Source: https://studylib.net/doc/18720688/airport-layout-plan---mckinney-national-airport
Timestamp: 2019-12-07 09:26:42
Document Index: 469711

Matched Legal Cases: ['art 139', 'art 150', 'art 150', 'art 150', 'art 24', 'arty\n7']

Airport Layout Plan - McKinney National Airport
Collin County Regional Airport ALP Update and Narrative Report Preferred Airport Development Alternative SECTION 4 - PREFERRED AIRPORT DEVELOPMENT ALTERNATIVE
This section describes the Preferred Airport Development Alternative identified by the McKinney Airport
Development Corporation during the ALP Update process. This development alternative includes the
requirements identified in Section 3 following the airport demand / capacity analysis and the following
requirements identified by the MADC in the kickoff workshop:
General Aviation Terminal Facility
Airport Access Improvements
Interim Commercial Service Terminal
Permanent Commercial Service Terminal
The Preferred Airport Development Alternative (PADA) is depicted graphically in Exhibit 4.1
4.2.1 PARALLEL RUNWAY AND TAXIWAY
The airfield capacity analysis identifies the need for additional capacity-related improvements to be
planned no later than PAL 2 (154,900 annual operations) and constructed by PAL 4 (230,000 annual
operations). The requirements for the parallel runway include a 6,000’ length, 100’ width, and a runway
centerline-to-centerline separation of 700’. The 6,000’ runway length accommodates all small aircraft
(less than 12,500 pounds) and all large aircraft (less than 60,000 pounds) at 60% of their useful load that
are projected to use the Airport8. The 100’ width meets the design standard for ADG III 9 and the 700’
separation meets the requirement for simultaneous VFR operations10.
Based on AC 150/5060-5 (Airport Capacity and Delay Manual), there are seven airport characteristics
fundamental to the demand/capacity analysis at Collin County Regional Airport. They are:
Runway Use Strategies
Touch-and-Go Operations
Arrivals/Departures Ratio
Table 3.2 – Runway Length Analysis Airport’s Critical Aircraft is the Gulfstream G550, paragraph 3.2.3.1 10
Table 3.3 – Runway Dimensional Standards 9
4‐1 Scale: 1&quot; = 1000'
Preferred Airport Development Alternative
ALP Update Narrative Report
Collin County Regional Airport ALP Update and Narrative Report Preferred Airport Development Alternative After considering the Items above, only two potential capacity improvements were possible at Collin
County Regional Airport: optimized aircraft and taxi routing and an additional parallel runway. The current
configuration of taxiways on the airfield provides maximum practical capacity for aircraft taxi movements.
Therefore, reconfiguring or adding taxiways or changing aircraft taxi procedures will not increase airfield
capacity to a level that will meet the forecast demand. Therefore, a parallel runway east of Runway 18-36
is the most practical alternative to provide the Airport with the additional capacity needed to meet the
forecast demand. As indicated throughout this process, the timing of the development of any new facilities
will depend on the growth of aviation activity that actually occurs at the Airport. The improvement is
recommended for implementation based upon a forecast operations count associated with the identified
Planning Activity Level (PAL), not a specific year. Actual aviation activity at the airport should be
evaluated prior to the execution of the parallel runway project.
The PADA features a parallel runway (to be designated 18L-36R) with an ultimate dimension of 7,002’ x
150’ that is located 700’ to the east of Runway 18-36 (to be re-designated 18R-36L). This ultimate
parallel runway configuration will be achieved with a phased construction approach based on airport
traffic demands. The initial phase of the parallel runway will be constructed at 6,002’ x 100’, meeting the
standards for ADG III and the demands identified within the planning period. The initial parallel runway
project will also include earthwork off the runway shoulders to the west and east that will accommodate a
paved surface expansion to 150’ width in the future if needed to serve ADG IV aircraft. A requirement for
this widening was not identified within this planning period. This additional earthwork would generate a
nominal increase in the cost of the initial runway project, but once in place the additional paving to widen
the runway could be completed at minimal cost and with minimal impact to airport operations.
The future full-length parallel taxiway identified on the PADA provides aircraft access to the airfield from
facilities on the east side of the Airport and is spaced 400’ to the east of the proposed parallel runway in
accordance with design standards for ADG III and ADG IV aircraft, approach categories C and D. Similar
to the proposed runway, the parallel taxiway requires a 50’ width but is shown on Exhibit 4.1 at an
ultimate width of 75’ in order to accommodate future pavement expansion to ADG IV standards, if
required. This expansion was not documented as a requirement within the planning period. The initial
project will include pavement for a 50’ width and earthwork to accommodate a 75’ width in the future,
should it become necessary. This additional earthwork would generate a nominal increase in the cost of
the initial project, but once in place the additional paving to widen the taxiway could be completed at
minimal cost and with minimal impact to airport operations.
The proposed parallel runway and taxiway reflect a 1,000’ extension to the south to create a 7,000’
landing surface and associated taxiway pavement. A requirement for this extension was not documented
within the planning period, but is reflected on the PADA in the event such an extension is required in the
4‐3 Collin County Regional Airport ALP Update and Narrative Report Preferred Airport Development Alternative 4.2.2 RUNWAY 18-36 EXTENSION
The PADA includes a 1,500’ southerly extension of Runway 18-36 to an ultimate length of 8,500’. A
requirement for this extension was not documented within the planning period, but it may be warranted in
the future to accommodate heavier aircraft (greater than 60,000 pounds) operating at maximum stage
length (greater than 2,000 miles). Additionally, this runway length is fully capable of accommodating most
domestic passenger flights throughout the year, should commercial service operations begin at the
4.2.3 ACCESS IMPROVEMENTS
The expansion of the airfield to the east with construction of a parallel runway and taxiway system, as
discussed in Section 4.2.1, generates requirements for land acquisition as well as utilities, drainage, and
access improvements. Land acquisition is discussed in Section 4.5. Specific utilities and drainage
improvements to support airport development will be generated following the associated studies that are
identified in the Capital Improvement Program (CIP) for separate funding and execution. The specific
access improvements recommended are:
Relocation of Enloe Road and southern connection to FM 546
Connection of Airport Drive / Country Lane to FM 546
The relocation of Enloe Road is recommended because the airfield expansion will cut access from Enloe
Road to rural roads to the east and FM 546 to the south. The proposed Enloe Road relocation must be
executed in conjunction with the parallel runway and taxiway project. The alignment shown is a modified
version of the alignment recommended by KSA Engineers to the MADC in the “East Airport Drive / FM
2933 Connector Alignment Study,” which was published in 2010. The Enloe Road relocation is
comprised of three sections. The first section, between Airport Drive and the relocated section, will
require improvements to meet the standards of a two-lane rural section in order to be used as a
connecting roadway between the west and east sides of the airport. Right-of-way should be reserved
along this section in order to accommodate future expansion. The second section, from the existing
Enloe Road and extending east, will consist of a two-lane, rural section with reserved right-of-way to
accommodate expansion in the future. The third section, running north-south and connecting to FM 546,
will continue the two-lane section with right-of-way reserved to accommodate ultimate expansion of the
thoroughfare identified for this area in the City of McKinney’s Master Thoroughfare Plan12.
In addition, increasing aircraft operations and expansion of airport facilities over the planning period will
directly generate an increase in the amount of vehicular traffic occupying roadways around the Airport.
Therefore, a second access improvement project, connection of Airport Drive to FM 546 in the Airport’s
southwest quadrant, should be executed with the airfield expansion to provide a continuous, efficient
roadway loop around the Airport. The City of McKinney’s Master Thoroughfare Plan identifies a 1.7 mile
westerly extension of FM 546 to State Highway 5. This project adopts the portion of that extension
between FM 546 and Airport Drive. Although the ultimate FM 546 extension is an urban major arterial,
the project identified in this plan maintains the existing two-lane section of FM 546 and extends it to what
is now Country Lane with adequate right-of-way to enable future widening in accordance with the
thoroughfare plan. This access improvement also includes extending the current typical section of Airport
Drive south to meet the FM 546 extension.
Collin County Regional Airport at McKinney “Airport Land Use Study”, pp 15 – 16, KSA Engineers / Coffman Associates, October 2009 12
City Ordinance No. 2010‐01‐001 4‐4 Collin County Regional Airport ALP Update and Narrative Report Preferred Airport Development Alternative 4.2.4 AIRCRAFT HANGAR SPACE
The demand / capacity analysis identified various needs by hangar type throughout the planning period,
as identified in Table 3.16. Exhibit 4.1 illustrates the proposed siting of hangar facilities. The facilities
are generally grouped by hangar type, as follows:
T- and Box Hangars – West of Taxiway B5
Community Hangars – West of Taxiway B2
Private Corporate Hangars – West of Taxiway B4
The hangar areas identified in the PADA will be made ready for hangar development with utilities, access,
and other infrastructure (if not already in place) so that the Airport is prepared to accommodate hangar
developers as demand dictates.
4.3.1 CENTRAL AIRPORT PARKING ADDITIONS
The demand / capacity analysis identifies a requirement to construct 123 additional parking spaces in the
central portion of the Airport between the Cutter Aviation FBO and Airport Administration offices, the air
traffic control tower, and the McKinney Aerospace Hangar. The PADA identifies an infill area to
accommodate this parking requirement, although some reconfiguration of existing parking spaces and
driveways may be required in order to accommodate all needed spaces. Additional vehicular parking
spaces are planned in conjunction with other facility requirements identified by this ALP Update based on
facility size, type, and usage.
4.3.2 GENERAL AVIATION TERMINAL FACILITY AND PARKING APRON
Inclusion of a second general aviation terminal facility on the PADA enables the McKinney Airport
Development Corporation to retain existing and attract new aeronautical businesses and tenants by
providing exceptional services and generating revenue that can be used to make the Airport financially
The general aviation terminal facility is sited immediately north of the existing GA parking apron and
features a single-story facility of approximately 30,000 square feet, associated vehicular parking, and
access to the site via an easterly extension of Elm Street. Approximately 15 acres of GA parking apron is
located immediately adjacent to the facility, addressing the requirement for aircraft parking apron space
identified in the demand / capacity analysis.
