M A S T E R   P L A N

Section 3

DEMAND CAPACITY ANALYSIS and
FACILITY REQUIREMENTS

In previous sections of this Master Plan Update report, an inventory database was assembled to provide current information about Athens-Ben Epps Airport and the surrounding area. Next, aviation activity forecasts were established considering future 5-, 10-, and 20-year planning periods. This section of the Master Plan Update documents the capacity of various existing airport facilities, and compares capacity with anticipated future demand. Deficiencies between existing capacity and projected demand result in future facility requirements.

As discussed in the Preface, this Master Plan Update was initiated in October of 1997. However, work was delayed during the early stages of the project so that two supplemental analyses related to primary runway length options and relocation options for the commercial terminal, could be conducted. The reports summarizing these two supplemental analyses, "Runway 9/27 Length Analysis" and "Commercial Terminal Analysis" are provided as Appendices II and IV, respectively. A third supplemental study was commenced in September of 2000 to evaluate the future requirements of the general aviation facility in greater detail. The "General Aviation Terminal Building Conceptual Program" report, dated October, 2001, presents the results of this analysis and is included as Appendix VI.

The following demand/capacity analysis and evaluation of facility requirements was developed using FAA Advisory Circulars, accepted methodologies, and typical sizing factors for various facilities. Where appropriate, the findings of the above-discussed supplemental studies are incorporated or referenced. The results of this Section will identify future facilities to be evaluated in Section 4, Alternatives Analysis.

3.1 AIRFIELD

The airfield portion of the Airport includes the runways, taxiways, navigational aids (NAVAIDS), and airfield lighting facilities required for aircraft operations.

3.1.1 Critical Aircraft

The Athens-Ben Epps Airport has evolved into a diverse infrastructure component within Clarke County and serves a vital role in aviation for Northeast Georgia as well as the State. This evolution has resulted in an increase in the general size and overall sophistication level of the aircraft operating daily from the Airport. In an effort to better identify the Airport’s various existing user needs, and more importantly, to identify those needs anticipated in the future, a set of user profiles (groupings) were selected and are described below:

Each of these user profiles is highly representative of typical groupings found at larger/busier airports with commercial service.

Various critical aircraft types that may operate into and out of AHN, given adequate airside facilities, are shown in Figure 3-1. These aircraft were identified from discussions with Airport staff and users, and portray those aircraft within each of the previously discussed user profiles that may influence the demand placed on runway length.


Click picture for larger version

As illustrated in Figure 3-1, The General Aviation category is represented by two commonly known multi-engine piston aircraft produced by Beechcraft and Cessna. These aircraft are routinely seen at Athens-Ben Epps Airport today.

The Corporate/Regional Airline category makes up a diverse group in terms of equipment utilization. The Corporate aircraft illustrated in Figure 3-1 are the Gates Learjet 35 and the Gulfstream IV, both of which currently operate at AHN. The Regional Airlines are represented by a Canadair RJ-200 and an Embraer EMB RJ-145. Recently, Mesa Airlines acquired US Airways Express, and operates from AHN. As of May 1999, Mesa’s nationwide fleet of 26, Canadair RJ-200 aircraft was second only to Delta’s ComAir fleet, in terms of overall number of aircraft. It is anticipated that these aircraft may enter the Athens-Ben Epps market in the coming years since most commuter airlines are moving to all Jet fleets. Due to the higher cruise speeds afforded by regional jet aircraft, a swept wing technology is employed and as a result, takeoff and landing speeds are considerably higher. To reduce payload and potential degradation of airspeed, the wing area is also reduced. The smaller wing area and higher operating speeds typically generate a requirement for significantly longer runways.

The final category, Major Airline/Special Charter, is represented in Figure 3-1 by the Boeing 737-400 and 757-200 jetliners. These aircraft are strongholds in the Delta and US Airways fleets and are typically utilized in markets as large, and larger than Athens. In discussions with Delta’s charter group, the 737-400 was identified as the aircraft to serve UGA’s charter requirements. Furthermore, the Airport frequently receives requests from Delta charter 757-200 aircraft operators desiring to utilize AHN, however, due to runway inadequacies (runway width, taxiway width, and pavement bearing capacity) these requests currently must be declined.

3.1.2 Airport Reference Code Selection

As defined in FAA AC 150/5300-13 (Change 5), Airport Design, the Airport Reference Code (ARC) is a coding system used to relate airport design criteria to the operational and physical characteristics of airplanes anticipated to operate at an airport. The ARC is made up of two components, Aircraft Approach Category and Airplane Design Group (ADG). The Aircraft Approach Category is classified as follows:

The ADG is based on the wingspans of the aircraft to be served and is classified as follows:

The ARC at Athens-Ben Epps Airport is presently established as C-II for Runway 9/27. Given the existing operational activity by the Lear 35 and Gulfstream’s II, III, and IV, which are Category D aircraft, and contingent on Delta charter 757 aircraft operations, which is included in ADG IV, an ARC of D-IV has been selected as appropriate for facilities associated with Runway 9/27.

The ARC is presently established as B-I for Runway 2/20. The current ARC of Runway 2/20 is anticipated to remain unchanged.

3.1.3 Runways

The Athens-Ben Epps Airport is a publicly owned and operated facility situated in Northeast Georgia approximately 50 miles east-northeast of the Atlanta metropolitan area. The facility currently serves as the area’s only commercial service airport, while providing a home to general aviation operators and transient business and pleasure flyers. Additionally, AHN serves as a noted fuel stop for transient military operators. The presence of the University of Georgia, together with a rapidly expanding corporate base in Clarke County and the surrounding area, has increased demand for additional runway length beyond the current 5,522 feet. The safety of the aircraft currently using the Airport and citizens in and around the vicinity of the Airport was the basis for conducting the supplemental analysis of runway length presented in Appendix II. Another goal of this analysis was to maintain commuter air service in the future.

In recent years the County successfully completed the installation of a glide slope facility on Runway 27 (eastern end of the runway), providing precision instrument landing capability for the more demanding users (i.e., regional airlines, corporate users) and improved landing capabilities for airline service during inclement weather.

