Okaloosa County Airports AIRLINE CONSULTATION MEETING New PFC - - PowerPoint PPT Presentation
Okaloosa County Airports AIRLINE CONSULTATION MEETING New PFC Application #7 August 15, 2018 Agenda 1. Introduction 2. Overview of PFC Program 3. Proposed New PFC Application 18-07-C-00-VPS (PFC #7) 4. PFC #7 Project Descriptions and
1. Introduction 2. Overview of PFC Program 3. Proposed New PFC Application 18-07-C-00-VPS (PFC #7) 4. PFC #7 Project Descriptions and Justifications 5. Class of Air Carriers Not Required to Collect PFC 6. Air Carrier Requirements 7. PFC #7 Schedule
130 Acre EUL
1957 2063
JUA ARFF
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Application Number Approved for Collection Approved for Use Collection Level Expiration Date 00‐01‐C‐00‐VPS $38,358,314 $38,358,314 00‐01‐C‐01‐VPS (4,079,596) (4,079,596) 00‐01‐C‐02‐VPS 128,992 128,992 Total PFC #1 $34,407,710 $34,407,710 $4.50 February 1, 2021 03‐02‐C‐00‐VPS $2,885,235 $2,885,235 Total PFC #2 $2,885,235 $2,885,235 $4.50 June 1, 2022 07‐03‐C‐00‐VPS $1,143,526 $1,143,526 07‐03‐C‐01‐VPS (384,744) (384,744) Total PFC #3 $758,782 $758,782 $4.50 November 1, 2022 08‐04‐C‐00‐VPS $1,485,650 $1,485,650 Total PFC #4 $1,485,650 $1,485,650 $4.50 October 1, 2021 10‐05‐C‐00‐VPS $7,816,386 $7,816,386 10‐05‐C‐01‐VPS (6,526,240) (6,526,240) Total PFC #5 $1,290,146 $1,290,146 $4.50 April 1, 2024 15‐06‐C‐00‐VPS $6,182,856 $6,182,856 Total PFC #6 $6,182,856 $6,182,856 $4.50 October 1, 2027 TOTALS $47,010,379 $47,010,379
$4.50
$7,262,236
October 1, 2027
March 1, 2030
Local Share Total PFC PFC Proj. # Project Description AIP Grants State Grants PFC County Project Cost Collection Level 1 Expand Capacity of Baggage Handling System at VPS (Design & Construction) $900,000 $2,000,000 $3,100,000 $0 $6,000,000 $4.50 2 Rehab VPS Chillers, Pumps, & Controls $0 $615,000 $330,770 $154,230 $1,100,000 $4.50 3 Expand Commercial Aircraft Apron at VPS $2,360,000 $795,000 $3,685,000 $0 $6,840,000 $4.50 4 Terminal Area Study and Terminal Area Plan Update at VPS $176,285 $0 $18,087 $0 $194,372 $4.50 5 Airport Layout Plan Update at CEW $179,141 $0 $19,905 $0 $199,046 $4.50 6 Airport Layout Plan Update at DTS $175,267 $0 $19,474 $0 $194,741 $4.50 7 PFC Program Administrative Costs $0 $0 $39,000 $0 $39,000 $4.50 8 PFC Program Formulation Costs $0 $0 $50,000 $0 $50,000 $4.50 TOTALS $3,790,693 $3,410,000 $7,262,236 $154,230 $14,617,159
* PFC project costs are estimated at this time and subject to change through future PFC amendments.
conveyance system.
staging area before explosive detection screening (EDS), and all que space leading to the baggage make-up area where retrieved by airlines. The new expanded space is expected to only house the space necessary for the expanded conveyor belt system and will not include any space for TSA offices, non-public restrooms, storage space, mechanical/electrical utilities, etc.
