HomeMy WebLinkAboutResolution - 2007-R0081 - Adopt Master Plan For LPSIA - Barnarddunkelberg Co./ Parkhill Smith & Cooper - 02/22/2007Resolution No. 2007—R0081
February 22, 2007
Item No. 6.5
RESOLUTION
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF LUBBOCK:
THAT the City Council of the City of Lubbock hereby approves and adopts the
Master Plan for Lubbock Preston Smith International Airport {LBB} prepared by Barnard
Dunkelberg and Company / Parkhill Smith and Cooper, Inc. ct al, as the official airport
development guide. Said Master Plan is attached hereto and incorporated in this
resolution as if fully set forth herein and shall be included in the minutes of the City
Council.
Passed by the City Council this 22nd day of February , 2007.
i04—
DAVID A. MILLER, MAYOR
ATTEST:
Garza, City Secretary
VED AS TO CO NT:
ZZ
zi�
Loomis, Assistant City Manager
sortation and Public Works
APPROVED AS TO FORM:
Linda L. Chamales, Senior Attorney
Office Practice Section
Sh/cityatt/Linda&ccdocs/Res-Airport Master Plan
January 25, 2007
MASTED PLAN
Resolution No. 2007-R0081
Executive Summary
MASTER PLAN
Lubbock Preston Smith International Airport
As a critical component of the national and regional transportation infrastructure,
Lubbock Preston Smith International Airport (LBB) is a center for commercial
passenger activity, air cargo activity, and general aviation operations. The City of
Lubbock, Texas is the anchor of the West Texas economy, with Midland 120 miles to
the south and Amarillo 119 miles to the north, Lubbock serves a 26 -county trade area
in excess of 500, 000 residents. Being a city of just over 200, 000 residents, Lubbock
lives like a much larger community and commercial center. Lubbock supports banking,
government, commerce & retail, medical, and recreation for the entire central West
Texas region. Moreover, Lubbock is home to Texas Tech University, Lubbock
Christian University, satellite campuses for South Plains College and Wayland Baptist
University, two semi pro sports teams, award-winning wineries, and a diversified local
economy. Supporting this regional economy is LBB — an airport that sees more annual
enplanements and bases a greater number of aircraft than any other West Texas
airport, with the exception of its neighbor El Paso, 340 miles to the southwest.
Planning for the Airports development must be careful and measured, while also
progressive enough to ensure its long-term growth and viability. Since the last master
planning study of airportfacilities was completed in 1992, aviation issues on a local,
regional, and national level have changed dramatically. The re-evaluation of these
issues in the current Master flan requires a thorough understanding of existing
LUBBOCK
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTE=P PLAN
aviation needs, and the vision to anticipate, future aviation needs in a dynamic
environment.
The Master Plan addresses a variety of concerns with the formulation of a long-range physical
development plan for the Airport; the primary goal is the continued improvement of the Airport
in a manner that accommodates potential demand efficiently, is financially attainable, and that
is appropriate in consideration of its surroundings.
The Master Plan is being developed under the direction of the City of Lubbock Department of
Aviation, with financial assistance from the Federal Aviation Administration (FAA). Like any
long-term development plan, the Airport's Master Plan should reserve room for potential
facilities. However, those potential future facilities for which a site has been reserved are only
constructed when actual demand occurs. Thus, the Airport Master Plan is not a decision
document on whether or not an improvement will be built; it is a planning tool that indicates
how the land at the Airport might best be used in consideration of anticipated future demand.
The master planning process made use of a Study Advisory Committee to provide input
concerning Airport development issues. The process has involved four Study Committee
Meetings, a public information meeting, and numerous discussions with Airport management
and City of Lubbock officials. The purpose of the committee and staff meetings and discussions
has been to gather input and establish a concept for future development at the Airport from a
broad range of interested parties. In addition, the development of the Airport Master Plan has
been coordinated with the FAA.
In May 2006, a Study Committee meeting was held to review the Conceptual Development
Plan for the Airport, including passenger terminal building improvements, environmental
considerations, and implementation issues (i.e., project timing and costs). Issues and concerns
expressed in this meeting, along with subsequent discussions with Airport management led to a
refined long-term development plan for the Airport, along with the production of the Master
Plan's Draft Final Report.