As discussed previously, a detailed runway length analysis has been completed and is included as Appendix II. The runway demand portion of this analysis, which is summarized below, focused on three areas: current Airport users, manufacturer’s specifications, and FAA’s computer model.

3.1.3.a Current Airport Users

A total of 48 operators were identified and contacted by survey, of which approximately 90 percent were using turbojet equipment (i.e., Lear 25 and 35; G-II, III and IV; Falcon 20, 50 and 200; etc.). Thirteen total responses (27 percent response rate) were received from the surveys including several Fortune 500 companies: Johnson & Johnson, DuPont, AFLAC, Nexxus, Rockwell, and Southeast Toyota Distributors.

Table 3-1 presents a summary of survey respondents together with their estimates of annual takeoffs and estimated runway length requirements for both takeoff and landing. These estimates were tabulated to determine the runway length necessary to satisfy current demand while meeting FAA’s basis of justification by demonstrating a minimum of 250 annual departures. The results from the surveys indicate a clear need for approximately 6,400 feet of runway length to satisfy existing users. Colvin Aviation, representing an estimated 1,200 departures annually, was subsequently contacted to obtain a more current representation of their fleet. Colvin Aviation has increased its fleet with the addition of two Lear 35s, which further increases their earlier estimate of annual operations by as much as 800 operations. It was also noted that the data on runway lengths required for departure did not take into account gradient factors. Adjusting for runway gradient given both existing runway end elevations and likely extended end elevations, the required 6,400 feet increases by 500 to 630 feet for a total length of approximately 6,900 to 7,030 feet. These adjustments are based on adding 10 feet to the departure length for every 1-foot of elevation change.

 

TABLE 3-1

CORPORATE RUNWAY LENGTH ANALYSIS

Athens-Ben Epps Airport

COMPANY (aircraft type)

ANNUAL

TAKEOFFS

TAKEOFF

LENGTH (feet)

LANDING

LENGTH (feet)

AFLAC (Falcon 50)

20

4,325

2,900

Image Air (Lear 25D)

2

4,770

3,720

Johnson & Johnson (HS-800, G-III)

2

5,200

4,350

Southeast Toyota (Lear 35)

6

5,341

5,192

Midwest Aviation (Falcon 20)

4

5,500

4,900

Southeast Toyota (Challenger 601-3A)

12

5,010

5,658

Southeast Toyota (Lear 55)

6

5,720

5,500

DuPont Aviation (G-IV)

6

6,250

4,770

Colvin Air Charter (Lear 35A)

1,200

6,400

6,100

Nexxus (G-III)

2

6,450

6,400

Reliance Electric (Sabreliner 65)

8

6,844

6,515

Land's End (Lear 35A)

6

6,850

4,210

Aviation Methods (HS-125/700)

4

7,825

4,500

Total Estimated Annual Takeoffs

Runway Length Required

1,278

6,400

6,100

SOURCE: AHN User Survey Data, 1997.

THE LPA GROUP INCORPORATED analysis, 1998.

 

Travel generated by the University of Georgia was also considered. Travel directly or indirectly generated by the University system includes: athletic department travel, large convention/conference contingencies, alumni-sponsored travel, recruiting, and dignitaries/government officials/celebrities. The University continues to use Delta Airlines as its charter carrier for the vast majority of away games. Preliminary coordination with Delta Airlines, Charter Flight Control, (reference Appendix B, within Appendix II) revealed that a minimum runway length of 6,500 feet and recommended runway width of 150 feet is needed to originate/terminate flights at Athens-Ben Epps Airport utilizing their 737 series aircraft. As noted previously, the Airport frequently receives requests from Delta charter 757-200 aircraft operators desiring to utilize the airfield. Further clarification of optimal runway length requirements by both the 737 and 757 series aircraft dictate the need for a 7,000-foot runway length (reference Appendix B, within Appendix II). It is anticipated that other traveling colleges would travel via charter carriers utilizing similar equipment and requiring the same operational minimums.

Based on FAA AC-150/5325-4A guidelines recommending a minimum of 250 annual takeoffs as runway length justification, the combination of corporate and University-generated annual travel adequately justify a minimum runway length of 6,500 feet. As noted previously in this subsection, the corporate response represented only 27 percent of the current list of airport users operating turbine-powered equipment. The obvious potential exists that the annual takeoff demand by similar aircraft at Athens-Ben Epps Airport is far in excess of these estimated 1,200-plus takeoff operations. This, coupled with the fact that the survey responses reflect existing demand rather than anticipated growth, dictates the necessity for a runway extension at Athens-Ben Epps Airport. Based on user input, the absolute minimum recommended takeoff length for AHN should be approximately 6,500 feet.

3.1.3.b Manufacturer Specifications

Following the coordination and tabulation of user survey data obtained from current corporate operators, an attempt was made to review the various aircraft manufacturer’s performance specifications for the aircraft presented in Table 3-1. This review was intended to validate user requirements and identify potential shortfalls in optimum runway length. Additionally, manufacturer performance specifications were studied for the regional and major airline aircraft identified under Section 3.1.1, Critical Aircraft, again for purposes of validation. Figure 3-2 graphically depicts the relationship of takeoff length requirements for the various critical aircraft.

3.1.3.c FAA Computer Model

Utilizing FAA's Airport Design computer program (version 4.2D), a determination was made that the 5,522-foot primary runway at AHN narrowly accommodates approximately 75 percent of these type aircraft, assuming a 60 percent useful load. Conducting the same analysis, but assuming a 90 percent useful load, requires a runway length of approximately 7,400 feet. The airplanes in the national fleet, which account for the remaining 25 percent, were not identified in the airport operating mix for AHN. Nevertheless, should these airplanes be included, takeoff lengths of approximately 6,200 and 9,300 feet are recommended by FAA assuming 60 and 90 percent useful loads, respectively.

3.1.3.d Recommended Runway Dimensions

Reviewing the user response data gathered during the survey process indicates that the desired normal operating weights typically exceed 80 percent of MGTOW, but infrequently reach 100 percent of MGTOW. This departure weight and resulting lengths provided by the users appears to fall well within the FAA general length requirements offered above. Additionally, manufacturers performance specifications seem to offer a significant level of validation and support for the data furnished by the users. Therefore, it is recommended that a minimum takeoff runway length of approximately 6,500 feet on Runway 9/27 be developed at the Athens-Ben Epps Airport. Optimally, a takeoff runway length of 7,000 feet on Runway 9/27 should be preserved as a part of this recommendation and this may be achieved through the use of declared distances.


