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AVIATION FACILITIES & OPERATIONS Existing Corridor Conditions & Opportunities

Parsons-Clough Harbour Page 2.5-1

I-87 Multimodal Corridor Study

2.5. AVIATION FACILITIES AND OPERATIONS 2.5.1. Aviation Analysis Area Aviation systems somewhat resemble Interstate highways, as access is provided at fixed, predetermined locations. Each airport in a system essentially functions as a highway interchange. Like interchanges, airports can substantially influence the economic development of the communities surrounding them.

Speed, time, cost, and complexity distinguish aviation from other transportation modes. Aircraft provide the fastest means for the transport of people, and thus, are primarily used for longer trips (e.g., over 300 miles). However, airline service often requires passengers to spend over an hour at an airport during both arrival and departure. Thus, the amount of time that an individual saves by flying must compensate for the amount of time spent at the airport. For transportation within the I-87 corridor, aviation does not typically provide the most cost- or time-efficient method of travel. However, air travel is typically the only mode of transportation considered for trips over 1,000 miles. The airports along the I-87 corridor provide daily non-stop flights to tourist and business destinations (e.g., Florida, Washington, D.C., Chicago, Las Vegas, etc.), with connecting flights to any destination worldwide. For air cargo, cost plays a primary role in choosing aviation over other transportation modes. The air cargo industry predominantly transports goods of low weight, high value, and/or high time sensitivity, such as documents, mail, and small packages. The time sensitivity of business-related packages has grown in recent decades, creating marked growth in the overnight document industry (e.g., UPS, FedEx, etc.). Other specialty goods commonly transported by air include computer equipment, electronics, mechanical parts, and medical goods. Bulk goods, raw materials, and durable goods are rarely transported by air. This factor has a direct impact on intermodal connections in the aviation mode. Essentially, all airports are directly connected to the highway transportation mode, but no intermodal connections exist between airports and the rail or water modes in the corridor. Therefore, potential improvements in intermodal connections may be limited to airport – highway. One potential exception involves the possibility of passenger rail between an airport and the downtown of a major metropolitan area. Thus, a consideration in the lower Hudson Valley involves providing a rail connection between Stewart International Airport and New York City. The complexity of aircraft and flight operations also affects the use of an aviation system. The complexity of aircraft, compared to automobiles, makes air transportation much less common or functional for regular everyday use. Regular use of air transportation is not envisioned in the foreseeable future. For this study, airports and aviation activity are categorized into two distinct types: commercial and general aviation (as described below).


Parsons-Clough Harbour .5-2


Commercial Aviation and Airports – Commercial aviation includes activity and aircraft operated by scheduled and non-scheduled airlines and air cargo operators. Some of the largest commercial operators in the corridor include US Airways, Southwest Airlines, FedEx, and UPS. These operators require a high level of services, security, and airport reliability, and thus, provide service at only commercial airports in the corridor. While facilities vary, commercial airports must hold an FAA operating certificate that mandates procedures and facilities required for airline passenger safety and security. Commercial airports also provide “all-weather” capability, allowing flights to arrive and depart in almost all weather conditions.

To provide a high degree of infrastructure and service, commercial airports in the corridor are limited to the largest markets, where the population base enables the development and operation of such airports. Albany International is by far the busiest airport in the corridor.

General Aviation and Airports – General aviation

includes activity and aircraft operated for corporate/business, private, and recreational purposes, including most flight training activity. General aviation is diverse, and includes the activity of corporate fleets flying intercontinental business jets, primary flight training, recreation in light aircraft, glider activity, and even hot air ballooning. Thus, facilities and services highly vary at the general aviation airports in the corridor, spanning from jet-capable runways with full services for corporate aviation to unattended turf strips.

The Aviation Study Area for the analysis completed for this report incorporated all airports within the overall I-87 Multimodal Corridor Study’s Primary Study Area, extending along the I-87 corridor from Albany to the US/Canadian Border. It assessed all airports in that area, from small general aviation facilities (private planes only) to large commercial airports (with regularly scheduled passenger service). Table 2.5-1 indicates the airports that were analyzed, and the type of services provided at each. The location of these facilities is indicated in the adjacent figure:

Saratoga Springs

Clinton Co.

PlattsburghAdirondack Regional

Lake Placid

Westport

Ticonderoga

Schroon Lake

Glens Falls

Schenectady

Round Lake

Albany International

South Albany

Stewart International




Table 2.5-1 Aviation Services in Study Area Airports

Aviation Services

Airports General Aviation

Commercial Aviation

Clinton County X Plattsburgh International [1] X X Albany International X X Round Lake X Saratoga County X Floyd Bennett Memorial X Schroon Lake X Westport X Ticonderoga Municipal X Lake Placid X Adirondack Regional [1] X X Schenectady County X South Albany X Stewart International X X [1] Limited passenger service between Albany, Adirondack Regional, Plattsburgh and Burlington International airports.

As indicated above, Stewart International Airport in Orange County, although not within the Aviation Study Area, was included as part of this study. It was selected due to its proximity to the I-87 corridor and to the interchange with I-84, and its importance for the rapidly growing Lower Hudson Valley. 2.5.2. Condition and Characteristics of Study Area Airports The I-87 corridor contains several airports with varying levels of service and activity. This section briefly summarizes the public-use airports within the study area, and identifies the potential for each airport to contribute to transportation in the corridor. • Commercial Airports

Plattsburgh International Airport & Clinton County Airport Formerly known as Plattsburgh Air Force Base, Plattsburgh International Airport is accessed from I-87 Exit 36 to State Highway Route 22. Total ground distance from the interchange is approximately one mile. After closure of the Plattsburgh Air Force Base in 1995, its ownership was transferred by the Air Force Base Conversion Agency to the Plattsburgh Airbase Redevelopment Corporation (PARC). Following an evaluation of the facility and its potential for reuse, Clinton County formally accepted title of the Airport and its assets in 2002.




With a single runway reaching nearly 12,000 feet in length, Plattsburgh International can accommodate any aircraft type. No commercial airline or cargo activity currently occurs at the airport, and total overall activity is low. However, that is likely to change in the short-term, as discussed below. One major aircraft engine manufacturer presently leases hangars at the Airport, and ample space for other similar airport-dependent companies is available. Clinton County Airport is located off I-87 Exit 37, approximately two miles from Plattsburgh International. The County plans to close this airport, and relocate or replace the airline terminal and general aviation facilities to Plattsburgh International. Clinton County Airport is currently attended and operated full time. Clinton County Airport offers limited scheduled commuter service, serving approximately 33,000 annual airline passengers, with just a few flights per day. Commutair, a Continental Connection operator, provides airline service under an FAA-administered subsidy program (i.e., Essential Air Service - EAS). This federal program provides a per passenger subsidy to the airline, in exchange for providing service to small communities located over 70 miles from other commercial airports. Clinton County Airport accommodates over 80 private and corporate based aircraft, with approximately 16,000 annual general aviation operations (takeoffs and landings). The airport also accommodates air cargo operations. FedEx and UPS conduct daily operations with turboprop aircraft. Based upon study of both airports, Clinton County has formal plans to consolidate the aviation activity of the two facilities. This entails developing new and/or relocation of terminal and general aviation facilities from Clinton County Airport to Plattsburgh International Airport. Plattsburgh International has essentially unlimited airside capability and substantial landside assets, to accommodate any type of aviation use. The Plan also enables the complete redevelopment or sale of the Clinton County Airport property for non-transportation purposes. The County’s consolidation plan received a significant financial boost in 2004, when Plattsburgh International was accepted into FAA’s Military Airport Program (MAP), which provides dedicated funding for former military airports to assist communities like Plattsburgh that were negatively impacted by military base closings. Clinton County is eligible for up to $20 million in MAP funds over a five-year period to assist in the redevelopment of Plattsburgh International Airport. The funding would be primarily used for the development of passenger, corporate, and general aviation terminal building(s) and facilities needed to foster the consolidation process. With modern facilities and a highly capable airfield, the ‘new’ Airport will have the best opportunity to increase its airline and corporate activity. Excellent ground access and circulation to and from I-87 is currently available at Plattsburgh International Airport.