The facility site including the building, vehicular parking, aircraft parking apron, and access drive is
approximately 33 acres of total land area. The airport currently owns only the acreage immediately
adjacent to Taxiway A. Approximately 29 acres of land acquisition is required to accommodate the
facility. However, this acreage figure may vary depending on the current landowner’s willingness to
subdivide and/or grant easements for access, utilities, etc.
COMMERCIAL PASSENGER SERVICE SUPPORT FACILITIES
The PADA identifies facilities that could be engaged to capture an opportunity for commercial passenger
service at Collin County Regional Airport. While no requirements for commercial passenger service
operations were generated during the course of the demand / capacity analysis, the MADC recognizes
the importance of being prepared with a plan in the event such an opportunity is provided. Therefore, the
PADA identifies a means to provide facility support for commercial passenger service operations on an
interim basis and in the long-term.
4‐5 Collin County Regional Airport ALP Update and Narrative Report Preferred Airport Development Alternative 4.4.1 INTERIM SOLUTION
The interim solution for facility support for commercial service operations requires renovation of the
McKinney Aerospace Hangar. The interior space may need to be reconfigured to support passenger
functions such as ticketing, baggage, security screening, etc. The facility may also need additional
vehicular parking to accommodate short- and long-term passengers. Consideration of TSA requirements
regarding commercial service aircraft parking and passenger loading and unloading is also critical.
Finally, the entire airport will need to be reviewed for compliance with FAR Part 139 requirements. The
specific items to be addressed at the startup of commercial passenger service will be fully defined at the
appropriate time by Federal authorities and the airline starting service.
4.4.2 LONG-TERM SOLUTION
The proposed commercial service terminal facility is sited on the PADA on the east side of the Airport.
Because no demand for long-term commercial passenger service was identified during the planning
period, it is assumed that the parallel runway and taxiway will be in place before the commercial service
terminal is designed and constructed. In the event commercial passenger service is a reality before the
airfield expansion is executed, the parallel taxiway system and vehicular access improvements, including
the Enloe Road relocation to the north and east and the FM 546 connection to the southwest, would need
to be constructed in conjunction with the terminal to provide adequate passenger access to the terminal
and aircraft access to Runway 18-36.
Land acquisition is required to support the future airport development requirements identified in the
PADA. The land parcels that comprise the areas targeted for acquisition are identified on Exhibit 4.2 and
tabulated in Appendix A.
The property identified for acquisition on Exhibit 4.2 within the Ultimate Airport Property Line, shown in
blue, is an approximation of the minimum area necessary to accommodate and secure the Airport
improvements identified in the PADA. The property identified for acquisition beyond the Ultimate Airport
Property Line on Exhibit 4.2 accommodates identified access improvements that should accompany
future airport development. While Exhibit 4.2 and Appendix A provide a sound estimate, the acreage
figures that ultimately must be acquired may vary depending on the current landowners’ willingness to
The City’s recent Planning Supplement to its Economic Development Plan, completed by Broaddus
Planning in conjunction with TIP Strategies and published in January 2011, identifies the area
surrounding Airport Road as an “Aviation Technology Corridor,” which has “a strong focus [on] aviation
and technology-related uses.” This corridor is identified on the PADA, along with a similar corridor on the
east side. Any acreage owned by the Airport along these “Aviation Compatible Development Corridors”
could become a revenue source for the- Airport from development that may be compatible with, but not
directly related to, the business of aviation and the Airport. Likewise, additional acreage owned by the
Airport outside those corridors could be viable for use as ground lease space to accommodate on-airport
development. The identified land acquisition also increases the City’s control over the development that
occurs around the Airport, which could help mitigate encroachment issues.
4‐6 Scale: 1&quot; = 1000'
Property Acquisition Areas
Collin County Regional Airport ALP Update and Narrative Report Environmental Overview SECTION 5 - ENVIRONMENTAL OVERVIEW
The purpose of this section is to provide an overview of potential environmental impacts associated with
the proposed improvements depicted on the Preferred Airport Development Alternative for Collin County
Regional Airport at Exhibit 4.1. This environmental overview will provide federal, state, and local officials
and the public with an understanding of the potential environmental impacts of the proposed airport
development during the 20-year planning horizon. The overview presented in this chapter is modeled
after the format of an Environmental Assessment (EA), described in FAA Order 1050.1E, “Environmental
Impacts: Policies and Procedures”. Appendix A of Order 1050.1E lists 18 environmental impact
categories that should be analyzed to determine impacts that may occur as a result of airport actions.
Department of Transportation Act: Section 4(f)
Hazardous Materials, Pollution Prevention, and Solid Waste
Historical, Architectural, Archeological, and Cultural Resources
Natural Resources, Energy Supply, and Sustainable Design
Socioeconomic Impacts, Environmental Justice, and Children’s Environmental Health and Safety
The information included in this section is not a formal Environmental Assessment (EA) or Environmental
Impact Statement (EIS) as referred to in the National Environmental Policy Act of 1969 (NEPA) or the
Airport and Airway Improvement Act (1982 as amended). However, this overview will point out those
areas that may be potentially impacted by the proposed actions at Collin County Regional Airport and that
may require further environmental study before project implementation. Several documents produced in
conjunction with previous airport planning and development efforts were referenced in the development of
this Section, including:
Coffman Associates, Inc., Final Environmental Assessment for Proposed Airport Improvements to
Meet FAA Design Standards for Runway/Taxiway Separation and Associated Improvements,
Environmental Science Associates, 14 CFR Part 150 Study, Noise Exposure Maps and Noise
Compatibility Program for Collin County Regional Airport, September 2005.
Wilbur Smith Associates, Inc., Airport Master Plan Update for Collin County Regional Airport,
5‐1 Collin County Regional Airport 5.2
ALP Update and Narrative Report Environmental Overview ENVIRONMENTAL PROCESS
Airport improvement projects that are considered to be Federal actions or receive Federal funding must
be assessed from an environmental standpoint in order to comply with NEPA, the Airport and Airway
Improvement Act (1982), and other pertinent laws. Further guidance is provided in FAA Order 1050.1E,
“Environmental Impacts: Policies and Procedures”; Order 5050.4B, “National Environmental Policy Act
Implementing Instructions for Airport Projects”; as well as the Council on Environmental Quality’s
“Regulations for Implementing the Procedural Provisions of the National Environmental Policy Act”, found
in 40 CFR 1500-1508.
For any proposed airport action, the FAA performs an initial environmental determination that considers
the type of action and its potential effect upon the environment. The result of the determination is the
selection of one of the three following processes:
An EIS is prepared for major Federal actions that are generally known to have the potential for
significant environmental impacts. Actions that normally require an EIS include: initial Airport
Layout Plan or airport location approval and Federal financial participation in or airport layout
approval for a new runway capable of handling air carrier aircraft at a commercial service airport.
An EIS involves thorough evaluation and documentation of the proposed action’s purpose and
need, alternatives, affected environment, and environmental consequences.
An EA is prepared to determine whether a proposed action or its alternatives has the potential to
significantly affect the environment. An EA requires similar analysis and documentation as an
EIS, but with less detail and coordination. If the EA indicates that the proposed action will not
result in significant impacts, the FAA will prepare a Finding of No Significant Impact (FONSI), or
otherwise require the preparation of an EIS.
A Categorical Exclusion (CATEX) applies when a proposed action is included in one of the
categories of categorical exclusions in paragraphs 307-312 of Order 1050.1E and no
extraordinary circumstances apply. If extraordinary circumstances apply, the FAA may need to
conduct consultation with relevant oversight agencies and may need to make appropriate findings
When the FAA determines that an EA or EIS is required, FAA Order 5050.4B is used as a guide in the
preparation of such studies.
EXAMINATION OF ENVIRONMENTAL IMPACT CATEGORIES
The Preferred Airport Development Alternative at Exhibit 4.1 identifies a series of airfield and landside
improvements at Collin County Regional Airport. This section provides a brief overview of the potential
environmental impacts associated with these improvements.
5.3.1 AIR QUALITY
According to the FAA Environmental Desk Reference for Airport Actions, detailed air quality analysis is
needed for a project that due to its size, scope or location has the potential to affect the attainment and
maintenance of established air quality standards. Collin County Regional Airport is located in an area
designated as being in moderate non-attainment for 8-hour ozone relative to National Ambient Air Quality
5‐2 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview Standards (NAAQS)13. In addition, according to the FAA’s Environmental Desk Reference for Airport
Actions, an air quality analysis is required if the proposed improvements occur at an airport having more
than 180,000 general aviation operations annually.
Because Collin County Regional Airport is forecast to have more than 180,000 annual general aviation
operations during the planning period, an air quality analysis will likely be required as part of
environmental reviews conducted for projects implemented at the airport. Additionally, in accordance with
Title 49 U.S.C. 47106 (c) (1) (B), as amended, certification must be obtained from the Governor of Texas
stating that the airport improvements will be located, designed, constructed, and operated in accordance
with applicable air quality standards14.
5.3.2 COASTAL RESOURCES
The Collin County Regional Airport is located in North Texas, which is inland. Therefore, this resource is
not considered or applicable.
5.3.3 COMPATIBLE LAND USE
According to FAA Order 1050.1E, the compatibility of existing or future land uses in the vicinity of an
airport is usually associated with noise impacts related to that airport. According to the City of McKinney’s
“Future Land Use Plan,” existing land use within the airport boundary consists of “Government / Airport”
land uses with surrounding properties designated as “Airport Industrial,” “Industrial,” various types of
business and commercial uses, “Medium- and Low-Density Residential,” and “Floodplain.” There are also
residential developments at the Towns of Fairview and Lowry Crossing that are near the Airport but
beyond the limits of the City of McKinney.