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FAA design standards require a runway width of 100 feet for airplanes within ARC C-II and III. However, as noted by Delta Airlines, the initiation of 737 series and/or 757 series operations at Athens-Ben Epps Airport would require a recommended runway width of 150 feet. Therefore, Runway 9/27 should be widened to 150 feet to serve airplanes within Aircraft Design Group III with a maximum certificated takeoff weight greater than 150,000 pounds, such as the 737-400 as well as those airplanes within Aircraft Design Group IV, such as the 757.

In addition to serving as a back-up for Runway 9/27, Runway 2/20 is utilized by student pilots performing crosswind training. The FAA recommends for planning purposes that the crosswind, or secondary, runway should be at least 80 percent of the primary runway length. However, in that the student pilots do not require a longer crosswind runway and based on community input, it is not considered economically or politically feasible to extend Runway 2/20. Therefore, no extensions to Runway 2/20 have been evaluated as part of this Master Plan Update or supplemental analyses.

3.1.4 Taxiways

Runway 9/27 is equipped with a full-length parallel taxiway, Taxiway A, located approximately 400 feet north of the runway centerline and is 50 feet wide. Throughout the terminal area located on the north side of the field, Taxiway A shifts to a 600/650-foot separation from the runway centerline and follows the apron edge. In the event that Runway 9/27 is extended, an extension of Taxiway A should be programmed to coincide with the runway extension so as to continue to serve as a parallel taxiway to Runway 9/27. It is further recommended that an extension of Taxiway A (75 feet in width), connecting Taxiway A3 and B3, be considered. In addition, a full-length parallel taxiway south of Runway 9/27 is recommended to provide access for the midfield site, discussed in Section 3.2, Commercial Facilities. Taxiway A will accommodate aircraft types within ADG III, however the ADG may increase to IV, contingent on Delta charter 757 aircraft operations. The taxiway width of all taxiways supporting Runway 9/27 should be 75 feet to serve airplanes within ADG IV. Therefore, it is recommended that Taxiways A, A1, A3, and A4 be widened from 50 feet to 75 feet and strengthened.

Runway 2/20 is equipped with a full-length parallel taxiway, Taxiway B, located approximately 200 feet west of the runway centerline and is 35 feet wide. Along the east side of the terminal area, Taxiway B shifts to a 500/550-foot separation from the runway centerline and follows the apron edge. With its current dimensions, Taxiway B will continue to accommodate aircraft types within ADG I.

In order to enhance the safety and efficiency of the airfield, it is recommended that Taxiway B be extended approximately 1,100 feet. It is further recommended that Taxiway A be relocated between Taxiway A3 and Runway 2/20 and that Taxiway B3 be removed.

The Georgia State Patrol (GSP) hangar has been constructed and in order to improve airfield access for this facility, a taxiway is recommended.

3.1.5 Runway Protection Zones and Part 77 Imaginary Surfaces

3.1.5.a Runway Protection Zones

The function of the Runway Protection Zone (RPZ), as defined by FAA AC 150/5300-13, is to "enhance the protection of people and property on the ground". It is recommended that the airport owner/sponsor control the RPZ through fee simple ownership if possible. Such control includes clearing RPZ areas and maintaining them clear of incompatible objects and activities. Control is preferably exercised through the acquisition of sufficient property interest in the RPZ. While it is desirable to clear all objects from the RPZ, some uses are permitted including, golf courses (but not club houses), agricultural operations (other than forestry or livestock farms), and automobile parking facilities (provided the facilities are located outside of the object free area extension). Land uses specifically prohibited in the RPZ are residences, places of public assembly, some examples include churches, schools, hospitals, office buildings, shopping centers, and other uses with similar concentrations of persons. Fuel storage facilities should not be located in the RPZ.

Based on the selected design standards and facility requirements previously discussed in this section, appropriate RPZ dimensions have been identified for each runway end at the Airport. These dimensions are shown in Table 3-2.

 

Table 3-2

RUNWAY PROTECTION ZONE (RPZ) DIMENSIONS

Athens-Ben Epps Airport
     

Dimensions

Runway Approach End

Approach

Visibility Minimums

Facilities Expected to Serve

Length

(feet)

Inner Width (feet)

Outer Width (feet)

RWY 9

Not lower than ¾ mile

All Aircraft

1,700

1,000

1,510

RWY 27

Lower than ¾ mile

All Aircraft

2,500

1,000

1,750

RWY 2

Visual and not lower than 1 mile

Aircraft Approach Categories A and B

1,000

500

700

RWY 20

Visual and not lower than 1 mile

Aircraft Approach Categories A and B

1,000

500

700

SOURCE: THE LPA GROUP INCORPORATED

3.1.5.b Part 77 Imaginary Surfaces

Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace, defines airport imaginary surfaces, which must be controlled and kept clear of obstructions to protect aircraft departure and landing airspace. Table 3-3 presents the FAR Part 77 surface requirements that pertain to the Airport relative to the selected design standards. A graphical description of these surfaces is provided by the Airport Airspace Plan, a small version of such is included in Section 6.

Table 3-3

FAR PART 77 SURFACE REQUIREMENTS

Athens-Ben Epps Airport

Item

RUNWAY APPROACH END

Runway 9

(feet)

Runway 27

(feet)

Runway 2

(feet)

Runway 20

(feet)

Primary Surface Width

500

1,000

500

500

Horizontal Surface Radius

10,000

10,000

5,000

5,000

Approach Surface Width at End

3,500

16,000

2,000

2,000

Approach Surface Length

10,000

50,000

5,000

5,000

Approach Slope1

34:1

50:1/40:1

20:1

20:1

1The approach slope is 50:1 for the inner 10,000-foot portion of the approach surface, and 40:1 for the outer 40,000-foot portion.