– Addition of 10,000 square feet of terminal building space, primarily to the second story of the terminal and the overall footprint of the building – Design of the space – Structural buildout, electrical, mechanical, foundations, etc. – Two power turns at the front ticket counter – An expansion of the building or tunnel system to physically fit more belt space before and after the EDS machines and final baggage carousel
is expected to increase capacity to an estimated 1,000 bags per hour, which is the maximum capacity of the two new EDS machines (500 per hour each)
Construction) - Project Description
there are still several inefficiencies to the airport’s baggage handling system that are leading to disruptions of other operations, including:
– The existing L3 machines at VPS are designed to process approximately 550 bags per hour, per machine. Our current baggage handling system is limited at a design rate of 250 bags per machine, per hour. However, due to the current environment and real-estate limitations, that capacity has never been achieved. The highest bag screening rate has been about 138 bags per hour per machine with an average of about 110 per hour per machine. Demand at peak times is projected at approximately 625 bags per hour, or nearly 300% over the system’s capacity. – A 90-degree turn instead of a power turn from ticketing to back screening area causes bags to not be presented to the EDS machines in-line and therefore is causing frequent jams despite attempts to install bump outs and turning posts to mechanically align bags. – BHS engineers and TSA bag screening personnel have indicated that the lack of belt space, both before and after the EDS machines, severely limits the production the new EDS machines. – The current length of the bag make-up carousel is very limited, with part of the belt being located both inside and outside the terminal. As a result, the airline baggage handlers cannot see and quickly clear baggage jams at the transfer point and the system suffers from a high amount of down time and delays from having to clear baggage jams. – Routine disruptions to the TSA’s bag screening operations are subsequently leading to disruptions of other TSA operations such as passenger screening at the checkpoint.
bags pre- and post-screening and allow the BHS to operate at its full capacity and significantly reduce the number of passengers and baggage currently missing flights as a direct result of the BHS limitations.
(Design & Construction) - Project Justification
chillers and associated constant volume pumps and control valves. Two constant volume pumps will be replaced and a third pump will be added for redundancy and allow full output during maintenance down times.
the existing air-cooled chillers, pumps, and ancillaries and replacement with new chillers, primary constant volume pumps, and digital data controls (DDC) upgrade. As part of the project, an entire system analysis will be performed pre-design, as well as balancing and commissioning post construction. Lastly, an HVAC system plan will be included for future rehabilitation and maintenance that extends to boilers and all air handling units.
HVAC load evaluation (to be completed as a part of the design). The chillers shall be specified with a maximum energy efficiency ratio (EER) and integrated part load values (IPLV) as well as variable speed compressors and variable speed condenser fans to achieve high energy performance. Sound attenuation shall be considered in the chiller specification to ensure acceptable operating conditions.
incorporate new chilled water pump vibration isolators. Existing bases will be reused to the extent possible. The existing chiller ancillaries shall be reused to the extent possible for the air/dirt separator, expansion tank, and chemical treatment system. The existing Siemens DDC control system shall be upgraded to the current software version and additional points shall be added to capture chiller operating data, alarms, chilled water supply and return temperatures, outside air conditions, and other critical data subject to budget limitations.
application proposed for PFC funding, are a pro-rated portion based on the overall eligibility of the terminal. PFC eligible space in the terminal (68.2%) has been included as eligible PFC costs.
Project Description
Calculated PFC Eligibility for the Replace Chillers Project
PFC Eligible Terminal Space Calculation
chillers need to be replaced and have served their useful life.
– Repetitive outages of compressors costing tens of thousands of dollars – Coil leak in 2017 that drained the entire east chiller of Freon – Both chillers with all six compressors have a hard time keeping up with cooling needs in the summer. The number of windows in the terminal, increased demand due to record passenger numbers, and the strain of the last terminal addition that added Gates B5 and B6 all contribute to a very taxed system – The existing air-cooled chillers are roof mounted, allowing increased exposure to salt air from the Choctawhatchee Bay and Gulf of Mexico; this primary contributing factor is one of the main reasons for reduced service life (5-7 years) off their 20-year life expectancy – Existing balancing springs are completely rusted, and in need of replacement – The chillers are roof mounted in a high salt environment, contributing to a higher rate of deterioration of components.
spaces and support peak demands. Lastly, the pumps are constant volume and energy savings can be realized with a properly sized and variable flow pumps.
Project Justification
Project Element Square Feet of Apron by Phase Phase I Phase II Phase III (Future PFC Application) Total (All Phases) Design
90,000 35,000
Construct New PCC Apron 110,000 40,000 50,000 200,000 Totals 200,000 75,000 50,000 325,000
Ph I Ph II Ph II/III Asphalt on Taxi Lane also Replaced w/ Concrete
loading apron spaces and overflow remain overnight (RON) apron space for commercial aircraft to base overnight for early flights when all of the existing jet bridge spaces are full. The new aircraft apron will be located on the west apron and will ultimately provide parking for an additional five (5) Design Group III aircraft.
