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# The SCAGRegion supports the nation's largest regional airport system in terms ofnumber ofairports and aircraft operations, operating in a very complex airspace environment. Exhibit 1 shows the SCAGregional aircarrier airport system. The system has sixestablished aircarrier airports including Los Angeles International (LAX),Bob Hope (formerly Burbank), John Wayne, Long Beach, Ontario and Palm Springs. There are also four new and emerging aircarrier airports in the Inland Empire and North Los Angeles County. These include SanBernardino International Airport (formerly Norton AFB),March Inland Port (joint use with March Air Reserve Base), Southern California Logistics Airport (formerly George AFB)and Palmdale Airport (joint use with AirForce Plant 42). The regional system also includes 45 general aviation airports and two commuter airports, for atotal of57 public use airports. Detailed profiles ofthe air carrier airports in the region can be found at the end ofthis chapter. Southern California airports playa crucial role in international trade, particularly with Pacific Rim countries, and to the regional economy. The value of airborne commodity exports out of the LosAngeles Customs District are about equal to waterborne exports, and airborne export values would be significantly greater if service exports, including impacts from tourism, were added to total export values. 

## REGIONAL AVIATION CHALLENGES There are significant challenges in meeting the future airport capacity needs ofSouthern California. Work on SCAG's 2004 Regional Transportation Plan (RTP)concluded that an Aviation Decentralization Strategy isneeded to meet the forecast doubling ofair passenger demand by 2030, from the current 90 million annual passengers (MAP)to 170 MAP. The four urban air carrier airports in LosAngeles and Orange counties-LAX, Bob Hope, Long Beach and John Wayne-are all highly constrained. Their collective acreage amounts to 5,540 acres, which isless than 17% ofthe 34,000 acres ofDenver International, and less than the 7,700 acres ofChicago O'Hare. At3,500 acres, LAX is avery small international airport despite being the third busiest airport in the country, and fifth busiest in the world in terms ofpassengers served. All ofthese urban airports have little room to expand because ofsevere encroachment by surrounding communities. In addition, two ofthese airports-Long Beach and John Wayne-have strict limits on allowable flights that arelegally enforceable (one is a city ordinance and the other a court settlement agreement) since they predate the Federal Airport Noise and Capacity Act of 1990 (ANCA). The challenge ofregional aviation demand in Southern California isnot limited to just the SCAG region. It is estimated that 15 to 20 percent of San Diego's airpassengers and 2/3 ofits air cargo is currently served by SCAGregion airports because ofinadequate airport capacity in San Diego. More than 40 commuter flights a day originate in San Diego County and land at LAX, because ofinadequate long-haul and international service in San Diego. This places additional burdens on the limited runway capacity ofLAX. San Diego International Airport israpidly approaching itsphysical capacity constraint of 23MAP,and arecent effort by the SanDiego County Regional Airport Authorityto find anew replacement airport wasnot successful. IfSan Diego does not solve its looming airport capacity problem, it will make the problem in the SCAGRegion much worse. 

## AIRPORT OPPORTUNITIES Fortunately, the region has available capacity to serve future demand at the new and emerging suburban airports in the Inland Empire (San Bernardino and Riverside counties) and North LosAngeles County. Ontario International Airport can accommodate up to 30 MAP (currently at 7.2 MAP) and help relieve LAXbybecoming the region's second major international airport. Palmdale Airport, San Bernardino International, March Inland Port, and Southern California Logistics not only have ample available capacity, but can serve future demand with far fewer environmental impacts compared to the highly constrained urban airports. These airports can also serve future demand with relatively modest capital investments since they have much ofthe essential infrastructure already in place.

AVIATION AND AIRPORT GROUND ACCESS REPORT 

## 1EXHIBIT 1

11 

### santa Barbara

~. Airport

N



# A

Source: Southern California Association ofGovernments, ESRIStreetMap USA Teleatlas 

### 2 AVIATION ANO AIRPORT GROUNO ACCESS REPORTThe 2004 RTPestimates that investments at the four new and emerging airports, needed to accommodate the forecast demand of 170 MAP,total about $4billion in improvements. Adding needed investments atthe other airports in the system (but not LAX),the required capital requirements at region airports total about $6.3 billion. This is a modest sum for serving an 80 MAP increase in demand over the next 25 years, compared to the exorbitant cost of building new airports to accommodate this demand. The primary challenge of decentralizing demand to these airports relates to the fact that the core of aviation demand will continue to reside in the urban areas ofLos Angeles and Orange counties. The greatest population and employment growth over the next 25 years isforecast to occur in the Inland Empire. The region is forecast to grow at a 1.25% annual growth rate as it adds about seven million people over from 2000 to 2035 (reaching a total of23.5 million). Riverside and San Bernardino counties are forecast to grow by 3.41J!0 and 1.9%, respectively, while LosAngeles and Orange counties will add population atrates less than 1°/i>.The Inland Empire will also addjobs at significantly higher rates than the regional average. However, by 2035 the bulk offuture aviation demand (82%) will still remain in LosAngeles and Orange counties (currently 90% oftotal regional demand). The main reason for this is that Los Angeles and Orange counties will continue to generate higher rates of air passenger trips per capita compared to the rest ofthe region. Their high trip propensities relate to greater levels of disposable income, and high concentrations ofactivities that greatly depend on air travel. These activities include international trade, tourism, entertainment, business services and high technology. 

## AIRPORT DECENTRALIZATION AND GROUND ACCESS STRATEGY The future challenge ofmeeting future aviation demand in the SCAGRegion is inextricably tied to airport ground access, since in order to meet that demand the region will need to get future air passengers from the urban areas ofLosAngeles and Orange counties to available airport capacity in the Inland Empire and North LosAngeles County. The challenge is complicated by the fact that the regional roadway system will bebecome increasingly unreliable, with daily delay on the system expected to more than double. This will place a great burden on the air traveler, who will have to allow for more time to get to the airport to catch his or her flight. Itwill make it difficult to expand the new airports with available capacity, since until they fully mature they will have few alternative flights to offer air travelers who miss their flights because ofunreliable ground access. Unless the regional airport ground access system issubstantially improved, many potential air travelers will choose not to fly at all, which will translate to substantial economic loss to the region. The 2004 RTPestimates that aconstrained 2030 regional airport system with conservative assumptions about future airport ground access improvements translates to alossof$18billion and 131,000 jobs to the economy ofSouthern California. SCAG adopted Regional Aviation Decentralization Strategy calls for making substantial airport ground access improvements throughout the region, in both the short term and long term. The short term program emphasizes relieving immediate bottlenecks around airports through arterial, intersection and interchange improvements, and increasing transit access to airports. Many ofthese improvements were programmed in the 2004 RTP,and are being updated for the 2008 RTPwith strong local input from airport, city and county transportation planners. SCAGiscurrently working closely with LosAngeles World Airports (LAWA)on planning and programming aregional system ofFlyAways, based on the very successful VanNuys flyAway where passengers park their cars and take abus to LAX.The locations ofthe proposed new FlyAways can be optimized by taking advantage ofthe region's developing high-occupancy vehicle (HOV) and light and heavy rail networks that can provide direct linkages to Ontario and Palmdale aswell asLAX. Making seamless HOVand rail connections with enhanced service to those and other suburban airports will also comprise SCAG's short- and medium-range airport ground access strategy. The flyAway, HOV and rail improvements tothe suburban airports will help establish apattern of decentralization, by attracting acritical mass ofpassengers and airline service

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 3at those emerging airports. SCAGis also working with the newly-reactivated Southern California Regional Airport Authority (SCRAA)in it ongoing efforts to restructure and redefine its mission, with the focus of helping to implement the Regional Aviation Decentralization Strategy through facilitating key airport ground access improvements. Overthe long term, SCAGaviation demand modeling indicates that the region will also need asystem ofhigh-speed railto the suburban airports to reach our adopted aviation forecasts, which are moderate and even conservative when compared to other forecasts for the region such as those developed by the FAA.The high speed, reliability and predictability ofhigh speed airport access will be needed to overcome mounting and increasingly unpredictable traffic congestion. For example, the initial operating segment of SCAG's proposed high-speed rail system from West Los Angeles to Ontario Airport will take only 30 minutes to travel from end to end, compared to over two hours by car in 2030. The regional high-speed rail system isan integral component of the 2008 RTPPreferred 2035 regional aviation demand forecast, as discussed further in this Report. 

# Recent History of Regional Aviation Planning in the SCAG Region The latest regional aviation demand forecasts and policies developed for the 2008 RTPrepresent an evolution and refinement of aviation planning work that SCAGhas conducted over the last two decades. They also reflect aregional consensus that has developed around key regional aviation issue. Regional aviation planning that SCAGhas conducted during this time period is summarized below, to place current planning for the 2008 RIP in proper perspective. 

