IJII_III11111111111111111111RII I I I I I I I I1
�1 1121i '7 !I i11117 l�if II9 IIII
RENTAL CAR READY/RETURN SHORT TERM PARKING 0
11i4111; 2011l► '':IIi{I_I3��ll�llJ�I IU II ICI
2D ! IIII 8 ! i1T1 l I �321 I I � I 1 f L I I •
RENTAL CAR READY/RETURN SHORT TERM PARKING
1 i'I�Iiflllill II�!I E
i it Iil�Ilill II Q
t 71 I I I i l l Ili I 3 7 I 1 I I I I I I a
LONG TERM PARKING
UJ I IAo L111_ I I_I I I_l l
OPTION 2 — RENTAL CAR/MULTIPLE PARKING RATE STRUCTURE — LEVEL 1
SHORT TERM = 136
LONG TERM = 97
RENTAL CAR IS
SPACES = 333
GENERAL PARKING
"III ! 1 I I l l fll 1 1 I I I l!' I l l l l l l _III _III _I 11_K�LI � Lll� I
II II I II ��III I I II I I I I I
GE14ERAL PARKING
III t 4 I I I I Ham m 1111111 1-1i 1� I I I I I _I I I _I � 41111 I I I I
I I I I I I I I I I I I I I I HO 11111M I �1
GENERAL PARKING
LEVEL 2 LEVEL 3
SPACES = 389 SPACES = 364
PARKING TOTALS
GARAGE SURFACE PARKING
OPTION 1 1108 120
OPTION 2 1086 120
TOTAL
1228
1206
010 50 100 200
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURUNGTON, VERMONT
ACCESS. PARKING AND TERMINAL
IMPROVEMENT STUDY
Parking Garage Floor Plans
Scale: 1" = 100'
HM aOr01119104
FIGURE 3
p Q GWAGE
BArGAGE AAq W .3
IPERA,
GATE 4
r Lamm
STDV,GE tv "zE ..E w (0% 3
clmn0m
.. . . ...........
1� &-W.GE 6-�
waxm
L
Wrtw SALE
AAnyOPO4
W
I
:Cmmzsm
CFrWE
YETTIXX =N3jC
vcrrEkz
m
la
•
DELrIEMS
r.
�
GATE 8
LaAmm
GATE 9
e-,
GTE C
II-
0 5 15 30 60
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURUNGTON. VERMONT
ACCESS, PARKING AND TERMINAL
IMPROVEMENT STUDY
Existing Floor Plan — Level I
mm CONKRum scale: 1" = 30'
117- FIGURE 4
•t t
i
t
i
'
f r !•
•
rwSSENGEX
LaADDG
TAM
''l
�ASSCrQ.i1
LOADOl,
n
t
lID[f
;
1,
I
6Tl[Z
;
i Rocir
writ:
•a
•t
i
`,t
t
I
-
,t
.t
mr—URE t, mR i
11
l
{
NSMAW T1K
lAIIECT�
U1
VTMN �IQ6�T
�
i
1
It
Aft
OrrmE
orrrcc
F PURR• •uw
T ll
pay
�.
...,.
i
mfF/vcE IM i
Tod/
®�
Cvmf i
Dom
rr
i
mm�
ELEV.
-_••.`
••i
i
. SfJmm6111�w
l
�
__
_
j
m.umt
Nam
r1LEs
oEzr :vEST.
t
i
k
mum
.. --,•„
(
WN
:t
f
- --
,!.t
�•` ..=
i ,_ExwrsmM AREA
La."
_
Cl
f uoe
^,t
F
't LEASED
TR -_-i
Ac
M.01T"-
scc!wm =
I wma
-aw
I ra. E1Ev
`
1
(' FF
✓
j
i
r
•t
�
,i
l
� f
t5•! j',t j°!
Syr 'l �F;t
ev
as tli' i1_'i
�J
\4`
} _� �',
0 5 15 30 60
j BURLINGTON INTERNATIONAL AIRPORT I
l SOUTH BURLINGTON. VERMONT
ACCESS. PARKING AND TERMINAL
IMPROVEMENT STUDY
0 Existing Floor Plan — Level 2
Scale: 1" = 30'
INIe a>wsawalal
FIGURE 5
VAN It
We
% SIMME VANE LP ft
.1" WIM LP se "Amm
LOLPM: I
3colcoum : ......
ZTAI* ^WA blinma eAm LIP
- -- ------- - - ..... ....... .
&,WdAr Dem-OT b
A wrdm Ax LF 45
STCOWE
[LEV. CRYATIM
it Pon
crr= rm umcm f
*AMK
it t CFrZZ
It ICLIV.
CFr3Z
OFF=
LLBCW
Tz3wr SIL=
% L
....... .. . . ...
iJ
bGgw
OLAB. LOW
U3WY
L
r . ..... -
c1mm
A
rr
LOUDG
Wt 4
"Tr. 3
f113%W
t COMA=
•
URAGE
UWAM
__GATIC 7
LDArc
CATIC 8
vcmxu
0mrAL cm 4.-
FAWAL 'CM .Imdm
c
Wain" uATr
raffAL cm
wrmcx
mDffAL coil sever
wr= z -IAR-
VCrrtPAX
I It
-A
J
A t3.
0 5 15 30 60
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURLINGTON. VERMONT
ACCESS, PARKING AND TERMINAL
IMPROVEMENT STUDY
Proposed Floor Plan — Level
Scale: 1" = 30!
HNIN CON-OPATIM FIGURE 8
' , PASSENGER
•t lt1➢GE �2
t 1 !, 1 � r r•
' calm" ?TILE �Vm/I
.t `
WnCE
Au R�
• 1 f !f ,
�Aw1 OIIEcroe r
,! i AM - TIVE I A�VIAT�1 CPERAMINS � !f I I
I `, CMICE tO TmwSEOE"
Ci>..t" i! I aBSERN Tmh CDRaaml i r r' v
AREA 03FEAEA=
_.
STORAGE Rm, omf
'tt a - _ _--_ _ _ -- - _
l ! ,o,,,, j mar
EAST X"
cmwm
J ' ` KST. i VEST. ;l !, -"" '.` { I RY. l►� i SaRN I - _ _ ; ! .':
womm
AIN
( !
sEaR¢n 1
i r i
somma AREA _ _ --i - _.I O-F6E OTICL I Sraft�¢ I ! --•i ' �--L. _ r
RAOM!
VOER ROI E.
ELM iEIX
`,AOR
1 ( mrte ovm�
a4.N TO IA11 `S6w
SECURITY
.. -.
MEW
AST
i' `t Asa ifl _.-•".mot ; '!