and II are included in this PFC application #7 and Phase III will be included in a future PFC application. The existing commercial aircraft apron will be expanded by an estimated total of 200,000 square feet (110,000 sf in Phase I, 40,000 square feet in Phase II, and 50,000 square feet in Phase III). Phase I is expected to provide additional parking for three (3) Design Group III aircraft and Phase II is expected to provide additional parking for
in the area that is currently comprised of failing bituminous asphalt with full-depth Portland Concrete Cement (PCC) which will be able to better accommodate larger and heavier aircraft. Phase I would include replacing an estimated 90,000 square feet of asphalt concrete to Portland concrete cement and Phase II would replace 35,000 square feet of asphalt.
possible addition of high-mast lights and relocation of a gravity sewer main, the primary lift station serving the airport, LAV lift station, potential water mains and other ancillary utilities.
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Project Description
Project Element Square Feet of Apron by Phase Phase I Phase II Phase III (Future PFC Application) Total (All Phases) Design
90,000 35,000
Construct New PCC Apron 110,000 40,000 50,000 200,000 Totals 200,000 75,000 50,000 325,000
terminal gates and 2 additional at the existing remain overnight (RON) apron located southeast of the terminal concourse adjacent to the cargo facility. Over the next five years, the current Terminal Area Study and Terminal Area Plan being conducted forecasts that an additional five (5) aircraft parking positions will be needed to meet projected passenger and commercial aircraft operations at VPS.
were parked at the same time that the Airport’s other gates were also occupied (the Airport’s other gates are used by American, Delta, and United, and the Airport’s shared gate was used by Allegiant, Glo, or Contour). Furthermore, Allegiant has announced that starting in May 2018, it will add an additional 2 to 3 daily flights at VPS, which will increase its total number of average flights to 7 to 9 per day during the peak months from May through October. This increase in activity at the Airport will only increase the demands on the Airport’s gate utilization and further necessitate the need for additional apron for temporary passenger loading and unloading and RONs.
are fully occupied, but it’s location relative to the terminal presents a hazard for passengers walking across the apron. Furthermore, its location on the east side of the terminal concourse is not ideal or efficient to ground load and unload passengers during normal daytime operations, particularly for those airlines on the west side of the concourse. The existing RON apron is also often used by aircraft with maintenance issues that need to remain overnight waiting on parts or technicians to arrive.
terminal gates and apron safety clearances between aircraft were originally designed for smaller regional jets. Allegiant now provides service with three A319/A320 aircraft, which will only fit on the aircraft apron between gates A1 and A3 since gate A3 does not have a jet bridge. American has also added A-319’s to their service at the Airport. As a result, the required minimum 10 feet wing clearance barely exists between aircraft parked at gate A3 and aircraft at gates A1/A2/A3 on the left and the American aircraft parked at gate B-6 on the right.
Project Justification
the asphalt on the west apron to rigid Portland Cement Concrete (PCC) pavement. Originally the west apron areas at VPS were designed for small regional jets. With larger ADG III aircraft using the apron, main wheel gears at some parking positions are sitting on the asphalt and causing depressions. The asphalt is in need of general rehab and converting the asphalt to PCC at the next rehab point is desired.
joints filling with water runoff. The project is needed to improve the pavement condition index (PCI) from "poor" (PCI 50-60) to "good" (PCI 86-100). Asphalt typically suffers more from weather related distresses as the asphalt oxidizes and becomes more distressed. Block cracking, weathering, and raveling can produce significant FOD issues. Asphalt typically degrades at a rate 2 to 3 points per year; the current asphalt is projected to have been in place since 2003 which would place the current PCI of the apron at around 55-70 (not accounting for the presence of localized distresses).
expand its capacity to accommodate increased flight frequency and larger aircraft parked at the Airport simultaneously.
Project Justification - Continued
Area Study and Terminal Layout Plan Update with a 20-year horizon for Destin Fort Walton Beach Airport (VPS). The scope of the Terminal Area Study includes forecasting commercial passengers and operations and a determination of facility requirements of the Airport through the next 20 years, including additional terminal facilities and/or expansion of existing facilities required to accommodate projected
program that prioritizes, and stages proposed development over five-, ten- and twenty-year planning horizons to meet identified development goals or specific increases in volume of activity or level of service. An update of the airport’s existing Terminal Layout Plan (TLP) is also included within the scope of services for this project.