Albany International Airport Owned and operated by the Albany County Airport Authority, Albany International Airport is the busiest airport in the corridor, and the only facility within the study area with substantial commercial airline and air cargo service. US Airways, Southwest, United, and several other airlines provide air service at Albany. FedEx, UPS, and Airborne Express provide air cargo service. Albany is also the only airport in the Primary Study Area with an air traffic control tower, all-weather capability (i.e., instrument landing system), and U.S. Customs Service. The Airport is home to the NYS Police Air Unit, an Army National Guard Base, general aviation terminals (operated by Signature Flight Support and US Airports), and several small aviation-dependent businesses. Two runways, designated as 1-19 and 10-28, exist at the Airport. The primary runway, Runway 1-19, measures 7,200 feet long, while the secondary runway, Runway 10-28, was recently extended from 6,000 to 7,200 feet. The Airport is attended and operated on a full-time basis. Albany International is the only major commercial airport in the corridor. In 2002, the Airport accommodated approximately three million airline passengers, with over 100 daily departures by a dozen airlines. In comparison, Stewart International Airport in Newburgh currently accommodates less than 0.5 million annual passengers, and Plattsburgh/Clinton County Airport provides only regional airline service. As shown in Table 2.5-2 below, Albany experienced close to 150,000 operations in 2002. The closest comparable airport is Burlington International in Vermont; however, Lake Champlain separates Burlington from the study corridor, creating a physical impediment to providing convenient air service to the northern portion of the study area. Based on activity levels, the Federal Aviation Administration (FAA) classifies Albany as a “small hub” airport, a funding category for distribution of federal grants under the FAA’s Airport Improvement Program. Albany International Airport maintains an aggressive growth and redevelopment plan. In the past five years, the Airport has constructed a new and expanded terminal building, and associated parking and circulation roadways. The majority of the new terminal was completed in 1998. The building was recently expanded with new gates, and the design of additional expansions is proceeding. A new air cargo terminal was also recently constructed, and expansion is possible as activity grows. Other recent major airport developments include a new control tower, parking garage, fire station, and multiple runway extensions and improvements. No other airport in the corridor is anticipated to fulfill a service role comparable to that currently provided by Albany International. The majority of the airport passenger, business, and employee traffic access the Airport from I-87 Interchange 4 via Albany Shaker Road, which was recently relocated to better serve the Airport. The driving distance from the Interchange to the Airport is




approximately one mile, but is congested during peak periods. Secondary access to the Airport is provided from I-87 Interchange 6 via NYS Route 7. Individuals traveling to the air cargo terminal, air traffic control tower, or businesses in the northeast corner of the airport property utilize this route. The driving distance from the Interchange to the airport facilities is approximately two miles. Stewart International Airport Similar to Plattsburgh International Airport, Stewart International Airport is a former Air Force Base that now provides commercial air service. After closing the military base in the 1980’s, the Air Force transferred ownership and operation of the Airport to the NYSDOT. In April 2000, Stewart International Airport became the first privatized commercial airport in the United States when National Express Corporation (NEC) executed a 99-year lease with the State of New York. Stewart currently accommodates a mix of airline, air cargo, corporate, general aviation, and military activity. Units of the New York Air National Guard, U.S. Marine Corps, and U.S. Military Academy at West Point are tenants of the Airport. The Airport is attended and operated on a full-time basis.

Two runways, designated as 9-27 and 16-34, exist at Stewart International. The primary runway, Runway 9-27, measures 11,818 feet long. Note that the main runways at both Stewart and Plattsburgh International are longer than any other commercial airport in the Northeastern U.S., with the exception of John F. Kennedy International Airport. Stewart’s secondary runway, Runway 16-34, measures 6,006 feet long.

In 2002, the Airport handled 362,000 passengers and 123,642 total operations. Of the total operations, 16,681 involved commercial-related activity. The majority of the airport passenger, business, and employee traffic access the Airport from I-87 Interchange 17. Airport users travel west on Route 17K to Route 100, then travel south on Route 300 to Route 207. The Airport is accessed from Bruenig Road (see illustration below). The distance between I-87 and the airport terminal is less than four miles or 15 minutes. However, the route involves busy commercial roads, and requires the driver to carefully follow signs at intersections. Thus, the connection from the corridor to the Airport is considered fair to poor. Improvements are planned, as discussed in later sections. Route 17K provides secondary access to the Airport. The air cargo terminal, airport industrial park, air traffic control tower, and several airport businesses are located off Route 17K on the north side of the Airport. Ground distance to these facilities is less than two miles from I-87.




Table 2.5-2

Commercial Airport Activity in Study Area (2002)

Airport Based

Aircraft Commercial Operations

GA Operations

Total Operations

Total Annual Passengers

Clinton County* 88 10,150 16,000 26,150 33,000 Albany Int’l. 82 93,756 53,071 146,827 2,954,000 Stewart Int’l. 69 16,681 106,961 123,642 362,000 Source: FAA 5010-1 Airport Inspection Reports * Plattsburgh International Airport is owned and operated by Clinton County Airport.

• General Aviation (GA) Airports

Adirondack Regional Airport Owned and operated by the Town of Harrietstown, Adirondack Regional Airport serves general aviation and corporate jet aircraft, with commuter air service providing a secondary role. Facilities at the Airport include two paved and lighted runways (Runways 5-23 and 9-27), five taxiways, one parking apron, a terminal building, and fuel facilities. Runway 5-23 measures 6,573 feet long, while Runway 9-27 measures 3,998 feet long. The runways accommodate large corporate traffic and airlines, such as twin-engine and business jet aircraft. The runways enable landings in poor weather conditions using an Instrument Landing System (ILS). Activity at the Airport consists of approximately 47,000 annual operations, with over 40 based aircraft. The Airport experiences an increase in use during the summer tourism months, but also accommodates winter activity for athletes training and competing at the Winter Olympic venues in the region. Adirondack Regional Airport is located approximately seven miles northwest of the Village of Saranac Lake. From I-87 Interchange 30, the Airport is accessed via NYS Route 73 west, NYS Route 86 west, and NYS Route 186. The Airport is located off NYS Route 186. The total driving distance from I-87 to the airport measures approximately 45 miles. Lake Placid Owned and operated by the Town of North Alba, Lake Placid Airport is a GA airport that primarily caters to summer and winter travelers and vacationers. The Airport serves mainly light (i.e., less than 12,500 pounds) single and twin-engine aircraft. Facilities at the Airport include one paved and lighted runway (Runway 14-32), three taxiways, one parking apron, a terminal/administration building, and fuel facilities. The runway measures 4,200 feet long, which accommodates GA and charter traffic, such as single-engine and business twin-engine turbo-prop aircraft. The runway is not equipped with an Instrument Landing System (ILS), which limits airport operations during poor




weather conditions. Activity at the Airport consists of approximately 20,000 annual operations, with 12 to 20 based aircraft, depending on the season. The Airport experiences an increase in use during the summer tourism months.

Lake Placid Airport is located in the Town of North Alba, approximately one mile southeast of the Village of Lake Placid. From I-87 Interchange 30, the Airport is accessed via NYS Route 73 west. The Airport is located off NYS Route 73. The total driving distance from I-87 to the airport measures approximately 30 miles. Ticonderoga Municipal Airport Ticonderoga Municipal Airport is an unattended small GA airport that primarily caters to summer travelers and vacationers. Ticonderoga experiences most of its operation during the summer months, with little activity during the winter. The Airport is owned by the Town of Ticonderoga. Facilities at Ticonderoga Municipal Airport consist of a 4,040-foot paved and lighted runway, a taxiway, and small apron area. The runway accommodates light GA traffic, such as single and twin-engine aircraft. The runway enables landings in poor weather conditions using a non-precision instrument approach. Future plans include possible fuel service and hangars. Activity at the Airport consists of approximately 11,000 annual operations, with 8 to 20 based aircraft, depending on the season. In 2003, The Town of Ticonderoga prepared an Airport Master Plan Update to determine the need for and feasibility of airport improvements. Ticonderoga Municipal Airport is accessed from I-87 Interchange 28, east on NYS Route 74. The Airport is located off NYS Route 74 via Rogers Street and Shanahan Road. The total driving distance from I-87 to the airport measures approximately 20 miles.