,Rs •sECsaTT Man
AMrIIlA�l.iiArkm sorv=', ,t '. mOR
STAW
t 1 r f rmzp cw .
r
Wx
EL sTAw �a
i
0 5 15 30 60
BURLINGTON INTERNATIONAL AIRPORT
SOUTH BURLINGTON, VERMONT
ACCESS, PARKING AND TERMINAL
IMPROVEMENT STUDY
r� Proposed Floor Plan — Level 2
L— Scale: 1" = 30,
"Km
FIGURE 7
LANDSCAPED BUFFER ZONE WITH WAUOJC PATH
AND EARTH BER16 TO 020EN4H THE IWACT OF
OF THE NEW PARK1MG GARAGE UPON THE
AIRPORT DRIVE NEARBY FAMMUMU .a•. r�._.....�
r- RAMP SECTION
i
A NEW THREE LEVEL 1000+ SPACE PARKING GARAGE
DEPRESSED INTO THE GROUND 1 - 4 FEET TO REDUCE
THE SCALE OF THE STRUCTURE IN REGARD TO THE
MEOW RESIDp(ryL AREA (I W- n
STAIR/ ELEVATED — GARAGE — CURBSIDE
ELEVATOR LANDSCAPING CONNECTOR CANOPY
TOWER I (TREWS) CANOPY
i
' •,•� '
24•-C WIDE
I s•-d
LANID-
COMMERCIAL RCIAL
VEHICLE
13'-d I
WIDE µ -ID WIDEgJ PUC
I3--v woe CURBSIDE
WALKWAY WITH LAND-
GROUND LEVEL
SCAPDD
ZONE
ROADWAY
(2 LA►ES)
VEHICLE ROADWAY
6LAlD I (4 LAlES)
SCAPING BETWEEN THE
CAMOP(
MUM'AL
r
i r
i
AND TERLNAL
E>0'AttSION
E�CSITNG TER111NIAL BUILDING WITH CKPANOED TICKET LDBBY
05 20 40 80
SECTION THROUGH SITE
BURLINGTON INTERNATIONAL AIRPORT
SOUTH SURUNGTON. VERMONT
ACCESS. PARKING AND TERMINAL
IMPROVEMENT STUDY
Building Section and Model
aa�oanN
Sear: VOIT102
FIGURE 8
21-Sep-95
MONTHLY
TOTAL
JANUARY
FEBRUARY
MARCH
APRIL
MAY
JUNE
JULY
AUGUST
SEPTEMBER
OCTOBER
NOVEMBER
DECEMBER
1995
33547
35059
35540
33669
32333
35977
37560
41417
0
0
0
0
1994
29,455
34,662
33,672
34,745
32,390
34,991
41,203
45,827
38,705
45,115
34,629
36,081
TOTALS 285,102 441,475
ENPLANEMENT STATISTICS
CALENDAR YEAR COMPARISON
1993
29,827
30,685
32,770
32,596
30,161
34,896
37,093
43,388
35,694
40,605
31,960
30,600
410,275
ENPLANEMEN
% CHANGE
% CHANGE
% CHANGE
---------
95/94
---------
1994/1993
---------
1993/1992
---------
JANUARY
13.89%
-1.25%
0.34%
FEBRUARY
1.15%
12.96%
-8.38%
MARCH
5.55%
2.75%
-0.92%
APRIL
-3.10%
6.59%
11.44%
MAY
-0.18%
7.39%
-0.02%
JUNE
2.82%
0.27%
-7.09%
JULY
-8.84%
11.08%
-14.89%
AUGUST
-9.62%
5.62%
-10.47%
SEPTEMBER
-100.00%
8.44%
-6.46%
OCTOBER
-100.00%
11.11%
3.99%
NOVEMBER
-100.00%
8.35%
6.23%
DECEMBER
-100.00%
17.91%
-3.03%
TOTALS-35.42% 7.60% -3.27%
1992 .1 1991 1 1990
29,725
31,675
33,301
33,492
31,024
34,714
33,075
29,932
35,363
29,249
32,373
33,334
30,166
29,597
31,658
37,560
33,409
34,545
43,584
37,898
37,807
48,460
41,023
43,648
38,160
34,062
35,750
39,048
40,657
40,898
30,087
29,431
31,887
31,557
---------
34,265
---------
32,845
---------
424,163
405,346
425,750
YEARLY ENPLANEMENT
% CHANGE
% CHANGE
1992/1991
1991/1990
-6.16%
-4.88%
7.96%
-10.63%
10.50%
-15.36%
-9.65%
-2.88%
1.92%
-6.51%
12.42%
-3.29%
15.00%
0.24%
18.13%
-6.01%
12.03%
-4.72%
-3.96%
-0.59%
2.23%
-7.70%
-7.90%
4.32%
4.64% -4.79%
% CHANGE
% CHANGE
1990/1989
-4.00%
-7.72%
-9.83%
-8.21%
-3.82%
-7.65%
-3.87%
-2.35%
3.27%
-3.84%
-5.11%
-5.74%
-4.92%
1989
34,687
37,618
39,216
36,316
32,915
37,408
39,329
44,700
34,618
42,529
33,603
34,845
447,784
% CHANGE
1989/1988
-6.93%
-9.19%
-8.67%
-5.83%
-6.77%
4.65%
-1.98%
-2.99%
-5.24%
-0.43%
-3.67%
-3.11%
-4.23%
YTD CALENDAR YEAR % CHANGE
1995 1994 1993 1992 1991 1990 1989
285,102 441,475 410,275 424,163 405,346 425,750 447,784
--------------------------------------------------------------
-35.42% 7.60% -3.27% 4.64% -4.79% -4.92%
MONTHLY
TOTALS 1995 1994 .1993
DEPLANEMENT STATISTICS
1992 1991 1990 1989
-------------------------------------------------------------------------------------------
JANUARY
30,839
26,813
26,815
26,990
29,849
31,189
31,539
FEBRUARY
30,092
29,624
28,647
29,056
27,758
30,368
33,873
MARCH
39,700
36,815
32,614
35,497
32,355
39,964
42,376
APRIL
35,107
34,555
32,937
29,411
33,792
34,862
36,836
MAY
35,326
33,982
32,008
30,176
31,020
33,398
35,082
JUNE
39,132
37,167
36,727
38,904
35,568
37,471
40,315
JULY
38,367
43,238
39,318
46,680
38,874
38,875
39,923
AUGUST
40,450
44,244
40,793
45,403
42,428
42,396
42,635
SEPTEMBER
0
39,482
36,204
39,156
33,392
35,998
35,237
OCTOBER
0
43,185
38,502
35,806
38,201
38,042
38,651
NOVEMBER
0
34,999
31,066
31,233
28,968
31,625
34,062
DECEMBER
0
38,058
33,361
32,349
35,540
33,943
35,714
TOTALS 289,013 442,162 408,992 420,661 407,745 428,131 446,243
I
CITY OF SOUTH BURLINGTON
DEPARTMENT OF PLANNING & ZONING
575 DORSET STREET
SOUTH BURLINGTON, VERMONT 05403
(802) 846-4106
FAX (802) 846-4101
August 23, 1999
Mark Smith, P.E.