The proposed improvements appear to be compatible with the existing and future land use plans and
future plans for surface transportation and access. The areas identified for future improvements are
located within airport property boundaries or on parcels adjacent to the Airport that must be acquired.
The land acquisitions identified in Exhibit 4.1 are all within “Airport Industrial” uses except for the small
acquisitions on the north end of the field to secure Runway Protection Zones, which are within
“Floodplain.”
No noise analysis was performed in conjunction with this ALP Update. However, the City of McKinney
performed a Part 150 Noise Study in September 2005 to evaluate noise generated by the Airport in its
then-current configuration. Further noise analysis was performed in conjunction with the 2007 EA for
airfield improvements. Based on limited review of these documents, it is reasonable to assume that a
Noise Analysis will be required to accompany the environmental reviews conducted for projects
implemented at the Airport. Other improvement actions beyond the planning period may also trigger
noise analyses including the ultimate runway extensions and widening. Additionally, the change in air
traffic mix that could result due to the start of commercial passenger service at the Airport could generate
a requirement for further noise study.
Coffman Associates, p3‐5 Wilbur Smith, p7‐11 5‐3 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview 5.3.4 CONSTRUCTION IMPACTS
Construction impacts are commonly short-term and temporary in nature. Typical impacts resulting from
an airport construction project include air, water, and noise pollution, as well as potential impacts resulting
from generation and disposal of increased amounts of solid and/or hazardous waste. All on-site
construction activities must be conducted in accordance with FAA AC 150/5370-10A, Standards for
Specifying Construction of Airports, and incorporate best management practices into project plans.
Construction must also comply with the requirements of the National Pollutant Discharge Elimination
System (NPDES), including the filing of a Notice of Intent with the State of Texas prior to initiating
construction that disturbs more than one acre. Implementing these measures will prevent or minimize
most potential construction-related impacts to the environment and surrounding community.
5.3.5 DEPARTMENT OF TRANSPORTATION ACT, SECTION 4(F)
Section 4(f) of the Department of Transportation Act provides that the Secretary of Transportation will not
approve any program or project that requires the use of any publicly owned land from a public park,
recreation area, or wildlife and waterfowl refuge of national, State, or local significance or land from an
historic site of national, State or local significance as determined by the officials that have jurisdiction
thereof, unless there is no feasible and prudent alternative to the use of such land and such program,
and the project includes all possible planning to minimize harm resulting from the use. There do not
appear to be any properties meeting these criteria within the airport property limits or within the land
areas identified for acquisition on Exhibit 4.1. However, further study of this item may be warranted in
conjunction with future environmental assessments, especially if air traffic patterns are altered by
proposed airport development.
5.3.6 FARMLANDS
Prime Farmland, as identified by the US Department of Agriculture, is land that has the best combination
of physical and chemical characteristics for producing food, feed, fiber, forage, oilseed, and other
agricultural crops with minimum inputs of fuel, fertilizer, pesticides, and labor, and without intolerable soil
erosion. According to the Farmland Protection Policy Act (PL 90-542), lands already committed to urban
development, such as the Airport, do not meet the definition of prime or unique farmlands.
Some or all of the land surrounding the airport that is identified for acquisition may be designated as
Prime Farmland based on a review of the Soil Survey of Collin County, Texas and coordination with the
Natural Resource Conservation Service (NRCS). In compliance with the Farmland Protection Policy Act,
the conversion of Prime Farmland to a nonagricultural use as a result of development at the Airport
should be coordinated with the NRCS during the preparation of the Environmental Documentation prior to
construction activities. Additionally, Form AD-1006, Farmland Conversion Impact Rating, should be
completed to determine the extent of any farmland impacts15.
5.3.7 FISH, WILDLIFE, AND PLANTS
No field investigations were made to determine the presence of sensitive biological resources or
protected species or habitat in the proposed project area. Section 7 of the Endangered Species Act, as
amended, requires coordination with Federal agencies to ensure that any action the agency authorizes,
funds, or carries out is not likely to jeopardize the continued existence of threatened and endangered
species or result in the destruction or adverse modification of critical habitat. Additionally, the Fish and
Wildlife Coordination Act requires that Federal Agencies consult with State wildlife agencies and the U.S.
Wilbur Smith, pp7‐16 – 7‐17 5‐4 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview Fish and Wildlife Service concerning the conservation of wildlife resources when a stream or other water
body will be controlled or modified as a result of Federal Action.
During the EA completed in June 2007, a field evaluation of the project area (including airport property
and immediately adjacent lands) was conducted to identify sensitive biological resources and protected
species. During this evaluation “It was determined that the project area consists of grassland with
forested areas primarily confined to rivers, streams, and drainages. Dominant plant species include little
bluestem and indiangrass, in addition to Bermuda grass and bahaigrass. Woody vegetation in the
forested areas includes post oak, blackjack oak, water oak, winged elm, hackberry, and yaupon. All these
habitat types are very common within the project area. During the field investigations, no sensitive biotic
communities, federally threatened or endangered plant or animal species, or habitat for federally
protected species was identified within the project study area16.” The EA found that implementation of the
proposed airfield improvements at that time would not create a significant impact to federally listed
threatened or endangered species.17
In addition to consideration of the above, the 289-Acre Heard Natural Science Museum and Wildlife
Sanctuary is located approximately 2 miles southwest of the Airport along Wilson Creek18. Due to the
additional land acquisition proposed in conjunction with the Preferred Airport Development Alternative,
which appears to stretch beyond previously-studied areas, and the potential for changes in physical
features and shifts in animal populations over time, further study of this item may be warranted in
conjunction with future environmental analyses.
5.3.8 FLOODPLAINS
The Collin County Regional Airport property is impacted by the 100-year floodplain of the East Fork of the
Trinity River and its tributaries. Some of the development depicted on the Preferred Airport Development
Alternative, particularly the airfield expansion and relocation of Enloe Road, appears to be located within
the 100-year floodplain. This situation is not without precedent at the Airport.
The Runway 18-36 replacement project, which is under construction as of the publication of this report,
impacted the 100-year floodplain of the East Fork Trinity River and its tributaries. The proposed impacts
were modeled and submitted to FEMA for approval. FEMA issued Conditional Letter of Map Revision
(CLOMR) approving the construction of the impacts. A Letter of Map Revision (LOMR) will be issued by
FEMA at the conclusion of the project based on the as-built conditions of the runway and accompanying
drainage structures and stormwater attenuation and treatment facilities. The LOMR will revise the
effective FEMA mapping in the area to reflect the impact of constructed improvements on the floodplain.
Similar floodplain impacts due to improvements identified on the Preferred Airport Development
Alternative will likely need to be addressed in further detail during the environmental review process. A
Stormwater and Floodplain Management Master Plan is identified in the Capital Improvements Program
as a strategy to effectively minimize and mitigate these floodplain and drainage impacts as the Preferred
Airport Development Alternative is implemented over the planning period.
Coffman, p3‐6 Coffman, p4‐24 18
Wilbur Smith Associates, p7‐13 17
5‐5 Collin County Regional Airport 5.3.9
ALP Update and Narrative Report Environmental Overview HAZARDOUS MATERIALS, POLLUTION PREVENTION, AND SOLID WASTE
5.3.9.1 Hazardous Materials
The Coffman Environmental Assessment (June 2007) noted that “Numerous Phase I Environmental Site
Assessments have been undertaken at the airport prior to development projects and/or land acquisition.
None of these studies have identified the presence of any hazardous materials; therefore, it is unlikely
that earthwork will expose any hazardous materials (p4-27).” The Wilbur Smith Master Plan Update
(October 2004) noted that a search of EPA databases identified no hazardous waste sites on airport
property but did identify several sites in areas surrounding the Airport. Further analysis may be required
in conjunction with environmental review of future development to determine if these circumstances have
changed and if the presence of hazardous materials will impact future airport development.
5.3.9.2 Pollution Prevention
The Coffman Environmental Assessment (June 2007) also notes that “the City of McKinney maintains a
Texas Pollution Discharge Elimination System (TPDES) General Permit for operation of the airport as an
industrial facility.” The implementation of development depicted on the Preferred Airport Development
Alternative will likely generate a requirement to modify this permit to reflect additional impervious surface
on airport property and associated impact mitigation measures. “A construction-related TPDES permit
will be required prior to construction of the proposed improvements. This permit requires a Notice of Intent
for all construction activities disturbing one acre or more of land. Construction-related water quality
impacts are discussed under [Section 5.3.4], Construction, and [should] be minimized through the use of
best management practices (BMPs).”
5.3.9.3 Solid Waste
In general, the proposed facility development does not appear to produce a significant increase in solid
waste generation beyond what the City of McKinney may normally anticipate in planning for future
municipal growth. However, the particular solid waste impacts of the Preferred Airport Development
Alternative were not evaluated in detail as part of this ALP Update and should be fully analyzed in
conjunction with environmental review of future development.
5.3.10 HISTORICAL, ARCHITECTURAL, ARCHEOLOGICAL, AND CULTURAL RESOURCES
This category of impact must be in compliance with Section 106 of the National Historic Preservation Act
of 1966, as amended (16 USC 470, et seq.), which seeks to ensure the preservation of cultural
Research conducted during the Coffman Environmental Assessment (June 2007) revealed four
previously recorded sites in the Texas Archaeological Research Laboratory within the Area of Potential
Effect (APE) defined for the project. These sites were investigated further and it was determined “the four
localities, by definition, are not eligible for inclusion in the [National Register of Historic Places] NHRP or
[for designation as a State Archaeological Landmark].” (p3-7)
Since the APE for the implementation of the Preferred Airport Development Alternative will likely expand
beyond the boundaries of the APE identified in the Environmental Assessment, and because the status of
some of the identified sites may have changed or new sites may be evident since 2007, a study of these
resources should be included in the environmental review for these future projects.
