Draft Airport Environmental AssessmentIn Cooperation With:
Federal Aviation Administration
and the
Montana Aeronautics Division
prepared by:
Robert Peccia & Associates
Helena, Montana
Kalispell City Airport Environmental Assessment
Kalispell City Airport is located on the southern outskirts of the City of Kalispell, Montana. The
airport is situated favorably between Whitefish, Glacier Park International, Ferndale, and Polson
to capture a large portion of the Flathead Valley's general aviation activity. According to the
FAA's Form 5010, sixty-four (64) aircraft are presently based at the airport and those aircraft
generate some 13,600 operations (takeoffs and landings) within 50 miles of the facility each year.
In addition to this local aviation activity, itinerant aircraft use of the airport accounts for an
additional 14,000 operations each year. Air taxi and military aircraft operations also occur at the
airport. The FAA's Form 5010 form estimates the total number of annual aircraft operations at
the facility to be about 35,000. This makes the Kalispell City Airport the second busiest of all
general aviation airports in Montana, trailing only Hamilton in annual activity levels.
Kalispell City Airport is unique in its location relative to the City (see FIGURE 1-1). In fact, one
of the main reasons Kalispell City Airport is so attractive to itinerant travelers is the ease of
access to the local businesses and services immediately adjacent to the facility. The airport also
offers a convenient "jumping off" point for itinerant travelers intending to recreate at other
locations within the Flathead Valley or wild lands in Glacier National Park and the Flathead
National Forest.
Kalispell is located within one of Montana's fastest growing regions. Flathead County's population
was 74,471 at the time of the 2000 Census, nearly 26% higher than in 1990. During the same ten
year period the State's population grew by less than 13%. Population forecasts through the next
decade suggest the County's population will continue to grow. According to projections prepared
for the MONTANA DEPARTMENT OF COMMERCE, Flathead County's population is expected to be
90,430 by the year 2010 and may be approaching 114,000 by the year 2025.
Kalispell has experienced similar growth. According to U.S. Census statistics, the City's population
has increased from 11,917 in 1990 to 14,223 in 2000, an increase of more than 19%. Like the
County, population growth in the Kalispell area has been sustained for the last 20+ years and
forecasts call for growth in the Flathead region to continue into the foreseeable future.
The economy of Flathead County continues to be very diversified and strong as compared to
many other counties in Montana. The county's economy remains dependent on its natural
resource base that provides opportunities for timber harvesting, hydroelectric power generation,
and tourism on National Forest lands and in Glacier National Park. The county is also home to
high tech industry, metals refining, and forest products processing. Kalispell's importance as a
regional trade center has continued to increase.
The City of Kalispell is faced with a dilemma regarding future development at Kalispell City
Airport. Even though the physical and economic setting of the airport is highly favorable, the
facility is "dated" and requires significant design modifications to ensure it can safely and
DRAFT 1-1
Kalispell City Airport Environmental Assessment
efficiently accommodate expected increases in aviation activity. The cost of such improvements
will be high as the demand for and value of lands adjoining the airport (and the US Highway 93
corridor) continue to increase each year.
Even though Kalispell City Airport is one of the busiest airports in the state, it does not meet
current FAA standards for design and safe operations by the majority of aircraft currently using
the airport. The current airport property is not large enough to provide acceptable distances
between aircraft and the surrounding developments. Due to these conditions, the airport is not
eligible to receive federal funding from FAA for improvements or upgrades. Therefore, the
operation and maintenance of the airport is completely dependent upon funding from the City of
Kalispell. The City has recognized that without securing federal funds, the required
improvements to the airport will be difficult to implement with limited funding.
In addition to the need to make design and safety modifications, one of the primary driving forces
for this improvement project is the economic activity generated by users of the airport within the
City of Kalispell. The airport immediately abuts the City and U.S. Highway 93 where lodging,
convention facilities, restaurants, and other service businesses exist. It is the airport's proximity
to these facilities and services that in part attracts pilots to visit Kalispell.
Revenue associated with additional based aircraft and hangar development has been lost to other
nearby airports because it is unknown if the facility would be modified and substantially
improved. Local airport board members have acknowledged that several times over the past few
years, individuals or corporations have chosen to build hangars and base aircraft at Polson
instead of Kalispell. Such decisions reduce the City's and fixed base operator's abilities to collect
fees from hangar development, additional fuel sales, repairs, and other aviation -related services.