Project Engineer
Dufresne - Henry
P.O. Box 2246
South Burlington, Vermont 05407
Re: BIA, South Development Master Plan
Dear Mr. Smith:
We have reviewed the above referenced plan and have estimated that the project would generate
approximately 10,500 gpd of sewage flow. Based on this estimate, we have concluded that the project
will not cause undue burden on the City's sanitary collection system or the Airport Parkway W.W.T.F.
r aferely,
i j1 �F
Joe Weith, Director
Planng & Zoning
JW/mcp
I
CITY OF SOUTH BURLINGTON
DEPARTMENT OF PLANNING & ZONING
575 DORSET STREET
SOUTH BURLINGTON, VERMONT 05403
(802) 846-4106
FAX (802) 846-4101
August 4, 1999
Mark C. Smith
Durfresne - Henry
P.O. Box 2246
South Burlington, Vermont 05403
Re: Sewer Allocation, North Hangar
Dear Mr. Smith:
Please be advised that the City of South Burlington approves a sewer allocation of 68 gpd to
connect a floor drain in the North Hangar Building, owned by the City of Burlington, to the City
sewer system. This project is served by the Airport Parkway Wastewater Treatment Facility
which has sufficient capacity to handle this additional demand.
If you have any questions, please feel free to contact me.
nice ly,
Joe th, Director
Planning & Zoning
JW/mcp
Dufresne -Henry
Consulting Engineers
July 19, 1999
P.O. Box 2246 1025 Airport Drive . South Burlmgton,VT 05407 . Tel 802 864 0223 Fax, 802.864.0165 . E-mail: wmi@together.net
Ray Belair
Zoning Administrator
City of South Burlington
South Burlington, VT 05403
RE: Request for Sewer Allocation
North Hangar Building
Burlington International Airport
DH Project #6380009
Dear Mr. Belair:
On behalf of the Burlington International Airport and the City of Burlington we would like to
request sewer allocation for a connection to the South Burlington municipal sewer on Airport
Drive. The source will be a floor drain in the aircraft hangar area of the above referenced
building.
The flows associated with this floor drain are estimated at 68 gallons per day (average).
Please find enclosed check for $170.00 to cover the fee for this allocation.
Sincerely,
Mark C. Smith, P.E.
Project Engineer
encl.
cc: Bob McEwing, BIA
file
Corporate Headquarters:
North Springfield, Vermont
www d-hinc.com
0 Pooled - Recycled Paper
Area Offices: Portland, Maine Newburgh, New York Port Charlotte, Florida
Boston, Massachusetts Manchester, New Hampshire Pawling, New York Naples, Florida
Greenfield, Massachusetts Montpelier, Vermont Rochester, New York Sarasota, Florida
Westford, Massachusetts South Burlington, Vermont Saratoga Springs, New York
l
I
BURLINGTON INTERNATIONAL AIRPORT
SOUTH END DEVELOPMENT
GENERAL CONCEPTS AND RATIONALES FOR MITIGATION
Water quality in Muddy Brook and Potash Brook is considered
to be of major concern. On -site mitigation can be
accomplished through proper engineering of the proposed
development and best management practices. However, given
the overall importance of these two watersheds, it is
realized that additional mitigation through watershed
protection measures and construction of replacement
wetlands will be necessary.
1. Watershed protection. One approach is to purchase,
preserve, protect and enhance streambank areas. By
allowing recapture of natural systems from agricultural
or urban use, water quality can be significantly
upgraded.
2. Compensation. The creation of wetlands on uplands
is best accomplished by excavation to the water table
and constructing water control structures for excavated
areas that increase hydroperiod. Simple low
maintenance systems work best over the long run.
Typically a mixture of open water, shallow marsh and
tree or shrub plantings is done to provide maximum
diversity. Success depends on location and design of
the proposed compensation. Fortunately, lake -laid
silty or clayey soils are optimum for this type of
wetland creation and are common in the area.
The wetland where development is proposed is considered to
be valuable wildlife habitat in spite of its proximity to
the airport. On -site mitigation is not possible, but this
can be mitigated by wetland creation, plantings, and
wildlife corridor protection.
1. Wetland creation, especially involving seasonal open
water, can create habitats suitable for a wide range of
wildlife, including most of the wetland species found
in the area away from the lake.
2. Plantings of trees and shrubs can increase habitat
diversity, especially along streams, and can provide
cover And food sources for wildlife.
3. Corridor protection may be a significant factor in
the design of mitigation, given the significance of the
Muddy Brook to Shelburne Pond corridor. This can be
accomplished by the same sort of effort outlined above
for watershed protection.
This wetland may also be considered significant for heritage
value, open space, aesthetics and other similar values.
These can be addressed, to some degree at least, by
preservation of the remaining wetland area and by habitat
restoration elsewhere.
1. Preservation of the wetland area west of Army Guard
Road will maintain the most significant portion of the
wetland from a heritage viewpoint. That area is
peatland, i.e, the most "boggy" and also the most
natural since it was relatively unaffected by the
flooding that has recently impacted the area east of
the road.
2. Restoration of other wetland areas, including
streambanks, and perhaps as portion of the "clay plain
forest" native to the area, through restoration of
natural drainage patterns and through plantings, will
go far toward replacing these values.
POTENTIAL SITES
1. Tilley Farm site. This site may be available
commercially, and includes a significant portion of the
upper watershed of Potash Brook.
1. Protection of the stream corridor (150' buffer)
would provide water quality benefits.
2. Additional plantings within the stream buffer
would enhance and restore wildlife use.
3. Small in -stream enhancements such as log or stone
falls may provide better fish and amphibian habitat.
4. Creation of wetlands on "prior converted" croplands,
with attendant plantings, would be of significant
benefit for water quality and wildlife cover.
2. Wessel Property (Lots 3 and 4, bordering Muddy Brook).
Easements on these lots may be available. Currently no
development or removal of vegetation is allowed within 300'
of the stream (under Conditional Use Determination from the
Vermont Agency of Natural Resources. However, the following
might increase the wetland value of these lots:
1. Restoration of natural drainage patterns by blocking
old ditches.
2. Planting of red maples and conifers (northern white
cedar, fir, or spruce) and management to increase
tree rather than shrub cover. It is felt that the
shrub community now well established may be long
persistent; however, management to increase tree
cover could restore the "clay plain forest"
originally on this site.