## MILITARY AIR BASE AND AIR CARGO PLANNING IN THE 1990S Inthe 1990s, the focus ofthe SCAGAviation Program shifted from airport site selection studies to assessing the potential commercial use ofmilitary airbases


### 4 AVIATION AND AIRPORT GROUND ACCESS REPORT in the region. This was in response to a windfall ofpotential new airports that was presented with the closing or downsizing ofanumber ofmilitary air bases in two rounds ofbase closures in1991 and 1993. These included Norton AirForceBase(now San Bernardino International) March AirForceBase (now March Inland Port and March AirReserve Base), George AirBase(now Southern California Logistics), and Marine Corps AirStation ElToro. SCAGaviation planners assessed the potential ofthese bases, as well as NASPoint Mugu in Ventura County, in a military air base study conducted in 1994. Detailed joint use feasibility studies ofPoint Mugu and March AirForce Basewere also developed in 1994 and 1997. The notable feature ofallofthese studies was that they employed sophisticated computer model technology to generate and allocate demand to existing and hypothetical airports. This technology isbased upon extensive passenger surveys taken at all air carrier airports in the region that allow the model to replicate how different kinds ofpassengers would choose airports in aregional system that offers avariety ofairport choices. This technology, called the Regional Aviation Demand Allocation Model (RADAM)was an enormous improvement overhow SCAGaviation planners previously developed regional aviation forecasts. Previous forecasts employed relatively crude manual techniques and subjective judgment in trying to determine the potential of new airports to attract passengers and cargo to them in competition with established airports. In 1992, SCAGaviation planners completed the region's firstregional aircargo study, which documented evolving trends in the air cargo industry, such as the counties in the region that produced the most aircargo, and the potential ofairports to serve only cargo and few orno passengers. The cargo estimation methodologies developed for that study, along with the RADAMtechnology, were applied to amilitary/civilian joint usestudy ofMarch AirForceBasejoint use study completed by SCAGin 1997. The main recommendations ofthat study were that there were no insurmountable obstacles to joint use ofMarch AFB,and that the base had great potential asan all-cargo airport. The findings of that study set the stage for the signing of ajoint use agreement betweenthe U.S Air Force and the March Joint Powers Authority in 1997. After the March joint use study was completed, other former military bases in the Inland Empire, including San Bernardino International and Southern California Logistics, also became interested in the all-cargo concept. 

## 1998 REGIONAL TRANSPORTATION PLAN SCAG'saviation system study forthe 1998 Regional Transportation Plan (RTP) employed the RADAMmodeling technology, and included all ofthe recently downsized orclosed military airports, aswell asPalmdale Airport, aspotential new airports. This was in addition to the existing aircarrier airport system of LAX,Ontario, Burbank, Long Beach, John Wayne and Palm Springs airports. However, the 1998 system study did not assume any capacity constraints at any of the airports, either legally enforceable. policy constraints or physical capacity constraints. This produced an allocation of 94 million air passengers (MAP) to an unconstrained LAXin 2020, or 60% of the total regional forecast of 157 MAP. This forecast generated aconsiderable amount ofdebate and controversy. It was adopted by the Regional Council for the 1998 RTP, but only conditionally. The attached condition was that the issues associated with an unconstrained forecast would be revisited in the 2001 RTPand the process would be guided by an Aviation Task Force made up of elected officials, airport managers, representatives ofthe aviation industry and other public organizations. The Aviation TaskForcehas guided the system planning work performed for all subsequent RTPs. 

## 2001 REGIONAL TRANSPORTATION PLAN Forthe 2001 aviation system study, the Aviation TaskForce defined atotal of eightnew system scenarios formodeling analysis in addition to the 1998plan. In defining these scenarios, considerable attention was given to recognizing legally-enforceable policy constraints at airports, such as the 41 flights per day restriction at Long Beach which translated to 3 MAP,and the settlement agreement at

### john Wayne airport which atthat time imposed an 8.4MAPcap atJohn Wayne. Allofthe scenarios assumed market incentives to attract passengers to outlying airports including major ground access improvements to decrease travel times, full passenger awareness through marketing programs, free or low cost parking, and free shuttle service from major activity centers. All ofthem except the No Project Alternative also assumed an interregional high speed rail system that would connect most ofthe airports in the system. The scenarios were distinguished primarily by whether or not they assume capacity improvements at LAXfrom its previously proposed master plan, and whether or not they assume ElToro in the system. The No Project scenario also has Ontario constrained to its existing physical runway capacity ofabout 30MAP. During the middle ofthe system study, aviation staff decided to conduct a new capacity analysis for LAXand the Burbank Airport (now Bob Hope) to update capacity figures inherited from previous studies. The new capacity figures for LAXand Burbank were 78 MAP (runway capacity) and 9.4 MAP (terminal gate capacity), respectively. Some scenarios also incorporated an 86 MAPlevel for LAXthat corresponded to the LAXMaster Plan Alternative C. Also, the later scenarios eliminated NASPoint Mugu from the system, because the Navy went on record asopposing joint use ofthat facility. The scenario that was adopted by SCAGfor the 2001 RTPhas been called a Decentralized Aviation Plan for several reasons. The Plan holds LAXto its physical capacity of 78 MAP; respects physical or legally-enforceable policy constraints aturban airports including Burbank, Long Beach and John Wayne; includes ElToro; and spreads the service of aviation demand to airports in the Inland Empire and north LosAngeles County to the extent possible. All ofthose outlying airports are unconstrained, assume market incentives to attract passengers to them, and are connected by ahigh-speed rail system. The adopted regional aviation forecast forthe 2001 RTPwas 167 MAPin 2025. 

## 2004 REGIONAL TRANSPORTATION PLAN Shortly after aviation system planning work forthe 2004 RTPwas initiated in March of 2002, Orange County voters approved Measure "W" that changed the Orange County General Plan to designate MCASEITaro property forpark and education compatible purposes. That same month the Department of

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 5Defense announced that it would sell ElToro land to private interests to be developed in amanner consistent with the new General Plan designation. The Aviation TaskForce subsequently decided not to include ElToro in any ofthe new regional aviation demand scenarios that were modeled and evaluated for the 2004 RTP. Other unfolding realities that were incorporated in the modeling included the sharp downturn ofaviation passenger and cargo activity after the events of September 11, 2001, and the impacts ofnew security requirements on passenger demand at air carrier airports, particularly LAX. The loss ofElToro as apotential commercial airport for the region presented a new set of challenges in developing a new Regional Aviation Plan for the 2008 RTP. This was because RADAMmodeling demonstrated that even with very high population and growth rates in the Inland Empire and North Los Angeles County, the bulk of regional aviation demand in 2030 will still be concentrated in Orange County and western LosAngeles County. With John Wayne Airport constrained to it Settlement Agreement constraint of8.4 MAP, Orange County was forecast to serve only about 1/3 ofits aviation demand in 2030. The main challenge washow to decentralize locally-un met aviation demand in the urban areas ofLosAngeles and Orange counties to underutilized suburban airports in the Inland Empire and North LosAngeles Country with available capacities. Atotal ofsixnew regional aviation scenarios were modeled forthe 2004 RTP, ranging from a highly constrained scenario' to a completely unconstrained scenario, with anumber of "moderate" scenarios in between. The 2001 plan assumed that a new runway would be constructed at Ontario Airport (for a total of three runways) but due to opposition by the City of Ontario, the airport was assumed to retain its existing two-runway configuration in all of the scenarios. Acapacity analysis ofOntario concluded that ithas an existing physical capacity of30 MAP. The Preferred Scenario that was adopted for the 2004 RTPheld existing urban airports to their physical or legally-enforceable capacity constraints, and decentralized demand to suburban airports with available capacity to the maximum extent possible. An intra-regional high-speed rail system to those air

### 6 AVIATION ANO AIRPORT GROUND ACCESS REPORT ports wasassumed, which boosted demand served atthose airports by making the airport accesstrip from urban areas much faster, and more convenient and predictable in the face ofmounting traffic congestion. Market incentives at the suburban airports were assumed, and aswell asincentives to use the highspeed rail system such as "integrated pricing" that would combine high-speed rail fares with airfares in the total ticket price. The adopted regional aviation demand forecast for the 2004 RTPwas 170MAPin 2030. The Regional Aviation Plan adopted forthe 2004 RTPalso proposed an implementation plan/plan ofaction to beprepared following adoption ofthe 2004 RTP. It would include a regional airport ground access improvement plan, a regional airport financial plan, and a regional airport management plan. SCAGprepared an Airport Ground AccessElement forthe 2004 RTPthat specifiedprojects foreach aircarrier airport that are needed to keep ground access congestion in its service area at acceptable levels. Over the last three years SCAG has completed two regional airport management studies that evaluated alternative regional airport governance structures. SCAG aviation staff is currently working closely with the newly-reactivated Southern California Regional Airport Authority to implement the findings and recommendations ofthose studies. 