With these considerations in mind, the City has undertaken planning activities for the airport and
coordinated planned development closely with the FAA. As a result of the City's planning and
coordination efforts, the FAA is requiring the City to meet the following FAA safety standards
and conditions before it will be eligible to receive federal airport improvement matching funds:
® Acquire or control the land area sufficient to accommodate all necessary upgrades
to the airport and protect airspace for the critical aircraft using (or expected to use)
the facility.
® Remove, relocate, or lower the KGEZ radio antennas south of the current airport.
® Increase safety spacing between the runway, taxiway, and apron areas.
® Enact airspace protections and land use restrictions within about 2 miles of the
new airport.
If this can be accomplished, the proposed airport improvements would offer a variety of benefits
to the aviation community and the general public including:
DRAFT 1-2
Kalispell City Airport Environmental Assessment
® Safer conditions for the community and for air travelers, including the removal of
the existing radio towers that present an airspace hazard.
® Eligibility for FAA funding participation (90 percent of project costs) in airport
improvements.
® Improved airport facilities with less cost to the City.
® Assured room for future facility expansion and long-term protection for the airport
and its airspace.
fmnw�W;111
Conditions at Kalispell City Airport were examined in detail in the Kalispell City Airport Master
Plan. The Master Plan documented current and projected aviation activity levels at Kalispell,
identified problems at the existing facility, and recommended facilities for future airport
development in the community.
Federal interest in funding airport development is primarily influenced by the operation of
"critical aircraft" using the facility. Critical aircraft are considered to be those aircraft that
regularly use the airport and because of their size and performance capabilities, require the
greatest facility considerations (such as runway length, width, separation distances, etc.). Regular
use is generally considered to be 500 or more operations each year or about ten operations per
week.
Airport Reference Code (ARC) is a coding system used by the FAA to relate airport design
criteria to the operational and physical characteristics of the airplanes intended to use the facility.
The ARC has three components relating to airport design aircraft. The first component,
designated by a letter, is the aircraft approach category and refers to aircraft approach speed. The
second component, designated by a Roman numeral, is the airplane design group and relates to
airplane wingspan. A final modifier of "small" further specifies aircraft with gross take -off
weight at or below 12,500 pounds. Heavier critical aircraft are designated "large."
The aircraft currently using the existing facility are of the A -I, B-I, and B-II categories, with the
majority of operations being attributed to A -I aircraft. The most demanding aircraft currently
based at Kalispell City Airport is a Turbo Commander, a "B-II" aircraft. The B-11 aircraft use is
on the increase at the airport due to more frequent operations by business concerns and air
ambulance operators.
Based on forecasted demands of aviation activity over a twenty-year planning horizon, the
Master Plan concluded that the projected demands at Kalispell can be adequately met by an
"ARC B-H - Small" type airport as discussed in the FAA's Advisory Circular No.150/5300-4B,
1989. This type of airport is designed for small airplanes (less than 12,500-pounds), with
wingspans of up to but not exceeding 49 feet. It safely accommodates aircraft with approach
speeds of up to 121 knots.
DRAFT 1-3
Kalispell City Airport Environmental Assessment
A "B-11-Small" airport would accommodate all of the single -engine and small twin -engine
airplanes used for personal and business purposes. Additionally, such facilities can serve some
small business and air taxi type twin -engine airplanes and a hand -full of the smallest jets.
The FAA has advocated that planning and design work should ensure that the Kalispell City
Airport be developed to meet "B-II-Large" standards. This would require a slightly larger (wider)
Runway Protection Zone (RPZ) and that a larger Part 77 airspace be protected around the airport.
The FAA's position is based on the belief that high performance B-II aircraft would use an
improved airport. The City has disagreed with the FAA over this issue since the facility may
never be developed to its ultimate capabilities. However, the City has agreed that it would
acquire or control all lands and airspace necessary for a B-H - Large facility so future
development options are not limited.
With the basic assumption that future airport development should comply with at least "B-11-
Large" standards, Kalispell City Airport was evaluated to determine if it could safely and
adequately accommodate current and future aviation demands. Considering future aviation
demands and reviews of the existing facility relative to design and safety standards, the following
sections discuss major needs existing at Kalispell City Airport.