3. Airport Property.
1. Preservation of the wetland area west of Army Guard
Road.
State of Vermont AGENCY OF NATURAL. RESOURCES
Department of EnvironmentalConservation
Wastewater Management Division e
Department of Fish and wildlife Essex Junction Regional Office
Department of Forests, Parks and Recreation
111 West Street
Department of Environmental Conservation
Essex Junction, VT 05452
(802) 879-5656
April 14, 1999
Air Vermont, Inc.
1795 Williston Road
South Burlington, VT 05403
Subject: 4C0034-2, Burlington International Airport -- 10,000sf maintenance facility with
municipal water and onsite septic located on Williston Road in South Burlington,
Vermont.
Dear Applicant:
In reviewing our records, we find that we have not approved the above referenced application as
being in compliance with the Environmental Protection Rules.
The last activity noted in the file is a letter to you requesting addition information. Since we
have not received the requested information we are denying your application because the
information submitted is not sufficient to make a determination that the proposed project can be
developed in accord with the rules.
If you wish to pursue the project, you will need to submit anew application form, fee and
complete engineering plans. The project will need to meet the minimum requirements of the
Environmental Protection Rules in effect at the time the application is submitted.
Sincerely,
Ernest P. Christianson
Regional Engineer
c City of South Burlington Planning Commission
Stephen A. Vock, P.E., Civil Engineering Associates
IVY
s
424 E-:�
State of Vermont
SUBDIVISION PERMIT
LAWS/REGULATIONS INVOLVED
Environmental Protection Rules
Effective August 8, 1996
Case Number: EC-4-2118
Pin Number: EJ96-0386.13
Landowner: City of Burlington
Address: Burlington International Airport
1200 Airport Drive #1
South Burlington, VT 05403
This project, consisting of creating a 3.55 acre lot on which exists the structure approved in
Certification of Compliance 4CO015-1 located off Airport Drive in the city of South Burlington,
Vermont is hereby approved under the requirements of the regulations named above, subject to the
following conditions.
This Permit does not constitute Act 250 approval under Case Number 4C0015-1.
C 1Mh1a-,=.,
1. The project shall be completed as shown on the plans 97526 Sheet 1 of 1 "North Hangar
Parcel" dated Nov. 1997 prepared by Little River Survey Company and which have been
stamped "approved" by the Wastewater Management Division. The project shall not deviate
from the approved plans without prior written approval from the Wastewater Management
Division.
2. Each prospective purchaser of the lot shall be shown a copy of the approved plot plan and this
Subdivision Permit prior to conveyance of the lot.
3. The conditions of this permit shall run with the land and will be binding upon and enforceable
against the permittee and all assigns and successors in interest. The permittee shall be
responsible for the recording of this permit and the "Notice of Permit Recording" in the town
of Land Records within 30 days of issuance of this permit and prior to the conveyance of any
lot subject to the jurisdiction of this permit.
4. All conditions set forth in Certificate of Compliance 94C0015-1 shall remain in effect except
as modified or amended herein.
Subdivision Permit
EC-4-2118
Page 2
WATER SUPPLY/SEWAGE DISPOSAL
The project is approved for water supply and wastewater disposal by connection to the
municipal water system and sanitary sewers. No other means of obtaining potable water or
for wastewater disposal shall be allowed without prior review and approval by the
Wastewater Management Division.
6. A professional engineer, registered in the State of Vermont, is to complete to the satisfaction
of the Wastewater Management Division, the certifications of construction of the water line
and sewer line approved in Conditions 5, 7 and 8 of Certification of Compliance 4C0015-1.
It is anticipated the work associated with obtaining the engineer's certification of construction
shall be completed within 30 days of the date of this permit.
Dated at Essex Junction, Vermont on November 25, 1997,
Canute E. Dalmasse, Commissioner
Department of Environmental Conservation
By
/j
Ernest P. Christianson
Regional Engineer
c For the Record
South Burlington Planning Commission & Select Board
Little River Survey Company
Act 250 District Coordinator - 4C0015-1
Water Supply Division
Sheehey, Brue, Gray & Furlong, Attorneys at Law
McNeil, Leddy & Sheahan, Attorneys at Law
Webster -Martin, Inc.
11-18-97 01:09PM FROM LITTr RIVER SURVEY - P03
1
DESCRIPTION
NORTH HANGAR PARCEL LEASE
The hereinafter described parcel is located in the City of South Burlington, Chittenden County,
Vermont, and is located on Airport Drive, with the most southerly line being 523 feet northerly of
the centerline intersection of Airport Road and Airport Drive, being the land conveyed to the City
of Burlington, Vermont from the University of Vermont in Volume 13, Page 25. Bearings are
based on magnetic north 1997 and a total station was used for measurements.
Beginning at a 3/4" iron pipe set flush North 53° 59' 56" West, 29.48 feet from an Agency of
Transportation/NOA.A disk #C95030;
then South 87° 29' 28" East, 515.66 feet to a 3/4" iron pipe set flush, approximately one foot
westerly of the edge of the airport work road pavement;
then South 030 0605" West, 305,23 feet to a 3/4" iron pipe set flush, approximately one foot
westerly of the edge of the airport work road pavement;
then North 86° 38' 59" West, 483.48 feet to the right-of-way of Airport Drive;
then along said right-of-way North 07° 51' 58" West, 303.06 feet to a point;
then South 870 29' 28" East, 25.50 feet to the point of beginning.
Meaning to describe a parcel on the easterly side of Airport Drive containing 3.55 acres as shown
on a plat prepared by Little River Survey Company, "Land to be Leased, North Hangar Parcel,
Burlington International Airport, Airport Drive, South Burlington, Chittenden County, Vermont",
dated November 1997, Job #97526.