SOURCE: THE LPA GROUP INCORPORATED

3.1.6 Lateral Clearances

Lateral clearance airport requirements are based on data found in FAA’s Airport Design AC. Clearance dimensions relevant to the selected design standards and facility requirements previously discussed in this section are shown in Table 3-4.

Table 3-4

LATERAL CLEARANCES

Athens-Ben Epps Airport

Item

Runway

9/27

(feet) 2

Runway

2/20

(feet) 3

Runway Safety Area Width

500

120

Runway Safety Area Length Beyond Runway Ends1

1,000

240

Runway Centerline to Parallel Taxiway Centerline

400

225

Runway Centerline to Aircraft Parking Area

500

200

Runway Object Free Area Width

800

400

Runway Object Free Area Length Beyond Runway Ends1

1,000

240

Runway Obstacle Free Zone Width

400

400

Runway Obstacle Free Zone Length Beyond Runway Ends1

200

200

Taxiway Safety Area Width

171

49

Taxiway Object Free Area Width

259

89

1The area/zone also parallels each runway for its full length.

2Assumes airplane design group D-IV.

3Assumes airplane design group B-I.

SOURCE: FAA Advisory Circular 150/5300-13, Airport Design

3.1.7 Airfield Lighting and NAVAIDS

Airfield lighting and navigational aid requirements are discussed below. These facilities are important given they are necessary to support nighttime and "all weather" aircraft operations at the Airport and to enhance operational safety.

Existing navigational aids on Runway 9/27 consist of a localizer and PAPIs on the western end, and a glide slope, ODALS, and VASIs on the eastern end. Therefore, any extension to the western end will necessitate the relocation of both the localizer and the PAPI systems. Likewise any extension to the eastern end will require the relocation of the glide slope, ODALS, and the VASI systems. According to Airport representatives the existing glide slope antenna site is not desirable due to associated hold position restrictions. Preliminary analysis of the glide slope antenna site, reveals that with a 500 foot extension to the east, the glide slope site may be relocated south of Runway 27 and 1,000 feet west of the Runway 27 threshold. This relocation should occur either during or after Runway 27 is extended. Additionally, in the unfortunate event that the contract ATCT is closed, relocating the glide slope to the south side of Runway 9/27 will prevent the loss of the glide slope/Category I precision instrument approach, which would otherwise fall victim to the absence of positive ATC ground control.

As previously mentioned, Runway 9/27 should be should be widened to 150 feet to serve airplanes within Aircraft Design Group III. Installation of High Intensity Runway Lights (HIRL) should occur either during or after Runway 9/27 is widened.

In addition, the future installation of a medium intensity approach light system with runway alignment indicators (MALSR) should be considered to replace the existing ODALS on the eastern end of Runway 9/27, as well the installation of (HIRL). This system will ultimately reduce landing minima under Category I conditions, improving the Airport’s poor weather capability and enhancing operational safety. The installation of this system must be considered from the standpoint of construction phasing, when analyzing the ultimate airfield configuration.

Runway end identifier lighting (REIL) provides the pilot with a positive indication of the location of each runway end. REIL installations are especially important to pilots conducting landings at night and during reduced visibility weather conditions. Currently, only runway approach end 27 is equipped with REIL. Accordingly, installation of REIL on runway approach end 2, 9, and 20 is recommended at Athens-Ben Epps Airport.

3.1.8 Pavement Strength

Present airport pavements were evaluated based on information available in the Airport/Facilities Directory, dated November 1, 2001. Runway 9/27 and Runway 2/20 have a load-bearing capacity of 40,000 pounds for aircraft with a single-wheel landing configuration and 45,000 pounds for aircraft with a dual-wheel landing configuration. According to FAA AC 150/5320-6D, Airport Pavement Design and Evaluation, airport pavements are constructed to provide adequate support for the loads imposed by aircraft using an airport and to produce a firm, stable, all-weather surface. In order to satisfactorily fulfill these requirements, the pavement must be of such quality and thickness that it will not fail under the load imposed. As previously discussed, the 737-400 was identified as the aircraft to serve UGA’s charter requirements. In addition, the Airport frequently receives requests from Delta charter 757-200 aircraft operators desiring to utilize the Airport, however based on the existing load-bearing capacity for Runway 9/27 and the width of Taxiway A, this is not allowable. It is therefore recommended that during engineering design for the previously proposed 6,500-foot runway, a pavement section capable of accommodating aircraft with a maximum gross weight of 255,000 pounds dual tandem-wheel be considered.

The existing pavement strength of Runway 2/20 is considered adequate for aircraft having a max gross weight of 40,000 pounds with a single wheel landing configuration and 45,000 pounds with a dual-wheel landing configuration. However, should the runway be extended in the future, a stronger pavement section will be required to accommodate heavier aircraft served by the longer runway.

3.2 COMMERCIAL FACILITIES

3.2.1 Apron/Gates

The required air carrier apron size is determined by the number of aircraft parking positions (gates) required during its peak usage period, the type and sizes of the anticipated aircraft, operating characteristics (e.g. power out or push-back), taxilanes, safety clearances, and ground service equipment and maneuvering lanes.

Currently Athens-Ben Epps Airport is served by US Airways Express, which operates the BAe Jetstream 32 aircraft at the Airport and utilizes one gate position on the existing 3,970-square yard air carrier apron. However, commencement of air carrier service by another airline during the 20-year planning period would necessitate use of a second gate at peak times. In addition, existing and future large charter aircraft operating at the Airport require a third parking position. Therefore, for the purposes of sizing the apron, all three of these aircraft must be accommodated simultaneously. Based on anticipated demand over the 20-year study-period, approximately 17,000 square yards of pavement would accommodate aircraft parking and maneuvering lanes.

3.2.2 Terminal Building

The sizing of the terminal building was based upon a detailed preliminary architectural analysis that considered spatial requirements of 22 various components including lobby, airline facilities, baggage make-up, baggage claim, concessions, circulation, etc. This previous analysis is included as Appendix IV.

A terminal building generally is comprised of five basic components:

However, based on input received from Airport representatives, Airport administration facilities will be accommodated elsewhere and, therefore, were not considered. Although not a primary consideration at this level of analysis, additional space is required for a miscellaneous component that would incorporate such concerns as mechanical/maintenance.

