Planning Memorandum Conceptual Development Plan

Conceptual DevelopmentPlan Recommendations

Planning Memorandum

“The preparation of this document may have been supported, in part, with �nancial assistance from the Federal

Aviation Administration through the Airport Improvement Program. The contents do not necessarily re�ect the

o�cial views or policy of the FAA. Acceptance of these documents by the FAA does not in any way constitute a

commitment on the part of the United States to participate in any development depicted herein nor does it indicate

that the proposed development is environmentally acceptable in accordance with appropriate public law.”

Planning MemorandumJuly 2020

MINNEAPOLIS 7900 International Drive, Suite 980 Bloomington, MN 55425 Phone. 952-941-5619

1

Conceptual Development Plan Recommendations

CONCEPTUAL DEVELOPMENT PLAN

The purpose of this Memorandum is to succinctly describe the recommendations of the development concept for the long-term layout of facilities at Rochester International Airport (RST). These recommendations have been formulated following an extensive alternatives analysis that was conducted over the past year. Over the past month, these recommendations were discussed with the Airport Company Board, the Airport Commission, and the City Council. The outcome being sought from these bodies was agreement that these preliminary recommendations are sound and that they should be carried forward as the basis for finalizing the master plan. With the support of these bodies, these recommendations will be shared in a public information presentation on August 24, 2020. The goal of an Airport Master Plan is to prepare a long-term physical development plan that allows airport management to program for critical capital improvements that accommodate predicted demands in a safe and efficient manner. The following pages provide supporting information on these key takeaways:

The Master Plan is a long-term physical development plan that identifies critical improvements that support RST’s role in providing 24/7/365 operational capability in consideration of anticipated demand.

The most critical component of the planning effort to is identify a program that enables the reconstruction of RST’s two runways, while continuing to provide the necessary operational capability without interruption.

A comprehensive development plan concept has been identified that meets RST’s operational needs during the reconstruction of the runways.

The development plan concept also provides comprehensive recommendations on landside improvements (i.e., passenger terminal improvements, general aviation improvements, access/parking improvements, etc.), which will be required as demands increase over the next two decades.

The next step in the Master Plan is to establish a fiscally reasonable program to phase and fund the identified improvement projects. This process is now underway.

It is anticipated the Master Plan will be substantially complete in November 2020.

The preparation of the Rochester International Airport Master Plan began in February 2018. It was recognized at the beginning of the process that the most significant need to continue the safe and efficient operation of the Airport was the reconstruction of both runways within the next decade, as the pavement on each runway is reaching the end of its useful life. The vital role of the Airport in serving the Mayo Clinic’s patient and medical materials transport needs requires the Airport to be open and operational 24 hours a day, 365 days a year. This means that, during the runway reconstruction work, at least one runway should remain fully operational, including during the reconstruction of the intersection of the two runways. Much of the early work on the Master Plan revolved around working with the FAA to officially recognize the critical role that both the primary runway (Runway 13/31) and the secondary runway (Runway 2/20) play in the operation of the Airport so that adequate funding might be made available to properly improve both runways. Once this official concurrence was received, it allowed the Master Plan team to move forward on putting a plan together that would support 24/7/365 operation of the Airport during the reconstruction of runway pavements.

2


Due to the complexity of determining the most appropriate solution (in terms of cost, time, resources, safety, and feasibility) during the runway intersection reconstruction, airport staff, our consultant, the FAA, and MnDOT have been working closely together to examine and weigh the alternatives. The existence of a petroleum pipeline located just off the south end of Runway 2/20 and its potential relocation is another significant consideration in formulating an appropriate plan to reconstruct the runways in a manner that supports the Airport’s 24/7/365 operational requirement. The conceptual development plan outlines the proposed development and facility improvements that will not only meet the forecasted demand presented but also mitigate the deficiencies that were identified. The major features of the conceptual development plan include:

Airfield Improvements

Reconstruct secondary Runway 2/20 and extend 1,647 feet

Reconstruct primary Runway 13/31 and reconfigure taxiway connectors

Reconfigure, extend, and reconstruct/rehabilitate Taxiway B and its connectors to provide a full parallel taxiway with a consistent width and runway-taxiway separation

