To assist in the development of an Airport
Project Prioritization System, similar systems
from 11 States were compiled and reviewed.
After reviewing these various systems, it wasTABLE OF CONTENTS
1.0 PROJECT HISTORY ii
1.1 LOCATION MAP ii
1.2 EVALUATION CRITERIA ii
1.3 PROJECT EVALUATION WORKSHEETS ix
1.4 PUBLIC INVOLVEMENT ix
1.5 DEVELOPMENT STANDARDS ix
1.6 FINANCIAL OVERVIEW xv
1.6.1. Annual Funding Requirements. xvi
1.7 UPDATING PROCEDURES xviii
1.0 PROJECT HISTORY
In 1997 the Vermont Legislature directed the Vermont Agency of Transportation (VAOT) to review its aviation funding policies and procedures, provide direction for public investment in airports, investigate underlying policy assumptions, and to identify steps to move toward a more intentional and targeted approach to improving air facilities. This request resulted in the preparation of the 1998 "Vermont Airport System Policy Plan." This plan identified a number of findings related to VAOT's aviation policies.
Since the completion of this study, VAOT implemented many of these recommendations. In December, 1998, VAOT contracted with the aviation planning consultant Dufresne-Henry, Inc. to assist in the completion of several of the Policy Plan recommendations. Specifically, Dufresne-Henry was charged with the development of the Vermont Airport Capital Facility Program, including the following work tasks:
The results of these activities representing the conclusion of this program are summarized in the report entitled "Vermont Airport Capital Facility Program Final Report", dated March 14, 2000.
1.1 LOCATION MAP
A map of the Vermont Airport System (Figure E-1) follows this page, and indicates all public use airport facilities. This particular study was limited to publicly owned, public use facilities; hence, the Basin Harbor, Warren-Sugarbush, Post Mills, North Windham and Mount Snow Airports shown on this map are not discussed in this report, as they are privately owned.
1.2 EVALUATION CRITERIA
To assist in the development of an Airport
Project Prioritization System, similar systems
from 11 States were compiled and reviewed.
After reviewing these various systems, it was
Insert Map (Figure E-1)
decided that rather than take one State's plan and modify it to suit the needs of Vermont, it was more appropriate to create a new prioritization system based on all of these plans. The resulting final evaluation criteria are presented in Table E-1.
TABLE E-1
EVALUATION WORKSHEET DEFINITIONS (REVISED 2/28/00)
Acronyms: NPIAS (National Plan of Integrated Airport System) Code - FAA Airport Code which describes Activity Level of Airport
NAVAIDS - Navigation Aid ARFF - Aircraft Rescue and Firefighting
| # | CRITERIA | DEFINITION | MEASUREMENT | |
| ITEM | POINTS | |||
| AIRPORT CRITERIA AIRPORT CRITERIA | ||||
| 1 | Airport Operations | Considers the number of annual operations at the airport to gauge the level of activity. An operation is defined as a takeoff or a landing of a fixed or rotary wing aircraft, including airplanes, gliders, helicopters and ultra light aircraft. One "Touch and Go" training procedure would account for 2 operations - one landing and one take-off. | Greater Than 20,000 Annual
Operations
5,001 - 20,000 Annual Operations 0 - 5,000 Annual Operations |
50
30 10 |
| 2 | Based Aircraft | Considers the number of based aircraft at the airport to gauge the level of activity. | Greater Than 45 Based Aircraft
11 - 45 Based Aircraft 1 - 10 Based Aircraft |
50
30 10 |
| 3 | Geographic Proximity | Gives points to remote airports. The intent is to recognize the importance of airports which can provide access to less populated areas. Travel time is calculated as the distance measured in a straight line from the airport to a metropolitan area (village or city with a population greater than 7,500 people) divided by a speed of 30 miles per hour. | Greater Than ½ Hour
1/4 - ½ Hour Less Than 1/4 Hour |
20
12 6 |
| 4 | Governmental & Local Support | Gives points to facilities which have demonstrated local and regional support. Support is measured by evaluating three specific areas - attendance at Airport Capital Facility Program Meetings, documented history of community and business support of the airport, and existing or proposed development of local zoning regulations which specifically address development adjacent to the airport. Points will be given in each of these three areas, and should consider the size of the population within the vicinity of the airport, to give additional points for smaller airports with particularly strong local and government support. | 4A - Meeting Attendance