A subsequent analysis was performed and is included as Appendix V. The results of this study yielded a 2022 total terminal building spatial demand of approximately 16,400 square feet.

3.2.2.a Public

The Public component includes queuing areas associated with baggage make-up, baggage claim and rental car; hold rooms; restrooms; and other areas providing space for waiting and circulation. The ticket lobby includes the area required for a queue depth of six people, with approximately three feet per person. In addition, a minimum circulation depth of eight feet should be provided clear of the queuing.

The baggage claim area consists of a lobby and a baggage display device. The device can be either a baggage shelf or a baggage conveyor unit. Depending on the device used, the lineal footage is calculated by assuming 2 bags per design-hour passenger and allowing for this baggage to be retrieved in a 20-minute period. The spatial requirements of the baggage claim lobby are calculated by multiplying 30 feet by the length of the baggage claim device plus 6 feet of depth for through traffic. These 30 feet provides appropriate space for waiting, retrieving baggage, queuing, and circulation beyond the claim device.

Public waiting areas should be provided at an airport for passengers and visitors arriving early before their flight, and for those individuals waiting for ground transportation after their flight arrives. These waiting areas need to accommodate 75 percent of design-hour passengers and one visitor. An area of 20 to 25 feet per person is appropriate for airports the size of Athens-Ben Epps.

The passenger holding areas provide secured areas where passengers can sit or stand while they wait to board a flight, or if allowed visitors can wait for incoming passengers. A peak 30-minute boarding factor of 75 percent of the design-hour passengers and 25 square feet per passenger is used to determine the required area for seating.

Some allowance (approximately 8 to 10 feet of depth) should be made for rental car queuing outside of circulation areas. Although two rental car companies, Hertz and Budget, currently service the Airport, it is necessary to plan for one to two more companies as activity levels increase.

In addition, approximately 300 to 400 square feet should meet the total spatial requirements of the security screening area and accommodate the screening devices and maneuvering space around them and a search/detention area. It is assumed that 20 percent of design-hour passengers may require restroom facilities. Furthermore, the preliminary planning numbers should be checked against the local building codes during schematic design to verify that minimum requirements are met. In general, circulation occupies approximately 25 percent of the total building area for terminals at Airports similar to AHN.

3.2.2.b Airline

Airline facilities include ticket counter area, ticketing support offices, and outbound and inbound baggage area. Currently one airline serves the Airport, however, in anticipation of the successful recruitment of a new carrier, two should be considered for terminal spatial requirements. Consultant experience suggests that airlines require a minimum of two agent positions to effectively serve their passengers. Therefore, if a second airline tenant does initiate operations at Athens-Ben Epps Airport, four ticket positions would be required.

Each agent requires approximately six linear feet of counter space and bag well. An additional 3 feet of frontage should be allowed for airline personnel to pass through the counter area. A minimum space, 20 feet deep behind the ticket counter area is an appropriate amount of space for ticketing support offices. Thus the total space for the airline ticket offices is the ticket counter length multiplied by 20 feet.

The outbound baggage area is used for processing bags that are checked in at the ticket counter. One baggage cart and the space to maneuver around it require approximately 250 square feet. The size of the outbound baggage area is determined by providing one cart per commercial airline tenant. The inbound baggage area relates directly to the baggage claim device because a certain amount of space is needed to access the claim device and handle incoming baggage. It is anticipated that a baggage shelf, which requires approximately 18 feet of covered service space, would be sufficient to accommodate demand over the 20-year study period.

3.2.2.c Concessions

Concessions generally include a gift shop, vending area, restaurant, and possibly a travel agent office. Generally, a full service restaurant requires a minimum number of patrons to be financially feasible. These patrons could include passengers, pilots, airport employees, and local citizens, however, this varies from community to community. For the purposes of planning the Athens-Ben Epps Airport, some space has been programmed to be a flexible eating area for food service, with the capability of developing space for another use such as tenant offices. An area of 25 square feet per design-hour passenger is used to determine the size of the restaurant/eating area. Over the 20-year study period, a total of 1,075 square feet is allocated to meet the spatial requirements of miscellaneous concession, vending, and restaurant/eating areas.

3.2.2.d Rental Car

Rental car agencies require both counter and office space. As mentioned previously, although two rental car companies currently service the Airport, it is necessary to plan for one to two more companies as activity levels increase. A minimum of 80 square feet per rental car vendor should be provided (10-foot counter by 8-foot depth) with an additional 80 square feet for office area per agency.

 

3.2.2.e Recommended Terminal Area Dimensions

A comparison of the existing space provided for the various terminal area components previously evaluated with the anticipated spatial demands allows for air carrier terminal space deficiencies to be recognized and leads to the identification of areas in the terminal requiring expansion or reallocation of existing space to accommodate increased passenger activity and changing airline/public needs. The existing 7,866 square-foot terminal building is anticipated to be undersized by approximately 8,500 square feet by the year 2022. Decisions on when various terminal improvements will be implemented and in what sequence, will be dictated by the severity of the deficiencies, as measured by economics, safety, and passenger convenience.

The existing terminal building is a single level structure, which requires apron level passenger boarding. According to Airport representatives, this method of boarding is anticipated to remain unchanged over the 20-year study period.

The overall gross square footage of the proposed terminal building is approximately 16,400. Although not provided in the existing terminal building, it is recommended that space be allocated for ticket lobby, inbound baggage, vending area, restaurant/eating area, and rental car queuing. In addition, it is recommended that existing circulation areas be increased by approximately 126 percent. The largest spatial deficiency is in the baggage claim lobby, which is anticipated to require a space over eight times larger than its existing size.

3.2.3 Airport Access

There are two U.S. highways, U.S. 29 and U.S. 78, in close proximity to the Airport. U.S. 29, which is a four-lane facility, interchanges with U.S. 78 approximately three miles northwest of the Airport. There are currently two methods of accessing the Athens-Ben Epps Airport from U.S. 78: 1) Winterville Road; and 2) Cherokee Road/Beaverdam Road. Both routes necessitate approximately two miles of travel to/from U.S. 78 and Ben Epps Drive, which provides access to the terminal area. A more direct route is desirable for patrons of the Airport and particularly those utilizing the commercial terminal.