November 18, 1997
C:IOFFICEIWPVM,AWPDOCSIDOCUMENT1526DES. WPD
.f #Am
�.; 15�rA
RURLINGTON INTERNATIONAL AIRPORT - CAPITAL IMPROVEMENT PROGRAM
AIRPORT IMPROVEMENT PROGRAM
FISCAL PROJECT
YEAR DESCRIPTION
-1992 Land acquisition (Development)
along Airport Drive
Fuel Farm Relocation/South
side environmental study
Automated Access Control
and Security Fencing
1992 TOTALS:
1993
Construct Perimeter Rd -runway 1
Reconstruct cargo area access rd
Land acquisition (Development)
End of runway 1 and along
Airport Drive
Reconstruct/overlay portions of
runwa 1-19. Runway signage
Taxiway "G" Design
Pavement Management Study
TOTAL
FEDERAL
STATE
LOCAL
EST. COST
90%
6%
4%
$662,800
$596,520
$39,768
$26,512
$207,164 $186,448 $12,430 $8,287
$300,000 $270,000 $18,000 $12,000
$1,169,964 $1,052,968 $70,198 $46,799
$950,000 $855,000 $57,000 $38,000
$300,000 $720,000 $48,000 $32,000
$1,650,000
$1,485,000
$99,000
$66,000
$290,000
$261,000
$17,400
$11,600
$180,000
$162,000
$10,800
$7,200
1993 TOTALS: $3,870,000 $3,483,000 $232,200 $154,800
1994
Fuel Farm relocation/access roads to
new farm location. Apron expansion
and loading arm on North side
of terminal building $4,100,000 $3,690,000 $246,000 $164,000
Land acquisition (Development)
along Airport Drive
Improve Terminal road access
system/South air carrier ramp
$600,000 $540,000 $36,000 $24,000
and concourse expansion
$2,550,000
$2,295,000
$153,000
$102,000
1994 TOTALS:
$7,2505000
$6,525,000
$435,000
$2905000
1995
Construction "G" T/W between "B"
and "J", Overlay "B"
Purchase Snow Removal Equipme
Land Acquisition (Noise)
Glycol Handling System
1995 TOTALS:
1996
Rehabilitate lighting R/W 15-33
Reconstruct/Overlay T/W "C"
Remove South Hangar/General
Aviation Ramp Expansion
Land Acquisition (Noise)
1996 TOTALS:
$2,950,000
$2,655,000
$177,000
$118,000
$150,000
$135,000
$9,000
$6,000
$1,500,000
$1,350,000
$90,000
$60,000
$500,000
$450,000
$30,000
$20,000
$5,100,000 $4,590,000 $306,000 $204,000
$1,250,000 $1,125,000 $75,000 $50,000
$1,400,000 $1,260,000 $84,000 $56,000
$600,000 $540,000 $36,000 $24,000
$2,500,000 $2,250,000 $150,000 $100,000
$5,750,000 $5,175,000 $345,000 $230,000
1997
Construct General Aviation/Corporate
Taxiway and Apron System
South End $5,500,000 $4,950,000 $330,000 $220,000
Land Acquisition (Noise) $2,500,000 $2,250,000 $150,000 $100,000
Stormwater Outfall Study and
Monitoring System
1997 TOTALS:
FUTURE CONSIDERATION (1998/2000)
$150,000
$135,000
$9,000
$6,000
$8,150,000
$7,335,000
$489,000
$326,000
Complete "G" between "A" and "B" $1,500,000
Land Acquisition $7,000,000
Cargo Ramp Rehabilitation $1,250,000
Rehabilitate North end Taxiway "A" $800,000
Update Master Plan $150,000
Replace Snow Removal Equipmen $600,000
RAM:QPRO/CIP930CT
l
State of Vermont
WATER SUPPLY
AND
WASTEWATER DISPOSAL PERMIT
CASE NO. WW-4-0657
APPLICANT Burlington Int'l Airport
ADDRESS 1200 Airport Dr., Box 1
So. Burlington, VT 05403
and
Premier Catering Inc.
14 A Avenue D
Williston, VT 05495
Xt ,4
LAWS/REGULATIONS INVOLVED
Environmental Protection Rules
Effective September 10, 1982
This project, consisting of renovating a portion of Building 880
to be used for airline catering supply operation with limited
food preparation, maximum of 6 employees (the remaining
commercial area is approved for cargo and office space for a
maximum of 46 employees) located off Air Guard Road in the City
of South Burlington, Vermont is hereby approved under the
requirements of the regulations named above, subject to the
following conditions.
1.) No alterations to the building that would change or affect
the exterior water supply or sewage disposal, or the
approved use of the building shall be allowed without prior
review and approval from the Agency of Natural Resources.
2.) In the event of a transfer of ownership (partial or whole)
of this project, the transferee shall become permittee and
be subject to compliance with the terms and conditions of
this permit.
3.) The Vermont Department of Health is to be contacted in
regard to any regulations and/or licenses required by their
Department. (They may be reached at 60 Main Street,
Burlington, Vermont, or by phoning 802-863-7220).
4.) The Protection Division now reviews the sewage and
water systems for public buildings under 10 V.S.A., Chapter
61 - Water Supply and Wastewater Disposal Permit.
5.) By acceptance of this permit, the permittee agrees to allow
representatives of the State of Vermont access to the
property covered by the permit, at reasonable times, for the
purpose of ascertaining compliance with Vermont
environmental/health statutes and regulations, with this
permit.
(
Water Supply & Wastewater Disposal Permit
WW-4-0657
Page 2
WATER
8.} The project is approved for water supply by connection to
the the municipal water system. No other means of
obtaining potable water shall be allowed without prior
review and approval by the Division of Protection.
SEWAGE
9.) The project is approved for connection to the South
Burlington Airport Parkway wastewater treatment facility.
Dated at Essex Jct., Vermont this 30th day of August 1993.
Jack Long, Commissioner
Department of Environmental Conservation
By ( / / 1(N Att U JML9r
J ssanne Wyma
Assistant Regional Engineer
CC: For the Record
City of South Burlington Planning Commission
Water Supply Division
Department of Health/Food & Lodging Licenses
Department of Labor and Industry
Premier Catering, Inc.
�3-
DONALD L. HAMLIN
CONSULTING ENGINEERS, INC. )
Please Reply to: ENGINEERS AND LAND SURVEYORS
91 P.O. Box 9 136 Pearl Street Tel. (802) 878-3956
Essex Junction Essex Junction, Vermont (802) 878-5123
Vermont 05453 and
❑ P.O. Box 5202 k40 SubBase Tel (809) 776-3388
St. Thomas Charlotte Amalie —St. Thomas
U.S.V.I. 00801 U.S. Virgin Islands
May 28, 1993
Mr. Louis Borie
Act 250 District Coordinator
District #4
111 West Street
Essex Junction, Vermont 05452
Re: Reconstruct, Mark, and Light Runway 1-19
Burlington International Airport (Land Use Permit # 4C0331)
South Burlington, Vermont
Dear Mr. Borie:
would like to add this letter as an addendum to the Act 250 application filed for this
project on May 10, 1993. This letter notes changes in the hours of construction activity
and electrical vault design changes. I regret the need to change the application in
midstream. I had missed the runway night time work requirement and have recently
learned of necessary design revisions on the vault.
The following sections amend those in the application.
Criterion 1) Air Pollution
Subsection el The application stated in error that "Construction will be limited to
between the hours of 7 am and dusk". The minor "Runway 1-19" will be shut down for
the duration of this project. The work alongside the major runway, (new lights, new
signs, and some paving), cannot occur when the runway is open due to FAA
regulations. We anticipate three consecutive weeks of night time work. The night time
work is costly for the airport and they intend to minimize it's duration. If a specific limit
on the length of night time work must be written into the permit, I request a five week
period, in case difficulties are encountered.