Strong Attendance Moderate Attendance Weak Attendance |
6 4 2 |
| 4B - History of Local Support
Measured by documented summary of projects undertaken by airport without State or Federal Aid; letters of support from local businesses, users of the airport, and quasi-public entities; existence of an active airport advisory group, commission, or other entity; history of coordinating with and inviting VAOT to participate in local airport activities; history of use of the airport for public events, such as car shows, air shows, fairs, etc. |
8 - 0 | |||
| 4C - Zoning Which Addresses
Protection of Airport & Surrounding
Airspace
Existing Airport Land Use Zoning Proposed Airport Land Use Zoning Not Yet Enacted No Airport Land Use Zoning |
6 4 0 | |||
| 4 - Governmental & Local Support Score | Total Points | |||
| PROJECT CRITERIA PROJECT CRITERIA | ||||
| 5 | Economic Development | Gives points for projects with documented proof that the project is required to maintain or attract new entities, businesses, air carrier service, or mail/freight shipping service, or to enhance the economic development of a local business. In order to give credit for this criteria, written documentation is required from either a user, a business that would benefit from the potential improvement, or a local quasi-public entity stating the economic benefit of the improvement in terms that can be measured (dollars), if possible. The benefit should be measured in increased payroll dollars or increased business revenue. | Documentation of Economic Benefit
of Project with ...
Project Required to Maintain or Attract a New Business, Air Carrier Service or Mail/Freight Shipping Service Greater than $1,000,000 Annual Economic Benefit Enhancement $100,001 - $1,000,000 Annual Economic Benefit Enhancement $10,001 - $100,000 Annual Economic Benefit Enhancement $0 - $10,000 Annual Economic Benefit Enhancement No Specific Dollar Amount of Benefit Identified No Documentation of Economic Benefit of Project |
40 40 20 12 4 2 0 |
| 6 | Special Program/Multi-Year Funding | Gives points for projects with particular support, or which are otherwise considered to be particularly important. Also provides 5 points for multi-year projects that are currently underway to recognize fact that unless mitigating circumstances indicate otherwise, the project should be progressing forwarding. | Subjective Ranking
5 Points For Multi-Year Projects Currently Underway |
20 - 0 |
| 7 | Project Type | Considers the type of project to be undertaken, with priority given to airside construction. For pavement rehabilitation or reconstruction projects, additional points will be given based on the Pavement Condition Index (PCI) score of the pavement to be rehabilitated. The PCI score shall be the based on the Pavement Management Study completed by Clough, Harbour & Associates for VAOT in March of 1999. | Primary Runway
Primary Runway Taxiway Planning Aprons/Connector Taxiways NAVAIDS Land Acquisition Hangar Site Development Snow Removal/ARFF Equipment & Bldgs. Secondary Runway Terminal/Landside Airfield Electrical/Vaults |
100
90 90 80 70 70 60 60 60 50 40 |
| For Pavement Rehabilitation or
Reconstruction Projects, add
Following Points
PCI Rating 0 - 19 20 - 39 40 - 59 60 - 79 80 - 100 |
20 16 12 8 4 0 | |||
| 5 - Project Type | Total of Points | |||
| 8 | FAA Priority Points | Points are given for projects eligible for FAA funding, based on the FAA's priority ranking system. This will help to tie the VAOT prioritization system into the FAA system. | FAA Priority Ranking Score
100 - 90 89 - 80 79 - 70 69 - 60 59 - 50 49 - 40 39 - 30 29 - 20 19 - 10 9 - 0 Projects Not Eligible for FAA Funding |
20 18 16 14 12 10 8 6 4 2 0 |
| 9 | Upgrade to FAA Standards | Gives points for projects which will upgrade the airport to FAA safety standards. These standards include construction of or improvements to runway and taxiway safety areas, runway and taxiway widths, and runway and taxiway gradient; obstruction identification, lighting and/or removal (including land or easement acquisition for removal of these obstructions); and relocation of a runway threshold for avoiding approach obstructions. | Project Will Completely Bring
Airport into Compliance with an
FAA Safety Requirement