LUBBOCK ------------------------
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTER PLAN
The recommended development plan for LBB is similar to many others, in that it is based on a
simple principle: make the best use-' very limited resource. That limited resource is the airport
property itself. Although additional property could be added to the Airport in the future, the
overall resource remains finite. The development mandate is to utilize existing Airport property
in the most efficient manner possible to support anticipated aviation and non-aviations demands
and, in turn, provide financial support for operation and capital improvement needs.
The proposed long-term development plan for the Airport is described in the following
paragraphs and is graphically depicted in the following figure entitled CONCEPTUAL AIRPORT
DEVELOPMENT PLAN.
Development Considerations and Assumptions
The aircraft types projected to use LBB during the next 20 years are, for the most part, the same
types that presently use the Airport. The wide variety of aircraft types include narrow body air
carrier aircraft (e.g., the Boeing 737 and 727), commuter regional jet aircraft (e.g., Canadair
CRJ-50, CRJ-70, Embrear ERJ-135, and ERJ-145), all sizes of business -use aircraft, small single
engine prop -aircraft used for flight training purposes, and all sizes of military aircraft (e.g., T-37,
T-38, C-17, C-5, and KC -135). The number of annual aircraft operations (landings and takeoffs)
at the Airport is forecasted to increase by 23% from approximately 85,000 in 2004 to just over
105,000 by the end of the 20 -year planning period. Also of significance is the fact that
commercial passenger activity at LBB is forecasted to increase by almost 50% over the next two
decades, from just over 541,000 enplaned passengers in calendar year 2004 to over 804,000 in
2024.
LUBBOCK, _
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTiEP PLAN
Several basic assumptions were established in the Master Plan that are intended to direct the
development of the Airport in the future. These assumptions are:
Assumption One. The Airport will be developed and operated in a manner that is consistent with
local ordinances and codes, federal and state statutes, federal grant assurances, and FAA and
Transportation Security Administration (TSA) rules and regulations.
Assumption Two. The role of the Airport will remain unchanged. It is a regional commercial
passenger service facility, which supports general aviation activity (including corporate aircraft
and individual owners), air cargo activity, and military aviation.
Assumption Three. The size and type of aircraft that utilize the Airport and the resulting
dimensional standards used as the basis for the layout of Airport facilities are as follows:
Runways 17RI35L and 08126. It has been determined that the design aircraft fleet for
these runways includes commercial passenger service aircraft up to the size of the
Boeing 757. This indicates the runways will continue to be designed using FAA
standards associated with Airport Reference Code (ARC) D -1V criteria.
Runway 17LJ35R. Historically, the use of Runway 17L/35R has been associated with
small general aviation aircraft, from single engine to smaller twin -engine aircraft.
Previous planning studies identified B -I1 as the appropriate ARC. However, based on
existing pavement strength and the aircraft types capable of operating on a runway
length of 2,891 feet, it appears that B -I (small aircraft only) is the appropriate ARC.
Assumption Four. In order to improve the reliability and safety of the Airport, the runway
system will be developed with instrument approach guidance capabilities and adequate runway
lengths to accommodate the forecasted aircraft operations as efficiently as possible under all
weather conditions.
LUBBOCK
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTER PLAN
Assumption Five. Because landsidc development areas are always a premium at any airport,
Airport development will strive to make the most efficient use of the available area for aviation -
related activities, including general aviation facilities, passenger terminal facilities, air cargo
activity, and other aviation uses.
Assumption Six. A priority of the Airport will be the continued focus on the relationship of the
Airport to off -airport land uses, and the compatible and complimentary development of each.
To the maximum extent possible, future Airport facilities will be designed and developed that
ensure the compatibility of the operation of the Airport with the surrounding environs.
Development Recommendations
Following an examination of several alternatives, combined with input from the Study Advisory
Committee, the public, City, and Airport management, a recommended development plan was
identified. The recommended plan is illustrated graphically in the preceding figure and has the
following major features:
Airside Facilities
The runway system at LBB is well configured to accommodate the forecasted number of peak
period aircraft operations (i.e., capacity) and is for the most part adequate for takeoffs to all
regularly used destinations without significant weight penalties (runway length).