WATER SUPPLY AND DISTRIBUTION SUBDIVISIONS LABORATORY ANALYSIS
WASTE WATER COLLECTION AND TREATMENT SKI LIFTS (WATER AND WASTE WATER)
STREETS AND HIGHWAYS RECREATION AND INDUSTRIAL PLANNING LAND SURVEYING
AIRPORTS SOIL BORINGS SOLID WASTE MANAGEMENT
Engineering —'The link between what we have and what we need"
J
If nighttime work were not allowed the entire airport would have to be shut down at
considerable economic cost to the airport and area businesses.
Re Criterion 8) Scenic Beauty, Historic Sites. and Natural Areas
Subsection M Concrete blocks form the structure and exterior of the existing Electrical
Vault. The May 10, 1993 application stated that the addition would match the existing
exterior in appearance. The revised design intent is to build the addition with concrete
blocks and to cover the entire structure with a brick veneer. The area views are of a
group of modern brick buildings along the edge of an airfield. The eye of a person in
the area would likely be pulled to the airplane activity and the panorama of the Green
Mountains to the east.
Subsection b) ii) The application stated a 50 % increase in vault width. The present
foot print is 11' by 31'. The revised design calls for a 25' width with the same 31'
length. This will still be a minor structure among the adjoining buildings.
Subsection b) iii) The application stated that the present flat roof slab would be
extended over the addition. The revised design calls for a pitched roof over the entire
vault with asphalt shingles. I think the peaked roof and brick veneer will be more
attractive.
Please call if you have any questions.
Sincerely,
Thomas C. Ray
cc: Chittenden County Regional Planning Commission
South Burlington Planning Commission
South Burlington City Council
Burlington International Airport
DONALD L. HAMLIN
Oft r
,, State of Vermont
Department of Fish and Wildlife
Department of Forests, Parks and Recreation
Department of Environmental Conservation
State Geologist
Natural Resources Conservation Council
Donald Hamlin Engineering
Attn: Michael C. Weisel
P.O. Box 9
Essex Jct., VT 05453
l /
C5L
AGENCY OF NATURAL RESOURCES
Department or Environmental Conservation
Permits, Compliance and Protection
The Annex, 103 South Main Street
Waterbury, Vermont 05671-0405
Telephone: (802) 244-5674
May 25, 1993
Re: Burlington International Airport Runway "1-19" refurbishment
Dear Mr. Weisel,
Based on the information and site plan submitted to this Section on April
29, it has been determined that a stormwater discharge permit will not be
required.
The information, as proposed Iln this submittal, indicates that this project
will result in a decrease in impervious surface from the exsiting site and will
use infiltration to manage any stromwater generated. Consequently, a
stormwater discharge permit is not required.
If you have any questions regarding this letter or other possible issues
regarding this project, please feel free to call me.
Since" y,
d �
Rand Bean, Environmental Engineer
Permits & Compliance Section
CC.
Essex Jct. Act 250 Office
TDD: 1-800-253-0191
Regional Offices . Barre/ Essex�Jct./Pittsford/N. Springfield/St. Johnsbury
U7/25/00 13:03 FAX 4107650318 URS GREINER WC
I
a0ot"004
IS' 4 NORTH PARK DRIVE
DATE: July 4„ 2000 HUNT VALLEY, MD 21 030
PAGE 1 OF: `T
jL TEL: (410) 785-7220 - FAX: (410) 786-681$
TO: t4r.
. 1.
FROM- Steve Linhart
FIRM:
4�e.\a'ir
pr
i-ze„ iA_
SUBJECT- Burlington ASR-9 i
FAX NO:NZ)
L4 101
cc: --
MEMO: Our company is a consultant to the Federal Aviation Administration (FAA) in the proposed
siting of a new digital Airport Surveillance Radar, Model 11 (ASR-11) to monitor air traffic in
the Burlington area. The existing analog Airport Surveillance Radar, Model 7, currently in
operation on the Burlington international Airport, would be replaced by the ASR-11.
Elements of a typical ASR-11 system include the ASR-11 antenna, an antenna support
tower, an electronics equipment building, a diesel engine emergency power generator
(rated capacity of 135 kilowatts), and a 1,000-gallon above -ground storage tank for diesel
fuel. The combined height of the antenna and antenna support tower can vary between 37
and 107 feet, depending on the results of a detailed air traffic navigational fix coverage
analysis which determines at what height the best radar coverage Is provided. A 1,500-foot
building restriction zone centered on the ASR-11 antenna Is also required to minimize
interference with the radar's operation. Above -ground structures are permitted within 1,500
feet of the radar, provided that they do not exceed the height of the antenna support tower
and do not interfere with the radars operation. Lighting would generally consist of two red,
steady-buming obstruction lights installed on top of the antenna and some outdoor lights on
the tower stairwell and two 1,000-watt lights on posts near the fence.
Yo.jr agency previously commented on this project when four sites were under
consideration. A new location (Site 0) is now under consideratlon by the FAA. Site 0 is
located in the City of South Burlington on Airport property approximately 140 feet
south-southwest of the existing ASR-7. The area Is vegetated with common field grasses.
am requesting your assistance in reviewing the locations of all of these sites and inform me
It your original comments (attached) are still valid and what permits or new regulatory
requirements enacted since the time of your original response from your agency are
required to be obtained or complied with prior to construction. If you have other new
information that you believe would be helpful in our siting efforts, that would also be
appreciated.
Because of an accelerated project schedule, I would greatly appreciate receiving a
response via fax or US mail by August 2, 2000. Thank you for your assistance. Please call
mo at (410) 785-7220 if you have questions or need additional information,
07/25/00 13:04 FAX 4107536518
4
LTRS GREINER WC
Z002,'004
•
•
10
CDRL A019-BTV-2
18 June 1999
City of South Buriings
575 DORSE' STRW
SOUTH BURLINGTON. VEMMONTg5403
FAX It302f 658.4748
Dam=*, 23, 1996
Wathi Voa Howie, 6*
AirportsEmircummul Manner
UPS winer Woodward Clyde
4 North Park Drive, Suite 300
.Runt valley, MD 21030
Re- Surlingtoalatarautional Airport, ASR-11 Installation.M00756Z7
Dear Mr. Bowie:
Your lottor of Deoanber 16, 1993 w Zoe Wcith was forwatdod to ate for rMly. L4=d permitting far rho prej'd u
dowribod is as follom:
1 } Comsounication towwalantetaw with•a beight gmaW than 35 feet [matt be approrad by the lkmd of
Ad}ustmmt as a conditional use,
2) Site plan review will be ntecut y from the PIUMing Commission.