2010 and is now outdated. Without an updated Terminal Layout Plan, the County would not fully be able to anticipate the extent of future passenger growth at VPS and how best to accommodate that growth. As a result, future facility requirements would not be planned in advance, and VPS’s facilities would not meet passenger and
Layout Plan (ALP) with a 20-year horizon for Bob Sikes Airport (CEW). The scope of the ALP Update includes forecasting general aviation operations and a determination
facilities and/or expansion of existing facilities required to accommodate projected
program that prioritizes, and stages proposed development over five-, ten- and twenty-year planning horizons to meet identified development goals or specific increases in volume of activity or level of service.
October 19, 2010 and is now outdated. Without an updated Airport Layout Plan, the County would not fully be able to anticipate the extent of future growth at CEW and how best to accommodate that growth. As a result, future facility requirements would not be planned in advance, and CEW’s facilities would not meet passenger and
support future commercial passenger demand could also be adversely impacted.
Layout Plan (ALP) with a 20-year horizon for Destin Executive Airport (DTS). The scope of the ALP Update includes forecasting general aviation operations and a determination of facility requirements of the Airport through the next 20 years, including additional facilities and/or expansion of existing facilities required to accommodate projected activity. This project will also result in the development of a capital improvement program that prioritizes, and stages proposed development over five-, ten- and twenty-year planning horizons to meet identified development goals or specific increases in volume of activity or level of service.
the County would not fully be able to anticipate the extent of future passenger growth at DTS and how best to accommodate that growth. As a result, future facility requirements would not be planned in advance, and DTS’s facilities may not meet passenger and aircraft operational needs throughout the 20-year horizon. As a result, the capacity of VPS to support future commercial passenger demand could also be adversely impacted.
incurred to administer collection and use under the proposed PFC Application, including accounting and FAA and airline reporting for the proposed collection period plus the cost of preparing any amendments required and application closeout documents.
the description for this project) incurred for projects within this Application will be reimbursed under this project. These costs will be incurred in conjunction with projects which are proposed for approval under either Section 158.15(b)(1), (b)(2), (b)(3), or (b)(6) of the Regulation. Therefore, the County submits these costs as reasonable and necessary costs of administering the PFC program submitted under this Application as prescribed under Section 158.3 of the Regulation.
expenses incurred to develop the proposed PFC application, consult with the airlines, provide for public comment, prepare and file Application No. 18-07-C-00-VPS and related attachments, and notify airlines of collection requirements. The amount requested is intended to reimburse the Airport for costs incurred from January 2018 through December 2018 for the tasks listed above.
formulation costs (as described in the foregoing description) related to Projects 1-6 included in this PFC Application and, therefore, relies on the objectives that are described in those projects for PFC approval. Therefore, this project supports the
the national air transportation system pursuant to the objectives of Section 158.15(a)(1) of the Regulation.
– Excluded from collection of a PFC – As represented by the Air Carrier Activity Information System (ACAIS), air carriers in this class provided service to 2,719 enplaned passengers at VPS in CY 2016, and included:
enplaned annually at VPS in CY 2016
Carrier CY 2016 Enplanements % of Total Airport CFM INC D/B/A Contour Airlines (LF#) 1,306 0.30% Corporate Flight Management Inc. (21Q) 542 0.12% Atlas Air, Inc. (5Y) 470 0.11% Eastern Airlines Group Inc. (EE#) 38 0.01% Miami Air International, Inc. (GL) 123 0.03% Omni Air Express (X9) 114 0.03% Swift Air, LLC (09Q) 126 0.03% TOTAL ATCO ENPLANEMNTS 2,719 0.62% TOTAL AIRPORT ENPLANEMENTS 440,002 100.00%
Monday, September 17, 2018 – If an air carrier does not provide certification, the air carrier is considered to have certified its agreement – A certification of disagreement must contain the reasons for such disagreement; the absence of such reasons shall void the certification of disagreement
Allyson Oury, CPA Airports Deputy Director – Finance 1701 State Road 85 N Eglin AFB, FL 32542-1498 Phone: (850) 651-7160 Ext. 4 E-mail: aoury@myokaloosa.com
Task Timeframe Notice letter mailed to airlines and public notification July 13, 2018 Air carrier consultation meeting / Post public notice August 15, 2018 Air carrier comment deadline September 17, 2018 Public comment deadline September 17, 2018 Submit Draft PFC Application #7 to FAA for preliminary review October 15, 2018 Submit PFC Application to FAA November, 2018
(Required within 6 months of airline meeting)
FAA decision February, 2019
(Maximum of 120 days after submission)
Notice to air carriers of FAA approval February, 2019 Charge effective date October 1, 2027