Ben Epps Drive is a two-lane, bi-directional facility except in the immediate terminal parking area. As concluded in the 1995 Master Plan, turning movements entering the parking area and the requirement for most general aviation traffic and users of the curbside to pass through the lot is considered both unsafe and undesirable. A separation of general aviation traffic from passenger terminal traffic and the public parking lot is recommended.

In addition, it is recommended that improvements such as realignment of Ben Epps Drive, signage, etc. be implemented within the short-term planning period. This realignment encourages access via the Cherokee Road/Beaverdam Road route, which provides a more desirable image of the community and area. It also enhances the loop road concept, providing for a more efficient and safe entrance and exit of the Airport. Finally, this concept allows for development northeast of Ben Epps Drive, should the need arise.

3.2.4 Automobile Parking

Terminal area parking facilities accommodate public, rental car, employee, and curbside passenger pick-up and drop-off. Public parking is typically provided adjacent to the terminal building and convenient to the ticketing and baggage claim areas. Due to varying requirements for parking durations, parking facilities are generally provided for long-term parking (more than one day) and short-term parking (one day or less). The spaces closest to the terminal building are generally more desirable due to their shorter associated walking distances. Currently, the several different operations/activity types occurring at the Airport are located within close proximity to one another, resulting in parking that is also intermingled. The existing parking areas associated with the commercial terminal provide 50 public parking spaces at an average distance of 150 feet from the terminal building and an additional 140 more distant spaces that are shared with terminal area employees. As discussed in Appendix C of Appendix V, included herein, a demand for 240 public parking spaces in the vicinity of the commercial terminal is anticipated over the 20-year study period.

Two rental car agencies, Hertz and Budget, currently operate at AHN. Both companies lease four parking spaces from the Airport, which comprise their ready/return spaces. In order to more accurately assess future rental car facility needs, company representatives were contacted. Based on the results of these interviews, it was recognized that during peak periods, which typically occur on holidays (i.e. Fourth of July, Memorial Day, Labor Day, Thanksgiving, and Christmas), three days per week (Monday, Tuesday, and Wednesday) during the summer months, and during home football game weekends at the University of Georgia, the existing rental car facilities at AHN are inadequate. These activity peaks generally equate to 80 days per year. Based on input from rental car agency personnel, parking facility requirements per rental car agency over the 20-year study period include 10 ready/return spaces and 75 remote storage spaces. In that, as previously discussed in Section 3.2.2.a, it is necessary to plan for one to two more companies as activity levels increase, the overall rental car parking facility requirements include 40 ready/return spaces and 300 remote storage spaces. In addition, a service area consisting of vacuum/car wash facilities is desired adjacent to the storage lot.

Employee parking facilities should accommodate the automobiles for the maximum number of employees who may be working at a given time. This time period usually reflects the time of shift changes where early and late shift employees are both utilizing the facilities simultaneously. Parking for the majority of people employed in the commercial terminal is accommodated in the most distant parking area. This area consists of 140 spaces and is shared with public parking. Based on site visits and discussions with Airport representatives, it is estimated that in the year 2022 approximately 25 employees would occupy the commercial terminal building during peak times. These 25 employee parking spaces are to be accommodated in addition to the above-described public and rental car parking requirements.

3.3 GENERAL AVIATION

3.3.1 Aircraft Parking

p>Future demand requirements for transient aircraft apron, aircraft hangar space, and aircraft tie-down space were evaluated. Transient apron demand was calculated using a factor of 360 square yards per typical design-hour transient aircraft as provided in FAA Advisory Circular 150/5300-13, Airport Design. By comparing the transient apron demand with the present transient apron area capacity, future transient apron needs were determined and are shown in Table 3-5.

 

Table 3-5

TRANSIENT AIRCRAFT APRON

Athens-Ben Epps Airport

YEAR

DESIGN-HOUR TRANSIENT AIRCRAFT1

DEMAND FACTOR (SY)

TRANSIENT APRON DEMAND

PRESENT AREA

(SY)2

ADDITIONAL AREA REQUIRED (SY)

2002

16

360

5,760

7,654

0

2007

18

360

6,480

7,654

0

2012

20

360

7,200

7,654

0

2022

24

360

8,640

7,654

986

1Number of transient aircraft was calculated based on input from Airport representatives and relative to growth in total general aviation operations.

2Discounts pavement used as taxilane to provide access to hangar areas and space for maneuvering aircraft.

SOURCE: THE LPA GROUP INCORPORATED

Presently, approximately 60 percent of based aircraft utilize hangars and 40 percent utilize tie-downs. Upon discussions with Airport representatives, it was discovered that inquiries for hangar space are frequently received; in fact a waiting list consisting of 55 people desiring hangar space currently exists. Although a waiting list is a good indication of future demand, it was assumed that only a portion of them would materialize due to the lack of commitment associated with such. It has been determined that the percentage of based aircraft that are hangared are based on a constrained scenario in that all hangars are occupied. Therefore, it is assumed based on input from Airport representatives that approximately 70 percent of all based aircraft will occupy hangar space by 2007 and the remaining 30 percent will utilize tie-downs Accordingly, Tables 3-6 and 3-7 provide the anticipated aircraft parking requirements for the 20-year planning period.

Table 3-6

AIRCRAFT HANGAR SPACE REQUIREMENTS

Athens-Ben Epps Airport

YEAR

HANGAR SPACE DEMAND

PRESENT SPACES AVAILABLE

ADDITIONAL SPACES REQUIRED

2002

74

63

11

2007

95

63

32

2012

104

63

41

2022

120

63

57

SOURCE: THE LPA GROUP INCORPORATED.

Table 3-7

AIRCRAFT TIE-DOWN REQUIREMENTS

Athens-Ben Epps Airport

YEAR

TIE-DOWN DEMAND

(Based Aircraft)

TIE-DOWN DEMAND

(Transient Aircraft) 1

TOTAL SPACE DEMAND

PRESENT SPACES AVAILABLE

ADDITIONAL SPACES REQUIRED

2002

50

16

51

77

0

2007

41

18

59

77

0

2012

44

20

64

77

0

2022

52

24

76

77

0

1Number of transient aircraft was calculated based on input from Airport representatives and relative to growth in total general aviation operations.