3) Oace the aboveapprovals are obtained, you will have six (6) months in which to obtain a zoning
permit to oousttuet the proj%L
4) Before tic structure can be used or occupied, a CertSitato of Ocaupancy/Canplianec roust be
obtained.
The above is a brill outline of tltc JOMI appro•a1s and poftnib you will need for the project Ogre you are propared
to begin the approval procev4 kt, the know and I wilI provide you with the necxssary application forais.
If you have any quaatiom, plow g�ve me a call.
API},C_
rond
I. Sclair,
Zoning & Piatang Assilsta» t
Z04NG
07,,25/00 13; 05 FAX 4107856618 URS GFEIYER WC Z 003,"004
4*-
A.
44
( Kl
.
7t
fired
. If
E-Z
ESSEX J C
UN T1 N,
iv -.-I. -
Nj
0 PARft
4
'Aou
IQ POW
iz
is
4*
4*
A Ik
j
v
WILLISTON
"A
S.
y Cotner ' ` 1` I + + •<
add
''F�',��' �`� „tii .. fi (; t 13URLINGTON INTERNATIONAL AIRPORT
Burlingtow4 VermoET
.� —mil^ `' �" '~ a �'• - �' 4 _ SITE SURVEY REPORT
ASR-1 I SYSTEM INSTALLATION
SITE LOCATION MAP
0 Potentisi ASR-1 I Site
SCALE. ASSHOWN 7EXI
07/23/00 13:00 FAX 4107650818 LTRS GREINER WC Z004/004
City of South Burlington
575 DORSET STREET
SOUTH BURLINGTON, VERMONT 05403
FAX (802)658-4748
PLANNING
(802)658-7955
December, 23, 1998
Washington Bowie, 6''
Airports Environmental Manager
URS Greiner Woodward Clyde
4 North Park Drive, Suite 300
Hunt Valley, MD 21030
Re: Burlington International Airport, ASR- I I Installation D 100758.27
Dear Mr. Bowie:
ZONING
(802)658-7958
Your letter of December 16, 1998 to Joe Weith was forwarded to me for reply. Local permitting for the project as
described is as follows:
1) Communication towers/antennas with a height greater than 35 feet must be approved by the Board of
Adjustment as a conditional use.
2) Site plan review will be necessary from the Planning Commission.
3) Once the above approvals are obtained, you will have six (6) months in which to obtain a zoning
permit to construct the project.
4) Before the structure can be used or occupied, a Certificate of Occupancy/Compliance must be
obtained.
The above is a brief outline of the local approvals and permits you will need for the project. Once you are prepared
to begin the approval process, let me know and I will provide you with the necessary application forms.
If you have any questions, please give me a call.
Zon
ly,d J. Belair,
Zoning & Planning Assistant
URS Greiner Woodward Clyde
A Division of URS Corporation
December 16, 1998
'� n , r
Mr. ,Director
South Burlington Planning and Zoning Department
575 Dorset Street
South Burlington, Vermont 05403
4 North Park Drive, Suite 300
Hunt Valley, MD 21030
Tel- 410 785 7220
Fax. 410 785 6818
Offices Worldwide
In reply, please refer to: D100758.27
Reference: Burlington International Airport
Burlington, Vermont
Installation of Airport Surveillance Radar Model 11
LX1<
Dear Mr.AVeig+-
URS Greiner Woodward Clyde is conducting an inventory of environmental resources to assess potential
impacts for the proposed installation of a new Airport Surveillance Radar Model 11 (ASR-11) system for
Burlington International Airport in Burlington, Vermont. The purpose of this project is to provide the Air
Traffic Controllers at the Airport with improved air traffic monitoring capabilities. The planning, design,
and installation of this new radar are being performed entirely by the Federal Aviation Administration
(FAA).
There are currently four locations under consideration for installing the ASR-11 system (see enclosed
exhibits). Site 1 is located on Airport property adjacent to an abandoned National Weather Service
monitoring tower. Site 2 is located on Airport property adjacent to the Vermont Air National Guard base.
Site 10 is located off Airport property on a privately owned farm (Whitcomb Farms) in the Village of Essex
Junction. Site 12 is located on Airport property approximately 250 feet southwest of the intersection of
Taxiways "G" and "H".
Elements of a typical ASR-11 system include the ASR-11 antenna, an antenna support tower, an electronics
equipment building, a diesel engine emergency power generator, and a 1,000-gallon above ground storage
tank (AST) for diesel fuel. The land area required for the ASR-I I system will be approximately 160 feet by
160 feet (25,600 square feet) and covered in crushed stone. The perimeter of the site would be fenced to
restrict access. Existing utility rights -of -way will be used to the maximum extent possible for the installation
of telephone, fiberoptic and electrical lines from the selected site to the Air Traffic Control Tower at the
Airport. Depending on the location of the selected site, a 16-foot wide access road leading from the nearest
existing roadway may also be required. The height of the antenna and antenna support tower have yet to be
determined, but can vary between 25 and 95 feet in height depending on the results of a detailed coverage
analysis which determines at what height the best radar coverage is provided. A 1,500-foot building
restriction clear zone around the ASR-11 facility is also required to minimize interference with the radar's
operation.
Lighting would generally consist of two red, steady -burning obstruction lights installed on top of the antenna
support tower; some area lights placed on the stairwell of the tower to provide illumination for personnel;
URS Greiner Woodward Clyde
Mr. Joe Weith
December 16, 1998
Page 2
two 1,000-watt outdoor area lights placed inside of and adjacent to the fence; and some indoor area lighting
in the electronic equipment and diesel engine emergency generator buildings.
Adverse impacts to environmental resources are not anticipated with this project; however, as part of this
environmental resources inventory, I am requesting your assistance in identifying any local permitting or
regulatory requirements (tower height restrictions, zoning variances, AST installation, stormwater
management, erosion and sediment control, etc.) that this project may be subject, any sensitive
environmental resources in the vicinity of the candidate sites, and any other concerns you may have with the
siting of this radar system.
Thank you for your assistance. We would greatly appreciate a written response within three weeks of receipt
of this letter due to an accelerated timetable associated with this project. If you have any questions or need
additional information, please call Mr. Steve Linhart at (410) 785-7220 between 8:00 a.m. and 4:30 p.m.,
Eastern Standard Time.