Round Lake Airport Round Lake Airport is a privately-owned GA airport located in Saratoga County. The main facility consists of a 2,028-foot turf runway suited for small, single engine aircraft, ultra-lights, and gliders. The Airport is unattended unless coordinated in advance with the airport owner. Activity at the Airport consists of approximately 1,800 annual operations, with 10 based aircraft. In addition to the runway, the Airport provides an aviation fuel farm and aircraft storage facilities. The Airport is primarily used for recreational purposes, and provides little transportation benefit to the corridor. The Airport is closed during the winter months, due to snow and runway conditions. The table below presents based aircraft and activity data. Round Lake Airport is accessed from I-87 Interchange 11, via CR 80 (Round Lake Road) through the hamlet of Round Lake to Maltaville. The Airport is located south on NYS Route 67 (approximately 3/4 mile). Total ground distance from the I-87 interchange is




less than three miles.

Westport Airport Similar to Round Lake Airport, Westport Airport is a privately-owned GA airport. The main facility consists of a 2,700-foot turf runway suited for small, single engine aircraft, ultra-lights and gliders. The Airport is attended from May through October during daylight hours. The Airport mainly serves recreational air traffic. Activity is low, with the majority of the operations occurring during the summer and fall months. No recorded data for the Airport is available. The Airport is located within the Adirondack Park between I-87 Interchange 31 and Lake Champlain. From Interchange 31, the Airport is accessed via NYS Route 9N toward Westport. The Airport is located on NYS Route 9N. Total driving distance from I-87 to the Airport measures approximately four miles.

Schroon Lake Airport Schroon Lake Airport is an unattended small GA airport that primarily caters to summer travelers and vacationers, with relatively low traffic levels during the summer months and little activity during the winter. The Airport is owned by the Town of Schroon. Facilities at Schroon Lake consist of a 3,000-foot newly paved runway, and a small hangar. Limited turf parking is available for visitors. Future plans include a new paved apron area, possible fuel service, and additional hangars. Aircraft and activity data are provided in the table below. In 2001, an FAA-funded project involved a complete runway reconstruction. The Town of Schroon is now preparing an Airport Master Plan and Environmental Assessment to determine the need for and feasibility of airport improvements, including a new paved apron area, fuel service, and additional hangars. Schroon Lake Airport is accessed from I-87 Interchange 28, south on Route 9 to Alder Meadow Road. The Airport is located one half mile from US Route 9.

Warren County/Floyd Bennett Memorial Airport Owned and operated by Warren County, Floyd Bennett Memorial Airport is the second largest GA airport in the study area. Located in Glens Falls, the Airport serves single-engine, twin-engine, and corporate jet aircraft. Facilities at the Airport include two paved and lighted runways (Runways 1-19 and 12-30), four taxiways, two parking aprons, a terminal building, and fuel facilities. Runway 1-19 measures 5,000 feet long, while Runway 12-30 measures 4,000 feet long. The runways accommodate large GA and corporate traffic, such as twin-engine and business jet aircraft. The runways enable landings in poor weather conditions using an Instrument Landing System (ILS).




Activity at the Airport consists of approximately 37,000 annual operations, with over 60 based aircraft. The Airport experiences an increase in use during the summer months. Floyd Bennett Memorial Airport is located in the Town of Queensbury, four miles east of I-87, Interchange 19. From Interchange 19, the Airport is accessed via NYS Route 254 east, NYS Route 32, and County Route 52 (Queensbury Ave). The Airport is located on County Route 52. The total driving distance from I-87 to the terminal, located on the east side of the airport, measures approximately six miles.

Saratoga County Airport Located in the Town of Milton, Saratoga County Airport is a county-owned and operated facility. Saratoga County personnel administer the overall management and maintenance of the Airport, while a private business runs day-to-day operations. The Airport is attended during the daylight hours, or on an on-call basis. Like Warren County, Saratoga County Airport offers two paved and lighted runways (Runways 5-23 and 14-32), and accommodates single-engine, twin-engine, and some corporate jet aircraft. Runway 5-23 measures 4,700 feet long, while Runway 14-32 measures 4,000 feet long. Other facilities at the Airport include aircraft fuel, T-hangars, and corporate hangars. Air traffic levels increase in the summer, especially during the track season in Saratoga Springs. Other airport users include glider traffic and Air National Guard helicopters. Similar to Warren County, aircraft operations at the Airport total 38,550. The Airport accommodates 61 based aircraft. Saratoga County Airport is accessed from I-87, Interchange 13N. From Interchange 13N, the Airport is accessed via US Route 9 to Old Post Road, west on County Route 45, and north on County Route 50. The driving distance from I-87 to the Airport measures approximately six miles. Schenectady County Airport Located in the Town of Glenville, Schenectady County Airport is a county-owned and operated facility. Schenectady County personnel administer the overall management and maintenance of the Airport. The Airport is attended seven days a week from 7:30 A.M. to 10:30 P.M. Schenectady County Airport offers three paved runways (Runways 4-22, Runway 10-28, and 15-33), and accommodates a full range of general aviation aircraft, including corporate jet aircraft. Runways 4-22 and 10-28 are lighted and measure 7,000 feet and 4,840 feet long respectively. Runway 15-33 measures 2,640 feet long, is unlighted and restricted to light aircraft only. Services and facilities at the Airport include an air traffic control tower, aircraft aprons,




aircraft fuel, T-hangars, and corporate hangars. The airport is also home to the New York Air National Guard 109th Airlift Wing. Activity at the Airport consists of approximately 67,000 annual operations, with over 150 based aircraft. The Airport serves as a reliever to Albany International Airport.

Schenectady County Airport is located approximately four miles north of the City of Schenectady. The Airport is accessed from I-87, Interchange 1 to I-90 west. From I-90 west proceed to Exit 25 to I-890 west to Route 5 Scotia. From Route 5, proceed onto Washington Avenue to State Street to NYS Route 50 in Scotia. The airport is located on Airport Road off NYS Route 50. The driving distance from I-87 to the Airport measures approximately 15 miles. As an alternative route to the Airport, exit I-87 at Interchange 9 and continue westward on NYS Route 146 and County Route 28 to NYS Route 50. This is a driving distance of approximately 9 miles. South Albany Airport Similar to Round Lake Airport and Westport Airport, South Albany Airport is a privately-owned GA airport located in Albany County. The main facility consists of a 2,860-foot paved runway (Runway 1-19) suited for small aircraft. Low Intensity Runway Lights (LIRLs) are available, and can be self-activated through a common radio frequency. The Airport is attended during daylight hours. In addition to the runway, the Airport provides a self-serve aviation fuel system, a parking apron, and several hangars. The Airport is primarily used for recreational purposes, flight training, and functions as a reliever to Albany International for light aircraft. The table below presents based aircraft and activity data. South Albany Airport is located approximately nine miles southwest of downtown Albany. The Airport is accessed from I-87, Interchange 23, to Route 9W south to County Route 55 west. The airport is located off CR Route 55. The driving distance from I-87 to the Airport measures approximately seven miles.

Table 2.5-3 indicates the general aviation activity levels at each of the Study Area airports, in terms of the number of aircraft normally based at each and the associated number of operations (take-offs and landings). As indicated, several of the smaller airports have very low activity levels, with almost all of those shown occurring during the summer months.