SOURCE: THE LPA GROUP INCORPORATED.

In accordance with Table 3-7, no additional tiedowns are needed to accommodate the 20-year demand. However, Airport representatives have provided input regarding a new layout of the general aviation area that will enhance efficiency and safety. It is envisioned that this reconfiguration will be implemented in the various stages of development over the 20-year planning period. It is proposed that in Stage I, the east general aviation apron, located adjacent to Sonny’s Flight Service, be expanded by 6,200 square yards, an additional 13,000 square yards of east general aviation apron be constructed, and 13,500 square yards of south general aviation apron be constructed as well as, a strengthening of the apron parking area for large aircraft (Group II). In Stage III, it is recommended that an additional 18,100 square yards of general aviation apron be constructed. Since a portion of the west general aviation area is expected to be implemented during the initial stage and future expansion of such is anticipated in Stage II, a stormwater detention facility will be required. Other proposed development may require a similar facility and a need for such will be determined at a later date.

3.3.2 General Aviation Terminal Requirements

In September 2000, a detailed study of the general aviation facility was initiated. This study, entitled the "General Aviation Terminal Building Conceptual Program" and dated October 2001, was performed in addition to the Master Plan Update and is provided in Appendix VI. Based on the identification of a critical need to more adequately and conveniently provide for various general aviation services, a new general aviation terminal building is being planned for the Airport.

As described in Appendix VI, the proposed layout of the general aviation terminal building was developed to accommodate activity levels ten years into the future. Since the planning period for this Master Plan Update is 20 years, an additional ten years of projected activity was considered. The building is composed of various components, some of which possess spatial relationships with activity factors including design-hour passengers, design-hour pilots, and design-hour pilots and passengers. Spatial requirements of other components are based on functional and operational requirements that are not influenced by activity levels and upon examination; these components appear to be adequate for the 20-year planning period. Components that are influenced by activity levels include the holding area, lobby, vending, public restrooms, pilot's lounge, and pilot's restroom. Each of these were evaluated based on architectural standards (square-foot per design-hour factor), activity-level growth rates anticipated between the 10 and 20-year planning periods, and architectural-planning judgment, as appropriate. This evaluation determined that some of the components might be slightly over sized while others were slightly undersized. However, the net result was that the overall dimensions of the facility were more than adequate to accommodate activity levels for the 20-year planning period. Therefore, an expansion of the facility beyond that proposed in Appendix VI is not necessary. However, during design of this facility, the functional relationships between components should be considered so that the layout will incorporate flexibility to enhance alteration of the interior should redistribution of space be necessary.

The proposed general aviation facility at Athens-Ben Epps Airport will provide such services as air crew flight planning support, fueling, transient aircraft parking, air crew lounge, crew/traveler light supplies (of sundries class), passenger waiting, telephones, rental car, community information, executive traveler meeting facilities, and airport administration. As presented in Table 3-8, the critical components of the proposed, approximately 6,700-square foot general aviation facility have been separated into the following areas: general use, passenger, flight crew, line crew, airport administration, and support services. These general areas and their functions are discussed in greater detail in Appendix VI.

Table 3-8

General Aviation Terminal

Athens-Ben Epps Airport

AREAS

SPACE REQUIRED (SF)

General Use

2,350

Passenger Services

1,150

Flight Crew

520

Line Crew

560

Airport Administration

720

Support Services

1,400

TOTAL

6,700

SOURCE: Appendix VI, General Aviation Terminal Building Conceptual Program.

3.3.3 Automobile Parking

General aviation automobile parking needs for the short- and intermediate-term were evaluated as a part of the "General Aviation Terminal Building Conceptual Program" included in Appendix VI. The planning period for this Master Plan Update is 20 years therefore, an additional 10 years of projected activity was considered. Several meetings with the Airport Advisory Committee and compliance with Athens–Clarke County Zoning guidelines were incorporated into this study. Athens-Clarke County Zoning Ordinance, Section 9-1-141, "Parking and Loading", subsection 4, requires one space for every 200 square feet of floor space devoted to public use. In that approximately 4,900 square feet of the proposed new general aviation terminal area is planned for public use, this yields a requirement for 24 parking spaces. In addition, based on input from Airport representatives, a maximum of eight employees are expected to be working at one time. Therefore, a total of 32 general aviation automobile parking spaces would be required during the short- and intermediate-term. An analysis of required automobile parking for the long-term indicated a need for approximately 76 spaces. This demand for automobile spaces over the long-term study period was calculated relative to growth in total general aviation operations, as well as considering an average of three pilots and passengers per flight and eight employees.

However, during past site visits it was noted that automobile parking of existing tenants exceeded the capacity of designated parking areas as evident by parking in grassed areas. In addition, Airport representatives have provided input to a redevelopment of the entire general aviation area that will accommodate numerous and various types of tenants. In fact, it is anticipated that 4 to 5 additional tenants will be operating at the Airport. Therefore, should build-out of this concept occur it is anticipated that a significant increase in automobile parking demand will result and thus our estimated needs, presented above, may double or triple. Due to the uncertainty and speculative nature of the types of tenants and their relative parking demand, as well as considering the current automobile parking demand, parking requirements were estimated to be 280 spaces.

 

3.4 ROTORCRAFT

Currently there are two helicopter parking pads consisting of 489 square yards of paved area each, located in close proximity to the ATCT. In accordance with the projected number of rotorcraft based at AHN and the anticipated growth in military traffic, as projected in Appendix I, a total of two helicopter parking pads should continue to accommodate rotorcraft requirements over the 20-year planning period. In order to provide for rotor and tail clearance for a UH-60 Black-Hawk, each of these helicopter parking pads would necessitate 982 square yards of area on the ground (not just paved surfaces).

3.5 AIR CARGO

A more than doubling of worldwide cargo freight/express revenue ton miles (RTMs) is projected in the FAA Aerospace Forecasts due to the demand for the rapid movement of goods and products by air, both domestically and internationally. Domestic freight/express RTMs are forecast to increase at 5.2 percent annually through 2012.