Project Will Partially Bring Airport into Compliance with an FAA Safety Requirement Project Is Not Related to an FAA Safety Requirement |
100
50 0 |
| 10 | VAOT Development Standards | Gives points for projects which will upgrade the airport to VAOT's minimum development standards. These standards include installation of perimeter security fencing around the entire airport; construction of a taxiway system to remove aircraft from the active runways; construction of aprons to meet forecasted aircraft demand; weather reporting device, runway lights and ground communication outlets for instrument approach airports; maintenance of existing infrastructure; development of a public picnic area; and the preparation or update of the airport layout plan or master plan. | Project Will Completely Meet a
VAOT Development Requirement
Project Will Partially Meet a VAOT Development Requirement Project Is Not Related to, or is in Excess of, a VAOT Development Requirement |
100
50 0 |
| 11 | Previously Programmed Federal or State Aid | Gives significant evaluation points to projects with State or Federal funding programmed to the project. Points are given on a sliding scale, ranging from 200 points to 0 points. | Funding Programmed for Current
Year
Funding Programmed 1 Year Out Funding Programmed 2 Years Out Funding Programmed >2 Years Out or No Funding Programmed |
200
150 50 0 |
| 12 | Cost/Benefit | Gives points for projects that will significantly increase the utility of the airport at a relatively small cost. To be eligible, project must cost less than $75,000. Evaluation is based on the project's ability to increase the utility of the airport, and the project cost. | 12A - Project Cost
$0 - $5,000 $5,001 - $25,000 $25,001 - $75,000 |
50 30 10 |
| 12B - Benefit
Project Has Potential for Significant Increased Use of Airport Project Has Potential for Minor Increased Use of Airport Project Has No Potential for Increased Use of Airport |
50 30 0 | |||
| 12 - Cost/Benefit | Total of Points | |||
| 13 | Resource Impact | Gives points to projects which are not anticipated to have significant resource impact. Also penalizes facilities which are anticipated to have significant resource impact. | No anticipated resource impact
Minor resource impact - no mitigation anticipated Major resource impact - mitigation anticipated |
40
20 0 |
| 14 | Project Interest and Support | Gives points for projects with demonstrated local interest and support. Examples of project support could be procurement of some or all financial assistance outside of VAOT and FAA sources, assistance in providing construction project material and/or labor, and letters of support from local businesses, users of the airport, and quasi-public entities attesting to the benefits of the proposed project. Project opposed by an organized group or several individuals are given negative points. Points given in these areas should consider the size of the population within the vicinity of the airport, to give additional points for smaller airports with particularly strong local and government support. | 14A - Project Support
Measured by letters of support from local businesses, users of the airport, and quasi-public entities; resolutions or other formal motions from public and quasi-public entities; documentation of public meetings expressing support for the project; or a documented willingness to procure some or all financial assistance outside of VAOT and FAA sources and/or assistance in providing construction project material or labor. |
20 - 0 |
| 14B - Project Opposition
Measured by the level of organized, documented opposition to the project. |
0 - (-20) | |||
| 14 - Project Interest and Support | Total Points | |||
| TOTAL POTENTIAL AIRPORT POINTS (CRITERIA 1 - 4) | 140 | |||
| TOTAL POTENTIAL PROJECT POINTS (CRITERIA 5-14) | 760 | |||
| MAXIMUM POSSIBLE PROJECT RANKING | 900 | |||
1.3 PROJECT EVALUATION WORKSHEETS
One of the primary desires of VAOT was to
create a project prioritization system that was
easily understood by all parties who may wish
to review the project rankings. To help
facilitate this ease of review, a one page
summary of each project evaluation was
created. This worksheet concisely summarizes all pertinent information on the proposed project,
including the airport location, a project description, cost, project duration, and the summarized
evaluation sheet. A sample of this worksheet (Figure E-2) can be found on the following page.