5‐6 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview 5.3.11 LIGHT EMISSIONS AND VISUAL IMPACTS
As noted in the Wilbur Smith Master Plan Update (October 2004), “Light emissions associated with
general aviation airports are typically minimal…FAA order 5050.4A [indicates] light emissions do not
result in impacts to adjacent residential communities unless there are unusual circumstances, such as
high intensity strobe lighting aimed directly at an individual’s house” (p7-17). Currently, the Airport is
equipped with approach lighting and medium intensity runway lighting. Runway 18-36, upon completion,
will feature high intensity runway lighting. Similar lighting systems can reasonably be expected to
accompany future airfield expansion, which would not significantly alter lighting conditions. Although land
uses of properties most likely to be impacted by light emissions are generally compatible with airport
development, analysis of the light emissions that will accompany airport expansion should be evaluated in
future environmental reviews.
5.3.12 NATURAL RESOURCES, ENERGY SUPPLY, AND SUSTAINABLE DESIGN
Airport development actions have the potential to change energy requirements or use consumable natural
resources. Typical actions that could cause such impacts include airside/landside expansion, land
acquisition, significant changes in air traffic and airfield operations, and significant construction activity.
The proposed improvements at Collin County Regional Airport may cause an increase in demand for
energy during construction and the Airport may experience an increase in energy demand over the
planning period due to the forecast growth in air traffic operations and based aircraft and the
commissioning of new facilities. Potential impacts in this category may need to be reviewed in
conjunction with future environmental analysis related to the projects included in the Preferred Airport
Development Alternative. Notably, the City of McKinney has taken active steps to make sustainable
design a priority in its community. Sustainable design standards should be considered when possible
and practicable in the design of future airport facilities. 5.3.13 NOISE
initiated a Part 150 Noise Study in September 2005 to evaluate noise generated by the Airport in its thencurrent configuration. In addition, a noise analysis was conducted to evaluate airfield improvement
alternatives in conjunction with the June 2007 Environmental Assessment by Coffman Associates. None
of the near-term (PAL 1) airport improvement projects are anticipated to accompany or generate
significant changes in aircraft type or operations that would alter or modify the findings of that analysis.
It is reasonable to assume that a Noise Analysis will be required as part of the environmental review of
proposed airfield improvement projects, including the parallel 6002’ x 100’ runway (with planning / design
at PAL 2 and construction at PAL 4), depicted on the Preferred Airport Development Alternative. Other
noise analyses may be required for other airfield expansion projects beyond PAL 4 including the depicted
runway extensions and runway widening. Additionally, the change in air traffic mix that could result due
to the start of commercial passenger service at the Airport could trigger a requirement for further noise
5.3.14 SECONDARY (INDUCED) IMPACTS
Secondary (induced) socioeconomic impacts on communities surrounding airports include shifts in
patterns of population movement and growth, public service demands, and changes in business and
economic activity to the extent influenced by airport development. If land is acquired to expand the
Airport eastward and roadway improvements are constructed as depicted in the Preferred Airport
Development Alternative shown at Exhibit 4.1, some residences may be displaced and additional land
could be made available and feasible for development of aviation-compatible businesses. Although the
5‐7 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview overall economic impact of the Preferred Airport Development Alternative is anticipated to be positive with
the generation of temporary construction-related jobs and an increase in the Airport’s permanent jobcreating capacity, its secondary (induced) impacts should be evaluated as part of a future environmental
5.3.15 SOCIOECONOMIC IMPACTS, ENVIRONMENTAL JUSTICE, AND CHILDREN’S ENVIRONMENTAL HEALTH AND
According to FAA Order 1050.1D, significant social impact thresholds include:
 Extensive relocation of residents is required, but sufficient replacement housing is unavailable.
 Extensive relocation of community businesses and that relocation would create economic
hardship for the affected community.
 Disruptions of local traffic patterns that substantially reduce the levels of service of the roads
serving the airport and its surrounding communities.
 A substantial loss in community tax base.
The proposed improvements at Collin County Regional Airport may require relocation of a small number
of residences due to land acquisition and airfield expansion on the east side of the Airport. At this
preliminary stage in the process, significance of impact cannot be determined and further analysis should
be conducted when the projects are within five to seven years of construction, based on demand. The
proposed improvements must meet 49 CFR Part 24 (Implementing the Uniform Relocation Assistance
and Real Property Acquisition Policies Act of 1970) requirements if an airport action requires purchasing
real property or displacing people or businesses. It is anticipated that the proposed improvements would
not significantly alter traffic patterns in the surrounding community or cause a substantial loss in the
community tax base. Executive Order 12898, “Federal Actions to Address Environmental Justice in Minority Populations and
Low-Income Populations”, provides that “each federal agency shall make achieving environmental justice
part of its mission by identifying and addressing, as appropriate, disproportionately high and adverse
human health or environmental effects of its programs, policies, and activities on minority populations and
low-income populations”. The Council on Environmental Quality (CEQ) environmental justice guidance
under NEPA was used to clearly define what a “disproportionately adverse effect to minority or lowincome populations” would be. It states that a minority population should be identified where either the
minority population of the affected area exceeds 50% or when the minority population percentage of the
affected area is meaningfully greater than the minority population percentage in the general population.
This analysis was not conducted as a part of this ALP Update and should be conducted as relevant
components of the Preferred Airport Development Program are initiated in order to confirm the minority
and low-income population percentages of the affected area are not greater than the minority and lowincome population percentages in the general population, as defined by CEQ.
5‐8 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview 5.3.16 WATER QUALITY
As land is developed, surfaces are covered with non-porous materials such as concrete and asphalt.
Without interception and depression storage, nearly all the rainfall on the impermeable surfaces (roofs,
streets, driveways) becomes runoff, which dissolves or dislodges pollutants and discharges to creeks,
rivers, lakes, drainage ditches and irrigation systems. The proposed improvements at Collin County
Regional Airport will create new impervious surfaces that result increase stormwater runoff from the
Airport. In addition, the proposed improvements as depicted in the Preferred Airport Development
Alternative may impact streams and wetlands associated with the South Fork of the Trinity River and
The airport improvement project that was the subject of the Coffman’s June 2007 Environmental
Assessment impacted many of the same areas. According to the EA report, the following permits were
required to be received or modified in conjunction with that project:
U.S. Army Corps of Engineers (USACE) Section 404 permit;
Texas commission on Environmental Quality (TCEQ) Section 401 Certification;
TCEQ Texas Pollutant Discharge Elimination System (TPDES) General Permit 150000 for
construction activities; and,
TCEQ TPDES General Permit 050000 operational permit (p4-14).
The USACE Section 404 permit, the requirement for which is generated by the Federal Water Pollution
Control Act (commonly known as the Clean Water Act), regulates the discharge of dredged, excavated, or
fill material in wetlands, streams, rivers, and other U.S. waters. The U.S. Army Corps of Engineers is the
federal agency authorized to issue Section 404 Permits for certain activities conducted in wetlands or
other U.S. waters. TCEQ is the state agency that also reviews USACE Section 404 permits for discharge
into wetlands and Waters of the U.S. The projects associated with future airport development will be
reviewed under these permitting processes to ensure impacts to wetlands and waters of the U.S. are
The TPDES General Permit 15000 is issued after design and prior to construction to ensure TCEQ is
notified before construction begins and that a proper Stormwater Pollution Prevention Plan (SWPPP) has
been produced for the project. Finally, the Airport’s existing TPDES General Permit 050000 relates to
stormwater discharges from the Airport as an industrial activity. This permit must be updated after
improvements are constructed to illustrate additional impervious surfaces and new runoff patterns.
It is reasonable to assume that, at a minimum, these permits will also be required in order to initiate the
various projects that comprise the Preferred Airport Development Alternative over the planning period. A
comprehensive review of water quality issues will be necessary as part of future environmental review(s)
in order to demonstrate that water quality impacts have been minimized.
5.3.17 WETLANDS
A wetlands inventory review was not completed as part of this ALP Update. However, it appears the
majority of the Airport property consists of uplands with wetlands found on airport property in the vicinity
of tributaries and drainage outfalls associated with the East Fork of the Trinity River and Wilson Creek. A
field wetland survey should be conducted in conjunction with future environmental reviews to determine
or confirm the presence or absence of waters of the U.S., including wetlands, within the area(s) of
proposed development. As described in Section 5.3.16, a USACE Section 404 permit will likely be
required for airport improvements in the vicinity of identified wetlands.
5‐9 Collin County Regional Airport ALP Update and Narrative Report Environmental Overview 5.3.18 WILD AND SCENIC RIVERS
The Federal Wild and Scenic Rivers Act (PL 90-542 as amended) describes those areas eligible to be
included in a system afforded protection under the Act as free flowing and processing “…outstandingly
remarkable, scenic, recreational, geologic, fish and wildlife, historic, cultural or other similar values”. The
Act restricts development within 1,000 feet of rivers identified as wild and scenic. Limited research of the
National Wild and Scenic River System’s National Inventory of Wild and Scenic Rivers indicates that there
are no designated “Wild and Scenic Rivers” within a 1,000-foot radius of the Collin County Regional
Airport. 5‐10 Collin County Regional Airport ALP Update and Narrative Report Capital Improvements Program and Financial Overview SECTION 6 - CAPITAL IMPROVEMENTS PROGRAM AND FINANCIAL OVERVIEW
This section provides an overview of the Capital Improvements Program (CIP) generated by the Preferred
Airport Development Alternative selected by the MADC and depicted at Exhibit 4.1. Additionally, it
identifies potential funding sources the Airport may engage to make the identified CIP projects a reality.
The overall approach to the development of the CIP and financial plan included the following elements:
Identify the individual projects that comprise the MADCs Preferred Airport Development
Group individual projects according to Planning Activity Levels
Develop conceptual site plans for each project
Create a programmatic estimate for each project
Review potential sources of public (grant) funding
The projects identified in the Collin County Regional Airport’s CIP will likely be funded by several sources.