Runway 1711135L. Maintain this runway virtually as it is now. Improvements to the taxiway
system serving this runway include an extension of Taxiway L to the Runway 17R threshold and
a high-speed exit taxiway to Taxiway M. The relocation of the perimeter road outside the
Runway Object Free Area in the area north of the Runway 17R approach end rectifies deficient
design standards associated with this runway.
Runway 08128. The ability to extend Runway 08126 2,275 feet to the cast, and relocate the
Runway 08 threshold correspondingly by 1,775 feet will be protected and planned for future
implementation. The FAA has identified the intersection of Runways 17R/35L and 08/26 as a
"hot spot" for runway incursions. By removing the intersection, safety is improved and pilot
--LUBBOCK, ------- _ ----------------- -
PRESTON SMITH
INTERNATIONAL AIRPOPT
MASTER PLAN
confusion is minimized. Primary taxiway improvements are the recommended 2,275 -foot
extension of Taxiway J in conjunction with the runway extension to the east and the
reconstruction of Taxiway R at the relocated Runway 08 threshold.
Runway 17L/35R. No improvements are recommended for this runway, as it will continue to
serve general aviation aircraft weighing less than 12,500 pounds.
Other Airside Development Recommendations. Following is a review of other airside development
recommendations for LBB. These include:.
1. Provide two high-speed exit taxiways from Runway 08/26 to Taxiway J.
2. Plan for a parallel taxiway north of Runway 08/26.
3. Plan and program CAT I ILS precision approach procedures to Runways 08 and 35L.
4. Provide Medium Intensity Approach Lighting System with Runway Alignment
Indicator Lights (MALSR) to Runways 08 and 35L in conjunction with the
implementation of the CAT I ILS precision approach procedures.
Landside Development Concepts
With the framework of the Airport's ultimate airside development identified in a preliminary
manner, the placement of landside facilities was analyzed. In general, landside facilities consist
of the passenger terminal area, aircraft parking aprons, air cargo development areas, support
facility development, hangar development areas, and airport access.
Passenger Terminal Facilities
The proper functioning of passenger terminal facilities is a high priority in any planning study
for a commercial passenger service airport. The majority of the passenger terminal building is
well suited for meeting the future projected needs of air travel into and out of LBB. However,
several areas of concern have been addressed. These include: security inspection space; checked
baggage screening; transition from secure circulation to non -secure circulation; provision of non -
secure food, beverage, and retail spaces; and handicapped accessibility issues.
_______ LUBBOCK, -----------------------
-- ------------------------
PRESTON SMITH
INTERNATIONAL. AIRPORT
MASTER PLAN
Short-term improvements recommended for the passenger terminal building in the Master Plan
include:
1. Enlarge the existing security inspection station and queuing area, and provide a
second security inspection station and queuing area at the south end of the terminal
building.
2. Provide an in-line checked baggage screening system shared by all the airlines.
3. Provide additional non -secure services in the middle portion of the terminal building.
4. Improve non -secure circulation patterns and increase size of the ticket lobby areas
through reconstruction of the existing sloped entry ramps and landscaped areas in
front of the terminal building.
5. Reduce size of the existing food service kitchen area and relocate the rental car
agency spaces.
b. Provide new entry vestibules that replace the slope entry ramps.
All of the passenger terminal building considerations discussed above are illustrated graphically
in the following illustrations.
LUBBOCK 8
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTER PLAN
To the north and east of the existing terminal building, ample space is readily available that is
capable of accommodating additional concourses or expansion of the terminal facilities with
relatively little disruption to the existing terminal functions. Requiring that all air freight must
transit to and from the air cargo area and the terminal apron via the perimeter road allows
removal of the access road located beneath the passenger terminal building, which is a security
concern. Adequate terminal apron exists for meeting the projected needs of the air carrier
aircraft for maneuvering and parking. Additionally, adequate space exists within the vicinity to
accommodate the long-term expansion and/or reconstruction needs of other terminal area
functions such as consolidated rental car facilities, additional automobile parking structures, and
other support facilities.
Air Cargo Facilities
The existing air cargo development area will be maintained in its present location.
Development space is available and will be reserved to both the north and south of the existing
facilities. If extraordinary growth occurs in the air cargo market at LBB, or if demand for a
regional sorting facility transpires, then sufficient space is available east of Taxiway M and north
of Runway 08/26 for development into a major air cargo facility.