1.4 PUBLIC INVOLVEMENT
As part of the Airport Capital Facility Program process, a significant effort was expended to present
the program to the public, both for their information and to obtain their input on the program that
VAOT was developing. To this end, a series of
four rounds of public meetings were held in
December 1998/January 1999; July, 1999;
October, 1999; and December, 1999. With the
exception of the last round of meetings, all
public meetings were held at the 12 System
Airports where space was available. For the
Fair Haven Municipal and John H. Boylan State Airports, the meetings were held at the Fair Haven
and Brighton Town Offices, and due to the large turn-out, the last public meeting for the Caledonia
County State Airport was held at the Lyndon Town offices. The final round of public meetings
consisted of three regional presentations at locations in Montpelier, St. Johnsbury, and Rutland. A
total of 38 public informational meetings were held.
The intent of these public meetings was to maximize public involvement, and to make those groups associated with the various airports part of the decision-making process. Based on comments received throughout this study, it appears that this goal was successfully achieved.
1.5 DEVELOPMENT STANDARDS
To assist VAOT in the determination of appropriate levels of development for the System Airports, standards were created which all airports should consider when evaluating their future facility needs. These standards are broken down into two primary categories - safety, which is generally addressed by FAA standards, and facility development, which is generally addressed
Insert Figure E-2
by VAOT standards, as defined under this project. The Facility Development Standards are based on appropriate levels of facility improvements as determined by VAOT. The FAA Safety Standards are nationally recognized guidelines, based exclusively on the design aircraft, which is defined by the largest aircraft which regularly uses the facility. Table E-2 summarizes these standards.
TABLE E-2 VAOT and FAA Standards
| Reference
Section |
Item | Criteria/
Dimensions |
|
VAOT Development Standards | ||
| 4.2.1 | Aircraft Parking Aprons | Based on Transient and Based Aircraft Activity. Calculate area for 30% of peak day activity of transient aircraft, and 50% of total number of based aircraft. |
| 4.2.2 | Hangar Demand | Since hangars are constructed with private funds, development will be accomplished as needed. Space should be set aside for hangars as summarized in Table 4-5. |
| 4.2.3 | Fueling Systems | For attended airports, adequate supply of Avgas. Jet-A storage based on demand. |
| 4.2.4 | Terminal/Administrative Building | Minimum of 10 peak hour operations to warrant a
separate administrative building. Otherwise, provide
phone, rest rooms, telephone recording, lounge and
bulletin board.