Table 2.5-3

General Aviation Airport Activity (2002) Airport Based Aircraft Annual Operations Round Lake 10 1,800 Westport N/A N/A Schroon Lake 4 800 Warren County 61 37,000 Saratoga 61 38,550 Adirondack Regional 45 42,600 Lake Placid 12-25* 20,000 Ticonderoga 8-20* 11,000 South Albany 49 24,100 Schenectady County 156 67,000 Source: FAA 5010-1 Airport Inspection Reports *based aircraft on a seasonal basis N/A = Not Available

2.5.3. Airport Activity Forecasts

Airport activity forecasts represent a key element in any airport planning project. Forecasts identify potential future demand for airport facilities, and largely establish the need for airport improvements and/or developments, including ground access improvements. Tables 2.5-4 and 2.5-5 provide forecasts of activity levels at commercial and general aviation airport in the study area, respectively:

Table 2.5-4 Commercial Airport Operations & Passenger Forecasts

Operations Airport 2005 2010 2015 2020

Clinton County 14,150 14,150 14,150 14,150 Albany Int’l. 156,174 170,496 184,820 199,145 Stewart Int’l. 135,942 148,321 160,701 173,083 Airport Total Passengers Clinton County 11,134 11,134 11,134 11,134 Albany Int’l. 2,798,000 3,083,000 3,367,000 3,651,000 Stewart Int’l. 422,444 486,608 550,772 614,938 Source: FAA Terminal Area Forecasts (TAF)




Table 2.5-5

General Aviation Airport Operations Forecasts Forecast Year Airport

2005 2010 2015 2020Round Lake 1,800 1,800 1,800 1,800Westport N/A N/A N/A N/ASchroon Lake 800 800 800 800Warren County/Floyd Bennett Memorial* 41,800 47,300 53,950 60,600Saratoga County 38,550 38,550 38,550 38,550Adirondack Regional* 32,600 33,500 35,200 N/ALake Placid 20,000 20,000 20,000 20,000Ticonderoga Municipal* 11,600 12,300 13,000 13,600Schenectady County 67,000 67,000 67,000 67,000South Albany N/A N/A N/A N/ASource: FAA Terminal Area Forecasts (TAF); *Forecast obtained from Airport Master Plan

As shown, moderate growth is anticipated at Albany, Stewart International, and Floyd Bennett Memorial Airports, with little significant growth anticipated at other corridor facilities. For virtually all general aviation airports in the northeast, the FAA is forecasting limited or no growth in their official Terminal Area Forecasts (TAF). This is due to a combination of economic factors, including the events of September 11th (2001) and their aftermath, stagnant demand for general aviation products and services, the weak U.S. economy, declining industry profits, and increased corporate accountability. As such, the FAA does not anticipate significant growth and is forecasting continued stable activity. However, many economists and forecasters believe that a return to a growth environment in aviation is already occurring and that FAA’s forecasts in 2005 and beyond will begin to reflect this rebound. NOTE: The data in Table 2.5-4 only reflects the activity forecasted at the current Clinton County Airport. FAA has yet to forecast activity for Plattsburgh International. Although, the service area for these airports is the same, the County intends to follow a new approach to marketing the aviation assets at Plattsburgh International to airlines, corporate, and industrial entities, including the potential to capture a portion of the Canadian/Montreal market. Therefore, future activity at the Plattsburgh International Airport will likely exceed the historically modest levels at Clinton County Airport. Table 2.5-5 indicates modest growth at each airport that has prepared a master plan study recently, and stable activity elsewhere. This difference is due to greater optimism at the local level, supported by these airports’ plans to implement projects to increase the attractiveness of their facilities and aviation activity they can handle. As an overall conclusion, aviation activity in the corridor is basically stable, with no major growth trends anticipated in the foreseeable future, and moderate growth anticipated at Albany and Stewart International Airports.




2.5.4. Demographic and Service Area Assessment

The following section presents demographic data for each airport service area along the I-87 corridor. Airport service areas illustrate the area from which people are expected to use one airport as a first choice over neighboring facilities, and thus may be considered the critical evaluation area for each airport. Evaluating demographic data, such as population, within each service area helps identify the demand for aviation facilities and services along the corridor. For this study, 2000 US Census population data were obtained. Table 2.5-6 presents population levels in the general aviation service area for each Study Area airport.

Table 2.5-6 Population (2000) Within 30-Mile General Aviation Service Area

County Albany Int’l

Floyd Bennett

Plattsburgh Int’l

Saratoga County Schroon Lake Stewart

Int’l Albany 294,308 --- --- 254,755 --- ---

Clinton --- --- 79,186 --- --- ---

Columbia 19,586 --- --- --- --- ---

Dutchess --- --- --- --- --- 237,749

Essex --- --- 9,803 --- 19,191 ---

Greene 15,414 --- --- --- --- ---

Orange --- --- --- --- --- 328,560

Putnam --- --- --- --- --- 95,408

Rensselaer 152,370 1,966 --- 102,062 --- ---

Rockland --- --- --- --- --- 238,545

Saratoga 172,387 121,989 --- 200,635 --- ---

Schenectady 146,555 --- --- 146,320 --- ---

Ulster --- --- --- --- --- 122,847

Warren --- 59,985 --- 46,096 18,398 ---

Washington 9,845 60,116 --- 38,703 5,144 ---

Westchester --- --- --- --- --- 202,020

Total 810,465 244,056 88,989 788,571 42,733 1,225,129




Table 2.5-6 Population (2000) Within 30-Mile General Aviation Service Area

County Lake Placid

Adirondack Regional

South Albany Ticonderoga Schenectady

County Westport

Albany --- --- 294,565 --- 293,483 --- Clinton 7,362 3,951 --- --- --- 6,522 Columbia --- --- 50,770 --- 321 --- Dutchess --- --- --- --- --- --- Essex 27,378 14,621 --- 19,154 --- 31,596 Franklin 14,928 18,680 --- --- --- --- Fulton --- --- --- --- 47,978 --- Greene --- --- 43,499 --- 1,838 --- Hamilton 22 24 --- --- --- --- Montgomery --- --- 2,114 --- 35,834 Orange --- --- --- --- --- --- Putnam --- --- --- --- --- --- Rensselaer --- --- 143,933 --- 142,330 --- Rockland --- --- --- --- --- --- Saratoga --- --- 92,262 --- 184,915 --- Schenectady --- --- 146,524 --- 146,555 --- Schoharie --- --- 12,307 --- 13,998 --- St. Lawrence 8 319 --- --- --- --- Ulster --- --- 368 --- --- --- Warren --- --- --- 8,201 298 605 Washington --- --- 70 8,958 7,953 503 Westchester --- --- --- --- --- --- Total 49,698 37,595 786,412 36,313 875,503 39,226 Source: 2000 US Census

Based on Federal Aviation Administration (FAA) planning guidelines, the boundaries of each service or critical evaluation area were defined by applying a 30-mile radius around each airport (see Exhibit 2.5-1). The boundary was then used to determine the population by county within each service area. As shown in Exhibit 2.5-1, no service area gaps exist within the study area. However, a lack of adequate aviation facilities does exist in the area between Warren and Clinton Counties, which encompasses approximately 29,500 people. The airports in the area (i.e., Schroon Lake and Westport) do not offer basic general aviation services, such as fuel, aircraft parking, hangar storage, aircraft maintenance, and airfield instrumentation. As such, the need potentially exists for improvements to either Schroon Lake or Westport Airport, or for a new full service GA airport in this general location (i.e., Essex County). With only limited facilities and services, Round Lake Airport does not currently fulfill a substantial role in the study corridor. Due to its location between Saratoga County and Albany International Airports, Round Lake Airport provides a duplication of general aviation services. Based on FAA planning guidelines specifically for commercial service airports, the boundaries of each service area associated with airline service were also defined by applying a 60-mile radius




around each airport (see Exhibit 2.5-2). The boundary was then used to determine the population by county for each commercial service area. The table below presents the population data in the commercial aviation service areas shown in Exhibit 2.5-2 for each facility.