Sincerely,
URS Greiner Woodward Clyde
1444 " ,'
Washington BowiB, 6th
Airports Environmental Manager
WB:SDL:tic
Attachment
cc: Kevin Borselli, Raytheon
- _ • • a/15
; ^ \e ,. • •. •'•• . °w •• -• 1.�TraleL1TL S • '• •,' +I • ..• 'S�. ♦ � • f' �i' -•c.�' l
9 / 2
�� �:.� y - •.; RY
Qua rY; e oir �RESERVA IO �E` j' /� �� c \: —
' COLCHESTER Ile Hospital A T_ _ t \�. •
;� l ; ° /� I:•. T/ OOf _!1LJ� o�le� Ce \ <, � 6'h� .. • Exgosition Y, •1 \ :i •.
h ❑ WINOOSKI ❑► Cem Y. \ 4Q
•
YIV
1 ESSEX
/
X Junction 423
- 5I. tli ua Li Kiln /'. A
o' S,NQuarr 8_ _ "�� :,� E�•• • •. • Q - '
_ , �■ �--, o°` ir� � !� �/' '�• •� �'� r lip � >>- '
RLINGTON ^���, �� �, - ---
,
ESSE
�� ;•. .r.. .uarries �f. /_! •� iir
O _
X JUNCTION
■ G Ball `'lC i,. s•! •• IJ `—ti _ -_
• -G W (O B FARMS P'
• •,., reenmount ..
tPark; ':'1^ :: '.' •••9 /�• . a `I M -+
° Cem • li T M
Rpital r i ��. •••��� STREET Power Hous \"_J o •�Ilk
`.
.I •� * -� _` ,,l/ •••• y�����f Boun ` \O % __CpS '-_,a ,. I. , �� ■ --• BM 32�
300 ••• •••• Vary Quarry \'ti
.
■
• •. Quarry .-,; ♦ •�""_. >•■r�%rli `i:-��:
�1 lJn� ty_ •. • _ _ �� �._�� f, .I
ont ' 200
-
��
NGTO
•
• ' Qy Ce?n _ ATIO AIRP _
Rem/ � '; � -
• ' _ ° Existing Air �
r+
�--�• `' - Traffic Control Tower, NT 5�bstall
HA L
SE
LK Fr .• �il� - - I � � �„�; ''•; Ilt� •_ I jl } •� •
- III 1 �: % Potential Site ( �
err SOUTH •`q : /Ill �OOA i
_
• ! R Apt W a� / ❑- ❑/ /
Burlington �-
CountryClub / — BURLINGTON •..n Existinga�R. : • ,, -
/ s� - -
is i
■
==an •❑• • l' `!,� �III.. ••' �S so
�+ Cem • •: n ♦ WILLISTON
. I_
�: .. , ;, _ � . a .. • _ III` .`� �► _ ��
89 WtLLI3TON R'
it m
T_ c� o � ' �' ` - riby -
1.11
^i o Cortter v
I 13 -
'' f I o ~ Muddy Brook.
� BURLINGTON INTERNATIONAL AIRPORT
Broo1c I r� ;,, -' �, „1 j �� "� • ;� • Burlington. Vermont
'
; SITE SURVEY REPORT
• 2
ESSI
ASR-11 SYSTEM INSTALLATION
z / SITE LOCATIONS MAP
.. r
)i /� - �, / 1 �I i ) ��—_�� � ,__, SCALE: 1"=2000' EXHIBIT 2
/ A
LEGEND
DESCRIPTION
FUTURE
---EXISTING
APRONS
WETLANDS
SAME
CONTOURS
SAME
TREE LINE
SAME
BUILDING RESTRIC11ON LINE
OBJECT FREE AREAS
SAME
STRUCTURES
ROADS AND PARKING
PROPERTY LINE
SAME
EDGE OF WATER
SAME
LAND ACQUISITION
N/A
TOWN LINE
AIRPORT REFERENCE POINT
It n
mud
UD
PER YI%EAR
Ind
WILLISTON
Airport LL 7-
Existing
---------------------
--------------
--------------------
AM
Existing Air Traffic Control Tower,
Existing A
'Potential Site (Typ.)
ell
SOUTH BURUNGTDN
GRAPHIC SCAL
Burlington, Vermont
SITE SURVEY REPORT
ASR- 11 SYSTEM INSTALLATION
AIRPORT LAYOUT PLAN
Source: Hoyle, Tanner & Associates, Inc. Airport Layout Plan Update, Oct. 1997. SCALE: I"=10001 I EXHIBIT 3
0
BURLINGTON INTERNATIONAL AIRPORT
June 18, 1992
Mr. Joe Weith, City Planner
City of South Burlington
575 Dorset Street
South Burlington, VT 05403
Dear Joe:
Burlington International Airport is planning to install security fencing on the
east side of the airport in an area near Poor Farm Road extending from the
existing Air National Guard fencing to the property line with Steele Griswold.
Purpose of the fencing is to discourage access from Poor Farm Road through the
woods to the airport operating surfaces.
Enclosed are drawings indicating the location of the fencing which will be on the
west side of the Green Mountain Power right of way approximately 40' off, and
parallel to, Poor Farm Road. We would appreciate your review of these plans.
RAM:tsg
Sincerely,
John J. Hamilton
Director of Aviation
1200 Airport Drive, #1, South Burlington, Vermont 05403
z'......y �7L
(802) 863-2874 ;;•:.F
I
1
Burlington
International
Airport
Mr. David Spitz
City Planner
City of South Burlington
575 Dorset Street
South Burlington, Vermont 05401
Dear Mr. Spitz:
June 7, 1983
Enclosed please find four (4) sets of preliminary plans for
Terminal Exit Roadway and Parking Lot construction.
These plans are very preliminary in drainage and cut and fill
information as well as actual number of parking spaces. However, the
layout and landscaping will be the same as shown if not more extensive.
Sincerely,
Ernest J.'tittle
Deputy Director of Aviation
EJL/kag
Encs.
P.O. Box 2302
South Burlington
Vermont 05401
802/863-2874
Thomas W. Schmidt, AAEy`
Director of Aviation'
hri:i9�,
y
Burlington
International
Airport June 7, 1983
Mr. David Spitz
City Planner
City of South Burlington
575 Dorset Street
South Burlington, Vermont 05401
Dear Mr. Spitz:
Enclosed please find four (4) sets of plans for the Aircraft
Parking Apron.
A grass area is currently being utilized for tie -downs at Montair.
This project will replace the grass tie -down area with 29 paved tie -downs
for general aviation aircraft. There will also be substantial regrading
of remaining grass areas for better drainage. Included in the construction
will be a small employee parking lot at the northwest end.
This area was originally utilized for automobile parking and later
converted to aircraft parking. A portion of the paved area will still
serve as auto parking to accomodate 29 - 39 cars.
Sincerely,
Ernest-J. Little
Deputy Director of Aviation
EJL/kag
Encs.
P.O. Box 2302
South Burlington
Vermont 05401
802/863-2874
Thomas W. Schmidt, AAE
Director of Aviation ,p V