Prepared for: 

Norwood Airport Commission 

Norwood, Massachusetts 

Norwood Memorial Airport 

Master Plan Update 

FINAL - Phase II 

March 2007 

Prepared By: 

Edwards and Kelcey 

In association with: 

Little River Survey Company 

Baystate Environmental 

Consultants, Inc. 
Norwood Memorial Airport 

Norwood, Massachusetts 

Master Plan Update 

Phase U 

's taxiway system is shown in Figure 1-2, above. The existing taxiway system 

current and future operations at the Airport. Air Traffic Control (ATC) 

ically clear an arriving aircraft to taxi to the GA ramp via Taxiway A and 

transient parking. Based aircraft typically use Taxiway D or C. Taxiway 

ed by local based aircraft to access tie-downs. Taxiway pavement 

good to poor, as shown in Table 3-3 and in the Pavement 

pendix F. Taxiways C and F are in poor condition and should be 

· in FY 2008. Taxiway A, last improved in 1984, is in fair 

ilitation in 2015. 

Recently, the Airport had to eliminate an area of aircraft tie-downs u01o.,au,,~;;; 

were within the easterly Taxiway B Object Free Area (TOF A). 

eliminated more than $100,000 in annual revenue to the Airport. 

combined with the unmet demand for tie-down space noted above, has 

issue for the Airport. The option to change the designation of Taxiway B to a 

been considered as a way to re-establish the lost aircraft parking and meet 

unmet need for tie-down space. A taxilane would require less area for the 

discussed below in Section 4.5. In addition, these tie-downs are affected by the 

1 ,000-foot wide Primary Surface, as discussed in the following Sections 3.8, and 4.6. 

Aircraft Parking Aprons 

The Airport has 10 aircraft parking aprons for based aircraft and 2 aprons for itinerant, or 

visiting, aircraft. Currently, the Airport has 221 , I 00 square feet of apron area available to 

accommodate parking for 204-based aircraft and up to 12 itinerant aircraft, depending 

upon type and size. Approximately 74% ofthe based aircraft are on tie-downs while the 

remaining aircraft are stored in corporate hangars or individually owned T-hangars. 

Since the 1972 Master Plan and 1992 Airport Layout Plan were prepared, FAA standards 

regarding object free areas have changed. As mentioned in Section 3.7, a number of 

based aircraft tie-down aprons were removed from service because they were located 

within the easterly Taxiway B OF A and within the outer edge of the FAR Part 77 

Primary Surface of Runway 17-35. (See photo in Figure 3-5). The Airport lost about 

4 7,500 SF of based aircraft parking apron area with the potential to accommodate up to 

FACILITY NEEDS Page 3-10 
Norwood Memorial Airport 

Norwood, Massachusetts 

Master Plan Update 

PhaseU 

79 aircraft. The economic loss from these 79 spaces represents $8,690 per month in tiedown fees, or $105,000 per year in income (FY05 rates). There is a need to replace the 79 

tie downs that have been made unavailable as shown in Figure 3-5, below. 

Figure 3-5 Taxiway B OFA Penetrations 

The forecasts prepared for Section 2 indicate a future demand for aircraft parking. Based 

on that analysis, by 2025, the aircraft apron needs will be in excess of 565,000 SF. This is 

double the existing aircraft parking apron area. 

In summary, the following issues underscore the need for additional apron space and the 

constraints on future development on the current Airport property: 

• 2025 forecasted demand for double the aircraft parking apron area; 

• There is minimal upland area on Airport property that is not already developed; 

• Additional aircraft tie-down and hangar space is not available; 

• To meet demand for aeronautical uses, there is a need to acquire upland; 

• Key upland areas exist in the Runway 10 Runway Protection Zone (RPZ) and 

within the BMA parcel; 

• Town should consider purchase of the Runway 1 0 RPZ land to develop a more 

efficient layout and meet demand for aeronautical uses. 

Because the upland area available to the Airport is inadequate to meet future demand, 

there is a critical need to acquire added upland for aeronautical use (See Section 3.12). 

The Town should consider acquiring the Runway 10 RPZ, and explore the long-term 

option of buying-out the BMA lease, a parcel that occupies the core of the Airport's 

upland area. 

Page 3-11 FACILITY NEEDS