Table 2.5-7 Population (2000) Within 60-Mile Commercial Aviation Service Area

Commercial Airports County Albany Int’l [1] Plattsburgh Int’l [2] Stewart Int’l

Albany 294,565 --- --- Clinton --- 79,894 --- Columbia 63,094 --- 37,729 Dutchess 29,190 --- 280,150 Essex --- 37,114 --- Greene 48,195 --- 33,552 Orange --- --- 341,367 Putnam --- --- 95,745 Rensselaer 152,538 --- --- Rockland --- --- 286,753 Saratoga 200,635 --- --- Schenectady 146,555 --- --- Ulster 77,255 --- 177,749 Warren 54,903 24 --- Washington 58,418 28 --- Westchester --- --- 923,459 Total 1,125,348 117,060 2,176,504 Source: 2000 US Census [1] Population figures do not include residents of metropolitan Montreal (3.5 million) or the Burlington, Vermont region. Most of both areas is within 60 miles of Plattsburgh. [2] Population figures do not include NYC or Long Island counties (Richmond, Kings, Queens, Nassau, Suffolk, New York, and Bronx).

As shown on Exhibit 2.5-2, the existing commercial service airports provide adequate geographic coverage to the majority of the corridor, with the exception of small portions of Essex, Washington, and Warren counties (encompassing approximately 9,000 people). For the northern portion of the corridor, Commutair is the sole carrier providing scheduled commercial air service at Clinton County Airport. Thus, the study corridor north of Warren County (encompassing approximately 120,000 people) lacks a full-service commercial airport. The availability of air service is most directly related to the population base. The higher the population, the more airlines, flights, non-stop destinations, etc, would typically be available, as air service is market-driven. The limited commercial air service at Clinton County Airport therefore reflects the area’s comparatively low local population base. The EAS program was designed to assist such communities, where market forces may not sufficient to support scheduled air service. Ironically, an excellent highway system, such as I-87 and associated U.S. and State roads, can actually hinder the market for airline service by reducing the travel time to alternate airports in Albany, Montreal, and Burlington. However, Clinton County and Plattsburgh International




Airport are working to attract new low-cost airline service to an improved and uncontested facility, attracting passengers from the Montreal and Burlington markets. As shown on Figure INSERT EXHIBIT 2.5-1 HERE




INSERT EXHIBIT 2.5-2 HERE




2.5-2, if these locations are considered, the theoretical service area population for commercial air service at Plattsburgh increases from 120,000 to over 3 million. Other similar airports – both joint-use military airports (e.g., Niagara Falls) and former Air Force bases (e.g., Pease International Tradeport in Portsmouth, NH) have attracted commercial airline service, with mixed results. With numerous variables and external factors (e.g., border crossings, ferry service to Burlington, airline economics, etc.), the future of airline activity at Plattsburgh International is very difficult to forecast. However, special assistance in facility improvements and marketing will likely be needed for the successful redevelopment of Plattsburgh International Airport.

2.5.5. Planned Airport Development Improvement Projects in the Study Area

Multiple airport projects are being conducted or planned throughout the study corridor. The projects in the table below were identified through review of individual airport master plans and interviews with airport sponsors. • Commercial Airport Improvements

o Albany International Airport Runway 19 extension (7,200 to 8,500 feet) Terminal building expansion (ongoing) Additional general aviation and cargo facilities

o Stewart International Airport

Terminal building and facility expansion Customer Service for passenger service Runway 34 extension

o Plattsburgh International Airport

Relocation/replacement of airline terminal and general aviation facilities from Clinton County to Plattsburgh International

• General Aviation Airport Improvements

o Lake Placid-Adirondack Regional Development of hangars and apron parking

o Schroon Lake Airport

Airfield safety improvements Paved aircraft parking apron Aircraft hangar space

o Saratoga County Airport

Additional hangars

o Floyd Bennett-Memorial Airport Runway extension Development of hangars and apron parking




Airport industrial park

o Ticonderoga Municipal Airport Airfield safety improvements Aircraft hangar space Fueling facility

o Schenectady County Airport

Corporate aviation facility improvements

o South Albany Airport Development of hangars and apron parking

Airport Access Improvement

Albany International Airport An ongoing NYSDOT project (NYSDOT PIN 1721.51) for the construction of I-87 Interchange 3 will improve travel to and from the Airport, reducing the congestion at Interchange 4 and the intersection of Albany-Shaker and Wolf Roads. Several Interchange 3 access alternatives are currently under consideration. A Capital Improvement Project (NYSDOT PIN 1753.34 and 1754.04) has improved and partially relocated Albany-Shaker Road along the west side of the Airport to alleviate traffic congestion at the airport entrance, and shift the road further away from the runway end.

Stewart International Airport A number of major and minor projects have been identified that will improve access to Stewart International. These projects are in various stages of development, four of which are discussed below. The New York State Thruway Authority (NYSTA) and NYSDOT have completed construction of an access road (reconstruction of C Street) near the airport terminal building. The road runs through a proposed commercial development area known as NY International Plaza, and provides a link between the airport terminal building and proposed highway access roads. To connect to the new access road, the NYSTA and NYSDOT have also designed a new east-west roadway, which will connect to Drury Lane, and then to I-84 (at a new interchange). This new roadway will replace the current terminal building access, which involves an indirect congested route (Route 17K, Route 300, and CR 207) to I-87 Exit 17. Environmental approval of the project is currently undergoing legal challenge.

I-84

Dru

ry L

ane

Stewart International Airport




The NYSTA has begun construction of a new interchange connecting I-87 and I-84. The interchange will provide passengers and employees with more direct access to the airport and will help separate local traffic (on Routes 300 and 17K) from airport traffic. Lastly, the NYSDOT and Metro North Railroad are studying the feasibility of providing a rail link from the airport terminal to the NYC metropolitan area. An initial feasibility study identified a short list of potential alternatives for the rail access. Key issues will likely include financial and environmental feasibility, potential ridership, and integration into the existing transportation and rail network. Section 2.6 of this report discusses this study in greater detail.

2.5.6. Summary of Existing Aviation Conditions and Operations

Aviation activity in the study corridor focuses on Albany International Airport for airline passenger, air cargo, and corporate flight activity. Albany provides the full serve hub needed by the Capital Region. The other commercial airports in the corridor (Stewart and Plattsburgh/Clinton County) provide commercial service, but do not offer air service comparable to Albany. In particular, the relatively low population base north of Warren County hinders the provision of passenger air service in the North Country. Residents and businesses in this region of the corridor may continue to drive to Albany, Burlington, or Montreal to supplement their air travel needs unless improved airline service can be successfully attracted to Plattsburgh International Airport in the future. With the exception of Essex County, all locations along the corridor are adequately served by a general aviation airport. Essex County provides two airports (i.e., Schroon Lake and Westport) within proximity of the I-87 corridor, but none of these provide full-services, which include hangars, aircraft fueling, and maintenance. Services such as these can be found over 20 miles to the west of the corridor at Lake Placid Airport and Adirondack Regional Airport (Saranac Lake). The availability of general aviation airports and services is generally good within the remainder of the Primary Study Area. Overall, access between I-87 and the airport facilities is fair to good. Implementation of planned roadway projects at Albany International and Stewart International will substantially improve ground travel to these two airports, the busiest in the corridor, and will result in good to excellent access to all facilities. The road improvements are further discussed in the highway section of this study. Although the airports in the study corridor provide substantial infrastructure and services, system enhancements are needed to support safety, improve access, and promote economic development. Aviation enhancement strategies and concepts are discussed below. 2.5.7. Aviation System Improvement Concepts The overall focus of the aviation analyses in the Study was to identify potential improvements to the aviation system in the I-87 corridor that would enhance air services and facilities for its residents, businesses, and visitors.