Rehabilitate Taxiway A

Construct paved runway and taxiway shoulders and blast pads

Perform preventive pavement maintenance

Reserve space southwest of Runway 13 for future aeronautical use development

Construct a partial parallel taxiway south of Runway 13/31

Instrument Approach Improvements

Establish Special Authorization Category (CAT) II precision approach to Runway 2

Install approach equipment (MALSR, glide slope antenna, localizer)

Acquire 39.2 acres of property around Runway 2 end

Acquire 29.8 acres of property around Runway 13 end

Complete full installation of CAT II approach to Runway 31 (already in progress)

Airfield Support Facilities Improvements

Upgrade and expand fuel farm

Expand and remodel SRE/ARFF facilities

Acquire new ARFF and SRE equipment

Reserve space northeast of Runway 31 for future cargo/industrial development

3


Passenger Terminal Improvements

Perform passenger terminal upgrades (short-term)

Expand terminal to the east and west (mid-term)

Separate domestic and international baggage claim functions

Relocate and expand domestic baggage claim to east side of terminal

Expand international baggage claim area and add an international lounge in existing location (west side of the terminal)

Lengthen curbside and change to standard sequence: international, ticketing, baggage claim

Reconfigure concourse and gate areas to serve today’s commercial fleet (ongoing)

Provide additional second-level gates and departure lounges

Improve/add vertical circulation

Move concessions to second level

Consider closing ground-level gates

Improve baggage security screening

Expand commercial terminal apron (long-term)

Parking Improvements

Reconstruct, upgrade, and expand terminal parking lot as demand dictates

Add covered parking and a ground transportation center

Reserve non-aeronautical space for a future park and ride lot

Construct a cell phone/ride share parking lot

Expand employee parking lot

Construct a rental car wash facility

Roadway Improvements

Relocate/construct airport perimeter road

Relocate a portion of 90th Street SE/former Trunk Highway 30 SW around future Runway 2 protection zone

Relocate a portion of 31st Avenue SW

Reconfigure terminal curbside and entrance loop

4


General Aviation (GA) Area Improvements

Reconfigure hangar area and construct/replace hangars as necessary

Develop and expand north GA area as demand dictates

Rehabilitate and expand GA apron

Rehabilitate GA access road

Expand/remodel/relocate existing GA terminal

Conceptual Development Plan Figures

The Airport’s Conceptual Development Plan (CDP) is depicted in the following figures.

Figure 1 – Conceptual Development Plan Figure 1 depicts the overall development plan for RST over the 20-year planning period, which includes all the improvements listed above. Primary Runway 13/31 will be reconstructed and retain its existing length of 9,034 feet. In addition, a partial parallel taxiway south of Runway 13/31 from Taxiway B to Runway 13 is shown to provide access to a future aeronautical use area. Secondary Runway 2/20 will be reconstructed and extended to the south, which is detailed in Figure 2. Taxiway geometry will be reconfigured to eradicate an FAA-identified hot spot, meet FAA design standards, eliminate direct access from aprons to runways, reduce excessive pavement, and enhance the level of safety for operations at RST. Figure 1 also shows hold bays being constructed adjacent to Runway 13 and Runway 2.

Figure 2 – Runway 2/20 Extension Conceptual Development Plan Figure 2 highlights the most significant project of the overall CDP. This 1,647-foot extension to the south end of secondary Runway 2/20 allows RST to maintain uninterrupted operational capability while primary Runway 13/31 is reconstructed in the late 2020s. This extension provides for 6,500 feet of useable runway length during the reconstruction of the Runway 2/20 and Runway 13/31 intersection, which is the length required for RST’s critical users to maintain operations during this interim condition. Once the intersection is reconstructed and reopened, Runway 2/20 will have a useable length of 8,354 feet, which meets the critical users’ long-term length needs without concessions. Figure 2 also depicts the land acquisition, fence relocation, road relocation, and required safety zones resulting from the runway extension. In addition, this figure shows the location of the existing BP pipeline, which will need to be moved prior to the runway extension. Finally, Figure 2 shows the location of future instrument approach ground-based equipment, including antennas, lighting, and buildings.