General Aviation Facilities
General aviation facilities encompass all activities that are not specifically related to commercial
passenger service, air cargo, or military operations. General aviation typically includes private
aviation activity related to pleasure flying, flight training, business transportation and aircraft
storage; commercial aviation activity related to Fixed Base Operators, aircraft maintenance,
aircraft fueling, aircraft charter/rental, and aircraft storage; corporate aviation related to
employee transportation and aircraft storage; and industrial activity related to aircraft
manufacturing and refurbishment. Thus, general aviation is a very diverse aviation category
composed of various aircraft types, sizes, technology/sophistication, landside access needs, and
airside access needs.
It is anticipated that general aviation facilities will continue to be developed in the areas west of
Runway 17R/35L (within the Westport District) and east of Runway 17L/35R (within the
_____ LUBBOCK,
PRESTON SMITH
INTERNATIONAL AIRPORT
MASTER PLAN
Eastport District). Both areas provide ample space to accommodate a wide variety of aircraft
types and aviation functions, and are supplied with the necessary airport infrastructure to
support growth. If greater than anticipated demand occurs and the designated development
spaces are insufficient to meet the demand, then the area east of Runway 17R/35L and north of
Runway 08/26 (within the Northport District) is available for general aviation development.
Support Facilities
Support facilities are those services and functions that are necessary for an airport to operate
properly, but are not part of the runway/taxiway system and are not related to the passenger
terminal buildings, air cargo facilities, aircraft storage facilities, or aircraft maintenance. LBB
support facilities consist of the Air Traffic Control Tower (ATCT), fuel storage areas, the
Aircraft Rescue and Fire Fighting (ARFF) facility, and the airport maintenance facility. All
existing support facilities are properly sited, capable of expansion, and function well at their
present locations, with the exception of the ARFF facility. The existing ARFF facility
challenges the ability for emergency personnel to provide appropriate response times to the
north end of Runway 17R/35L. Therefore, reserving space to relocate this facility to a more
centralized location near the existing ATCT is recommended.
Development Program
In overview, the Development Program for LBB calls for the retention of the basic layout of
facilities as they presently exist, with programmed improvements to maximize efficient and safe
aircraft operational activity. As described above, major airside improvements are related to the
relocation and extension of Runway 08126 to the east and extensions to Taxiways L and J.
Other major improvements are related to passenger terminal building improvements,
rehabilitation of many of the airfield pavement components, and aviation use facility
development areas.
General improvements recommended during the 20 -year planning period include:
■ Terminal Building Improvements
■ Improve Airport Signage (Underway)
LUBBOCK, ------------- --- 12
----- --------------------------------------------------------------
PRE- 5TOIN SMITH
INTL-PNATIONAL AIRPORT
MASTER PLAN
■ Airfield Pavement Rehabilitation
■ Rehabilitation and Extension of Runway 08/26 and Taxiway J
■ Relocation of Runway 08 Threshold
■ Provide CAT I ILS Precision Instrument Approaches to Runways 08 ad 35L
■ Land Acquisition
■ Drainage and Bird Mitigation Improvements
■ Extend Taxiway L
■ Expand Air Cargo Facilities
■ Improve Airfield Lighting
Summary
The long-term development program for LBB is a comprehensive proposal It is intended to establish a
strategy for funding airport improvements and maximizing the potential for receiving federal
matching funds, while also establishing a financially prudent plan for funding at the local level. This
programming effort is a critical component of the Master Plan for the FAA and the sponsor (the City
of Lubbock). From the FAA's perspective, the Capital Improvement Program (CIP) component of the
Master Plan provides a detailed listing ofprojects and costs that are critical for their use in establishing
priorities and budgeting expenditures at the Airport when compared with the needs of other airports.
From the sponsor's perspective, the CIP allows budgeting) financial decisions to be made with a
comprehensive understanding of financial implications. The overall concept is to maximize the
opportunities to receive federal matching funds, within the context of, and in recognition of, the
amount of local funds that are available for capital needs.
Ifaviation demands continue to indicate that improvements are needed, and if the proposed
improvements prove to be environmentally acceptable, the capital improvement financial implications
discussed in the Master Plan are likely to be acceptable for both the FAA and the City. However, it
must be recognized that this is only a programming analysis and not a commitment on the part of the
Sponsor or the FAA. If the cost of an improvement project is not financially feasible, it will not be
implemented.