To accomplish this broad goal, specific objectives were identified that focus on service levels, airport coverage, limitations, and access. The objectives include the following: • Ensure that a “full-service” commercial airport can be accessed within an hour drive from

any location in the study area. • Issue: Limited air service in the North-Country. • Ensure that a “full-service” and “publicly-owned” general aviation airport can be accessed

within a half-hour drive from any location in the study area. • Issue: Lack of services and private ownership of some of the corridor airports. • Capitalize on the economic development potential of airports by providing new facilities. • Issue: Lack of basic facilities in Essex County (Schroon Lake, Westport, Ticonderoga). • Improve access between I-87 interchanges and individual airports. • Issue: Traffic congestion at Albany International and Stewart International Airport. • Improve airport safety at smaller airports by addressing FAA airfield design standards. • Issue: Non-standard conditions at some smaller airports. Based on the above issues and objectives, a “long list” of potential concepts was identified to address aviation shortcomings within the corridor. Concepts or alternatives include physical/infrastructural (improved airport facilities or ground access), economic (improved airline services), or organizational (airport ownership/ sponsorship) improvements. Using the information compiled from the service area analyses, in conjunction with the available individual airport planning data, the Study Team developed a list of candidate concepts. The screening criteria that were applied to the candidate concepts included the following: • Adequacy of service to all locations within the Primary Study Area • Conformance with FAA design standards (i.e., airfield safety) • Provision of basic general aviation services at all airports • Provision of sufficient terminal facilities at all commercial airports • Adequacy of runways Table 2.5-9 below lists the candidate concepts (e.g., the “long-list”)within the aviation category that are recommended for further consideration, and indicates the approximate location of each concept within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.




Table 2.5-9

Aviation Improvement Concepts No. Project Concept Location

A-1 Construct new general aviation airport Essex County

A-2 Construct new airport terminal building/related facilities

Plattsburgh Int’l. Airport

A-3 Replace basic general aviation facilities


A-4 Facilitate retention of subsidized airline service


A-5 Acquire airport from private owner Westport Airport

A-6 Pave and improve runway and design standards; construct new facilities

Westport Airport

A-7 Improve airfield design standards; acquire additional property

Schroon Lake Airport

A-8 Construct basic general aviation facilities

Schroon Lake Airport

A-9 Construct basic general aviation facilities; acquire additional property

Ticonderoga Municipal Airport

A-10 Extend runway Floyd Bennett Memorial

A-11 Extend Runway 19 Albany International Airport

A-12 Expand airport terminal and air cargo facility

Albany International Airport

A-13 Expand or replace airport terminal building/related facilities

Stewart International Airport

A-14 Extend Runway 34 Stewart International Airport

A-15 Construct corporate aviation facilities

Schenectady County

A-16 Hangar Improvements Lake Placid-Adirondack Reg.

A-17 Hangar Improvements South Albany Airport

Plattsburgh

Albany

Avi

atio

n S

ervi

ce S

tud

y A

rea

[1]

A-2A-3

A-4

A-16

A-1

A-7

A-8

A-5A-6

A-9

A-10

A-15

A-17A-11A-12

A-13A-14

Stewart International Airport (see A-13 and A-14) also included in the study.




Improvement Concept: A-1 Name and Location: New Airport, Essex County

Purpose: To address the general aviation service gap in the study corridor between Warren and Clinton Counties. Problem: A general aviation service gap exists along the study corridor between Warren and Clinton Counties. The two existing general aviation airports in this area (Schroon Lake and Westport) lack basic services (e.g., fuel, aircraft storage, instrumentation, and maintenance facilities).

Description: The concept would involve the construction of a new general aviation airport in Essex County along the I-87 Corridor with the property to provide all basic services. The airport would offer a paved runway, fuel facilities, aircraft hangars, and other basic services.

Strategy: This concept would require Essex County, NYSDOT, or other public agencies to sponsor the airport development effort. Additionally, the concept would necessitate an initial study to determine and document the need for a new airport, investigate various sites, and identify an ownership/management recommendation. The site selection investigation would include existing airport sites. he

Benefit: The currently underserved communities would gain access to basic general aviation services. Such an airport may foster economic development and encourage tourists to visit the area.

Status: No efforts or plans are underway for the study or construction of a new airport.




Improvement Concept: A-2 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To relocate the airline service from Clinton County Airport to Plattsburgh International Airport. The County wishes to consolidate all aviation activity at Plattsburgh International, and redevelop Clinton County Airport for non-aviation uses.

Problem: Plattsburgh International Airport does not currently provide the facilities to adequately accommodate passenger airline services.

Description: The concept involves the development of a new airport terminal building and related facilities at Plattsburgh International Airport. Strategy: The County would design and build an airport passenger terminal at Plattsburgh International Airport, and transfer the commercial air service and support activities from Clinton County Airport to the new terminal building. The County must pursue FAA, NYSDOT, and other funding sources necessary to complete the developments. NYSDOT is also restructuring transit and rail service in the area, creating the potential for a new transit/rail/air hub at this location. Benefit: The concept would enable continued airline passenger service in Plattsburgh (with potential for expansion), and allow for the redevelopment of Clinton County Airport. Status: A new passenger terminal area is being planned for construction at Plattsburgh International Airport to the west of Runway 17-35, off of I-87 Exit 36. The project is currently in the design stage.




Improvement Concept: A-3 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To replace the basic general aviation facilities (i.e., general aviation aircraft hangars and tie-downs) at Plattsburgh International Airport. Problem: To accommodate the existing users and tenants currently located at Clinton County Airport, the general aviation facilities at Plattsburgh would require upgrades and modifications.

Description: The concept would involve the development of general aviation facilities at Plattsburgh International, such as hangars, parking aprons, etc. This concept differs from Concept A-2, as general aviation facilities accommodate non-commercial aircraft and are developed through different programs and funding mechanisms. Strategy: The County would upgrade/rehabilitate the existing military facilities at Plattsburgh on the north end of the airfield along the existing apron. The County would subsequently transfer the current tenants and operations at Clinton County Airport to Plattsburgh International.

Benefit: Ensures the continued availability of a general aviation airport in the Plattsburgh region of the corridor that provides all needed facilities and services. Status: Through a Public Benefit Conveyance, Clinton County now serves as the owner and operator of Plattsburgh International Airport. The County is pursuing funding for the transfer of operations from Clinton County Airport.




Improvement Concept: A-4 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To retain scheduled airline service at either Clinton County or Plattsburgh International Airport, with several daily flights to at least one hub airport. Problem: Without a public subsidy, the local population and business base may not support scheduled airline service at Plattsburgh International. The FAA’s Essential Airline Service (EAS) program, appropriated as part of the Airport Improvement Program (AIP), provides a per passenger subsidy at the airport. Long-term retention of this program (or substitute program) may be necessary to ensure the continued provision of scheduled airline service in Plattsburgh.

Description: The concept involves encouraging continued federal support for the EAS program, and retaining adequate funding levels for Plattsburgh International Airport. In the 1990s, the EAS program experienced reductions in budget, decreasing the number of served airports. If the program is eliminated, scheduled airline service in Plattsburgh may not be economically feasible. Although this concept contains no capital project, it is included to emphasize that airline service in Plattsburgh is currently dependant on an existing federally subsidy, and that loss of the program would likely eliminate all commercial air service north of Albany. Strategy: The concept does not include any specific project or development, but involves a continuous education and petitioning effort for the retention of a locally critical federal program. City, county, and state agencies and local elected officials should continue to express the need for and importance of the EAS program to federal elected officials. Benefit: Scheduled air service would continue in Clinton County.

Status: Commutair, a Continental Connection provider, offers airline service at Plattsburgh, with flights to Albany and Burlington. Airport management identified that Commutair is currently operating in the EAS program. Congress has re-appropriated the EAS program in 2004, and continued funding for Commutair is anticipated in the short-term. The mid-term goal of the County is to move beyond the limited subsidized commuter service and attract low-cost airline service, which could attract passengers from the Greater Montreal market.