5


Figure 3 – Terminal Area Conceptual Development Plan Figure 3 highlights the recommended improvements to the terminal area listed above. This plan expands the concourse to support growth for passenger services, baggage claim, checkpoint, concessions, circulation, mechanical spaces, and additional gates, and reconfigures and expands the departure lounges. The concourse expansion is angled back from the apron, adding depth for parking and maneuvering newer aircraft. Figure 3 also depicts the location of expanded and modernized parking areas and roadways, including enhanced curbside access, future parking, a rental car wash facility, and a cell phone lot. This figure shows space reserved for potential transit connectivity, such as a park and ride lot. An expansion to the cargo facility adjacent to the terminal, essentially doubling its existing size, and space reserved for a future fuel facility expansion are also shown on this figure.

Figure 4 – General Aviation Area Conceptual Development Plan Figure 4 highlights the recommended improvements to and location of future expansion of the GA area. One of the primary drivers for this plan is to allow for incremental expansion to support demand as it develops, providing flexibility while minimizing capital expenditures for each hangar project. This comprehensive plan to revitalize the public areas adjacent to the GA apron features removal of old hangars to allow for new front-line hangars and expansions to the FBO facility and apron, with a focus on separating areas for large and small GA aircraft.

T

A

X

I

W

A

Y

B

T

A

X

I

W

A

Y

B

T

W

H

T

W

A

1

T

W

G

T

W

A

9

T

W

A

1

0

T

W

M

C.S.A.H. NO. 16

N

E

W

T

R

U

N

K

H

W

Y

3

0

/

C.S.A.H. NO. 16

31S

T A

VE

NU

E S

W

LC DRIVE SW

LC

D

RIV

E S

W

AIR

C

OM

ME

RC

E D

RIV

E S

W

D

R

I

V

E

S

W

T

R

U

N

K

H

IG

H

W

A

Y

6

3

S

O

U

T

H

T

R

U

N

K

H

IG

H

W

A

Y

6

3

S

O

U

T

H

I

N

T

E

R

S

T

A

T

E

9

0

80TH STREET SE

85TH STREET SE

90TH STREET SE

90th STREET/ FORMER TRUNK HIGHWAY 30 SW

3

1

S

T

A

V

E

N

U

E

S

W

80TH STREET SW

T

W

A

6

T

W

E

T

W

F

T

W

C

T

A

X

I

W

A

Y

A

T

W

A

3

T

W

D

T

W

A

7

T

W

J

T

A

X

I

W

A

Y

A

T

W

A

8

T

W

K

B

R

A

T

A

A

S

T

W

B

4

T

W

B

3

T

W

B

1

T

W

B

2

H

E

L

G

E

R

S

O

N

D

R

I

V

E

S

W

x

x

x

x

x

x

x

G

G

F

O

R

M

E

R

C

.

S

.

A

.

H

.

N

O

.

1

6

Figure 1 Conceptual Development Plan

LEGEND

N

00 2000 4000

AIRFIELD PAVEMENT TO BE REMOVED

EXISTING RUNWAY PROTECTION ZONE

AIRPORT PROPERTY LINE

FUTURE AIRFIELD PAVEMENT

FUTURE RUNWAY PROTECTION ZONE

FUTURE 1,647' RUNWAY

EXTENSION

FUTURE PRECISION APPROACH

RUNWAY PROTECTION ZONE

FUTURE PROPERTY

ACQUISITION

(39.2 ACRES)

FUTURE ROAD RELOCATION

FUTURE PROPERTY ACQUISITION

FUTURE BUILDINGS

FUTURE AUTO PARKING

FUTURE CARGO

DEVELOPMENT AREA

FUTURE GENERAL AVIATION

DEVELOPMENT AREA

FUTURE TERMINAL

BUILDING EXPANSION

AND PARKING

DEVELOPMENT AREA

FUTURE GLIDE SLOPE ANTENNA

FUTURE MALSR

FUTURE GA DEVELOPMENT AREA

FUTURE AERONAUTICAL

USE DEVELOPMENT AREA

FUTURE LANDSIDE

ACCESS ROAD

ROAD CLOSED

FUTURE

LOCALIZER

ROAD RELOCATION

ATCT

FUTURE PROPERTY

ACQUISITION

(29.8 ACRES)