LUBBOCK:------------------------------------------------ ------------------------------------ 13
PRESTON SMITH
INTERNATIONAL AIRPORT
Implementation Pian
Introduction
This chapter provides a program *or deyelL=�ment and assists in establishing economic
viability at Lubbock Preston Smith Intern0ional Airport by presenting the cost estimates
associated with the 20 -year pre.lects iderc'Ved in the Development Plan. The
improvements necessary to accommodate the forecast aviation demand efficiently have
been placed in into three phases: phase one is the initial time frame (0-5 years), phase two
is the medium time frame (6-10 years), and phase three is the long-term time frame (11-
20 years). The proposed improvements are illustrated graphically by time period in the
figure entitled PHASING PLANpresented at the end of this chapter.
Project List and Cost Estimates
A list of capital improvement projects has been assembled from the facility requirements
documentation previously presented. The project list has been coordinated with the
Airport Layout Plan drawing set and the Capital Improvement Program that is
continuously updated by airport management and the Federal Aviation Administration.
Cost estimates for the individual projects based on current dollars have been prepared
for the improvements that have been identified as necessary during the 20 -year planning
period. Facility costs have been formulated using unit prices extended by the size of the
particular facility and tempered with specific considerations related to the City of
Lubbock, the Airport, and the development site. This data is then reviewed and
analyzed for specific factors that may influence costs, such as airport operational
constraints, project schedule, utility locations, future projections of material and labor
costs, and other special project requirements. That being said, these estimates are
intended to be used for planning purposes only and should not be construed as detailed
construction cost estimates, which can only be compiled following the preparation of
detailed design documentation.
Lubbock Preston Smith International Airport
Master Plan/Working Paper FourlMay 2006 H.1
Implementation Schedule
The following illustration, entitled PHASING PLAN, along with the project/cost estimate
list (Tables H1, H2, and H3) provides the suggested phasing for improvement projects
throughout the 20 -year planning period. The projects listed in phase one (i.e., the first
five years) are in priority order by year. During the second and third phases (i.e. years 6-
20), the projects are listed in priority order without year designators. With the best
information available today, the tables provide information related to what projects will
be needed, when those projects are likely to be constructed, and how the improvements
are likely to be funded.
It is anticipated that the project timetable will change as local and federal priorities
evolve. These are suggested schedules and variance from them may be necessary,
especially during the latter phases. Special attention has been given to the first five years
because the projects outlined in this time period include many critical improvements.
The demand for certain facilities, especially in the latter time frame, and the economic
feasibility of their development are to be the prime factors influencing the timing of
individual project construction. Care must be taken to provide for adequate lead-time
for detailed planning and construction of facilities in order to meet aviation demands. It
is also important to minimize the disruptive scheduling where a portion of the facility
may become inoperative due to construction and to prevent extra costs resulting from
improper project scheduling.
Capital Improvement Program
The projects, phasing, and costs presented in this Master Plan are the best projections
that can be made at the time of formulation. The purpose is to provide a reasonable
projection of capital needs, which can then be used in financial programming to test for
financial feasibility. To assist in the preparation of the Airport's Capital Improvement
Program (CIP) that the Airport keeps on file and updates annually with the FAA, the first
phase of the projects list and cost estimates have been organized in a format similar to
that used by the FAA. However, as soon as it is published, the long-term project list
presented here starts to'be out of date and, therefore, it will always differ to some degree
with the Airport's 5 -year CIP on file with the FAA.