# Regional Aviation Forecasts for the 2008 Regional Transportation Plan Recommended 2035 regional aviation demand forecasts for commercial airports in the regional aviation system, for airpassengers and cargo, are shown inTable 1and Table2. The recommendations are forboth the 2008 RTP(constrained plan) and the 2008 Strategic Plan. As discussed in a later sectionl, the variations ofthe 2035 Preferred regional aviation demand scenarios that were modeled only vary by the different configurations ofthe HSRT system that were assumed. The regional aviation demand forecasts for the 2008 RTP and 2008 Strategic Plan are therefore consistent with the HSRTsystems that are recommended to be included in these plans. Forthe 2008 RTP,the 2035 regional aviation demand forecast isbased on the Preferred Scenario that as-sumes the extended Initial Operating Segment (lOS)ofthe HSRTsystem, and for the 2008 Strategic Plan the forecast isbased on the Preferred Scenario that assumes the full HSRTsystem. Assumptions and parameters used to model all of the regional aviation demand scenarios are described later in the Report, under the section entitled, Aviation Demand Modeling and Forecasting for the 2008 RTP. TABLE 1 2035 REGIONAL AIR PASSENGER DEMAND AllOCATIONS FOR

2008 REGIONAL TRANSPORTATION PLAN AND STRATEGIC PLAN (IN MILLIONS OFANNUAL AIR PASSENGERS - MAP) AirCarrierAirports 2008RegionalTransportation Plan 2008Strategic Plan BobHope JohnWayne lAX 

### 9.4 9.4
78 78 March Inland Port 2.5 2.5 Palmdale PalmSprings San Bernardino 6.3 12.9 

### 9.4 9.4 Commuter Airports Imperial Oxnard 1.7 1.7 TABLE 2 2035 REGIONAL AIR CARGO DEMAND ALLOCATIONS FOR 2008 REGIONAL TRANSPORTATION PLAN AND STRATEGIC PLAN (X 1000 TONS) AirCarrierAirports 2008 RegionalTransportation Plan 2008Strategic Plan BobHope 

### 86 86 lAX 

### 2,496 2,496 March Inland Port 1,130 1,131 Palmdale 781 812 San Bernardino 1,290 1,290 

# Regional Aviation Policies New regional aviation policies are recommended for the 2008 RTPwith input from both the SCAGAviation TaskForce and the SCAGAviation Technical Advisory Committee (ATAC). They respond to changing circumstances and new priorities in the regional aviation system. The recommended policies are divided into Aviation Guiding Principles and Aviation Action Steps, as follows: 

## AVIATION GUIDING PRINCIPLES

• Provide for regional capture of economic development opportunities and job growth created by the prospect ofsignificant regional air traffic growth between now and 2035.

• Distribute maximum opportunity to Southern California airports where population and job growth are expected to be strong and where local communities desire airtraffic for economic development.

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 7• Reflect environmental, environmental justice and local quality of life constraints at existing airports that operate in built-out urban environments.

• Reflect that each county should have both the obligation and the opportunity to meet its own airtraffic needs where feasible.

• Reflectthat the region asawhole has an obligation to help pay the costs of airport environmental mitigation and ground access improvement in counties that serve adisproportionate share ofregional air travel demand at their airports. 

## AVIATION ACTION STEPS

• Support capacity enhancements at existing and potential airports to handle anticipated increases in passengers and cargo volume where it isdesired.

• Mitigate the effects of expanding airports and maximize air passenger and air cargo utilization of outlying airports in less-populated areas so that community impacts areminimized.

• Support the continued responsibility ofSCAGfor developing regional aviation and ground access plans for the region.

• Support the close cooperation between SCAG and the Southern California Regional Airport Authority (SCRAA)and other aviation organizations to facilitate the implementation ofadopted regional aviation plans prepared by SCAG.

• Support legislative, marketing and ground accessinitiatives that promote the decentralization ofaviation demand to under-utilized suburban airports where it isdesired.

• Support more flexible use ofairport revenues for off-airport ground access projects.

• Support giving priority to key airport ground access projects in the programming oftransportation projects in the Regional Transportation Plan (RTP)and the Regional Transportation Improvement Program (RTIP). 

### 8 AVIATION ANO AIRPORT GROUNO ACCESS REPORT • Support athe development ofaregional network ofnew flyaways that connect to multiple airports via HOV, light rail and commuter rail facilities, tohelp decentralize aviation demand to under-utilized suburban airports where itisdesired.

• Support efforts to redesign the regional airspace system that may be needed to reduce significant conflicts and delays associated with future airtraffic in SCAG'sadopted 2035 regional aviation forecast.

• Support amore active role bythe federal government in developing substantial incentives for airlines to upgrade their aircraft fleet to cleaner and quieter aircraft. 

# Aviation Demand Modeling and Forecasting for the 2008 RTP Forthe 2008 RTPonly three basic scenarios were modeled-an Unconstrained Scenario, aConstrained Scenario and aPreferred Scenario (with several variations, varied bydifferent high-speed rail assumptions). This reflected ashrinkinguniverse ofpossibilities with the lossofsome potential commercial airports (i.e., £1Toro and Point Mugu), and aregional consensus that had developed around some key issues. These consensus positions include apolicy that LAX should be held to 78 MAP (runway capacity in 200n that existing legallyenforceable policy and physical capacity constraints at urban airports should be respected, and that market incentives and ground access improvements should be used in the modeling to decentralize demand to suburban airport with the available capacity to the maximum extent possible. New RADAMaviation demand modeling for the 2008 RTPincorporated updated assumptions about the impact of security screening at airports on passenger behavior, and the impact ofrising fuel costs on air fares (a doubling offuel prices in constant dollars by 2035 was assumed). Forthe first time air travel demand from San Diego County was assumed (SanDiego International! Lindbergh Fieldwas constrained to itsphysical capacity of22.9 MAP) and demand served by commuter airports in Southern California was included (i.e., Oxnard, Imperial and Palomar airports).

## UNCONSTRAINED SCENARIO The Unconstrained Scenario isahypothetical scenario that assumes no physicalor policy constraints atany aircarrier airport in the region. Inother words, each airport isallowed to expand without constraints and serve as much demand as it can. It is used as abenchmark to compare other scenarios with in terms ofhow close they come to serving unconstrained demand, and how much unserved or "latent" demand they represent. The 2035 Unconstrained Scenario reached a regional total of 192.4 MAP in 2035 (and 215.4 MAP including unconstrained demand from San Diego County). This only slightly higher than the 192.0 MAP2030 Unconstrained Scenario modeled for the 2004 RTP,mainly due to the assumed doubling of real fuel costs. The Unconstrained Scenario represents a3.93 percent average annual growth rate from 2005 to 2035. This is less than the 4.44 percent growth rate from 2005 to 2025 for the FAA'sunconstrained Terminal Area Forecast for the Western-Pacific Region. 

## CONSTRAINED SCENARIO The 2035 Constrained Scenario represents avery conservative vision ofthe regional airport system. It assumes no high-speed rail system, no market incentives, and very conservative behavior on the part ofthe airlines in investing adding flights at new and emerging airports. Likethe other scenarios, it respects existing legally-enforceable policy and physical capacity constraints aturban airports. In 2003 the Settlement Agreement at John Wayne Airport was amended to allow it to expand from 8.4 MAPto 10.8 MAP,so this new policy constraint was incorporated in the Constrained Scenario. Amore detailed evaluation of the runway capacity constraint at Ontario Airport raised its constraint from 30.0 MAPto 31.6 MAP. The Bob Hope terminal gate constraint of 10.7 MAP that was used in the 2004 RTPwas lowered to 9.4 MAPsince Bob Hope Airport staff determined that the four remote aircraft parking gates assumed in the 2004 plan were no longer available for aviation uses. At the request of the March Joint Powers Commission, instead ofassuming that March Inland Port was unconstrained, it was considered to be constrained by the 21,000 annual civilian operations allowed in the operative joint use agreement with the Air Force. A RADAMcapacity analysis determined that this constraint equates to 2.5 MAPat March Inland Port, compared to an 8.0 MAP2030 unconstrained forecast forMarch in the 2004 RTP. Arefined capacity analysis of San Bernardino International's one-runway system produced arunway capacity constraint of 8.7 MAP. Neither March nor San Bernardino reached their capacity constraints in the Constrained Scenario due to its very conservative assumptions about future airline investment behavior, The assumptions and parameters used to model the 2035 Constrained Scenario are asfollows:

• LAX:2001 runway capacity

- 78MAP

• BobHope: Existing terminal/gate capacity

- 9.4 MAP

• Long Beach: Flight restriction of41 flights/day

- 3.2 MAP

• John Wayne: New Settlement Agreement

- 10.8 MAP

• Ontario: Existing runway) capacity

- 31.6 MAP

• San Bernardino and Palmdale: Charter, corporate & commuter/short haul

• March and Southern California Logistics: Cargo, charter and corporate

• San Diego International: Existing runway capacity

- 22.9 MAP

• Oxnard, Imperial and Palomar: Corporate, charter and commuter only (Oxnard &Palomar

- constrained ops)

• Planned (RTP)ground access improvements

• No market incentives

• No high-speed rail

• Doubling ofaircraft fuel costs

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 9RADAMmodeling for the Constrained Scenario produced aregional total of 145.0 MAPin 2035 (169.2 MAPincluding constrained demand from San Diego County). The Constrained Scenario forthe 2004 RTPtotaled 140.8 MAP in 2030. 

