EXECUTIVE SUMMARY INTRODUCTION...New York State Airport System Plan Update June 2009 7 cargo...

New York State

Airport System Plan Update June 2009

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EXECUTIVE SUMMARY

INTRODUCTION The New York State Airport System Plan (SASP) Update establishes a vision for the

statewide system of airports required to meet New York’s future air transportation needs. In this regard, the SASP provides a foundation for the strategic planning and future development of the airport system. As with the New York State Department of Transportation’s (NYSDOT) 1998 SASP, the 2008 SASP presents the outcome of a system planning process that has been aligned with the goals and objectives of the Strategy for a New Age: New York States’ Transportation Master Plan for 2030. The 2008 SASP helps in evaluating programming actions on airport system and airport facility deficiencies and provides a foundation for multimodal planning efforts and future discussion on costs and funding. These planning efforts will emphasize both the connections among modes and the use of alternative modes to integrate planning and to identify priorities.

SYSTEM ISSUES

The SASP identified and addressed key issues facing airports in New York State, including:

• Future Capital Funding Shortfalls for SASP Airports

• Operational Constraints to Growth at John F. Kennedy International and LaGuardia Airports

• Loss of Airline Service and Passenger Decreases at Medium/Small Hubs

• Airport Business Access and Development

• Closure of General Aviation Airports

• Shortfall of Airport Operating Revenues

• Land Use and Development Compatibility

• Economic Impact/Public Support for Smaller Airports

• Insufficient NAVAID System

• The Need to Conform to FAA Design Standards

• The Need for Adequate Ground Access

• High Fuel Prices

KEY FINDINGS

Overall Findings:

• Economic Impact: The state’s system of airports contributes $35 billion annually to the economy providing 4.5 percent of the state’s total payroll as determined in a 2002 study conducted by NYSDOT.

• Funding Shortfalls: Federal and other funding are essential to providing the necessary capital improvements for the system. However, the SASP finds that insufficient funding

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for short- and long-term capital projects will exist. This funding shortfall is more than $1 billion for the non-Port Authority airports and at least $8.5 billion for the Port Authority airports.

• Global Competitiveness: The maintenance and improvement of the airports’ current system, especially the strategic business airport subsystem, are critical to the state’s competitiveness in a global economy.

General Aviation (GA) Specific Findings:

• Importance of GA: General Aviation airports are an important element of the air transportation system, providing air transportation access to rural communities and relieving commercial service airports in metropolitan areas.

• Common Issues Facing GA: Mirroring the national trend, many general aviation and small commercial service airports have experienced reduced demand; are dependent on federal Airport Improvement Program (AIP) and state funding for capital improvements; and operate at a deficit.

Recommendations:

• Multimodal Solution: Improvements to the aviation system must continue to be adequately considered as integral to developing the state’s multimodal transportation systems.

• Funding Needs: Priority airside capital improvements, such as runways, taxiways, Navigational System (NAVAIDS) and safety improvements that are eligible for FAA AIP funding should be advanced.

• Business Airport System: NYSDOT should continue to support and to lead efforts assisting airports to enhance revenues and to maintain operations at strategically located airports that are essential to the economic growth of many areas in the state.

• Partnering for the Future of Aviation: NYSDOT should continue to work with state and national organizations to ensure that adequate federal funding is available for airport capital improvements and for programs that help smaller communities, such as Essential Air Service and the Small Community Air Service Development Program.

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SUMMARY REPORT

EXISTING SYSTEM

The existing aviation system has 70 General Aviation airports, 18 Commercial Service airports and five SASP heliport facilities (Figure 1 and Table 1). Generally, there is at least one GA airport within a 30-minute drive of most areas in the state and a Commercial Service airport offering scheduled passenger service within a 60-minute drive of most areas in the state.