Lubbock Preston Smith International Airport
Master Plan/Working Paper Four/May 2006 H.2
Table H1
PHASE ONE (0-5 YEARS) DEVELOPMENT PLAIN PROJECT COSTS
Lubbock Preston Smith International Ai7port Master Plan
Total Recommended Financing Method
Project Description Note Cost
Local' AIP
PFC
Year 1 (FFY 2006)
A.1 East Side Phase II GA Ramp Improvements - Design
$390,850
$371,308
$19,543
A.2 Replace Airport Signage
$30,000
YEAR 1 TOTAL
$420,850
Year 2 (FFY 2007)
A.3 East Side Phase lI GA Ramp Improvements -
Construction
52,464,150
$2,340,943
$123,208
A.4 Terminal Building Improvements, ADA Compliance,
and Carpet Replacement
$4,770,000
$2,607,750
$2,162,250
A.5 Roadway and Signage Improvements
$2,125,000
$2,125,000
A.6 Upgrade Flight Information Displays
$225,000
$225,000
A.7 Airfield Pavement Analysis
$91,000
$91,000
A.8 Purchase ARFF Vehicle
$700,000
$700,000
A.9 Runway 08/26 Extension Environmental Assessment
$500,000
$500,000
YEAR. 2 TOTAL
$10,875,150
$4,948,693
$5,926,458
Year 3 (FFY 2008)
A.10 Bridge 72 -Inch Water Line, Rehabilitate and Extend
Runway 08/26, Extend Taxiway J, Demo Runway 26
End, and Reconstruct Taxiway R - Design Only
$3,160,180
A.11 Airfield Drainage and Bird Mitigation Improvements
$1,940,000
$1,940,000
YEAR 3 TOTAL
$5,100,180
$1,940,000
Year 4 (FFY 2009)
A.12 Bridge 72 -Inch Water Line Under Runway 08/26
Extension - Construction
$5,500,000
YEAR. 4 TOTAL
$5,500,000
Year 5 (FFY 2010)
A.13 Rehabilitate Runway 17R/35L, Design Only $1,801,700
A.14 Extend Runway 08/26 and Taxiway J - Construction $18,700,000
YEAR 5 TOTAL $20,501,700
Other Potential Phase I Projects
A.15 Relocate RTR Antennas 2
A.16 Implement ILS or Precision GPS Approach to
Runway 35L, Including Installation of MALSR
Sub-Total/Phase I $42,397,880 $0 $5,320,000 $7,886,000
Notes. Cost estimates, based upon 2006 dollars, are intended for preliminary planning purposes only and do not reflect a detailed engineering
evaluation.
I Current revenues, cash reserves, bonds, etc.
'- 100% FAA financing through Facilities and Equipment Division, no costs listed.
Lubbock Preston Smith International Airport
Master Plan/Working Paper Four/May 2006 H.3
Table H2
PHASE TWO (6-10 YEARS) DEVELOPMENT PLAN PROJECT COSTS
Lubbock Preston Smith International Airport Master Plan
Project Description
Total Recommended Financing Method
Note Cost Locals AIP PFC
B.1 Rehabilitate Runway 08/26 - Construction
$19,500,000
B.2 Demolish Runway 26 End and Reconstruct Taxiway R
- Construction
$5,600,000
B.3 Rehabilitate Runway 17R/35L - Construction
$22,857900
B.4 Phase H Terminal HVAC Improvements
$5,694,998
B.5 Terminal Building Remodel, Expansion, and Facility
Reroofing
$18,725,000
B.6 Relocate Perimeter Road North of the Approach End
of Runway 17R, Acquire Approximately 7.1 Acres,
and Update Airport Property Map
$1,278,900
B.7 Construct High Speed Exit Taxiway G South of
Runway 08/26 to Taxiway,J and Terminal Apron
$2,028,300
B.8 Acquire Approximately 32 Acres Within the Runway
17R Runway Protection Zone
$80,000
B.9 Relocate Rotating Beacon
$150,000
B.10 Construct Taxiway L North of Taxiway S to Runway
17R
$8,726,700
B.I1 Expand Air Cargo Facilities
$3,980,300
B.12 Strengthen Taxiway D
$12,126,600
B.13 Replace Existing MITL and Signs With LED And
Fluorescent Fixtures
$2,230,000
B.14 Reconstruct and/or Rehabilitate All Airside Asphalt
Pavement and Perimeter Road
$7,160,600
B.15 Demolish Taxiway H and Regrade All Infield Areas
$4,036,000
B.16 Update ALP and Reevaluate CIP
$125,000
B.17 Replace VASI Serving Runways 08, 26, and 35 With
PAPI-4 2
B.18 Install PAPI-4 to Runway 17R 2
B.19 Install Centerline Lights and Touchdown Zone
Lighting to Runway 17R/35L
$325,000
B.20 Construct New ARFF Facility
$4,500,000
Sub-Total/Phase Two
$119,125,298
Notes: Cost estimates, based upon 2046 dollars, are intended for preliminary planning purposes only and do not reflect a detailed engineering
evaluation,
Current revenues, cash reserves, bonds, etc.