These sources include federal grants, state grants, net operating revenues/cash reserves, and other
unidentified funding sources, including private funding. Each of these sources of funds is described in the
6.2.1 TEXAS DEPARTMENT OF TRANSPORTATION (TXDOT) AVIATION DIVISION GRANTS
Collin County Regional Airport is identified in the FAA’s National Plan of Integrated Airport Systems
(NPIAS) and in the Texas Airport System Plan (TASP) as a Reliever Airport. As explained in the TASP,
“TxDOT administers the FAA Airport Improvement Program for General Aviation Airports under the State
Block Grant Program.” Funds administered by TxDOT are derived from the Federal Airport and Airway
Trust Fund and state appropriations for the Aviation Facilities Development Plan.
TxDOT Aviation Division administers funds to projects identified in its Aviation Capital Improvement
Program (ACIP), a tentative three-year schedule of airport development projects. A project may be
inserted into the ACIP with the airport sponsor’s submittal of a written Letter of Interest explaining the
project requirement. The project generated by the Letter of Interest is then categorized by the objective it
addresses. The Texas Transportation Commission, the approval authority for TxDOT’s ACIP, has
assigned the following categorical priorities when evaluating an airport project for grant funding:
Response to a present need
Provision for an anticipated need
TxDOT Aviation has established several grant programs through which its grant funding may be
distributed on an annual basis. The various grant programs are applied based upon the type of project
requested by an airport sponsor. Following is a brief explanation of the various grant programs
administered by TxDOT Aviation Division.
6‐1 Collin County Regional Airport ALP Update and Narrative Report Capital Improvements Program and Financial Overview 6.2.1.1 Capital Improvement Projects (CIP) Grant Program
In general, projects funded under this grant program must be reflected in a current Airport Layout Plan on
file with TxDOT Aviation Division. Projects approved for a CIP grant are funded on a 90% TxDOT / 10%
local match, cost-sharing basis.
6.2.1.2 Routine Airport Maintenance Program (RAMP)
This grant program is intended to provide airport sponsors with funding assistance for “lower cost” airport
improvements and regular maintenance that may not be reflected in a current ALP document. Projects
affecting an airfield are given priority to receive funding over landside projects. These funds may be
distributed on a 50% TxDOT / 50% local match, cost-sharing basis up to $100,000 per fiscal year.
TxDOT Aviation maintains a representative list of project types that are eligible and ineligible for RAMP
6.2.1.3 Terminal Building Program
TxDOT Aviation may distribute grant funds for eligible terminal building projects at TASP airports. The
funds are administered as follows:
50% TxDOT / 50% local match, cost-share for building design and construction up to $1,000,000
50% TxDOT / 50% local match, cost-share for vehicle parking and entrance road up to
90% TxDOT / 10% local match, cost-share for aircraft parking apron in addition to the building
There are a few requirements an airport must meet in order to be eligible for this grant program:
The property on which the facility will be constructed must be considered airport property that is
publicly-owned or leased by a public entity for at least 20 years.
The airport must have an airport manager or designated person on site on a regular basis during
normal daylight business hours.
The airport must have aviation fuel available for sale to the flying public.
6.2.1.4 Hangar Program
TxDOT Aviation may distribute grant funds to support hangar construction on a 90% TxDOT / 10% local
match, cost sharing basis. TxDOT may contribute up to $600,000 on a single project if a NPIAS airport
accumulates 4 years of Non-Primary Entitlement federal funds. Non-NPIAS airports are eligible for up to
$600,000 in state funds for hangar projects. Additional funding for hangar access taxiway pavement can
be had on a 90% TxDOT / 10% local match, cost-sharing basis. There are a few requirements an airport
must meet in order to be eligible for this grant program:
Airside needs must be met
A justification exists for additional hangar space
An approved ALP designating the hangar location
An acceptable hangar lease and rate structure is in place
Airport minimum standards have been adopted
6.2.1.5 Fuel Facility Development Program
TxDOT Aviation may distribute grant funds to support fuel facility development on a 75% TxDOT / 25%
local match, cost-sharing basis. Funding for NPIAS airports comes from Non-Primary Entitlement federal
funds while Non-NPIAS airports receive state funding. Grants may be used for installation of new
systems (i.e. above-ground storage tanks, dispensing systems, self-service card readers) owned and
6‐2 Collin County Regional Airport ALP Update and Narrative Report Capital Improvements Program and Financial Overview controlled by the airport sponsor. The use of grants for replacement systems will be evaluated and
considered based on the systems’ expired service life. There are a few requirements an airport must
meet in order to be eligible for this grant program:
In-place standards for fuel rates and flowage fees
An approved ALP designating fuel facility location
Evidence of compliance with environmental regulations, which includes a Storm Water Pollution
Prevention Plan and Spill Prevention Control and Countermeasure Plan. Note that development
of these plans is eligible for RAMP grant funding.
6.2.2 FEDERAL AVIATION ADMINISTRATION (FAA) DISCRETIONARY FUNDING
In addition to the federal funds received through TxDOT Aviation’s administration of the State Block Grant
program, Collin County Regional Airport has been successful in receiving discretionary funding from the
FAA’s Southwest Regional Airports District Office via the TxDOT Aviation Division for projects on the
Airport’s approved ALP. For example, federal discretionary funds were distributed to the Airport in
support of the environmental assessment, engineering, land acquisition, and construction for the Runway
18-36 Replacement Project. It is possible that such discretionary funding could be received from the FAA
for future CIP projects at the Airport.
6.2.3 OTHER CAPITAL FUNDING SOURCES
In addition to the grant funding sources and the traditional local funding matches identified above, an
airport may have the ability to engage other funding sources to design and construct projects on its CIP.
These funding sources can be engaged on a case-by-case basis to supplement or, in lieu-of, traditional
funding sources. These non-traditional funding sources can include:
Airport Operating Revenues
Municipal General Fund Revenues
Economic Development Organization Funding
6.2.3.1 Airport Operating Revenues / Cash Reserves
Collin County Regional Airport, operating as an Enterprise Fund within the City of McKinney, generally
operates at a loss year-to-year as its operating expenses exceed operating revenues. This requires the
City to subsidize a portion of the Airport’s operating costs from the City’s general fund19. Recurring losses
year-to-year do not enable the Airport to maintain a sizeable cash reserve. Therefore, the Airport typically
does not have cash on-hand to fund its own Capital Improvement Projects.
6.2.3.2 Municipal General Fund Revenues
In general, capital development expenditures from municipal general fund revenues have been somewhat
difficult to obtain in recent years. One reason for this difficulty is the seemingly universal shortfall in local
general fund revenues. Budgetary problems have created an environment where local funding is
uncertain. The amount of general fund support for airport improvement projects varies by airport and is
Tax revenues generated by the airport routinely exceed the portion of the airport’s operating costs that must be subsidized from the City’s general fund. 6‐3 Collin County Regional Airport ALP Update and Narrative Report Capital Improvements Program and Financial Overview generally based upon the local tax base, priority of the development project, historical funding trends,
and, of course, local attitudes concerning the importance of aviation.
Historically, Collin County Regional Airport has enjoyed strong support from its municipal leadership. In
addition to grant funding matches, the City of McKinney has demonstrated a willingness to provide larger
shares of funding for specific airport development projects at the appropriate opportunity.
6.2.3.3 Bond Issues
Airport authorities can issue bonds without approval from the city or county. However, they must use their
own revenue to repay the bonds. Airport revenue is typically used to repay these bonds. The ability of
Collin County Regional Airport to issue bonds is limited because of its tendency to operate at a loss yearto-year with subsidy from the City of McKinney.
City bond issues for funding the local share of airport development projects must compete with bond
issues for other types of community improvements such as schools, highways, and sewer systems. As
with the general fund apportionment, bond issues supporting airport development depend greatly on the
priority assigned to such projects by the local community.
6.2.3.4 Private Funding
Items such as privately-operated storage and maintenance hangars are not typically eligible for federal or
state grant funding at public airports. Collin County Regional Airport may work with private developers
and other local businesses to fund these types of improvements in order to enhance the revenuegenerating capability of the airport from ground leases, fuel flowage, etc.
6.2.3.5 Economic Development Organization Funding
The McKinney Economic Development Corporation (MEDC) is charged with fostering economic growth in
the City of McKinney. The MEDC administers an annual budget generated from a half-cent City sales
tax. These funds can be used to assist companies interested in basing in McKinney with infrastructure
and other incentives. When prudent, these funds may be used to provide airport improvements
associated with a specific project related to economic growth.
Appendix B contains conceptual site plans that depict the development identified in the Preferred Airport
Development Alternative in greater detail. These conceptual site plans group the recommended
development into functional areas as follows:
Exhibit 1 – Airfield Expansion
Exhibit 2 – General Aviation Terminal Facility
Exhibit 3 – Central Terminal Area
Exhibit 4 – Hangar Campus Development
Exhibit 5 – FM 546 / Airport Drive Improvements
Exhibit 6 – Commercial Passenger Service Terminal
Exhibit 7 – Enloe Road Improvements
Exhibit 8 – East Airport Drive Improvements
This section and the tables found at Appendix C provide a summary of the Capital Improvements
Program (CIP) that are necessary to implement the Preferred Airport Development Alternative. The CIP
has three primary purposes:
6‐4 Collin County Regional Airport 
ALP Update and Narrative Report Capital Improvements Program and Financial Overview Identify improvement projects that will be required at an airport over a specific period of time;
Estimate the order of implementation of the projects included in the plan; and
Estimate the total costs of the projects.
It is important to note that the CIP becomes less detailed and more flexible in the future years of the
planning period. Additionally, the CIP is typically modified on an annual basis and as new projects are
identified and completed, requirements change, and financial environments evolve.