Improvement Concept: A-5 Name and Location: Westport Airport, Town of Westport, Essex County Purpose: To provide a publicly owned general aviation airport serving the Westport area and Essex County. Problem: Although Westport Airport permits public use, the facility is currently privately owned and operated, with no guarantee for continued operation. Redevelopment of the airport for non-transportation uses or closure to public use is an ongoing possibility.

Description: Under this concept, the Town, County, or other public body would acquire the airport and all associated property. The public owner could petition the State, Regional Planning Agency, and FAA to include the airport in the national airport plan, making the facility eligible for federal and state airport development grants. Strategy:

The concept would require a local municipality or agency to sponsor the acquisition effort. The municipality would coordinate with the NYSDOT throughout the process. The acquisition costs could potentially qualify for funding through the FAA Airport Improvement Program (AIP).

Benefit: Public ownership would guarantee future public-use, and enable airport improvements with federal and state grants.

Status: In recent years, the Town of Westport considered public acquisition of the airport and associated improvements. However, such activities were unsuccessful and encountered problems among the community, Town, and current airport owner. No activity is currently occurring regarding public acquisition of the airport.




Improvement Concept: A-6 Name and Location: Westport Airport, Town of Westport, Essex County

Purpose: To provide basic terminal facilities for existing and potential users, and meet Federal Aviation Administration (FAA) design standards. Problem: Westport Airport does not meet basic FAA airfield design standards, nor does it provide basic general aviation airfield and terminal facilities. The lack of facilities restricts airport use. Visiting tourists and regular users must travel to other airports to receive basic services. Description: The concept would involve paving and improving the existing runway, and constructing aircraft storage facilities, fuel facilities, an office/maintenance hangar, and other basic facilities. The concept may also involve grading and obstruction removal to improve compliance with FAA design/safety standards.

Strategy:

The FAA Airport Improvement Program (AIP) provides funding for airport runway and taxiway development, lighting, security enhancements, and aircraft parking aprons. AIP-eligible improvements can receive 90% funding from the FAA. Ineligible developments include revenue-generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources. Benefit: Basic airfield and terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers. Compliance with FAA design standards would increase airport safety. Status: Currently, there are no plans to forward this concept. The airport owner has not pursued basic terminal improvements.




Improvement Concept: A-7 Name and Location: Schroon Lake Airport, Town of Schroon Lake, Essex County Purpose: To improve compliance with airfield design standards (i.e., conduct safety improvements). Problem: Schroon Lake Airport does not meet basic Federal Aviation Administration (FAA) design standards in relation to the Runway Safety Area (RSA), Object Free Area (OFA), Runway Protection Zones (RPZs), and Approach Surfaces. Numerous non-standard objects and features (i.e., trees, a road, excessive grades, storage shed, etc.) exist within the RSA and OFA. Portions of the existing RPZs extend off airport property.

Description: The concept would address the key non-standard conditions at Schroon Lake Airport. To the extent possible, the following activities would occur:

• Relocate objects, such as the wind sock, poles, and storage shed • Selectively remove trees within the RSA and Approach Surfaces • Re-grade the RSA

The FAA requires that airports control all property within their associated RPZs. To achieve this, the Town of Schroon should pursue property acquisition and/or easements within the airport RPZs. Due to high construction costs and environmental impacts, complete compliance with FAA design standards is not currently feasible.

Strategy:

The FAA places a high priority on airport improvements that address safety concerns. Currently, eligible improvements can receive 90% funding from the FAA through the Airport Improvement Program (AIP), with the NYSDOT and Airport Sponsor (Town of Schroon) contributing 5% each. Benefit: Although the airport improvements would not address all of the non-standard conditions at the Airport, airport safety would substantially improve. Status: The Town of Schroon is currently preparing an Airport Master Plan Update that will recommend specific improvements to address the design deficits.




Improvement Concept: A-8 Name and Location: Schroon Lake Airport, Town of Schroon, Essex County

Purpose: To provide basic terminal services and facilities for existing and potential users.

Problem: Schroon Lake Airport lacks adequate aircraft storage, aircraft parking, automobile parking, fuel facilities, restrooms, or a telephone. The lack of terminal facilities restricts airport use.

Description: The concept would involve the construction of several aircraft tie-downs, hangars, fuel facilities, one or more parking aprons, a small public building with restrooms and a telephone, and an automobile parking area. Construction could occur in phases based on demand.

Strategy:

The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as taxiway development, lighting, security enhancements, aircraft parking aprons, and navigational aids. AIP-eligible improvements can receive 90% funding from the FAA, with the NYSDOT and Airport Sponsor (Town of Schroon) contributing 5% each. Ineligible developments include revenue-generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources, and also relocation of an existing county-operated transfer station presently located on airport property. Benefit: Terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers.

Status: The Town of Schroon is currently preparing an Airport Master Plan Update that will recommend specific landside developments.




Improvement Concept: A-9 Name and Location: Ticonderoga Municipal Airport, Town of Ticonderoga, Essex County Purpose: To provide basic terminal facilities for existing and potential users, and meet Federal Aviation Administration (FAA) safety standards. Problem: Ticonderoga Municipal Airport lacks adequate aircraft storage facilities, an office/maintenance hangar, a weather reporting system, and fuel facilities. The lack of terminal facilities restricts airport use. Visiting tourists and regular users must travel to other airports to receive basic services.

Description: The concept would involve the construction of aircraft hangars, fuel facilities, aircraft parking aprons, and a weather reporting system. Construction would occur in phases based on demand and funding availability.

Strategy:

The FAA Airport Improvement Program (AIP) provides funding for capital and safety improvements at airports, such as taxiway development, lighting, security enhancements, aircraft parking aprons, and property acquisition. AIP-eligible improvements can receive 90% funding from the FAA, with the NYSDOT and Airport Sponsor (Town of Ticonderoga) contributing 5% each. Ineligible developments include revenue-generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources. Benefit: Terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers.

Status: The Town of Ticonderoga is currently preparing an Airport Master Plan Update that recommends specific landside developments. The draft report and Airport Layout Plan (ALP) were released in May 2003. A funding source for AIP-ineligible projects has not been identified.




Improvement Concept: A-10 Name and Location: Floyd Bennett Memorial Airport, City of Glens Falls, Warren County Purpose: To better accommodate existing users and potential future corporate jets.

Problem: Runway 1-19 at Glens Falls currently measures 5,000 feet in length. This length does not adequately serve the airport’s existing design aircraft (Gulfstream-IV) without constraining activity (e.g., the aircraft cannot operate at maximum takeoff weight). Additionally, the current runway length does not accommodate the predicted growth of larger aircraft, such as the Gulfstream-V.

Description: The concept would involve a 1,000-foot runway extension to the south. The construction would occur in two phases (two 500-foot extensions).

Strategy: Warren County completed a runway length analysis as part of the ongoing Airport Master Plan, which revealed the potential need for a 1,000-foot extension to Runway 1-19. The extension would qualify for FAA/Airport Improvement Program (AIP) and NYSDOT funding (90% FAA, 5% from both the NYSDOT and County). Benefit: A 1,000-foot extension would enable use by existing and potential future corporate jets. Status: Warren County is proceeding with airport projects funded through the FAA AIP. The extension is included on the Airport Layout Plan (ALP) and Airport Capital Improvement Plan (ACIP), and includes construction in two phases. Phase 1 (2004-2005) includes the construction of a 500-foot extension, with another 500-foot extension planned for Phase 3 (2011-2020). Before construction, Warren County must complete an Environmental Assessment (EA).




Improvement Concept: A-11 Name and Location: Albany International Airport, Town of Colonie, Albany County Purpose: To better serve airliner and air cargo traffic. Problem: Albany’s primary runway, Runway 1-19, measures 7,200 feet in length. This length does not adequately serve the existing and anticipated future air carrier and air cargo traffic at the airport. Additionally, the Runway Safety Area (RSA) does not meet current FAA design standards for large aircraft operating at the airport.