2 100% FAA financing through Facilities and Equipment Division, no costs fisted.
Lubbock Preston Smith International Airport
Master Plan/Working Paper Four/May 2006 H.4
Table H3
PHASE THREE (11-20 YEARS) DEVELOPMENT PLAN PROJECT COSTS
Lubbock Preston ,Smith International Airlhart Master Plan
Protect Description
Total Recommended Financing Method
Note Cost Local' AIP PFC
C.1 Construct High Speed Exit Taxiway East of Runway
17R/35L to Taxiway M
$2,785,300
C.2 Implement ILS or Precision GPS Approach to Runway
08, Including Installation of Mt1L.SR z
C.3 Update ALP and Reevaluate CIP
$125,000
CA Rehabiliwe All Airside Asphalt Pavement and
Perimeter Road
$1,790,900
C.5 Rehabilitate Taxiways F, G, K, N, and R
$6,134,900
C.6 Rehabilitate Taxiway M
$16,822,800
C.7 Rehabilitate Taxiway J
$11,098,400
C.8 Rehabilitate Taxiways A, Q, S, and T
$2,876,500
C.9 Reconstruct Taxiway B (From Asphalt to Full Strength
Concrete
$3,060,900
C.10 Reconstruct Concrete Portion of West Ramp
$10,351,400
CAI Construct Asphalt Shoulders to Taxiways A and L
$2,172,000
CA Replace Jet Bridges in Terminal Building
$4,200,000
C.13 Reseal Parking Lot Joints and Replace Damaged
Panels
$1,350,000
C.14 Seal All Joints and Apply Deck Coating to Upper
Level Parking Structure
$1,500,000
C.15 Install REILs to Runway 17L/35R 2
C.16 Construct Parking Garage Addition
$5,750,000
C.17 Security Gate Improvements
$2,400,000
C.18 Update ALP and Reevaluate CIP
$125,000
C.19 Light Cargo Apron
$165,000
C.20 Repave Cedar, Bluefield, and Walnut Streets
$1,515,000
Sub-Total/Phase Three
$74,223,100
GRAND TOTALS $235,746,278 $5,320,000 $7,886,000
Notes: Cost estimates, based upon 2006 dollars, are intended for preliminary planning purposes only and do not reflect a detailed engineering
evaluation.
Current revenues, cash reserves, bonds, ctc.
10(rlo FAA financing through Facilities and Equipment Division, no costs listed.
Lubbock Preston Smith International Airport
Master Plan/Working Paper Four/May 2006 H.5
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+
Ih
FUTURE RPZ
6RAPH;f SCALE iN FEET
EXISTING RUNWAY PROTECTION ZONE RPZ
(RPZ)
!
1
t
" t
I.,
1000% 1750'X 2500'
FUTURE RUNWAY
zl
1 1
VISIBILITY MINIMUMS 1/2 -MILE 1
PROTECTION ZONE
I
: t
I!
I
II
RUNWAY 08/26 EXTENSION (2,275') AND
® FUTURE AIRFIELD PAVEMENT
a�
"y
II
TAXIWAY'J' EXTENSION _
Land Use Legend
I
GI
t'l
d.
ISI OPEN/UNDEVELOPED
PASSENGER TERMINAL AREA
(APPROX. 31 ACRES)
AIRPORT SUPPORT FACILITIES
(APPROX. 54 ACRES)
AVIATION DEVELOPMENT AREAS
(APPROX. 270 ACRES)
AVIATION-RELATED/NON-AVIATION
DEVELOPMENT AREAS (APPROX. 616 ACRES)
OPEN/UNDEVELOPED AREA
I (APPROX. 62 ACRES)
100 -YEAR FLOOD ZONE
RELOCATED
FUTURE RPZ
1000% 1750'X 2SOO'
VISIBILITY MINIMUMS
FUTURE
PERIMETER
ROAD
------- ------��
I
r
r
v i
t • I II
t + 11
I I II
+ u
I + II
MATCH LINE
FUTURE PARALLEL TAXIWAY —
AIRPORT SUPPORT
FACILITIES (ATCT & ARFF)1
FUTURE RUNWAY 6
— 1 a RELOCATED THRESHOLD (1,775')
Iff1 Y NON -AVIATION
EWA COMMERCIAL/INDUSTRIAL I
It
EXISTING RUNWAY PROTECTION ZONE �---------- --- - - - ----�I
1000'X175BILITY MINIMUMS 2MILE ------ LARGE AIRCRAFT -~------
1000' X 1750' X 2600' I GENERAL AVIATION
1/ �f )
• �'� �. „ �6 I I �— FUTURE ACUT ,ANGLED EXIT TAXIWAY. ,
i
I
--- - -RUNWA Y I
-
up
it II
-FUTURE at
FUTURE PROPERTY I PERIMETE r ---------- - --���-_-- --
II FUTURE TAXIWAY 'L' AIR CARGO
ACQUISITION ROAD 1
(APPROX. 32 ACRES) - - LMPROVEMENT5 -_ -
U.