Table 1 – NY SASP Airports and Heliports

Airport

Business1

Class Airport

Business

Class

Commercial Service Airports Commercial Service Airports

Adirondack Regional Large LaGuardia Airport Large

Albany International Large Long Island MacArthur Large

Buffalo Niagara International Large Massena International Large

Chautauqua County Jamestown Large Ogdensburg International Large

Elmira/Corning Regional Large Plattsburgh International Large

Greater Binghamton Large Stewart International Large

Greater Rochester International Large Syracuse Hancock International Large

Ithaca Tompkins Regional Large Watertown International Large

John F. Kennedy International Large Westchester County Large

General Aviation General Aviation

Akron Small Lt. Warren E. Eaton Medium

Argyle N/A Leroy N/A

Bayport Aerodrome N/A Malone-Dufort Small

Brookhaven-Calabro Medium Mattituck N/A

Buffalo Airfield N/A Montauk Small

Camillus Small Niagara Falls International Large

Canandaigua Small North Buffalo Suburban N/A

Cattaraugus County Olean Medium Oneonta Municipal Medium

Chautauqua County Dunkirk Large Orange County Large

Columbia County Large Oswego County Large

Cooperstown-Westville N/A Penn Yan Large

Corning-Painted Post Small Perry-Warsaw Small

Cortland County Small Pine Hill N/A

Dansville Municipal Small Piseco Municipal Small

Dutchess County Large Potsdam Small

East Hampton Medium Randall N/A

Elizabeth Field N/A Republic Large

Finger Lakes Regional Small Royalton N/A

Floyd Bennett Memorial Large Saratoga County Medium

Francis S. Gabreski Large Schenectady County Large

Frankfort-Highland N/A Schroon Lake Small

Freehold N/A Sidney Medium

Fulton County Small Skaneateles Small

1 Business Classification is defined on page 8 under “Business Airport Subsystem”

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Table 1 – NY SASP Airports and Heliports

Airport

Business1

Class Airport

Business

Class

Genesee County Large Sky Acres Small

Granville N/A South Albany N/A

Great Valley Small Spadaro N/A

Griffiss International Large Sullivan County International Large

Hamburg N/A Syracuse Suburban N/A

Hamilton Municipal Large Ticonderoga Small

Hornell Large Tri-Cities Small

Joseph Y. Resnick Small Warwick N/A

Kingston-Ulster Small Wellsville Large

Lake Placid Medium Whitford’s Small

Lancaster Small Williamson-Sodus Small

Ledgedale Airpark Medium Wurtsboro Small

Heliports Heliports

Downtown/Wall Street Medium Southampton N/A

East 34th Street Medium West 30th Street Medium

Haverstraw Medium * N/A = Not Applicable

FORECAST OF AVIATION DEMAND Looking Forward Forecasts were developed for aircraft operations and based aircraft (Table 2) and airline passenger enplanements (Table 3) to assess airport system growth. The forecast of total aircraft operations at SASP facilities indicates a surge from 3.34 million in 2005 to 4.16 million in 2025, a 24.4 percent rise (Table 2). Based aircraft numbers are projected to climb from 5,267 in 2005 to 6,487 in 2025 – a 23.2 percent increase. Operations at John F. Kennedy International and LaGuardia are forecast to grow 33 percent to 468,000 and 3.7 percent to 418,500, respectively.

Table 2 - Forecast of Operations and Based GA Aircraft

SASP Facility 2005 2010 2015 2020 2025

Commercial Airports

Operations 2,072,100 2,245,000 2,836,200 2,481,300 2,575,900

Based Aircraft 1,397 1,457 1,517 1,584 1,643

General Aviation Airports

Operations 1,162,600 1,239,800 1,321,600 1,395,300 1,477,000

Based Aircraft 3,870 4,111 4,346 4,591 4,844

Heliports

Operations 108,700 108,700 108,700 108,700 108,700

Total Operations at All SASP Facilities 3,343,400 3,593,500 3,816,500 3,985,300 4,161,600

Total Based Aircraft at All SASP Facilities 5,267 5,568 5,863 6,175 6,487

SOURCE: Master Plans/Airport Layout Plans, Terminal Area Forecast, FAA Regional Demand Study

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Figure 1 – S

ASP A

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Although the national economy’s recent downturn has affected aviation2, it is believed that these impacts may simply extend the time periods associated with the forecasts described below. That is, a full economic recovery is anticipated within the planning time frame. Thus, the net impact of an economic slowdown is to push the forecast results to longer time frames. Those time frames are lengthened or shortened, based upon the duration and severity of the economic recession.

Table 3 - Scheduled Service Enplanement Forecast

Actual Forecasts

SASP Airports 2005 2010 2015 2020 2025

Adirondack Regional 4,247 2,818 3,082 3,370 3,685

Albany International 1,533,301 1,797,000 2,117,000 2,438,000 2,758,000

Buffalo Niagara International 2,436,952 3,220,000 3,720,000 4,220,000 4,720,000

Chautauqua County Jamestown 7,086 11,600 11,900 12,200 12,500

Elmira/Corning Regional 86,925 120,000 132,000 145,000 158,000

Greater Binghamton 122,443 141,000 149,000 156,000 164,000

Greater Rochester International 1,450,181 1,651,000 1,812,000 1,972,000 2,133,000

Ithaca Tompkins Regional 79,000 89,000 92,000 96,000 99,000

John F. Kennedy International 20,442,500 24,470,500 27,545,000 27,297,500 29,265,300