Commercial service airports should provide access to public transportation. Intermodal access to other transportation networks should be encouraged. |
| 4.2.5 | Auto Parking | One public parking space for 50% of each based aircraft, and 1.5 parking spaces for each peak day itinerant operation. |
| 4.2.7.1 | VFR Airport NAVAIDS | Lighted Windsock |
| 4.2.7.2 | IFR Airport NAVAIDS | Lighted Windsock, AWOS, PAPI or equivalent for primary runway end, MIRLs, Rotating Beacon, Necessary Obstruction Lights, GCO |
| 4.2.8 | Precision Approach Upgrade | Minimum of five peak hour instrument operations, and the upgrade must provide a minimum of a 10% reduction in the ceiling or visibility minimums. FAA concurrence is required. |
| 4.2.9 | Security Fencing | Full perimeter fencing to the extent feasible. |
| 4.2.10 | Taxiway System | Full parallel taxiway for commercial service airports. For B-II ARC and greater, consider full or at a minimum a partial parallel taxiway to the primary runway end. |
| 4.2.11 | ALP | All airports should have an ALP update at least every 10 years, or sooner if there are significant changes in the character of the airport. |
| 4.2.12 | ADA Compliance | All public facilities should be ADA compliant. |
| 4.2.13 | Maintenance of Infrastructure | Priority should be given to projects which maintain existing infrastructure. |
| 4.2.14 | Picnic Facilities | Where appropriate and safe, picnic and/or camping facilities should be constructed at the airport for use by both the local population and itinerant pilots. |
|
FAA Safety Standards | ||
| 4.3.2.1 | Runway Safety Area - Width and Length Beyond Runway End | Based on Airplane Approach Category, Airplane Design Group and Visibility |
| Approach Category A & B
Visual Approach and Not Lower than 3/4 Mile I - 120 ft Wide, 240 ft. beyond Runway End II - 150 ft Wide, 300 ft. beyond Runway End III - 300 ft Wide, 600 ft. beyond Runway End IV - 500 ft Wide, 1000 ft. beyond Runway End Lower than 3/4 Mile I-III - 300 ft Wide, 600 ft. beyond Runway End IV - 500 ft Wide, 1000 ft. beyond Runway End | ||
| Approach Category C & D
500 ft Wide, 1000 ft. beyond Runway End | ||
| 4.3.2.2 | Runway Protection Zone | Dimensions based on approach minimums, aircraft size and aircraft approach categories. (See Table 4-11). FAA policy is to either own or have easement control over RPZs. |
| 4.3.2.3 | Runway Object Free Area Width and Length Beyond Runway End | Based on Airplane Approach Category, Airplane Design Group and Visibility |
| Approach Category A & B
Visual Approach and Not Lower than 3/4 Mile I - 250 ft Wide, 240 ft. beyond Runway End II - 500 ft Wide, 300 ft. beyond Runway End III - 800 ft Wide, 600 ft. beyond Runway End IV - 800 ft Wide, 1000 ft. beyond Runway End Lower than 3/4 Mile I - 800 ft Wide, 240 ft. beyond Runway End II - 800 ft Wide, 600 ft. beyond Runway End III - 800 ft Wide, 800 ft. beyond Runway End IV - 800 ft Wide, 1000 ft. beyond Runway End | ||
| Approach Category C & D
800 ft Wide, 1000 ft. beyond Runway End | ||
| 4.3.2.6 | Primary Surface Width | Width Based on Airport Use and Approach Category |
| Utility Runway
Visual Approach - 250 ft Non-precision Approach - 500 ft. | ||
| Other Then Utility Runway
Visual Approach - 250 ft Non-precision Approach, >3/4 Mile - 500 ft. Non-precision Approach, <3/4 Mile - 1000 ft. Precision Approach, - 1000 ft. | ||
| 4.3.2.8 | Runway Line of Sight | Two points five feet above runway must be mutually visible along entire runway length. |
| 4.3.3 | Taxiway Width | Based on Airplane Design Group
I - 25 ft. II - 35 ft. III - 50 ft. IV, V - 75 ft. VI - 100 ft. |
| 4.3.3.1 | Taxiway Safety Area Width | Based on Airplane Design Group
I - 49 ft. II - 79 ft. III - 118 ft. IV - 171 ft. V - 214 ft. VI - 262 ft. |
| 4.3.3.3 | Taxiway Object Free Area Width | Based on Airplane Design Group
I - 89 ft. II - 131 ft. III - 186 ft. IV - 259 ft. V - 320 ft. VI - 386 ft. |
| 4.3.3.3 | Taxilane Object Free Area Width | Based on Airplane Design Group
I - 79 ft. II - 115 ft. III - 162 ft. IV - 225 ft. V - 276 ft. VI - 334 ft. |
1.6 FINANCIAL OVERVIEW
Before a discussion of annual aviation funding
requirements is undertaken, a cautionary note
on the funding requirements presented here is
in order. It must be emphasized that the
projects shown in this program represent a
"snapshot" of the airport needs at one
particular point in time. It is fully expected that as this program is implemented, additional needs
will be identified and added to project lists, and some projects which have been previously slated for
completion will 
be eliminated. This is a normal part of the aviation programming process, and
should be expected. Each year that VAOT utilizes the procedures summarized in this report, they
should do so with an eye towards carefully evaluating the proposed projects to ensure that they
should be pursued.