### PREFERRED SCENARIO The Preferred Scenario is very similar to 2030 regional aviation system adopted for the 2004 RTP. Itrespects all legally-enforceable policy and physical capacity constraints at urban airports, with the changes modeled by the Constrained Scenario previously described. Itassumes much more willingness on the part ofthe airlines to invest in new t1ights at new and emerging airports than in the Constrained Scenario, and apackage ofmarket and ground access incentives including the following:

• ForPalmdale, ground access reliability would be the same as other airports. This assumes that additional access routes will be constructed to decrease the dependence ofRte. 14in providing ground access to Palmdale Airport

• ForPalmdale, future air trip propensities in the Antelope Valley (PMD) increased by 15percent to bring them closer to those in the San Fernando Valley. This assumes more high-income and high-tech employment in the Antelope Valley in the future

• ForPalmdale, San Bernardino, March and Southern California Logistics airports: 100 percent of residents and 80 percent of non-residents are aware ofairport choices. This assumes pervasive marketing campaigns, and automated internet-based booking systems

• Low-cost parking available at Palmdale, San Bernardino, March and Southern California Logistics airports

• Freeshuttle service from major activity centers to Palmdale, San Bernardino, March and Southern California Logistics airports Several variations ofthe Preferred Scenario were run, that varied bywhat they assumed forhigh-speed rail connections between airports. High-speed access 

### 10 AVIATION AND AIRPORT GROUNO ACCESS REPORT tends to boost demand to airports with available capacity, particularly if it connects them to urban demand centers in LosAngeles and Orange counties. This isbecause it makes the access trip to those airports much faster, convenient and predictable in the face of mounting traffic congestion on major highways and surface streets in the future. The full intra-regional high-speed regional transport (HSRT)system isshown in Exhibit 2. The Preferred Scenario that was modeled with the full HSRTsystem produced a 2035 regional demand total of 172.1 MAP (197.5 MAP including demand from San Diego County). This isvery close to the adopted 2030 forecast for the 2004 RTPof 170.0 MAP. Avariation ofthis scenario with the HSRTline extended to Palm Springs Airport instead ofaMarch Inland Port constrained to 2.5 MAPboosted the 2035 regional demand total slightly, to 174.3 MAP (199.7 MAPincluding San Diego). APreferred Scenario with no HSRTsystem reached 155.0 MAPin 2035 (177.0 MAPincluding San Diego). The final variation ofthe Preferred Scenario that was modeled incorporated an abbreviated version of the HSRT system, which is the Initial Operating Segment (lOS)running from WestLosAngeles to Ontario Airport, and extending west to LAXand east to San Bernardino International. This variation of the Preferred Scenario reached 164.4 MAPin 2035 (189.8 MAPincluding San Diego). The 2035 modeling results of all three four variation of the Preferred Scenario by airport, compared to the allocations ofthe Constrained Scenario, are shown in Table 3.:E

w 

# ..... en >- en 

# •... e: o Q., en z ce e: 

# •... ..J cr: Z o Cl w e: c w w Q., en I :z:: Cl :z:: c w en o Q., o e: Q., 

# ... c:e > c:eTABLE 3 2035 AIR PASSENGERS ALLOCATIONS FORREGIONAL AVIATION DEMAND SCENARIOS (IN MILLIONS OFANNUAL AIR PASSENGERS

- MAP)

Air Carrier Airports Preferred Scenario without HSRT Preferred

Scenario with HSRT Extended lOS Preferred

Scenario with HSRTfull system (to March Inland Port) Constrained Scenario
BobHope 9.4 9.4 9.4 9.4 JohnWayne 

### lAX 78.0 78.0 78 78 LongBeach 

### 3.2
. MarchInland 0.6 2.5 2.5 2.5 Port Ontario 31.6 Palmdale 2.6 6.3 6.3 12.9 SanBernardino 2.9 3.3 9.4 9.4 So.Cal

.. Logistics



## AIR CARGO FORECASTS Aircargo forecasts were developed for each of the 2035 scenarios that were modeled, except for the Unconstrained Scenario. The forecasts ranged from 7.6 million tons for the Constrained Scenario to over 8.3 million tons for a Preferred Scenario with the full intra-regional HSRsystem. The adopted 2030 aircargo forecast for the 2004 RTPwas 8.7 million tons. There areavariety of reasons why the new airforecast islower than the adopted forecast in the last RTP.These include more domestic cargo being transported bytruck and train,


### 12 AVIATION ANO AIRPORT GROUND ACCESS REPORT more international air cargo over-flying the region on longer-range aircraft orflying the Arctic Circle route with astop at Anchorage, and high value-toweight goods such as computers forecast to be lighter per unit volume. The 2035 modeling results ofthe aircargo forecasts are shown in Table 4. TABLE 4 2035 AIR CARGOALLOCATIONS FOR REGIONAL AVIATION

DEMAND SCENARIOS (X 1000 TONS) Preferred Pref~rre~ Air Carr'er Constra'ned Preferr~d Scenario Scenario With

. I I. Scenano

. HSRTfull sysAirports Scenano without HSRT With HSRT tern (to March Extended lOS inland Port) BobHope 86 86 86 86

2,621 2,574 2,496 2,496 ···;13{· MarchInland 988 1,009 1,130 1,131 Port 

### .1,959· Palmdale 463 658 781 812

.Pal~Sptjngs ,:,':;~;<)·131 

### 129 SanBernardino 831 1,072 1,290 1,290



## AIRPORT GROUND ACCESS ELEMENT The 2008 RTPwill have localized ground access impacts at a number of airports. Particularly, the RTPwillresult in significant increases in airport activities (people as well as cargo) at Ontario, San Bernardino International, and Palmdale airports. RADAMmodeling for the Preferred Scenario shows that airport traffic impacts are concentrated near airport areas but that background congestion affects both airports and local communities.The Airport Ground Access element for the 2008 RTPupdates the list ofarterial, intersection, interchange and transit improvements recommended by the 20004 RTP. These projects, consistent with RADAMmodeling for the 2035 Preferred Scenario, are those that are needed to keep congestion within defined airport service areas foreach airport atacceptable levels. They alsoreflect substantial input from local aviation and transportation planning staff from airports, cities and counties on local policies and priorities for airport ground access improvements. The recommended airport ground access projects are divided into constrained projects that have funding commitments (i.e. the 2008 RTP) and unconstrained projects that do not have funding commitments (i.e.,the 2008 StrategicPlan). Funding forthe constrained projects total $2.3 billion, and funding for all projects in the Airport Ground Access Element, both constrained and unconstrained, total $5.2 billion. 

# Profiles of Air Carrier Airports in the Region BOB HOPE AIRPORT (BUR) 1. Rolein regional aviation system
a. Bob Hope Airport in Burbank, California is avery convenient airport for its local service area comprising the cities of Burbank, Glendale and Pasadena, with good access to and from Los Angeles and the San Fernando Valley. Service is provided by Alaska, Aloha, America West, American, Southwest and United airlines, with frequent schedules along the West Coast and connecting flights across the entire country. 2. Recent passenger and cargo trends
a. Airpassenger and cargo activity are expected to increase steadily TABLE 5 PASSENGER AND CARGO LEVELS AT BUR 

### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 

### 4.7 4.5 4.6 5.5 5.7 

### 4.7 4.9

3. Airport location and acreage a. Location: 34° 12' 02" north latitude by 117" 21' 31" west longitude b. Acreage: Approximately 554.78 acres 4. Runway number and length
a. Runway 15/33

- 6,886 feet long, 150 feet wide b. Runway 8/26

- 5,801 feet long, 150 feet wide 5. Terminal square footage and number ofgates
a. The BURterminal is212,000 square feet equipped with 14gates 6. Hours ofoperation
a. 24hours General Aviation airport b. Commercial Service operations usually between 06:30

- 20:00 hours 7. Legalorphysical capacity constraints
a. The Airport Authority and the City ofBurbank entered into an Airport Development Agreement in February 2005. The settlement outlines development guidelines for Bob Hope Airport over the next 10 years, including:

• The City will not change itszoning forthe Airport, sothat the Airport Authority may meet its facility needs consistent with that zoning for aperiod ofseven years;

• The Airport Authority will not build a new passenger terminal for ten years and will not enlarge the current terminal during the agreement;

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 13• The Airport Authority and City staffwilljointly develop astrategy for addressing the desire fornighttime airport noise relief consistent with federal laws and procedures. This joint effort will include consideration ofoptions within the Part 161 Study and options outside that process aswell. b. No stage 2aircraft operations between 20:00

- 07:00
c. 14 aircraft parking positions/gates have aphysical capacity of about 9.4 million airpassengers (MAP)-SCAG analysis 8. Planned facility and ground access improvements
a. Construction oftaxiway Delta to serve east west runway (est. 2008) b. Parking restructuring
c. Anew valet drop off/pickup zone d. Anew Pick-Up Center foraquicker exit from the airport
e. Reconstruction of 1-5/Empire interchange with HOV access to the airport f. Expansion ofBurbank BusTransit Center g. Orange Line extension to the airport 

## JOHN WAYNE AIRPORT (SNA) 1. Rolein regional aviation system
a. SNAisoperated by the County ofOrange and isthe only commercial airport in Orange County. The service area includes 3 million people within the 34 cities and unincorporated areas ofOrange County. In addition SNAisonly one oftwo airports in Orange County to accommodate general aviation. SNAisserved by three fixed-based operators and ishome to more than 600 general aviation aircraft. 2. Recent passenger and cargo trends



### 14 AVIATION AND AIRPORT GROUND ACCESS REPORT a. SNAhas served more than 100 million air passengers (MAP) since 1990. Designed to accommodate 8.4 MAP, the Riley Terminal has been serving approximately 9.6 MAPsince 2006. TABLE 6 PASSENGER AND CARGO LEVELS AT SNA



### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 

### 7.77 7.32 7.90 8.53 

### 9.27 9.62 9.61

3. Airport location and acreage: a. Location: 33°40' 32" north latitude by 117" 52' 5" west longitude b. Acreage: 500.82 4. Runway number and length
a. Runway 01L/19R

- 5700 feetlong, 150 feet wide b. Runway 01R/19L

- 2887 feetlong, 75feet wide 5. Terminal square footage and number ofgates a. Terminal Aand Terminal Bsquare footage total is448,505 square feet (EachTerminal has approximately the same square footage, so ifyou divide this inhalf, you getapproximately 224,250 square feet