LaGuardia 12,939,500 11,666,000 13,203,500 16,055,940 16,965,380

Long Island MacArthur 1,055,503 1,214,795 1,318,404 1,431,480 1,554,980

Massena International 3,022 3,100 3,250 3,400 3,600

Ogdensburg International 2,283 2,327 2,382 2,426 2,481

Plattsburgh International 1,315 1,315 1,315 1,315 1,315

Stewart International 199,000 325,500 558,500 758,000 960,500

Syracuse Hancock International 1,222,657 2,015,000 2,404,000 2,793,000 3,572,000

Watertown International 4,612 17,000 21,000 25,000 29,000

Westchester County 466,428 619,300 637,100 648,600 657,300

STATEWIDE TOTAL 42,056,955 47,367,255 53,731,433 58,059,231 63,060,041

SOURCE: Master Plans/Airport Layout Plans, Terminal Area Forecast, FAA Regional Air Service Demand Study

New York is a significant center for both domestic and international air cargo. In this regard, John F. Kennedy International Airport is one of the world's leading international air

2 The FAA has projected a 6.2 percent decline in general aviation operations, as well as a 7.8 percent decline in domestic and international air passengers in the U.S. for 2009, followed by gradual recovery over the next several years.

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cargo centers. In 2007, John F. Kennedy International handled a total of 2,557,000 tons of air cargo (landed weight). By comparison, the next-highest air cargo airport in New York State was Syracuse Hancock International with 190,600 tons. New York State airports that had more than 25,000 tons of air cargo landed weight in 2007 include the following: Airport Tons Landed WeightJohn F. Kennedy International 2,556,999Syracuse Hancock International 190,646Greater Rochester International 168,292Buffalo Niagara International 163,880Albany International 104,772Stewart International 62,995Niagara Falls International 28,905TOTAL AIR CARGO TONNAGE 3,276,489 Domestic air cargo is expected to grow by an annual average of 4.4 percent through the year 2025. Given the significance of John F. Kennedy International in New York’s air cargo market, planning for future capacity is important. This would include upgrades to the aging surface access infrastructure, such as the Van Wyck Expressway, that will constrict surface traffic growth and access to John F. Kennedy International Airport in the future.

EVALUATION OF THE EXISTING SYSTEM Demand/Capacity

The results of the capacity analysis indicate that activity levels at 12 airports are projected to reach or to exceed 60 percent of annual service volume (ASV) by 2025. Airport planning to accommodate additional operations begins at 60 percent of ASV and may indicate the need to consider various facility alternatives.

Table 4 - Airports Forecast to Reach or Exceed 60 Percent of ASV

SASP Airports Region Airfield Capacity 2025 Percent Capacity

Albany International Upper Hudson 319,000 61%

Buffalo Niagara International Western 194,000 106%

Dutchess County Downstate 232,100 69%

Greater Rochester International Genesee/Finger Lakes 266,000 62%

Long Island MacArthur Downstate 303,000 74%

Orange County Downstate 168,000 113%

Republic Downstate 270,000 76%

Stewart International Downstate 249,000 67%

Syracuse Hancock International Central 268,000 67%

Westchester County Downstate 210,000 112%

SOURCE: State Aviation System Plan Study,1998

John F. Kennedy International is predicted to reach almost 60.0 million passengers by 2025 (exceeding its airfield capacity for passengers by 30 percent). Enplanement activity is forecast to be at nearly 103 percent capacity at LaGuardia by 2025 if no changes are made.

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RECOMMENDED SYSTEM Foremost in developing the recommended aviation system is the need to secure adequate long-term funding for capital improvements and air service preservation. Also needed is a distinct subsystem of facilities within the statewide system, a Strategic Business Airport System, which should be advanced with targeted capital improvements to stimulate economic development. Other recommendations respond to the need to support airline service and connectivity to the smaller commercial service airports in the state and to maintain airspace capacity in the busier aviation corridors of the state. While John F. Kennedy International and LaGuardia are the most significant airports in terms of activity, SASP recommendations are provided primarily for non-Port Authority airports due to the effective direct advocacy and project advancement by the Port Authority of New York and New Jersey (PANY&NJ) for its airports.

Business Airport Subsystem Minimum standards for airports in each of the three airport business categories are shown

in Table 5. Business aviation activity continues to drive demand for improved facilities and technology at airports. The business system in the SASP is defined by the airports providing larger aircraft business access. To establish this strategic business airport subsystem, minimum facility standards were developed in three distinct categories based on the types of facilities and services available and the segment of business users that the airport can accommodate.

This SASP defines and identifies a system of business airport facilities with the best

opportunities to attract corporate and business activity, providing safety and emergency services and contributing to their communities as catalysts for economic development. Airports with runways less than 3,000 feet are not considered “business” per se within this definition. While they may provide a degree of business access for smaller aircraft, the majority of significant business access happens at the larger facilities. Heliports also may provide business access that is defined more by their use than by specific facilities.