It was estimated that during the next five years, a total of 80 projects with a combined cost of $18.4 million will need to be accomplished. This project cost total is based upon the short-term (0 - 5 year planning horizon) needs at the airports, as defined in the most recent Airport Master Plans. In addition to these funding needs, the Burlington International Airport Year Capital Improvement Program indicates that the airport will be seeking a total of $469,000 in State matching funds over the next 5 years. These funds will be used to match a total of approximately $7,040,000 in AIP grants.
1.6.1. Annual Funding Requirements. The dollar volume of projects completed each year will vary, depending primarily on the funding levels provided to VAOT in the Transportation Bill. All funding for aviation capital projects in Vermont must be approved by Legislature in the annual VAOT budget. This includes all State and FAA AIP funds for both State Owned and Municipally Owned Airports.
For estimating purposes, an average annual cost to undertake the 5 Year Capital Facility Program is assumed by dividing the total program cost by the five year period. This results in an anticipated annual funding budget of $3.68 million, not including the estimated State Apportionment and FAA AIP funding needs of the Burlington International Airport, which is $7,509,000.
Given that $3,680,000 has been estimated as an annual budget to accomplish the 5 Year program
(State-Owned Airports and Fair Haven
Municipal Airport only), and FAA State
Apportionments are anticipated to remain at
the $750,000 level, $2,930,000 will need to be
funded annually, either from the
Transportation Bill, or other alternative
sources.
Figure E-3 summarizes VAOT's estimated aviation funding requirements for the next five years, which includes State and Federal Funding for the Vermont Airport System.
Figure E-3 State Aviation Funding Projections
1.7 UPDATING PROCEDURES
With the development of the Airport Capital Facility Program completed in early 2000, the next phase of this program is implementation, beginning with the annual updating phase. As a natural progression of the extension public support elements of this project, VAOT has developed a set of procedures to solicit the advice of the public, airport users, and interested parties as the upcoming airport capital program is being developed. Figure E-4 provides a graphic overview of the items to be accomplished, and the schedule of activities to annually update the program.
FIGURE E-4
VERMONT AIRPORT CAPITAL FACILITY PROGRAM - PUBLIC INFORMATION MEETINGS
SCHEDULE OF ACTIVITIES
| ACTIVITY | MARCH | APRIL | MAY | JUNE | JULY | AUGUST | ||||||||||||||||
| 7.1 Prepare Legal Announcement, Press Release | ||||||||||||||||||||||
| 7.1 Prepare Public Announcement | ||||||||||||||||||||||
| 7.1 Send out Newspaper and Public Announcements | ||||||||||||||||||||||
| 7.2 State Aviation Council Update | ||||||||||||||||||||||
| 7.2 Internal Working Meeting, Preliminary Rankings | ||||||||||||||||||||||
| 7.2.1 Public Meetings | ||||||||||||||||||||||
| 7.3 Public Comment Period | ||||||||||||||||||||||
| 7.4 Finalization of Project Rankings | ||||||||||||||||||||||
| 7.5 Presentation of Final Project Rankings to SAC | ||||||||||||||||||||||
| 7.6 Distribution of Final Project Rankings | ||||||||||||||||||||||