Based on the mean daily maximum temperature for the hottest month of the year at Kalispell and
the airport's elevation of 2,932 feet above sea level, the recommended runway lengths to serve
small airplanes are 3,600 feet, 4,300 and 4,700 feet. A runway length of 3,600 feet is sufficient to
accommodate use by 75 percent of all airplanes in the small aircraft fleet. A 4,300-foot-long
runway is needed to accommodate 95 percent of all airplanes in the small aircraft fleet, while a
4,700-foot-long runway would be adequate for the entire small aircraft fleet (all small airplanes
with 10 or fewer passenger seats).
The current airport property and layout does not allow the present runway to be lengthened to
meet ultimate B-H dimensional standards. Lengthening the existing runway is currently limited
by airspace obstructions and development beyond each end of the runway.
The choices of runway length ranging between 3,600 feet and 4,700 feet would be entirely up to
the City. The City believes building to the ultimate 4,700-foot-long runway would allow many
additional business jets to use the facility and may result in undesirable noise levels within
nearby areas of the community. The City would likely build a runway of similar length (3,600 or
3,700 feet) to the present facility. The runway would be designed so that additional length could
be added if needed in the future. The FAA has acknowledged that building a 3,600- or 3,700-
foot-long runway would be a way to discourage use by larger and noisier aircraft.
DRAFT 1-4
Kalispell City Airport Environmental Assessment
The current airport property and layout does not allow future development to meet ultimate B-11
dimensional standards. The existing airport property is not large enough to accommodate the
required future expansion of the facility. The FAA has mandated that the City acquire or control
enough land to allow for the ultimate construction of a 4,700-foot-long runway at the airport.
Currently, the airport does not meet any of the safety requirements for a 13-11 airport as described
in FAA Advisory Circular 150/5300-13, Airport Design. The Advisory Circular identifies design
criteria for runways, taxiways, and other related airport facilities. The FAA has been reluctant to
admit airports that are not, or cannot be, developed to meet 13-11 requirements into the National
Plan of Integrated Airport Systems (NPIAS) airports. Kalispell City Airport has "provisional"
status in the NPIAS.
Several of the key safety and design deficiencies associated with the present facility are described
below.
o The existing airport has several obstructions to "Part 77" operational surfaces.
Two radio towers for Station KGEZ exist just east of the extended runway centerline
approximately 3,200 feet southeast of the threshold for Runway 31. The pair of towers are 325
feet tall and separated by just under 1000 feet. Each tower is surrounded by guy wires and buried
wire "spokes" extending out about 406 feet in all directions from the base. The towers penetrate
the existing and proposed visual approach surface of 20:1 approximately 108 feet and 173 feet.
The radio towers were declared a "hazard to air navigation" by the FAA in an October 5, 1999
Memorandum from the Flight Standards District Office in Helena. The FAA has established the
mitigation of these avigational hazards as one of the preconditions to federal funding assistance
for construction at Kalispell City Airport.
Ground obstructions exist approximately 6,000 feet to the west of the airport and rise about 850-
900 feet above the airport elevation. These ground obstructions penetrate the horizontal surface
about 700 feet and the transitional surface to a lesser amount.
O Both ends of the existing runway do not conform to runway protection zone, safety
area or object free area criteria set forth by the FAA.
Runway Protection Zones (RPZ) are the trapezoidal areas beginning 200 feet beyond the
threshold of each runway and extending for an additional 1000 feet. RPZ's are established
primarily to protect people on the ground, and secondarily to prevent establishment of hazards to
those in the air. The FAA encourages airports to own the areas encompassed by the RPZ's
outright, but at a minimum, to control the areas enough to prevent "places of public assembly."
A B-11(Large) RPZ is 500 feet wide on the threshold side and expands to 700 feet wide.
DRAFT 1-5
Kalispell City Airport Environmental Assessment
Advisory Circular AC 150/5300-13 specifically prohibits residences inside the RPZ, it also
encourages the airport Sponsor to own the RPZ entirely. Some of the land encompassed by the
current northern RPZ is privately owned and contains residences. Lands within the southern
RPZ are not owned by the City; however, there are no residences located within the area.
An area designated the "runway safety area" is designed to support aircraft under normal (dry)
conditions without causing structural damage to the aircraft or injury to the occupants, should
aircraft undershoot, overrun, or veer off the paved runway surface. It provides an additional
measure of safety to aircraft, as well as providing greater accessibility to firefighting and rescue
equipment should the need arise. The current parallel taxiways are within the runway safety area.