- Terminal Bconcourse isjust slightly longer than Terminal A,but generally the square footage isclose to equally split.). b. SNA has 14 jet-bridges with 2 remote gates at each end of the terminal. 6. Hours ofoperation
a. The terminal operates daily from 0600

- 2230 daily. b. The tower isstaffed from 0530

- 2200 daily.
c. The Administration Building is staffed from 0730

- 1700 Monday

- Friday. d. Airside Hours ofOperations:• Departures: 0700 to 2200 (Monday

- Saturday), 0800 to 2200 (Sunday)

• Arrivals: 0700 to 2300 (Monday

- Saturday), 0800 to 2300 (Sunday) 7. Legal orphysical capacity constraints
a. 1985

- Settlement Agreement

-AFederal court settlement was signed in 1985 by the County of Orange, the City of Newport Beach, the Airport Working Group (AWG), and the Stop Polluting Our Newport (SPON) to formalize the consensus reached between the County of Orange and the local communities on the nature and extent ofairport improvements and defined operational and capacity limitations on those improvements. b. The 2003 Amendments of the 1985 Agreement allow John Wayne Airport to increase passenger levels to 10.3 MAP (through 12/31/10) then to 10.8 MAP(through 12/31/15) with amaximum of 85 flights per day. In addition, the amendment allow for the addition ofnew jet-bridges (not to exceed 20 total).
c. General Aviation Noise Ordinance

- The Orange County General Aviation Noise (GANO) establishes single event noise limits and other restrictions for aircraft operating atJWA. 8. Planned facility and ground access improvements
a. Construction ofanew terminal building south ofthe existing facility that would provide up to six passenger-loading bridges. Two of the six new passenger-loading bridges would be equipped to allow Federal Inspection Services (FIS),including Customs. The new terminal building facility and the existing facility would be connected via a concourse approximately 360 feet in length on the secure side ofthe terminal. The anticipated footprint of the facility is approximately 100,000 sq. ft. and isproposed as amulti-level structure encompassing an arrival level, departure level and mezzanine. Terminal design would allow access to all 20 passenger-loading gates from either the existing orproposed terminal building. An additional commuter area would be provided within the new terminal building facility to the south to accommodate commuter activity inthe southernmost terminal. Passenger access to the commuter facilities would beon the lower level and access to these aircraft would be through ground loading. b. An extension of the existing terminal to the north, providing four passenger departure areas and hold rooms as well as ground boarding locations for commuter flights. Passenger access to these facilities would be via anew enclosed escalator adjacent to the existing stairway from the upper level passenger departure areas to the lower level and access to the aircraft would be through ground loading
c. An extension of the hydrant fueling system to serve the passenger gates in the new terminal building and support aircraft refueling activities in the South Remain Overnight Area and cargo operations areas located south ofthe new terminal building. The hydrant fueling improvements would extend the existing hydrant fueling system to allow forhydrant fueling atup to 40 aircraft parking locations. d. Construction of a new multi-story parking structure sufficient to accommodate the authorized passenger levels that will be served at JWA. The parking structure would be located south of the existing east parking structure in the area currently used for valet parking. The parking structure footprint would be approximately 150,000 sq. ft. and provide up to 3,200 additional parking positions when completed. The proposed parking structure would be located within the onsite roadway improvements described below. The existing upper level roadway return would be demolished and the lower level return may beretained to improve on-site traffic flow and construction staging.
e. Expansion ofthe existing apron area to allow for the parking of up to 34 total RONcommercial aircraft. Twenty aircraft would be parked at gated positions, ten aircraft will be parked in remote, non-gated positions, and four willbe commuter aircraft parked atnon-gated positions. This would occur by extending the apron south ofthe current

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 15terminal where the air cargo operations currently occur. The RON area would be increased by approximately 165,000 square feet and necessitate changes to the size and location ofthe transient apron currently located between the existing RON area and the first leasehold south ofthe RON. Asaresult ofthis RON expansion, air cargo operations would be moved further south to accommodate the new terminal building and facilities, but still remain on the east side of the Airport. f. Modification ofthe lease holdings area on the east side ofthe Airport immediately south ofthe existing aircarrier RON.This would include construction of a new hangar on the leasehold immediately south of the existing south RON. The strengthening of an existing transient apron would be required to accommodate the aforementioned improvements. g. Provision of an additional right-turn lane on westbound Campus Drive to Bristol Street North, asrequired with Mitigation Measure T-l in Final Program EIR582. This turn lane would increase the number ofturn lanes on Campus Drive to atotal ofthree. The turn lane addition would be approximately 250 feet long and 15 feet wide. This improvement would require the relocation of the existing airport maintenance building, from the southeast corner ofthe Airport to an undeveloped parcel on the west side ofthe Airport in the vicinity of the existing airport administration building. The proposed maintenance facility willbe located on a2.4-acre site west ofAircraft Rescue and Fire Fighting (ARFF)Station 33. The new maintenance building would occupy afootprint ofapproximately 27,800 sqft, and the gross facility including outbuildings will be approximately 32,000 sq ft. The existing maintenance facility on airport property on the corner ofCampus Drive and Bristol would be demolished. h. Modification of ancillary airfield components, such as relocation of helicopter landing pads required due to the aforementioned transient apron improvements and RONexpansion, improvements toTaxiway 'C' to accommodate increased aircraft weights and to allow for two

### 16 AVIATION AND AIRPORT GROUND ACCESS REPORT way traffic during the morning bank offlights, and Taxiway 'A' improvements to support the increased length ofthe RONarea and new terminal building, and other changes required by project design. i. Relocation ofvarious parking operations including on-site employee parking, valet parking, and rental car areas to accommodate the new terminal building. j. Removal ofthe Edison 66 KVsubstation located south ofthe southwestparking structure and in the footprint ofthe new terminal building. When the substation is removed and prior to the start of construction on the new terminal building, Preferred Emergency (PE)gear will be installed or a secondary feed from the Michelson substation will be established on the Airport to avoid potential loss ofelectrical service. The selected temporary, back-up electric power source will be removed when the Airport installs an electric co-generation plant on site aspart ofaseparate, independent project currently in design. 

### LONG BEACH AIRPORT (LGB) 1. Rolein regional aviation system
a. Known as the Region's "Easyin, Easy Out" Airport, LGBoffers direct flights throughout the U.S. with convenient domestic and international connections. LGB offers easy access to the surrounding business centers and massive consumer markets. LGBisone ofthe world's busiest general aviation airports that serve privately-owned aircraft. With substantial general aviation activity LGB is an important reliever airport for LAX. Very strict noise regulations on commercial air operations have been put into place at LGB to protect the surrounding residential land uses. LGBcurrently accommodates about 3 Million Annual Passengers (MAP)and can potentially grow to somewhere between 4.2 to 5 MAP.In addition, Boeing Co. builds C-17 military airlifter aircrafts at LGB and Gulfstream has a completion/ service center atLGB. 2. Recent passenger and cargo trendsa. In 2006 LGBdropped to 2.7 MAPbecause American Airlines ceased fIying out of LGB. The flight slots have been re-allocated, and it is expected that 3MAPshould be reached in 2007. The decline in cargo tonnage isdue to areduction ofall-cargo daily flights from 5to 4.Approximately 49,947 tons ofcargo passed through LGBin 2006. General aviation has been growing steadily with 333,824 general aviation operations in 2006, and has experienced over 23 percent growth so far in 2007. TABLE 7 PASSENGER AND CARGO LEVELS AT LGB



### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 0.06 0.06 

### 1.5 3.0 2.9 3.0 2.8

3. Airport location and acreage a. Location: 33049' north latitude by 118009' west b. Acreage: Approximately 1,170 acres 4. Runway number and length
a. Runway 12/30

- 10,000 feet long, 200 feet wide b. Runway 7L/25R

- 6,192 feet long, 150feet wide
c. Runway 7R/25L

- 5,420 feet long, 150feet wide d. Runway 

### 16L134R

- 4,267 feet long, 75feet wide
e. Runway 16R/34L

- 4,470 feet long, 75feet wide 5. Terminal square footage and number ofgates
a. The LGBterminal is comprised of56,320 square feet and includes 8 gates with 10aircraft parking positions 6. Hours ofoperation a. 24 hours a day, 7 days a week (The Noise Compatibility Ordinance only permits airlines/commuters to schedule flights between the hours of7am and lOpm) 7. Legalorphysical capacity constraints
a. The airport operates under the City of Long Beach's Airport Noise Compatibility Ordinance which limits the hours of operations for the airport. The Ordinance establishes cumulative noise budgets for airlines, commuters, charters, manufacturers, and general aviation. Airlines are guaranteed at least 41 daily flights (flights are defined as landings and takeoffs), and commuters are guaranteed at least 25 daily flights. Operational restrictions equivalent to acapacity ofabout 4.2 MAP 8. Planned facility and ground access improvements
a. Long Beach City Council recently approved the design phase for terminal improvements; which include aterminal increase from 56,320 square feet to 89, 995 square feet. b. Anincrease in the number ofaircraft parking positions from 10to 12 slots has also been approved by City Council
c. Additional on-site vehicular parking spaces have also been approved and will increase parking from 2,835 to 6,286 spaces. 