Within Appendix C, Table 1 lists each project identified in the CIP grouped according to the functional
area of the project. With few exceptions, the “Project Name” and “Item Number” correspond to a
graphical depiction of the project found on the exhibits within Appendix B. Appendix D contains a
number of project worksheets that provide a breakdown of the programmatic estimates listed on Table 1.
Each proposed capital improvement project over the 20-year planning horizon has been assigned to one
of four specific planning milestones or Planning Activity Levels (PALs). The purpose of the PALs is to
guide Airport staff and officials in determining when airport facilities need expansion or upgrades based
on recorded aviation activity (i.e. based aircraft and annual operations), and not an arbitrary calendar
year. The projects in the CIP are grouped according to the following PALs:
PAL 4:
117,600 annual operations (forecast to occur in 2016)
154,000 annual operations (forecast to occur in 2021)
200,300 annual operations (forecast to occur in 2026)
230,000 annual operations (forecast to occur in 2031)
Table 2 graphically depicts the PAL at which each project in the CIP, grouped by functional area, should
be initiated for preparatory work (such as environmental review, engineering, and design) and, ultimately,
construction. Projects identified for construction in PAL 1 must also have the required preparatory work
accomplished during PAL 1. Table 3 provides the same information, but in a format that illustrates the
CIP projects’ sequential execution throughout the planning period.
Finally, Table 4 provides a comprehensive summary of the CIP, tabulating the total programmatic
estimates for all projects by PAL and by functional area. In addition to PALs described above, the Airport
identified projects for inclusion in the CIP that are not generated by forecast aviation activity during the
planning period. The MADC considers these projects to be in the best interest of its mission to “Develop
the premier general aviation reliever airport in the D/FW Metroplex with future commercial service
goals20.” The programmatic estimates for these projects are tabulated under the column “Beyond PAL 4”
since they were not identified as requirements during the planning period due to future projections of
airport demand. As such, funding for these projects would likely come from sources other than TxDOT
Aviation or the FAA until the projects can be justified based on aviation demand. Total programmatic
estimates for the CIP, tabulated by functional area and PAL are provided at Tables 6.1 and 6.2, below.21
MADC Strategic Plan, 2010 The MADC requested guidance on the implementation of CIP projects assigned to PAL 1 before adopting this ALP Update. The implementation order for those projects, which was included in the Board’s vote to recommend the City Council’s adoption of the ALP Update, has been included for reference in Appendix C as “Table 5 – MADC Implementation Priorities.” 21
6‐5 Collin County Regional Airport ALP Update and Narrative Report Capital Improvements Program and Financial Overview Table6.1– ProgrammaticEstimates,byAirportFunctionalArea
South Hangar Campus Development
FM 546 / Airport Drive Improvements
Commercial Passenger Service Terminal
Enloe Road Improvements
East Airport Drive Improvements
Property Acquisition and Master Plans
1) See Appendix C, Table 1 $128,560,000
$43,068,000
$65,195,000
$303,547,000
Table6.2– ProgrammaticEstimates,byPlanningActivityLevel
Beyond PAL 4
1) See Appendix C, Table 4 Programmatic
$41,703,000
$61,297,000
$94,495,000
$82,102,000
6‐6 ALP UPDATE ‐ COLLIN COUNTY REGIONAL AIRPORT
APPENDIX A ‐ PROPERTY ACQUISITION SUMMARY
VTCR LP &amp; MADMT LP &amp; Prairie Flight LP
AIRFIELD EXPANSION / EAST AIRPORT DEVELOPMENT
Edmonds Lavonne Testamentary Trust
McKinney Uplands LP
Griffin Wiley E Trust
VTCR LP ETAL
NORTH RUNWAY PROTECTION ZONE ACQUISITIONS
Map Holdings LP
McKinney East Fork LLC
Area Total Req'd
R‐7000‐000‐0180‐1
R‐6884‐000‐0290‐1
R‐6747‐000‐0640‐1
R‐6874‐000‐0220‐1
R‐6874‐000‐0040‐1
$ 679,536
$ 888,624
$ 940,896
$ 4,991,976 Note Parcel 5 , previously identified by MADC for acquisition, is not identified in this plan.
$ 7,553,304
R‐6747‐000‐0620‐1
R‐6874‐000‐0090‐1
$ 2,692,008
R‐6691‐001‐0010‐1
R‐6517‐001‐1170‐1
R‐6517‐001‐2360‐1
R‐6874‐000‐0010‐1
R‐6517‐001‐1180‐1
R‐6517‐001‐1200‐1
R‐6517‐001‐1210‐1
R‐6517‐001‐1220‐1
R‐6691‐001‐0030‐1
R‐6691‐001‐0040‐1
R‐6375‐000‐0180‐1
$ 4,257,990 CCAD Property Details indicate total parcel area of 39.1 acres.
$ 4,835,160
$ 1,949,310
$ 9,768,330
$ 1,001,880 MADC originally estimated 9.3 acres; CAD linework shows 9.2 acres.
$ 4,072,860
$ 32,648,220
R‐6375‐000‐0190‐1
R‐6375‐000‐0050‐1
R‐6884‐000‐0160‐1
CCAD Property Details indicate total parcel area of 5.8 acres. 3.5 Acre area based on CAD linework.
$ 7,265,808
ALP UPDATE ‐ COLLIN COUNTY REGIONAL AIRPORT
SOUTH RUNWAY PROTECTION ZONE ACQUISITIONS
Fairview City of
McKinney 114 Land &amp; Cattle LTD
Rutledge Mabel Lois ETAL
Powell John Warren Sr
Becerra Jose A
30A&amp;B
Pecan F.O.R.K. LLC
Rutledge Hulan‐LE
GRAND TOTAL, PROPERTY ACQUISITION
R‐6517‐003‐2920‐1
R‐6517‐003‐1240‐1
R‐6517‐003‐2060‐1
R‐6691‐001‐0150‐1
R‐6691‐001‐0120‐1
R‐6691‐001‐0130‐1
R‐6691‐001‐0440‐1
R‐6691‐001‐012R‐1
R‐6691‐001‐015R‐1
R‐6517‐003‐2080‐1
R‐6517‐003‐2710‐1
$ 6,359,760
$ 2,265,120
$ 108,900 MADC originally estimated 1.1 acres. 1 acre area based on CAD linework.
$ 3,920,400
$ 16,814,160
$ 64,945,782
Sources: Collin County GIS Interactive Maps (Owner, Total Acreage, CCAD ID #), Accessed 12/2011, http://maps.collincountytx.gov/main.html
Property cost information and programmatic cost per square foot estimate provided by MADC. Notes:
West side parcels estimated at $6.00 per square foot. East, north, and south side parcels estimated at $2.50 per square foot
Only property area identified in &quot;Area Required&quot; column has been priced. Actual acreage and acquisition cost may be higher, depending on ability to subdivide.
064445400
EXHIBIT 5 - FM 546 / AIRPORT DRIVE IMPROVEMENTS
EXHIBIT 4 - HANGAR CAMPUS DEVELOPMENT
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IMPROVEMENTS LEGEND
EXHIBIT 1 - AIRFIELD EXPANSION
EXHIBIT 2 - GENERAL AVIATION TERMINAL FACILITY
EXHIBIT 3 - CENTRAL TERMINAL AREA
GRAPHIC SCALE 1000'
EXHIBIT 6 - COMMERCIAL PASSENGER SERVICE TERMINAL
EXHIBIT 7 - ENLOE ROAD IMPROVEMENTS
EXHIBIT 8 - EAST AIRPORT DRIVE IMPROVEMENTS
1.03 - PARALLEL RUNWAY 18L - 36R AND TAXIWAY EXTENSION (1,000' x 150')
BONDY, SCOTT 2/21/2012 11:45 AM
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1.01 - PARALLEL RUNWAY 18L - 36R (6002' x 100') AND TAXIWAY (50')
1.02 - PARALLEL RUNWAY 18L - 36R (6002' x 150') AND TAXIWAY (75') WIDENING
1.04 - RUNWAY 18R - 36L EXTENSION (1,500' x 150')
GRAPHIC SCALE 600'
2.03 - GENERAL AVIATION TERMINAL FACILITY
2.02b - AIRCRAFT PARKING APRON, PHASE 3 (4 AC)
BONDY, SCOTT 2/21/2012 11:46 AM
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1/23/2012 8:53 AM
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2.01 - GENERAL AVIATION TERMINAL FACILITY INCLUDING LANDSIDE
PARKING, BUILDING, AND PHASE 1 (7 AC) OF AIRCRAFT PARKING APRON
2.02a - AIRCRAFT PARKING APRON, PHASE 2 (4 AC)
GRAPHIC SCALE 300'
3.01a - COMMUNITY HANGAR DEVELOPMENT SITES (typ)
3.01b - AERONAUTICAL BUSINESS CAMPUS
3.02a - PRIVATE CORPORATE HANGAR DEVELOPMENT SITES (typ)
3.02b - PRIVATE CORPORATE HANGAR RAMP
3.02c - PRIVATE CORPORATE HANGAR EAST ACCESS AND PARKING
GRAPHIC SCALE 250'
3.02d - PRIVATE CORPORATE HANGAR WEST ACCESS AND PARKING
3.03 - PUBLIC PARKING INFILL AND REHABILITATE AIRPORT ENTRANCE
3.04 - CENTRAL AIRCRAFT PARKING APRON INFILL
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BONDY, SCOTT 2/21/2012 11:48 AM
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1/16/2012 4:35 PM
3.05 - REHABILITATE CENTRAL AIRCRAFT PARKING APRON
HANGAR CAMPUS
4.02c - T-AND BOX HANGAR CAMPUS, PHASE 3
4.02b - T-AND BOX HANGAR CAMPUS, PHASE 2
BONDY, SCOTT 2/21/2012 11:49 AM
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CCRA Logo XREF xSite - XREF x1117 - XREF xDash - XREF xTopo - XREF xGrad - XREF xSiteExst - XREF xSite01
4.01a - PRIVATE CORPORATE HANGAR DEVELOPMENT SITES (typ)
4.01b - PRIVATE CORPORATE HANGAR RAMP (SOUTH) &amp; VEHICULAR PARKING