The size of this safety buffer needs to increase as the approach and landing speeds of user aircraft
increase.
The current Runway Object Free Area (OFA) only meets A -I standards at 250-feet-wide,
centered on the runway centerline and extending 240 feet beyond the runway threshold. An FAA
dictated B-H object free area should be 500-feet wide and extend 300-feet beyond each threshold.
The OFA is a safety buffer area where there should be no objects for an errant aircraft to collide
with. The OFA should remain free of parked aircraft or permanent objects. Navigational aids,
which must be placed in this area to perform their intended function, should be both lightweight
and designed to easily break off at ground level upon impact. Once again, the intention is allow
errant aircraft to leave the paved surfaces without significant damage to the aircraft or injury to
the occupants. Improvements to the current airport would double this safety buffer.
0 The width of the existing runway is inadequate.
The existing runway is 60-feet-wide. The design standards for a B-II airport requires the runway
to be 75 feet in width. Veering and correction at higher speeds requires additional width for the
same degree of safety.
0 The airport lacks perimeter fencing.
The airport requires a complete perimeter fence to secure access onto airport property to
authorized locations only. Presently, there is no continuous fence along the boundary of the
airport property and the public and wildlife has unrestricted access to the airfield. This situation
creates a collision hazard for both trespassers and air traffic using the runway.
0 The runway lighting system needs upgrading.
The runway has staked mounted low intensity runway lights (LIRLs) that would need to be
upgraded with future airport development. These lights are mounted on apparently non -
frangible, concrete encased stakes. Should an aircraft deviate from its intended course and strike
a fixed runway light, the damage to the aircraft could significantly increase the chance of injury
to the plane's occupants and the liability of the airport owner.
DRAFT 1-6
Kalispell City Airport Environmental Assessment
o The airport needs other minor lighting improvements.
A lighted segmented circle and windsock should be installed and the existing rotating beacon
should be replaced. The existing facility lacks lighting or reflectors along the edge of the taxiway
and apron. These lighting improvements could significantly increase safety for night-time airport
users.
o The aircraft storage and parking areas at the existing airport are inadequate for
present and future use.
The required number of hangar spaces and the number of tiedowns are directly related to the
number of based aircraft. The FAA's generally accepted planning guideline for sizing tie -down
aprons is 300 square yards of tiedown apron per based aircraft and 360 square yards per transient
aircraft.
The Kalispell City Airport Feasibility and Master Plan Study, showed that about twice as much
apron area as presently exists should be provided at the airport. The study also showed a large
deficiency in the number of tie downs available versus those that are desirable for the facility
given the number of based aircraft and itinerant activity levels.
Assuming that 80 percent of all based aircraft are to be hangared at the Kalispell City Airport, the
current number of hangar spaces (estimated to be about 36) does not meet the current demands of
about 50 spaces. Unless additional hangars are added, the deficiency in the number of hangar
spaces will increase in the future as more aircraft become based as the airport.
Based on the identified problems and concerns at Kalispell City Airport discussed above, the
purpose of the proposed action is to provide safe and efficient aviation facilities at the airport
over the next twenty years. To accomplish this fundamental purpose, the proposed action must:
provide facilities that can safely accommodate the "critical aircraft" that regularly
use the airport based on recommended FAA criteria;
provide sufficient property so the facility can be developed with design features
that satisfy FAA safety standards and dimensional criteria;
provide a facility capable of being developed as a B-H airport with a non -precision
instrument approach runway in the future; and
provide a facility capable of generating additional revenues through aviation -
related activities for the City of Kalispell and enhancing economic activity in
adjacent portions of the City.
Decrease the City's liability in the event of an accident on substandard facilities.
DRAFT 1-7
Kalispell City Airport Environmental Assessment
Current and projected aviation activity was examined in detail in the 1999 Kalispell Airport
Master Plan. Projections of aircraft operations to the Year 2018 were included in the Master
Plan and were based on: 1) historic activity data from FAA Master Records (Form 5010) for the
Kalispell City Airport; 2) activity information for similar airports; 3) economic and populations
trends; and 4) a survey of airport users were considered to develop. Chapter 2 of the Master
Plan contains a comprehensive review of this data and presents the assumptions used to project
future aircraft operations at Kalispell. The Master Plan projected a slow increase in aviation
activity over the future planning period at Kalispell.