FUTURE

PARK & RIDE

FUTURE ROADWAY

FUTURE FENCELINE

FUTURE FENCELINE

& PERIMETER ROAD

FUTURE FENCELINE

PIPELINE TO BE

RELOCATED

PRELIMI

NARY

RUNWAY 2/20

150' x 7,301' (EXISTING)

150' x 8,354' (FUTURE)

RUNWAY 13/31

150' x 9,034'

FUTURE NON-PRECISION APPROACH


T

A

X

I

W

A

Y

B

I

N

T

E

R

S

T

A

T

E

9

0

90th STREET/ FORMER TRUNK HIGHWAY 30 SW

3

1

S

T

A

V

E

N

U

E

S

W

T

W

B

4

x

x

x

x

x

x

x

x

G

G

G

G

G

Figure 2

LEGEND

N

00 1000 2000






FUTURE 1,647' RUNWAY

EXTENSION

FUTURE PRECISION APPROACH


FUTURE PROPERTY

ACQUISITION

(39.2 ACRES) FUTURE ROAD RELOCATION

FUTURE PROPERTY ACQUISITION

FUTURE BUILDINGS

FUTURE AUTO PARKINGFUTURE GLIDE SLOPE ANTENNA

FUTURE MALSR


ROAD CLOSED

ROAD RELOCATION

FUTURE ROADWAY

FUTURE FENCELINE

& PERIMETER ROAD

FUTURE FENCELINE

PIPELINE TO BE

RELOCATED

PRELIMI

NARY

RUNWAY 2/20

150' x 7,301' (EXISTING)

150' x 8,354' (FUTURE)

Runway Extension Conceptual

Development Plan

FUTURE FENCELINE

T

W

M

AIR

C

OM

ME

RC

E D

RIV

E S

W

D

R

I

V

E

S

W

T

W

E

T

W

F

T

W

C

T

A

X

I

W

A

Y

A

T

W

A

3

T

W

D

B

R

A

T

A

A

S

H

E

L

G

E

R

S

O

N

D

R

I

V

E

S

W

x

Figure 3 Terminal Area

Conceptual Development Plan

LEGEND

N

00 500 1000





FUTURE BUILDINGS

FUTURE CARGO OR

OTHER LARGE FOOTPRINT

AERONAUTICAL USE

FUTURE TERMINAL

BUILDING EXPANSION

FUTURE

LOCALIZER

FUTURE PARKING

FUTURE PARKING

EMPLOYEE

PARKING

PARKING

WASH

FACILITY

CELL LOT/RIDE SHARE

FUTURE

APRON

ULTIMATE

GATES TO BE

RELOCATED

BUILDING TO BE REMOVED

FUTURE ROADWAY

BUILDING RESTRICTION LINE

FUEL FARM

PARK

& RIDE

FUTURE FUEL FARM

EXPANSION

FUTURE COVERED PARKING &

GROUND TRANSPORTATION CENTER

FUTURE AUTO PARKING/

LANDSIDE PAVEMENT


PRELIMI

NARY

T

W

H

T

W

G

N

E

W

T

R

U

N

K

H

W

Y

3

0

/

D

R

I

V

E

S

W

T

W

A

6

T

W

F

T

W

A

7

T

W

J

T

A

X

I

W

A

Y

A

T

W

A

8

T

W

K

B

R

A

T

A

A

S

x

F

O

R

M

E

R

C

.

S

.

A

.

H

.

N

O

.

1

6

Figure 4 General Aviation Area

LEGEND

N

00 500 1000

LONG-TERM GENERAL AVIATION

DEVELOPMENT AREA

FUTURE

LOCALIZER

PHASE ONE

TAXIWAY ACCESS

TO SMALL GA

HANGAR

DEVELOPMENT


BUILDING RESTRICTION LINE

115'

210'

EXISTING

GA TERMINAL

POTENTIAL FUTURE

FUEL FARM LOCATION

LONG-TERM GENERAL AVIATION

DEVELOPMENT AREA

Conceptual Development Plan

GENERAL AVIATION

CLUBHOUSE





FUTURE BUILDINGS


FUTURE ROADWAY

PRELIMI

NARY

FUTURE

RUNWAY

PROTECTION

ZONE

Documents

Planning Memorandum Conceptual Development Plan