4.02a - T-AND BOX HANGAR CAMPUS, PHASE 1
4.03 - MAINTENANCE EQUIPMENT STORAGE BUILDING
GRAPHIC SCALE 200'
FM 546 / AIRPORT DRIVE
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1/16/2012 4:41 PM
CCRA Logo XREF xSite - XREF x1117 - XREF xDash - XREF xSiteExst - XREF xSite01 - XREF xBndy
5.01 - FM 546 (APPROX. 1,150 LF)
5.02 - AIRPORT DR (APPROX. 775 LF)
BONDY, SCOTT 2/21/2012 11:50 AM
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CCRA Logo XREF x1117 - XREF xDash - XREF xHatchEX4-1 - XREF xTopo - XREF xSiteExst - XREF xSite01 - XREF xBndy
ENLOE ROAD
7.02 - ACCESS IMPROVEMENTS, RELOCATE ENLOE ROAD (APPROX. 4,350 LF)
BONDY, SCOTT 2/21/2012 11:51 AM
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CCRA Logo XREF xSite - XREF x1117 - XREF xDash - XREF xHatchEX4-1 - XREF xSiteExst - XREF xSite01 - XREF xTopo - XREF xBndy
7.01 - ACCESS IMPROVEMENTS, REHABILITATE ENLOE ROAD (APPROX. 2,500 LF)
GRAPHIC SCALE 500'
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1/16/2012 4:54 PM
CCRA Logo XREF xSite - XREF x1117 - XREF xDash - XREF xSiteExst - XREF xSite01 - XREF xTopo - XREF xBndy
TABLE 1 ‐ PROJECT COST SUMMARY
Parallel Runway 18L‐36R and Taxiway
Parallel Runway 18L‐36R and Taxiway Widening
Runway 18L‐36R and Taxiway Extension
Runway 18R‐36L and Taxiway Extension
North / East Access Perimeter Road3
GA TERMINAL FACILITY
GA Terminal Facility ‐ Phase 1 4
2.02a GA Terminal Facility ‐ Phase 2
2.02b GA Terminal Facility ‐ Phase 3
GA Terminal Facility Entrance Road
Northwestern Drainage Improvements 5
3.01a Community Hangar Development
3.01b Aeronautical Business Campus
3.02a Private Corporate Hangar Development
3.02b Private Corporate Hangar Ramp
Private Corporate Hangar East Access &amp; Parking
$ 8,135,000 $ 81,345,000 $ 89,480,000
$ 12,010,000
$ 7,842,000
$ 10,281,000
$ 13,132,000
$ 8,626,000
$ 11,309,000
$ 14,445,000
$ 128,560,000
$ 1,201,800
$ 1,763,800
$ 10,816,200
$ 21,004,200
$ 12,018,000
$ 22,768,000
$ 3,187,000
$ 3,506,000
$ 403,000 $ 1,610,000 $ 2,013,000
Private Corporate Hangar West Access &amp; Parking
Public Parking Infill and Rehabilitate Airport Entrance
Central Aircraft Parking Apron Infill
Rehabilitate Central Aircraft Parking Apron7
HANGAR CAMPUS DEVELOPMENT
$ 138,000 $ 1,384,000 $ 1,522,000
$ 11,233,000
$ 16,925,000
Private Corporate Hangar Development (South)6
Private Corporate Hangar Ramp (South) and 4.01b Vehicular Parking
4.02a T‐ and Box Hangar Campus ‐ Phase 1
4.02b T‐ and Box Hangar Campus ‐ Phase 2
4.02c T‐ and Box Hangar Campus ‐ Phase 3
Maintenance Equipment Storage Building7
FM 546 Extension
Airport Drive Improvements
$ 7,319,000
$ 17,276,000
$ 8,051,000
$ 3,573,000
$ 19,304,000
$ 177,000 $ 708,000 $ 885,000
$ 135,000 $ 539,000 $ 674,000
$ 312,000 $ 1,247,000 $ 1,559,000
Commercial Passenger Terminal Complex
SUBTOTAL ENLOE ROAD IMPROVEMENTS
Rehabilitate Enloe Road
Relocate Enloe Road
Property Acquisition ‐ General Aviation Terminal 8
9.01a Facility
9.01b Property Acquisition ‐ Central Terminal Area
Property Acquisition ‐ Airfield Expansion / East 8
9.01c Airport Development
Property Acquisition ‐ North Runway Protection 8
9.01d Zone
Property Acquisition ‐ South Runway Protection 8
9.01e Zone
Stormwater / Floodplain Mgt Master Plan
Airport Master Utility Plan
TOTAL CAPITAL IMPROVEMENT PROGRAM
$ 5,618,000 $ 37,450,000 $ 43,068,000
$ 151,000 $ 1,007,000 $ 1,158,000
$ 300,000 $ 2,000,000 $ 2,300,000
$ 451,000 $ 3,007,000 $ 3,458,000
$ 246,000 $ 2,464,000 $ 2,710,000
$ 7,553,000
$ 32,648,000
$ 24,104,800
$ 210,231,200
$ 16,814,000
$ 65,195,000
$ 303,547,000
1. All figures in 2012 dollars.
2. Additional capital improvement projects may be generated for implementation within the planning period following the master plan items identified in Items 9.02 and 9.03.
3. Programmatic estimate adopted from 2004 Master Plan Update by Wilbur Smith Associates, Inc.
4. Includes Engineering / Design of entire apron area depicted with appropriate construction phasing identified.
5. Programmatic amount as provided by MADC. Improvements identified in CLOMR Submittal, July 2010, by Kimley‐Horn and Associates, Inc. 6. Does not include vertical facility costs. Proposed building costs assumed to be paid by third‐party
7. Programmatic amount provided by MADC.
8. Reference Exhibit 4.2 and Appendix A for parcel identification.
TABLE 2 ‐ PROJECT IMPLEMENTATION SCHEDULE (BY DEVELOPMENT AREA)
Parallel Runway 18L‐36R and Taxiway 1.01
North / East Access Perimeter Road
GA Terminal Facility ‐ Phase 1
Northwestern Drainage Improvements
Private Corporate Hangar Development
Private Corporate Hangar Ramp
Private Corporate Hangar East Access and Parking
Private Corporate Hangar West Access and Parking
Rehabilitate Central Aircraft Parking Apron
Private Corporate Hangar Development 4.01a (South)
Private Corporate Hangar Ramp (South) and 4.01b Veh. Parking
Maintenance Equipment Storage Building
(2012‐2016)
(2017‐2021)
(2022‐2026)
(2027‐2031)
Property Acquisition ‐ General Aviation 9.01a Terminal Facility
9.01e
Property Acquisition ‐ Central Terminal Area
Property Acquisition ‐ Airfield Expansion / East Airport Development
Property Acquisition ‐ North Runway Protection Zone
Property Acquisition ‐ South Runway Protection Zone
9.01d
Construction / Project Implementation
TABLE 3 ‐ PROJECT IMPLEMENTATION SCHEDULE (BY PAL)
Public Parking Infill and Rehabilitate Airport 3.03 Entrance
Aeronautical Business Campus
Parallel Runway 18L‐36R and Taxiway North / East Access Perimeter Road
T‐ and Box Hangar Campus ‐ Phase 2
Property Acquisition ‐ Airfield Expansion / 9.01c East Airport Development
Private Corporate Hangar West Access and 3.02d Parking
Property Acquisition ‐ South Runway 9.01e Protection Zone
GA Terminal Facility ‐ Phase 3
T‐ and Box Hangar Campus ‐ Phase 3
1.04 Runway 18R‐36L and Taxiway Extension
3.04 Central Aircraft Parking Apron Infill
TABLE 4 ‐ SUMMARY
PAL 1 Total
(2012‐2016) PAL 2 Total
(2017‐2021) PAL 3 Total
(2022‐2026) PAL 4 Total Beyond PAL 4 (2027‐2031) Total Program
$ 11,309,000 $ 11,309,000
$ 14,445,000 $ 14,445,000
$ 8,135,000
$ 81,345,000
$ 89,480,000
$ 8,626,000 $ 8,626,000
SUBTOTAL $ ‐
$ 12,835,000 $ ‐
$ 81,345,000 $ 34,380,000
2.01 GA Terminal Facility ‐ Phase 1
2.03 GA Terminal Facility Entrance Road
Northwestern Drainage Improvements5 $ 4,300,000
SUBTOTAL $ 17,638,000 $ ‐
$ 2,565,000 $ 2,565,000 $ ‐
Private Corporate Hangar 6
3.02a Development
Private Corporate Hangar East Access &amp; 3.02c Parking
Private Corporate Hangar West Access 3.02d &amp; Parking
Public Parking Infill and Rehabilitate 3.03 Airport Entrance
Rehabilitate Central Aircraft Parking 3.05 Apron
(2022‐2026) PAL 4 Total Beyond PAL 4 (2027‐2031) Total $ ‐
$ 374,000 $ 1,496,000
$ 319,000 $ 3,187,000
$ 138,000 $ 1,384,000
$ 1,141,000 $ 1,141,000
$ 7,247,000 $ 3,966,000 $ 4,571,000 $ ‐
$ 1,141,000 $ 16,925,000
Private Corporate Hangar Development 6
4.01a (South)
Private Corporate Hangar Ramp (South) 4.01b and Vehicular Parking
T‐ and Box Hangar Campus
4.02a Phase 1
4.02b Phase 2
4.02c Phase 3
Maintenance Equipment Storage 7
4.03 Building
5.01 FM 546 Extension
5.02 Airport Drive Improvements
Commercial Passenger Terminal 6.01 Complex
7.01 Rehabilitate Enloe Road 7.02 Relocate Enloe Road
8.01 East Airport Drive
$ 3,513,000 $ 3,513,000
$ 8,351,000 $ 3,573,000 $ ‐
$ 3,867,000 $ 3,513,000 $ 19,304,000
$ 312,000 $ ‐
$ 1,247,000 $ ‐
$ 451,000 $ ‐
$ 3,007,000 $ ‐
$ 246,000 $ ‐
$ 2,464,000 $ ‐
$ 43,068,000 $ 43,068,000
(2022‐2026) PAL 4 Total Beyond PAL 4 (2027‐2031) Total PROPERTY ACQUISITION AND MASTER PLANS
Property Acquisition ‐ General Aviation 8
9.01a Terminal Facility
Property Acquisition ‐ Central Terminal 8
9.01b Area
Property Acquisition ‐ Airfield 8
9.01c Expansion / East Airport Development
Property Acquisition ‐ North Runway 8
9.01d Protection Zone
Property Acquisition ‐ South Runway 8
9.01e Protection Zone
Engineer / Design Stormwater / 9.02 Floodplain Mgt Master Plan
Engineer / Design Airport Master Utility 9.03 Plan
SHARE OF TOTAL PROGRAM
$ 8,467,000 $ 39,914,000 $ 16,814,000 $ ‐
$ 41,703,000 $ 61,297,000 $ 23,950,000 $ 94,495,000 $ 82,102,000 $ 303,547,000
2. Additional capital improvement projects may be generated for implementation within the planning period following the master plan
items identified in Items 9.02 &amp; 9.03.