Athens-Ben Epps Airport currently has no facilities or apron dedicated solely to air cargo activities. However, Airport representatives indicated that given Athens’ close proximity to the expanding Metropolitan Area of Atlanta, as well as the anticipated growth projected for domestic cargo discussed above, a potential for growth in air cargo activity at Athens-Ben Epps Airport exists and a dedicated cargo apron should therefore be considered.

Airport personnel identified the Cessna Caravan Super Cargomaster and the Fairchild Metro III, as representative air cargo aircraft. Dimensional criteria for these aircraft are provided in Table 3-9. Total apron requirements are established by multiplying the number of aircraft by length, by wingspan, and then by a factor of 3.2 to allow for taxilanes, aircraft clearances, and cargo tug/transporter circulation corridors. Table 3-10 provides the anticipated air cargo apron requirements over the 20-year planning period.

Table 3-9

CARGO FLEET SIZE

Athens-Ben Epps Airport

Typical Aircraft

Wingspan (feet)

Length (feet)

Cessna Cargomaster

52

38

Fairchild Metro III

57

60

SOURCE: Jane’s All the World’s Aircraft, 1989-1990

Table 3-10

Cargo Apron Demand

Athens-Ben Epps Airport

TYPICAL AIRCRAFT

PEAK HOUR AIRCRAFT DEMAND

APRON AREA (SY)

2002

Cessna Cargomaster

1

703

2007

Cessna Cargomaster

Fairchild Metro III

1

1

703

1,216

2012

Cessna Cargomaster

Fairchild Metro III

2

1

1,405

1,216

2022

Cessna Cargomaster

Fairchild Metro III

2

2

1,405

2,432

SOURCE: THE LPA GROUP INCORPORATED

The results of this evaluation indicate that approximately 4,000 square yards of apron will be required by the year 2022 to accommodate future air cargo demand.

3.6 AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF)

Aircraft Rescue and Fire fighting (ARFF) facilities are indexed according to the length of air carrier aircraft and the average daily departures of air carrier aircraft. Athens-Ben Epps Airport is currently categorized as an Index A airport. However, should the 757–200 jetliner, anticipated to perform charter operations at the Airport, conduct less than five daily departures, reasonable accommodations of its firefighting needs should be met. This aircraft is classified as Index B, if the number of scheduled daily departures is less than five. Index B requires either of the following: (1) One vehicle carrying at least 500 pounds of sodium-based dry chemical or halon 1211, and 1,500 gallons of water, and the commensurate quantity of Aqueous Film-Forming Foams (AFFF) for foam production. Or (2) Two vehicles (i) One vehicle carrying the extinguishing agents as specified in Index A; and (ii) One vehicle carrying an amount of water and the commensurate quantity of AFFF so that the total quantity of water for foam production carried by both vehicles is at least 1,500 gallons. ARFF equipment and fire fighting agent requirements for FAR Part 139 Certificated Airports are shown in Table 3-11.

Table 3-11

ARFF EQUIPMENT REQUIREMENTS

Athens-Ben Epps Airport

Airport Index

Required NUMBER of Vehicles

Aircraft Length

Scheduled Departures

Agent + Water for Foam

A

1

<90¢

>1

500 pounds of dry chemical or Halon 1211 or 450 pounds of dry chemical + 100 gallons of water

B

1or2

>90¢ , <126¢

---------------

>126¢ , <159¢

>5

----------

<5

Index A + 1,500 gallons of water

C

2 or 3

>126¢ , <159¢

----------------

>159¢ , <200¢

>5

---------

<5

Index A + 3,000 gallons of water

D

3

>159¢ , < 200¢ ,

----------------

>200¢

>5

---------

<5

Index A + 4,000 gallons of water

E

3

>200¢

>5

Index A + 6,000 gallons of water

SOURCE: Airport/Facility Directory – Northeast U.S., Nov 1, 2001

NOTE: > "greater than or equal to"
< "less than"

In addition, the existing ARFF facility is undersized and located landside of the Airport’s secure area. Future ARFF facilities should be sized to approximately 4,000-5,000 square feet and planned to accommodate two vehicles, have adequate office, training room, and storage space. Since response time tests performed by ARFF personnel were successful and completed in less than the FAA-required three-minute response time, its location with respect to the airfield is acceptable. However, a location airside of the Airport’s secure area would enhance safety and ARFF operating efficiency.

It should be noted that the ARFF functions are currently staffed as needed by employees located at various locations on the Airport. The Line Crew at the General Aviation Terminal is expected to respond immediately when ARFF support is needed. During design and layout of the ARFF facility, location on the Airport of ARFF employees should be considered.

3.7 FUEL STORAGE

The Airport presently has two above ground fuel storage tanks (15,000-gallon 100LL/Avgas and 20,000-gallon Jet A tank). Fuel is dispensed through the use of mobile fuel trucks. Based on input received from Airport representatives, current demands for fuel are 480,000 gallons of fuel (Avgas and Jet-A) per year. Using the current level of annual operations, an average demand of fuel per operation was calculated at approximately seven gallons. Utilizing this seven-gallon multiplier and projected weekly operations, fuel storage requirements were calculated and are presented in Table 3-12.

Table 3-12

FUEL STORAGE REQUIREMENTS

Athens-Ben Epps Airport

YEAR

ANNUAL OPERATIONS

WEEKLY OPERATIONS1

AVG. FUEL DEMAND PER OPERATION

WEEKLY STORAGE REQUIREMENTS (gallons)

2002

73,072

1,405

7

9,835

2007

81,789

1,573

7

11,011

2012

90,507

1,741

7

12,187

2022

107,942

2,076

7

14,532

1Calculated based on 52 weeks per year.

SOURCE: THE LPA GROUP INCORPORATED

Based on this calculation, the existing capacity is considered sufficient to accommodate fuel storage requirements through the planning period. In addition, according to Airport representatives the anticipated demand over the 20-year planning period could be accommodated by an increase in the delivery frequency.

3.8 PROPERTY REQUIREMENTS

Based upon the identification of future airport development and the Alternatives Analysis (refer to Section 4), property acquisition requirements will be determined and shown on the Airport Layout Plan.




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