### LOS ANGELES INTERNATIONAL AIRPORT (LAX) 1. Rolein regional aviation system a. LAXisthe fifth busiest airport worldwide in terms ofpassengers and seventh worldwide in air cargo tonnage. LAXis served by approximately 80 passenger airlines, 20 cargo airlines and contributes more than $61 billion annually to the Southern California economy. LAX handles 70percent ofthe passengers, 75percent ofthe air cargo, and 95percent ofthe international passengers and cargo traffic in the surrounding fivecounties. Approximately 408,000 jobs or one in twenty jobs are attributed to LAXoperations in Southern California.

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 172. Recent passenger and cargo trends
a. In 2005, more than 61 million passengers traveled through LAX. Rapidly becoming amajor cargo center LAXhas 1,000 cargo flights linking LosAngeles with the world. Itshandling facilities include the 98-acre Century Cargo complex, the 57.4-acre Imperial complex, the Imperial Cargo Center and anumber ofterminals on the south side ofthe airport. TABLE 8 PASSENGER AND CARGO LEVELS AT LAX



### 2000 2001 2002 2003 2004 2005 2006 Passenger(millions) 67.3 61.6 56.2 55.0 60.7 61.5 61.0

3. Airport location and acreage a. Location: 33° 56' north latitude by 118°24' west longitude b. Acreage: 3,425 4. Runway number and length
a. Runway 24Rf6L - 8,925 feet long, 150feet wide b. Runway 24L/6R

- 10,285 feet long, 150feetwide
c. Runway 25Rf7L - 12,090 feet long, 150feetwide d. Runway 25L/7R

- 11,095 feet long, 200feet wide 5. Terminal square footage and number ofgates



### 18 AVIATION AND AIRPORT GROUND ACCESS REPORT TABLE 9 LAX TERMINAL SQUARE FOOTAGE AND NUMBER OFGATES Terminal SquareFootage Gates 365,750 15 3 300,766 13 4 354,039 13 6 404,856 13 8 601,936* 9

'LAWA: Terminal7&8use thesame baggage and ticketing counter and work cohesively, thus there isnoreason todistinguish between thesquare footage 6. Hours ofoperation
a. 24 hours aday, 7days aweek 7. Legalorphysical capacity constraints
a. Million annual passengers (MAP) are limited to 78.9 million passengers 8. Planned facility and ground access improvements
a. Airport Surface Street AccessProject Modifications are projects aimed to alleviate ground access congestions and to complement future growth.

• Under Construction: LAX1:Widen Sepulveda (Manchester

-Lincoln Only) LAX2 fLAX 4: Upgrade 1-105Off-ramps to Sepulveda LAX8: Light RailorTransit on Century Blvd. (NoWidening) LAX12: No LeftTurn Lanes on Aviation /Airport

• New ProjectsLAX28: Grade Separation on Douglas (ElSegundo

-Rosecrans for Green Line) LAX29: Additional LeftTurn Lanes on LaCienega (NB)&at Centinela (SB)

• Tentative Plans LAX20/21: Lincoln Blvd. LAX23: 1-10HOV Lanes (SR90-Il05)

• Projects Deleted LAX9: Century to Sepulveda LAX17/26: Downgrade by the City ofLA(RTlane additions) 9. December 7,2004

- City Council approved LAXMaster Plan, Alternative D and Final Environmental Impact Report, with LAXSpecific Plan approved onJanuary 20, 2005.
a. LAXSpecificPlan "Green Light" Projects (i.e.,"Baseline" Phase Imaster plan projects that areeligible forimmediate recommendations by the LAWAExecutive Director to the Board ofAirport Commissioners)

• South Airfield Improvements

- Extend the life ofRunway 25L and to relocate itapproximately 50 feet south to accommodate anew center taxiway between the south runways. The new center taxiways will improve airfield safety and reduce runway incursions. $333 million project cost. Summer 2008 Estimated Completion.

• Intermodal Transportation Center (ITC)

- Anew ITC located at the northeast corner of Imperial Highway and Aviation Boulevard will provide the primary short-term parking forthe airport and transit access (including pedestrian access to a Green Line light rail station) as well as access to the Central Terminal Area (CTA)via the Automated People Mover System.

• Consolidated Rental Car Facility

• Automated People Mover System • Tom Bradley International Terminal (TBIT)airside/lands ide improvements. Program features baggage handling system automation and Explosive Detection System (EDS)installation. TBITnew large aircraft gate modifications to accommodate the A-380 and B-747 dual loading at the north and south end of terminal. Mechanical, electrical and plumbing upgrades. Signage, paging, airline information display updates. Critical elevator/escalator upgrades. Security upgrades

- 

### CCTV, ACAMS.Americans with Disabilities Act (ADA)compliance and fire/ life safety upgrades. First Class/Business Class lounge upgrades. Interior finish improvements. $723.5 million project cost. Construction begins January 2007 with a projected completion date of December 2009.

• Reconfigured Tom Bradley International Terminal (TBIT)

- New hold rooms and departure gates capable ofhandling wide-body aircraft will be added to the west side ofTBITto replace the existing remote hardstands on the west end ofthe airfield.

• West Employee Parking

- Anew 12,000-space parking structure will be constructed on the west end of the airport to provide improved and consolidated employee security screening facilities. By locating this facility on the west side ofthe airport employee related traffic will be separated from local and passenger traffic.

• Expanded flyAway Program

- The FlyAway program will offer customers exclusive access to the internal CTAcurb front. b. LAX Specific Plan "Yellow Light Projects" (i.e., projects that must meet additional requirements prior to the Executive Director seeking an LAXPlan compliance, through aSpecific Plan restudy)

• Center Taxiways

- The airport's north runway system will be reconfigured to accommodate acenter taxiway and improve the separation between the runways. Runway 24L of the south runway system will be relocated approximately 340 feet south, which will require the demolition ofexisting Terminals 1,2, and 3, and the northern portion ofthe Tom Bradley International Terminal (TBIT).

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 19• Construction ofGround Transportation Center (GTC)

- The GTCwill be built in the northeast end ofthe airport and will serve asparking and curbside passenger pick-up and drop-off. This facility willreplace the existing drop-off/pick-up curbside and long-term parking in Lot C.

• Roadway for the GTC

• Automated People Mover system connecting the GTCto the CTA 

## MARCH INLAND PORT (MIP), lATA CODE IS RIV 1. Rolein regional aviation system
a. MIPcurrently operates asan all-cargo airport serving regional aircargo demand forboth domestic and international aircargo services 2. Recent passenger and cargo trends
a. The airport currently is not accommodating passenger commercial operations b. DHLis amajor cargo carrier that has operations at MIP.The forecast for cargo tonnage is expected to increase based on the current available figures. TABLE 10 PASSENGER AND CARGO LEVELS AT MIP



### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 

# o o o

o o 

# o o

3. Airport location and acreage a. Location: 34° 52' 50" north latitude by 117° 15' 34" west longitude b. Acreage: Approximately 300 acres 4. Runway number and length
a. Runway 14/32

- 13,300 feet long, 200 feetwide


### 20 AVIATION ANO AIRPORT GROUND ACCESS REPORT b. Runway 12/30

- 3,010 feet long, 100 feet wide 5. Terminal square footage and number ofgates
a. None 6. Hours ofoperation
a. 24 Hours 7. Legalorphysical capacity constraints
a. Upon announcement in 1993 by BRACofrealignment ofMarch AFB to an air reserve base, the adjoining jurisdictions formed the March Joint Powers Authority OPA)to address base reuse at March AFB.The March JPA, in addition to being designated as the federally recognized reuse authority for the former active duty base, has also assumed other responsibilities. These responsibilities are carried out by governing bodies under the governance umbrella of the March JPA .These authorities include:

• The March Joint Powers Redevelopment Agency

- responsible forthe redevelopment of6,500 acres ofthe former active base and approximately 450 acres adjacent to the base in the industrial area ofthe City ofMoreno Valley.

• Astreamlined the development process with the transferred ofland use authority to March JPAfrom the County ofRiverside. The establishment ofbuilding codes and standards by the March JPA.

• Management of airport development and operation through March Inland Port Airport Authority (MIPAA). b. The Joint Use Agreement between the U.S.Air Force and the March JPA,signed in May, 1997, limits the base to 21,000 annual civil operations and 51,426 annual military operations (the civil operations are equivalent to about 2.5 MAP-SCAG analysis)
c. Costs associated to later night and early morning operations (23:00- 07:00) may be shared with carriers on anegotiated feebasisPASSENGER AND CARGO LEVELS AT ONT d. Current cargo users account for approximately 5,000 of the 21,000 TABLE 11 allowable annual civilian operations. 8. Planned facility and ground access improvements
a. March Inland Port has over 600,000 square footage offuture Ramp area planned forconstructed. Allplanned facilities willbe engineered to meet or exceed load requirements and to be fully stressed to accommodate aircraft up to 900,000 pounds. b. Upgrading ofVan Buren/I-215 interchange 

## ONTARIO INTERNATIONAL AIRPORT (ONT) 1. Rolein regional aviation system
a. aNT iswell situated to serve the future aviation needs ofthe Inland Empire and the Southern California Region for both cargo and passengers. Demand for air transportation will be created by the Inland Empire's rapid population growth; aswell asits growth as amanufacturing and distribution center and the limited potential forexpansion at LAXand other regional airports. The airport is the centerpiece of one ofthe fastest-growing transportation regions in the U.S. aNTisa medium-hub, full-service airport with commercial jetservice tomajor U.S.cities and through service to many international destinations. 2. Recent passenger and cargo trends
a. aNT offers over 380 daily flights to every major U.S.city; which has facilitated the increase in passenger traffic over the past 10 years. In 2006, 7 million passengers and 602,326 tons of air freight traveled through aN1~Due to its location at the center ofarapidly developing freight movement system that includes the airport, two railroads, four major freeways and an expanding network offreight forwarders; aNTisserved by nine major U.S.air freight carriers. 

### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 6.7 7.2 7.0

6.8 6.5 6.5 6.9

3. Airport location and acreage a. Location: 34° 03' north latitude by 11 T'36' west longitude b. Acreage: more than 1,700 4. Runway number and length
a. Runway 26R/8L

- 12,200 feetlong, 150 feet wide b. Runway 26L/8R

- 10, 200 feetlong, 150 feet wide 5. Terminal square footage and number ofgates a. Terminal 2

- 265,000 square feet b. Terminal 4

- 265,000 square feet
c. International Arrivals Terminal- 40,500 square feet d. aNT has 35 gates 6. Hours ofoperation

• 24 hours aday, 7days aweek 7. Legalor physical capacity constraints
a. Current policy prohibits flight training (touch and go's) by jet powered aircraft b. Current policy prohibits engine run-ups during late night hours (2200-0700)
c. Current policy provides for the continuation of airport noise monitoring d. Current policy designates airport staffto deal with noise management issues

AVIATION AND AIRPORT GROUND ACCESS REPORT 

## 21e. Current policy establishes a24-hour noise complaint telephone line f. Two-runway configuration has aphysical capacity of31.6 MAP(SCAG analysis) 8. Planned facility and ground access improvements
a. When passenger traffic at ONT reaches 10 MAP in two consecutive years, athird terminal willbe constructed b. PacificGateway Cargo Center Project: the approximately 96-acre projectwould consist ofroughly one million square feet ofinterior space aswell as approximately one million square feet ofaircraft parking areas ("ramps"). The proposed project sitealso would include roads and surface lots for trucks and automobile parking. The construction site iswest ofthe old terminal at the northwest corner of ONT. The EIR (Environmental Impact Report) for the project has been completed, and both the EIRand the lease are expected to be approved by the Board ofAirport Commissioners in September or October 2007.
c. Planned grade separations at South Milliken, North Grove and San Antonio d. Planned interchange improvements at 1-10and Grove, Vineyard and Euclid, and SR60 at Mountain, Archibald, Euclid, Haven and Airport Dr.
e. Planned extension ofMetro Gold Line to airport 

## PALM SPRINGS INTERNATIONAL AIRPORT (PSP) 1. Rolein regional aviation system a. PSPisone ofthe fastest growing airports in the U.S.and isexpected to continue growing in relation to the forecasted growth in the CoachellaValley. Currently PSPiscompeting against the other airports in the Southern California region forpassenger traffic. Asthe Coachella Valley population continues to grow, itis anticipated that PSPwillplay an integral part in the local and regional aviation demands.


### 22 AVIATION ANO AIRPORT GROUND ACCESS REPORT 2. Recent passenger and cargo trends
a. In 2006 PSPwas ranked the sixth fastest growing airport in the U.S. and is projected to increase by 8 percent by 2050. Passenger growth is expected to continue at approximately 5% average year over year

-cargo N/A. TABLE 12 PASSENGER AND CARGOLEVElS ATPSP

2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 1.28 1.17 1.37 1.42 1.11 1.25 1.53

3. Airport location and acreage a. Airport location: 33°49' north latitude and 116° 30' west longitude b. Acreage: 900 acres 4. Runway number and length
a. Runway 13R/31L

- 10,000 feet long, 150feet wide b. Runway 13L/31R

- 4952 feetlong, 75feet wide 5. Terminal square footage and number ofgates a. Bono Concourse 75,OOOsq.ft.,8 Gates: b. Main TerminallOO,OOOsq.ft., 0Gates after 9/15/07;
c. Regional Concourse 18,000sq. ft., 8 Gates (Completed September 2007) 6. Hours ofoperation
a. 24 hours aday, 7days aweek 7. Legalorphysical capacity constraints
a. None 8. Planned facility and ground access improvementsa. New FAAcontrol tower location search underway, expected comple- TABLE 13 tion 2012 b. New consolidated rental carfacility ison hold pending master plan
c. New baggage claim processing facility ison hold pending capital improvement review d. Terminal expansion: all estimates are subject to review when 2003 Master Plan Update isupdated again in 2008. No information atthis time 

## PALMDALE REGIONAL AIRPORT (PMD) 1. Rolein regional aviation system
a. PMDislocated in the Antelope Valley,in the northeast portion ofthe city ofPalmdale, on a60-acre site on United States AirForcePlant 42. PMD is approximately 60 miles northeast ofDowntown LosAngeles offState Highway 14. b. PMD isone offour airports owned and operated by LAWA,aCity of Los Angeles department which also owns and operates Los Angeles International, Ontario International and Van Nuys. PMD serves the Antelope and Santa Clarita Valley areas as a regional airport providing short haul and feeder air service into larger hub airports. PMD isviewed asplaying akey role in meeting the future demand for air travel in Southern California. 2. Recent passenger and cargo trends
a. Regional]et (RJ)Service to San Francisco International began onJune 7,2007 atLA/Palmdale. United Express offers two daily roundtrip regional jet flights to San Francisco International Airport, where travelerscan connect to flights serving domestic and international destinations. There was no commercial service at the airport in 2006. About 4,900 passengers used the airport in 2005. No cargo service. PASSENGER AND CARGO LEVELS AT PMD 2000 2001 2002 2003 2004 2005 2006 Passenger 

### NA NA NA NA 4,877 

# o 65

3. Airport location and acreage a. Location: 34° 37' 45" north latitude by LlZ"05' 04" west longitude b. Acreage: LAWAcurrently leases 61.75 acres ofland from the United States AirForce (USAF)under aJoint UseAgreement OUA)that allows civilian operations on Air Force Plant 42 (AFPlant 42). LAWAalso owns 17,750 acres adjacent to and to the east ofAFPlant 42 available forfuture development. 4. Runway number and length
a. Runway 7/25

- 12,002 feetlong, 150 feet wide b. Runway 4/22

- 12,001 feetlong, 150 feet wide
c. Runway 72/252

- 6,000 feetlong, 75feet wide 5. Terminal square footage and number ofgates
a. The passenger terminal located on leased property on Air Force Plant 42 is 9,000-square feet served by an 1l,OOO-square yard apron for parking civilian aircraft. There are no contact gates. The apron can accommodate up to two narrow body jet aircraft. The former SR Technics aircraft maintenance facility located on Site #9 isowned by LAWAand consists ofapproximately 312 acres adjacent to A.F.Plant 42 Hours ofoperation 6. Terminal hours: 8a.m. to 7p.m. daily
a. The terminal is staffed by airport police 24 hours, but is open to the public from 0600-2230, daily. b. The control tower isstaffed from 0530-2200, daily. Operations do not occur when the tower isclosed.

AVIATION ANO AIRPORT GROUND ACCESS REPORT 

### 23c. Amorning commercial flight will be added departing at 0600 in September sothat will extend the hours for commercial operation. LAW is working with the military and FAAto extend the tower hours of operation. d. General aviation operations are not allowed at PMD at any time unless they are connected with the military or military contractors on the base. 7. Legalor physical capacity constraints
a. LAWNsestimate for airfield capacity at PMD is: Annual Service Volume (ASV): 225,000 VFRHourly Capacity (Operations/Hour): 77 IFRHourly Capacity (Operations/Hour): 59 b. LAWNsjoint Use Agreement with the Air Force currently allows up to 50 commercial operations per day but provides for a process to increase that limit to ashigh as400 operations per day with the permission ofthe military. 8. Planned facility and ground access improvements
a. Space is available on the 61.75 acre leased site for expansion ofthe passenger terminal facility and for development offuture cargo facilities. There is also land available to the south ofthe terminal area to expand the leasehold with Air Force approval. Thejoint Use Agreement with the U.S.AirForce (USAF)sets forth procedures forthe use ofAFPlant 42 as ajoint military/civilian use airport, defines the level of commercial operations that can take place by domestic civilian operators, and specifies guidelines for the use ofthe acreage owned byLAWA.The USAFhas determined that atleast 50civilian commercial operations per day can be accommodated without detriment to the military mission ofAFPlant 42. The JUA allows for incremental growth ofoperations levelsup to 400 civilian operations per day with the approval ofthe USAF.The lease site itself can be expanded to accommodate atleast the 1Million Annual Passengers forecasted to use 