5. Programmatic amount based on bid pricing of this work, as provided by MADC, which was deleted from construction of the runway replacement project. Improvements identified in CLOMR Submittal, July 2010, by Kimley‐Horn and Associates, Inc. 6. Does not include vertical facility costs. Proposed building costs assumed to be paid by third‐party developers.
APPENDIX D ‐ PROGRAMMATIC ESTIMATE WORKSHEET
Item 1.01 - Parallel Runway 18L - 36R (6002' x 100') and Taxiway (50') 1
Mobilization (7.5%)
Offsite Material Embankment in Place
Compaction Factor (30%)
Unclassified Excavation / Embankment
Stabilized Base Course (4&quot; HMA)
Lime-Stabilized Subgrade (8&quot;)
Electrical / Equipment Allowance
Water / Sewer Allowance
Subtotal, Construction $
81,345,000
Surface Course (17&quot; PCC)
Hydrated Lime (54 LB/SY)
Grading and Drainage Allowance
Demo / Install 6' Chain Link w/3 Strand Wire &amp;
Stabilization / Erosion Control
ENVIRONMENTAL REVIEW / ENGINEERING &amp; DESIGN
Notes / Assumptions:
1. Does not include construction cost of master stormwater facilities that may be required in conjunction with airfield
expansion, to be identified by Stormwater / Floodplain Management Master Plan
2. Based on mass grading from proposed surfaces taken from Replacement Runway design drawings, provided by KSA
3. Assumes pavement section matching Runway 18 - 36.
Item 1.02 - Parallel Runway 18L - 36R (6002' x 150') and Taxiway (75') Widening
ENGINEERING &amp; DESIGN
1. Assumes earthwork completed in 1.01 to enable expansion of paved surfaces without mass grading.
Item 1.03 - Parallel Runway 18L - 36R and Taxiway Extension (1000' x 150') 1
1. Assumes runway / taxiway widening (Item 1.02) complete.
Item 1.04 - Runway 18R - 36L and Taxiway Extension (1500' x 150')
1. Based on mass grading from proposed surfaces taken from Replacement Runway design drawings, provided by KSA
2. Assumes pavement section matching Runway 18 - 36.
Item 2.01 - GA Terminal Facility incl. Landside Parking, Facility, and Aircraft Apron Phase 1 1,2
Auto Parking and Access Road
Common / Maintenance Hangar
1. Based on estimates provided by MADC.
2. Line items include a 10% &quot;Contingency&quot; factor.
3. Approximately 20,000 SF.
4. Approximately 225,000 SF (5+ Acres).
Item 3.01b - Aeronautical Business Campus
Landside Parking Lot / Access Paving 2
Aircraft Parking Apron 3
Landside Parking Lot Striping &amp; Signage
8&quot; DIP (Water)
8&quot; SDR 35 (Sewer)
7,500 SF Hangar / Office Space 1
Stormwater Drainage Allowance
Water and Sewer Connections, Etc.
Conduit / Wire, Trenching, Lighting, Etc.
Landscape / Irrigation Allowance
1. Assumes facility development costs by others.
2. Assumes pavement section matching control tower parking. Ref: Collin County Regional Airport ATCT drawings, Sheet C4, Rev 2 (5/20/2010), provided by KSA Engineers, Inc.
3. Assumes pavement section matching central apron rehabilitation project conceptually developed by KSA Engineers, Inc.,
per &quot;Request for Financial Assistance&quot; letter, dated 9/7/11, provided by MADC.
Item 3.02b - Private Corporate Hangar Ramp
1. Assumes net &quot;Cut&quot; condition with no import fill required. Ref: Mass Grading Exhibit, Collin County Regional Airport
Master Drainage and Grading Plan , Kimley-Horn and Associates, Inc. 2004
2. Assumes pavement section matching central apron rehabilitation project conceptually developed by KSA Engineers, Inc.,
Item 3.02c - Private Corporate Hangar East Access and Parking
Parking Lot and Access Drive Paving 2
Striping &amp; Signage
Item 3.02d - Private Corporate Hangar West Access and Parking
Item 3.03 - Public Parking Infill and Rehabiliate Airport Entrance
Clear and Grub / Pavement Demo
Unclassified Excavation / Embankment 1
Parking Lot and Drive Paving 2
Parking Lot Striping &amp; Signage
Utility Relo / Adjustment Allowance
Item 3.04 - Central Aircraft Parking Apron Infill
Site Preparation 1 (1.5 Acres)
Aircraft Parking Apron 2
1. Approximately 1.5 Acre area to be paved.
Exhibit 4 - Commercial Passenger Service Terminal
Item 4.01b - Private Corporate Hangar Ramp (South) and Vehicular Parking
Landside Parking Lot Paving 3
6&quot; DIP (Water)
Master Drainage and Grading Plan , Kimley-Horn and Associates, Inc. 2004. Enables pad leveling for all hangar sites.
3. Assumes pavement section matching control tower parking. Ref: Collin County Regional Airport ATCT drawings, Sheet C4, Rev 2 (5/20/2010), provided by KSA Engineers, Inc.
4. Assumes service connections available along adjacent FM546 without improvements to the main line.
Item 4.02a - T- and Box Hangar Campus, Phase 1 1
Unclassified Excavation / Embankment 3
Parking Lot and Access Drive Paving 4
Landscape / Stabilization Allowance
Irrigation Allowance
1. Programmatic estimate includes pavement only, no facilities (all phases).
2. Assumes to accommodate area for all three phases of the campus, enabling pavement expansion on subsequent phases.
3. Assumes net &quot;Cut&quot; condition with no import fill required. Ref: Mass Grading Exhibit, Collin County Regional Airport
4. Assumes pavement section matching control tower parking. Ref: Collin County Regional Airport ATCT drawings, Sheet C4, Rev 2 (5/20/2010), provided by KSA Engineers, Inc.
5. Assumes pavement section matching central apron rehabilitation project conceptually developed by KSA Engineers, Inc.,
6. Provides water / sewer service lines and stubouts for all future phases. Assumes connection to main line at adjacent FM
546 without improvements to main line.
Item 4.02b - T- and Box Hangar Campus, Phase 2
1. Assumes cut to accommodate pavement section (approximate 3' depth).
Item 4.02c - T- and Box Hangar Campus, Phase 3
Item 5.01 - FM 546 Extension
Maintenance of Traffic &amp; ROW Prep (4%)
Unclassified Street Excavation 1
Unclassified Embankment
28&quot; Lime Stabilization (@ 32lbs / SY)
8&quot; Concrete Pavement
4&quot; Asphalt Pavement
Striping and Signage Allowance
4&quot; Topsoil
Hydroseed Allowance
1. Assumes 1,200 LF length, two lane, undivided roadway with curb. Assumes net &quot;Cut&quot; condition with no import fill required.
2. Based on typical section from relocation of FM 546, provided by MADC.
Item 5.02 - Airport Drive Extension
10&quot; Lime Stabilization (@ 32lbs / SY)
1. Assumes 775 LF length, four-lane roadway divided by median to match existing.
Exhibit 6 - Commercial Passenger Service Terminal Complex
Site Power Feed5
Landside Conduit / Wire, Trenching, Ltg, Etc.
Aircraft Parking Area Lighting
43,068,000
Passenger Terminal Facility 1
Landside Parking Lot Paving 2
12&quot; DIP (Water)
1. Per MADC.
4. Assumes service connections available at East Airport Drive.
5. Allowance for electrical service connections, airport share of line extensions, etc.
6. Well, pump, lines, etc.
Item 7.01 - Rehabilitate Enloe Road
Full Depth Asphalt Pavement Removal 1
Rework Existing Base
Unclassified Street Excavation
8&quot; Lime Stabilization (@ 32lbs / SY)
6&quot; Concrete Pavement
Signage and Striping Allowance
Hydroseed / Stabilization Allowance
1. Assumes rehab of existing 20' pavement section, approximately 2,500' in length
2. Enables 10' widening from 20' to 30' and addition of curb to match Relocated Enloe Road (Item 7.02)
Item 7.02 - Relocate Enloe Road 1
1. Assumes 4,350 LF length, two lane undivided road section. Assumes no import fill required. Floodplain impacts and
operational constraints due to this roadway placement to be identified and mitigated in appropriate additional studies and
Exhibit 8 - East Airport Drive1
Offsite Material Embankment In-Place
1. Assumes 6,150 LF length, two lane undivided road section. Fill for road section immediately adjacent to terminal site
accounted for in Exhibit 6 programmatic estimates.
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