RECOMMENDED AIR SERVICE Since the state has limited ability to affect air service, the most practical option is supporting capital improvements and funding decisions that will help airports attract and accommodate airlines. Currently, there are no state funds available that are specifically earmarked for air service initiatives. However, capital programs and promo-tional initiatives previously have been funded through Member Items and with the initial funding of the AIR ’99 program. At the federal level, two programs exist to help small communities develop or maintain air service: Essential Air Service (EAS) and Small Community Air Service Development Program (SCASDP).

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Table 5 - Minimum Standards for Strategic Business Airport System

Business Airport Category

Large Medium Small

Minimum Facility Standards

(Each Higher Category Includes All of Lower Category Properties)

3,000 ft. by 60 ft. minimum usable paved runway

Non-Precision or Precision Approach

Automated Weather Observation System (AWOS), Automated Surface Observation System (ASOS) or better

Sufficient apron areas and taxiways for all hangars

Security infrastructure as needed, including fencing

FBO and Airport Manager services

Airport oversight by municipal and/or economic development agencies

Automatic or PCL Low-Intensity Runway Lights

Apron areas for 30 to 100 Tie-Downs and 1 to 50 T-Hangars

Aircraft maintenance hangar to support small aircraft repair service Airports with Runways >

3,000' < 4, 200'

100 LL fuel service (10,000-gallon tank)

4,200 ft. by 75 ft. minimum useable paved runway

Parallel paved taxiway

Automatic or PCL Medium-Intensity Runway Lights

Some type of Visual Glide Slope Indicator

100 LL and Jet A Fuel (10,000-gallon tank each) and trucks

Apron areas for 50 to 100 Tie-Downs and 20 to 50 T-Hangars

Terminal building with pilots' lounges for flight planning with computer terminals and amenities

Corporate hangars for 1-2 medium weight jets (approx. 10,000 sq. ft. each)

Hangar space for transient aircraft

Aircraft maintenance hangar to support turbine aircraft repair service

Snow Removal Equipment (SRE) Building

Airports with Runways > 4,200' < 5,000'

Heated hangar and/or deicing facilities for ice removal off aircraft in winter

5,000 ft. by 75 ft. minimum usable paved runway with runway grooving

Airfield Maintenance Equipment Building

On-site rental car outlet or on-call service and adequate parking lot

Adequate airport access roadway and interstate systems

Airports with Runways > 5,000' Usable Length

Close proximity to business district and/or industrial park

• Essential Air Service: Six airports in New York depend on EAS subsidies to support their airline services: Adirondack Regional, Chautauqua County Jamestown, Massena International, Ogdensburg International, Plattsburgh International and Watertown International. The state has provided study/promotional funds to increase enplanements and service.

• Small Community Air Service Development Program: Seven airports in New York have received grants since 2002: Greater Binghamton, Elmira/Corning Regional, Massena International, Stewart International, Ithaca Tompkins Regional, Syracuse Hancock International, and Chautauqua County Jamestown. This program, like the EAS program, faces funding pressures and its future is in doubt as the FAA/AIP reauthorization is debated in Congress.

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CAPITAL NEEDS AND PROJECTED FUNDING LEVELS

Anticipated capital needs exceed available funding by more than $1 billion by the end of the 20-year planning period for Primary and Non-Primary airports (Table 6). Increases in federal and state funding are necessary to expand airports to keep up with demand; to enhance safety; to promote mobility by air; to support the economic development and sustainability of communities; and to mitigate the environmental effects of some airport activity.

Table 6 - New York State 20-Year Needs vs. Expected Funding 2010-2030 ($Millions)

Year ACIP Need

$M

Expected AIP Funding

$M

Five-Year AIP Deficit

$M

2010-2015

Primary Airports $383.7 $293.5 $90.2

Non-Primary Airports $345.0 $190.0 $155.0

2016-2020



2021-2025



2026-2030



20-YEAR GRAND TOTALS $3,001.1 $1,934.0 $1,067.1

Source: NYSDOT

Capital needs total just more than $3.0 billion over the 20-year period, excluding PANY&NJ airports, with significantly higher proportion of need occurring in the second half of the 2010-2030 period. This is due primarily to projects associated with the long-term growth in passengers and aircraft activity that will result in new demands for terminal area development. Capital needs at the New York PANY&NJ airports are projected to be $8.5 billion during the same period. Actions, including increased federal AIP funding and adequate funding of the State’s AIR ’99 program, are recommended to fund additional high-priority projects. These aviation improvements are vital to the state’s multimodal transportation systems.

EXECUTIVE SUMMARY INTRODUCTION...New York State Airport System Plan Update June 2009 7 cargo...

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