### 24 AVIATION ANO AIRPORT GROUNO ACCESS REPORT the facility in 2030. LAWAisworking with the City ofPalmdale, the MTAand Caltrans to identify needed ground access improvements. These could include enhanced Metrolink service to the airport. Additional detail on the LA/Palmdale Master Plan isbelow. 9. LA/Palmdale Regional Airport Master Plan LAWA isin the process ofdeveloping anew Master Plan for LA/Palmdale Regional Airport (PMD). The purpose ofthe Master Plan is to analyze the local and regional issues that impact the airport and to address the following considerations: (1) determine the need to develop additional capacity at PMD through 2030, given the airport's current local market area; (2) determine the potential for PMD to playa larger role in the regional aviation system by accommodating demand beyond its market area considering the distance and travel time from the population centers; and (3) develop aplan that balances airport, economic and community goals in an environmentally sensitive and fiscally responsible manner. The SCAG2004 Regional Aviation Plan (RTP)proposes that a share of the total regional passenger and air cargo demand in the future be accommodated at PMD. The 2004 RTPRegional Aviation Plan proposes that PMD could playa significant role in accommodating passenger demand beyond its traditional service area ifahigh-speed rail system were developed that would allow easy access to PMD from the Los Angeles basin. SCAGalso proposes significant changes in the way both the airports and the airlines do business today in order to stimulate growth of airline service at PMD. Many ofthese proposed changes would require changes in federal regulations regarding the ways that airports can set feesand spend money. With these services implemented, SCAGbelieves that PMDcould attract asmuch as12.8 MAPby 2030. Since the ability of the region to fully implement the SCAG Aviation Plan isuncertain at this time, LAWAhas forecasted the demand for passenger air services at PMD to be 1.14 MAP by 2030 and has selected this forecast as abasis for master planning. This forecast was based onexpected population and employment growth within the airport's traditional service area. The service area primarily covers the Antelope and Santa Clarita Valleys and portions ofthe San Fernando Valley.The MasterPlan forecasts were limited by the existing and forecasted population and employment growth within the airport's defined market area and the isolation ofthe airport from the regional population center in the general LosAngeles basin. The PMD Master Plan isbeing developed in three phases. Phase I, Determination ofAirport Requirements, included the collection and documentation of data regarding existing facilities at PMD, other aviation facilities in the region, and the community issues at large; the development offorecasts ofaviation demand for the next 30 years; an analysis ofexisting airport capacity; and adetermination offuture airport facility requirements. Phase II, Analysis of Alternative Development Plans, included the formulation ofalternative development scenarios forthe entire airport site, recommendations foruse ofland not required foraviation purposes, and an analysis ofthe local and regional roadway systems affecting PMD. Phase III,Airport Improvement Implementation Plan, includes a30-year implementation plan and environmental analyses, the Airport Layout Plan, cost estimates and an Airport Capital Improvement Plan, and a financial implementation strategy. The Master Plan is currently in the final stages ofPhase II, which will end with the completion ofaDraft Master Plan. ANotice ofPreparation for the environmental documentation was released in January 200S to collect comments on the proposed plan and any alternatives that should be considered. Three alternative improvement concepts have been developed to expand PMD facilities to meet the forecasted demand. Allalternatives assume that PMD continues to share the AFPlant 42 airfield, but propose expansion ofpassenger and cargo facilities on and offAFPlant 42. All alternatives also include airside, landside and roadway improvements built in phases keyed to passenger and cargo growth. Improvements will include passenger terminal expansion; additional aircraft gates for passenger and cargo operations; expansion of airside facilities such as aprons and taxiways; expansion of automobile parking lots; construction orexpansion ofaccess roads; construction ofaircargo facilities; and construction ofsupport facilities. Alternative I, the Proposed Action, includes expansion ofthe terminal and apron within the existing terminal area on AFPlant 42 and development orexpansion ofadditional facilities on AFPlant 42outside the current leasehold. Alternative 2includes development ofaterminal building, apron and cargo facilities within an area on LAWAproperty called Site9, with aconnecting taxiway to the AFPlant 42 airfield. Alternative 3includes development ofaterminal building, apron and cargo facilities east ofAFPlant 42, entirely on vacant LAWAproperty. All alternatives include acommercial/industrial development on LAWAproperty south of Avenue P. Commercial development of non-aviation property will help finance future infrastructure development. LAWAis also developing a long-range strategic plan for PMD to show how the airport will accommodate passenger demand beyond 2030 or demand generated by the development of a high-speed rail system to PMD as suggested in the SCAGAviation Plan in the 2004 IUP. The plan proposes a phased move to LAWAproperty as passenger volumes approach about 3MAP.Atthat point, further investment in expansion on the Plant 42leasehold would not be cost effective. Phased development ofanew airport on LAWAowned property would be initiated, beginning with passenger terminal development. At build-out, the strategic plan will propose an airport that can handle at least the 12.8 MAPsuggested by the SCAGplan, with two runways developed on LAWAproperty and connections to the AFPlant 42 airfield for additional capacity. 

### SAN BERNARDINO INTERNATIONAL AIRPORT (SBD) 1. Rolein regional aviation system

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 25a. SBDprovides an optimal location for air cargo and logistics management for companies conducting businesses in LosAngeles, Southern California, Mexico and the US inter-mountain regions of Denver, SaltLakeCity, LasVegasand Phoenix. Centrally located just 60 miles (96.5 kilometers) east ofthe LosAngeles International Airport (LAX), SBDissurrounded by major interstate freeways (1-10,1-215and 1-30- /1-210), enjoys an excellent local surface transportation access, isin a congestion-free aircorridor and islocated within two miles ofamajor intermodal BNSFRailway facility. SBDiswell positioned as aconsolidation/distribution center forboth air cargo and ground shipments. 2. Recent passenger and cargo trends
a. No scheduled commercial passenger flights have taken place at SBD since 1998. However, commercial charter operators have utilized SBD (irrespective of the terminal building) during the 2000

- 2005 periods. b. In 2002 itwas estimated that approximately 12large all-cargo aircraft used SBD(9 Antonov AN-24's, 2 Boeing 747's and 2 Convair 640's). Specific cargo operation information isnot available. In addition, numerous cargo aircraft operate at SBDcommonly through the FBO. TABLE 14 PASSENGER AND CARGO lEVElS ATSBD



### 2000 2001 2002 2003 2004 2005 2006 Passenger 

### 234 N/A 1084 

### 206 44 

### 249 217

seD: Specific cargo information isnotavailabie. 3. Airport location and acreage a. Location: 340 OS'43" north latitude by 1170 14' 06" west longitude b. Acreage: Approximately 1,300 acres 4. Runway number and length


## 26 AVIATION AND AIRPORT GROUND ACCESS REPORT a. Runway 6/24

- 10,001 feet long, 200 feet wide 5. Terminal square footage and number ofgates
a. From 2000

- 2005 SBDwas equipped with two passenger gates at its 66,560 square feet terminal building. 6. Hours ofoperation
a. SBDisopen 24 hours per day, 365 days per year, and a24 hour prior notification isrequired for commercial passenger operations 7. Legalorphysical capacity constraints
a. Airfield capacity isaffected by:

• Traffic coordination with other airports

• High terrain affecting ILSminimums 8. Planned facility and ground access improvements
a. Widening projects between Waterman and Mt. View Ave.

- widen from 2

- 4 lanes between Tippecanoe and Mt. View, adding curbs, sidewalks and lighting b. Widening of 3rd and 5th streets from Tippecanoe to Palm
c. Improvement to shoulder on Victoria, Del Rosa and Sterling Ave. from 3rd to 6th Streets. d. Anew 4-lane bridge atMountain View over the Santa Ana River
e. Extension ofMountain View from Palm Meadow to 1-10 f. Upgrading ofWaterman/I-IO and Mill/I-215 interchanges g. There is no near term plan for constructing a passenger terminal on the north end of the airfield-the existing terminal is being expanded and refurbished. The cargo terminal construction is listed on the Airport Capital Improvement Plan, but funding has not been programmed. h. The airport's air traffic control tower isbeing refurbished and will be operational in early 2008i. 40new small hangars and aseveral largehangars on the runway's east side to be constructed 

### SOUTHERN CALIFORNIA LOGISTICS 

## AI~PORT (VCV) 1. Rolein regional aviation system
a. The Southern California Logistics Airport specializes in goods movement and is apotential world class facility for serving international and domestic air cargo needs. The airport provides ground, air and rail transportation for the 

### "fastest-to-market" delivery. The airport is capable of accommodating both military and commercial aircrafts. The Southern California Logistics Airport facility features two intercontinental runways including a 15,050 foot runway, alloWing the heaviest aircraft direct, non-stop access to any destination in the world and a 10,000 foot runway. The air control tower operates 24 hours aday and has emergency response capabilities that are comparable to the world's largest airports. 2. Recent passenger and cargo trends
a. PAX(military personnel for the Naticnal Training Center (NTC) and Twenty Nine Palms) board aircraft on the open ramp through the NTC leasehold. b. Cargo was below 1,000 during 2003, 2004, and 2005. Right now it ishovering at around 1,000 tons annually, Signs suggest it will continue to increase. TABLE 15 PASSENGER AND CARGO LEVELS ATVCV



### 2000 2001 2002 2003 2004 2005 2006 Passenger (millions) 0.03 0.03 0.03 0.03 0.03 0.03 0.03

3. Airport location and acreage a. Location: 34° 35' 

### 50"north latitude by 117° 22' 

### 58" west longitude b. Acreage: 3,000 acres 4. Runway number and length
a. Runway 17/35

- 15,050 feet long, 150 feet wide b. Runway 03/21- 9,168 feet long, 150feet wide 5. Terminal square footage and number ofgates
a. Terminal Building isapproximately 10,000 square feet b. No gates 6. Hours ofoperation
a. 24 hours aday, 7days aweek 7. Legalorphysical capacity constraints
a. None 8. Planned facility and ground access improvements
a. Atwo lane road adjacent to 1-15isbeing increased to afour lane road which should be completed within a 12month period. b. Construction ofadditional large maintenance hangars and corporate aircraft hangars.
c. Construction anew fuel farm within the next 12months. d. Runway 3/21 will be reconstruction within the next couple ofyears.

AVIATION AND AIRPORT GROUND ACCESS REPORT 

### 27