Description: This concept involves the extension of Runway 19 from 7,200 feet to 8,500 feet, with an associated extension of Taxiway “A”. The concept also includes the construction of a new aircraft holding bay, blast pad, perimeter security access roadway, and extended RSA.

Strategy: The FAA Airport Improvement Program (AIP) provides funding for capital and safety improvements at airports, such as runway and taxiway development, lighting, security enhancements, aircraft parking aprons, and property acquisition. The airport is currently pursuing AIP grants to complete the extension.

Benefit: An extension to Runway 1-19 would benefit all commercial and general aviation jet aircraft by providing additional capacity, capability, and an added margin of safety for all operations.

Status: The FAA has approved the runway extension environmental assessment. The extension is currently under design.




Improvement Concept: A-12 Name and Location: Albany International Airport, Town of Colonie, Albany County

Purpose: To provide improved facilities and aviation services for existing and future airport users, tenants, and businesses. Problem: The airport serves as the major air center for the Capital Region, Northeastern New York, and Western New England. Albany International must continue to respond to increased activity, demand for services, and economic development through improvements and expansion of its passenger terminal and air cargo facilities.

Description: The Albany County Airport Authority is currently in the process of modernizing and expanding the terminal area facilities at the airport. Air cargo operations are being relocated in stages to the northeast side of the airport, with the expansion and improvement of the passenger facilities on the southwest side of the airport. Multiple projects are proceeding in planned phases through the year 2006. Strategy: The Airport Authority maintains an Airport Capital Improvement Program (ACIP) for the planning, design and construction of both passenger and cargo facilities at the airport. Funding consists of a combination of Airport Improvement program (AIP) grants, Passenger Facility Charges (PFC), and Airport Revenue Funds.

Benefit: The extensive airport improvements over the past decade have transformed the airport from a dated facility with inadequate facilities to a modern state-of-the-art airport. Continuation of these efforts, as planned, will further enhance passenger and air cargo service capabilities at this critical regional air hub. Status: The Airport Authority is proceeding with Phase IV of the terminal improvement project.




Improvement Concept: A-13 Name and Location: Stewart International Airport, Town of New Windsor, Orange County

Purpose: To provide adequate service for existing and potential airport users.

Problem: In response to potential future growth, Stewart International Airport may need to expand or replace the airport terminal building and related facilities.

Description: The concept would involve the redesign and construction of a new or expanded terminal building that offers adequate parking, passenger circulation space, baggage preparation areas, a security screening area, passenger gates, airline ramp, and customs and immigrations facilities. Strategy: The Airport is in the process of conducting an Airport Master Plan Update, which will provide analysis, layout, and a recommended plan for terminal area expansion and improvements (Spring 2004). Terminal improvements for airports similar to Stewart International are usually financed with a mixture of Airport Improvement Program (AIP), Passenger Facility Charges (PFCs), and Airport Revenue Funds. The Airport is incorporating the concept into their ongoing planning and programming activities.

Benefit: An improved terminal facility would greatly enhance the attractiveness of the Airport, provide adequate space for the flow of passengers, and generate revenue from leases with airlines, rental car companies, and concessions. Status: The ongoing Master Plan Update for Stewart International Airport will analyze the current terminal facility in relation to the activity forecasts, and recommend a design concept.




Improvement Concept: A-14 Name and Location: Stewart International Airport, Town of New Windsor, Orange County

Purpose: To better serve airliner and air cargo traffic.

Problem: Stewart International Airport’s secondary runway, Runway 16-34, measures 6,000 feet in length. This length does not adequately serve the larger aircraft that operate at the airport. As such, at times when the primary runway is closed due to high crosswinds, maintenance, or other reasons, some commercial and military aircraft cannot conduct operations.

Description: This concept consists of a minimum 1,000-foot extension to Runway 34. Strategy: The Airport is currently working with both the FAA and NYSDOT on programming and funding for the runway extension and other improvements to Crosswind Runway 16-34. The Airport is incorporating the extension into their ongoing planning activities to identify estimated costs and required procedures for implementation.

Benefit: A runway extension would benefit all commercial and jet aircraft by providing additional capacity, capability, and an added margin of safety for all operations. Additionally, an extension would provide added flexibility to the airport during peak traffic conditions, and during closures of the primary runway. Status: The Airport is in the process of conducting an Airport Master Plan Update, which will provide analysis, justification, and a recommendation for a runway extension (Spring 2004).




Improvement Concept: A-15 Name and Location: Schenectady County Airport, Schenectady County

Purpose: To expand corporate services and facilities for existing and potential users.

Problem: Schenectady County Airport lacks adequate storage and parking for high-end corporate aircraft. The lack of these facilities restricts the airport to adequately serve as a corporate aviation facility for both City of Schenectady activity and as a reliever to Albany International Airport.

Description: The concept would involve the construction of corporate aircraft hangars and associated apron for based and transient aircraft parking. Construction could occur in phases based on demand.

Strategy:

The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as runway, taxiway, lighting, and security enhancements. Ineligible developments include revenue-generating facilities, such as hangars and associated facilities. Construction of these facilities would require funding from private or other sources, such as economic development grants, multi-modal funding, loan programs, etc.

Benefit: Corporate facilities would greatly enhance the attractiveness of the airport, and provide conveniences for corporate aviation users. More corporate related facilities would allow Schenectady County Airport to enhance its role in relieving Albany International Airport from congestion. Status: Schenectady County is currently preparing an Airport Master Plan Update that will recommend specific corporate related developments.




Improvement Concept: A-16 Name and Location: Lake Placid Airport and Adirondack Regional Airport, Lake Placid-Saranac Lake Region Purpose: To expand corporate and general aviation services and facilities for existing and potential users.

Problem: Both airports lack adequate storage and parking for corporate, charter and general aviation aircraft. The lack of these facilities restricts the airports’ ability to adequately serve users of these North Country airports, where hangar storage is critical to year-round use.

Description: The concept would involve the construction of aircraft hangars and associated apron for based and transient aircraft parking. Construction could occur in phases based on demand.

Strategy: The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as runway, taxiway, lighting, and security enhancements. Ineligible developments include revenue-generating facilities, such as hangars and associated facilities. Construction of these facilities would require funding from private or other sources, such as economic development grants, multi-modal funding, loan programs, etc.

Benefit: Hangar facilities would greatly enhance the attractiveness of the airports providing service in the High Peaks region, and provide conveniences for all aviation users. These facilities would allow both airports to improve safety with protected storage and improve airport use in the region. Status: Limited improvements have been made at either facility due to the lack of funding, with the exception of a few privately built hangars. Public funding for such facilities would enable the airports to better control development locations and generate airport revenues.

Lake Placid Airport




Improvement Concept: A-17 Name and Location: South Albany Airport, Town of Bethlehem, Albany County Purpose: To provide additional general aviation facilities (i.e., T-Hangars and parking apron) for existing and potential users. Problem: As a privately owned-public use airport, South Albany is ineligible to receive FAA funding. South Albany Airport lacks adequate aircraft storage and aircraft parking to adequately serve small aircraft and relieve Albany International Airport of light aircraft activity.

Description: The concept would involve the construction of additional aircraft T-hangars and parking apron. Construction could occur in phases based on demand.

Strategy:

Construction of these facilities would require funding from private or other sources, such as multi-modal grants, loans, or economic development funding.

Benefit: Additional small aircraft facilities would greatly enhance the attractiveness of the airport, and provide conveniences for general aviation users. More small aircraft related facilities would allow South Albany Airport to enhance its role in relieving Albany International Airport from small aircraft traffic. The FAA has identified a safety benefit in segregating small aircraft from jets. Status: Currently, little progress has been made in developing additional T-hangars. The initial development cost is the primary impediment.

AVIATION FACILITIES & OPERATIONS Existing Corridor ... · to any destination worldwide. For air...

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