NON -AVIATION
INDUSTRIAL/COMMERCIAL
AIRPORT SUPPORT FACILITIES
o (ARFF, MAINTENANCE, TRAINING)
GENERAL AVIATION
(SMALL AIRCRAFT STORAGE UNITS)
I, & 4_� 11 _— GENERAL AVIATION (T -HANGARS)
rr.r�•r�r�r�r� w. r�� lr
Cfir +li lu�I,I.GT :fir':_
71 JI
1 J�
1 '
1 - y FUTURE �_�•----..----
I 1000'X 1 X 2500' 1 TERMINAL
t p BIL INIMUMS 1/2- LE SUPPORT
(PARKING)
IL
,-TERMINAL SUPPORT
(EXISTING & FUTURE
RENTAL CAR/
FUTURE PARKING)
mwwim�il -void
NON -AVIATION
1
I COMMERCIAL/OFFICE
1
(LARGE AIRCRAFT
1--e
STORAGE UNITS &
I
PASSENGER TERMINAL/
I
1
F,LITURE RUNWAY PROTECTION ZONE
TERMINAL SUPPORT
i
1000' X 1760'X 2500'
+' RESERVE
VISIBILITY MINIMUMS 1/2 -MILE
I
L•,------------------
II
EXISTINGZ
1000 X l,6l0 X 1700'
"
I
VISIBILITY NIMUMS NOT
•
i
LOWER THAN 3/4 -MILE
• I 4 lei I f
FUTURE MALSR
COMMERCIAL/I DUSTRIAL l " #1 I `� Jy% - -®--
MASTER PLAN
------ LUBBOCK ------
_ PRESTON SMIi H
�" INTERNATIONAL AIRPORT
4
I
GENERAL AVIATION
(LARGE AIRCRAFT
1--e
STORAGE UNITS &
T•HANGARS)
#T�ON.
I
O FJCNtTRIAL
J f`
COMMERCIAL/I DUSTRIAL l " #1 I `� Jy% - -®--
MASTER PLAN
------ LUBBOCK ------
_ PRESTON SMIi H
�" INTERNATIONAL AIRPORT
4
��t
a6-
DEPARTURE LOUNGE
46 2
. ..ref
Or,
'bP;
ENLARGED MAIN LEVEL FLOOR PLAN — SCHEME 2 — NORTHERN ENO
li6`:TI
---------------------------; Parkhill, Smith & Cooper, Inc. • Barnard Ounkelberg & Company
Enlarged North End of Main Floor of the
Terminal Building Improvements
MASTL—P PLAN
--------------L U B B O C K I-------
PRESTON SMITH
INTERNATIONAL AIRPORT
Source: Parkhill, Smith & Cooper, tnc„ Terminal Building Alternative, 2005.
9
t
> �-qolo�
ENLARGED MAIN LEVEL FLOOR PLAN - SCHEME 2 - SOUTHERN END cam/ })
NORTI-
--- ----- Parkhill, Smith & Cooper, Inc. • Barnard Dunkelberg & Company
Enlarged South End of Main Floor of the
Terminal Building Improvements
NAASTE=P PLAN
-----------------
-------�, L U B B O C K ;.
PRESTION SMITH
INT&RNATIONAL AIRPORT
Source: Parkhill, Smith & Cooper, Inc., Terminal Building Alternative, 2005.
10