As indicated earlier, FAA Form 5010 estimates the total current numbers of operations at
Kalispell Airport to be 35,000. This total is comprised of the following:
Air Carrier
0
Commuter
0
Air Taxi
6,400
General Aviation - Local
13,600
General Aviation - Itinerant
14,000
Military 1,000
Total 35,000
The total operations forecast for the airport from Table 4 of the Kalispell City Airport Master
Plan is shown below.
Year
Total Operations
2003
37,869
2008
42,089
2013
46,830
2018
52,159
This represents an increase in total operations of approximately 2% per year over through the
year 2018.
Given the current and projected aviation activity at Kalispell City Airport, it is paramount that
aviation activity at the facility be accommodated in the safest and most efficient manner possible.
The facility is already a busy airport with marginal safety conditions. Increased aviation activity
at the facility would likely further degrade safety at the airport for its users and the adjoining
community.
DRAFT 1-8
Kalispell City Airport Environmental Assessment
a �; � y .. �
The requested Federal actions at the Kalispell City Airport are as follows:
Approval of an Airport Layout Plan — The Site Selection Study completed by the City
in September 2001 will be further developed to reflect land acquisition and construction
requirements. The ALP will be based on the development of a runway with a 5.6-degree
rotation (14/32 orientation).
Approval of Funding for Airport Development - Federal participation in the
development of the Kalispell City Airport is contingent upon the approval of the
previously mentioned federal actions and the FAA's issuance of a Finding of No
Significant Impact (FONSI) based on this EA. Federal environmental approval would
encompass the following development activities at the Kalispell City Airport:
® Acquisition of land to accommodate airport development and provide easements
or land acquisition for runway protection zones and other areas requiring
protection.
® (Staged) Construction of a 75-foot-wide paved runway meeting B-1I(large)
standards.
® Construction of a full parallel taxiway.
® Construction of a paved apron with an associated taxiway, tiedowns, and
taxilane(s) for hangar development.
® Provision of graded areas adjacent to the runway, taxiway, and apron area.
® Installation of Precision Approach Path Indicator(s) (PAPI) for the new runway.
® Installation of a new medium intensity runway lighting system.
® Installation of a new windcone, associated segmented circle, and beacon.
® Provision of perimeter fencing for the airport.
® Development of a new access road to the facility.
1.4 Timeframe for the Requested
The Sponsor must have an FAA -approved ALP in order to receive financial assistance under the
provisions of the AIRPORTS AND AIRWAYS IMPROVEMENT ACT OF 1982 (Alp). The proposed actions
identified above are being considered for implementation as soon as Federal funding assistance
can be obtained. Assuming the necessary approvals are obtained and Federal financial assistance
is immediately available for the project, the Sponsor's most optimistic schedule for implementing
the project is as follows:
Resolution of tower hazards....................................................Summer/Fall 2002
Landacquisition.................................................................................................... Fall 2002
Design airport improvements........................................................................... Winter 2003
Construct improvements..................................................................... Spring/Summer 2003
DRAFT 1-9
Kalispell City Airport Environmental Assessment
Dependent on aviation demand and growth at the Kalispell City Airport, other components
planned as future improvements at the facility include:
® Construction of additional taxilanes;
® Construction of additional apron area and tiedown facilities;
® Construction of additional runway length, up to 4700 feet;
® Reconstruct Cemetery Road out of the runway protection zone;
® Construction of a parallel taxiway extension to a runway extension; and
® Development of an instrument approach.
The Sponsor has not established a time frame for completing these future improvements.
DRAFT 1-10
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Figure*. Topographic map of project area
�jj IIJ I Kalispe-11,10T.(1994)
,_,F�. View looking northwest down present runway. Commercial properties fronting
�� Z Highway 93 are visible along right side
View looking southwest showing gravel pit operations within and adjoining
south end of project area
View looking SW. Highway 93 in foreground (A); present runway in middle (B)
ply 4
Figare- View looking SW showing SE end of present runway (A); Highway 93 (S);
�Ip� gravel pit operations (C)
Kalispell City Airport Environmental Assessment
This PART of the Environmental Assessment discusses the alternatives that were considered for
the proposed action. These alternatives include measures that would construct airport
improvements at Kalispell, actions that could be implemented to address the identified aviation
demands/facility requirements, and the alternative of doing nothing to improve the Kalispell
Airport. The Sponsor's Proposed Action is also identified and described later in this PART.
The City of Kalispell considered a variety of alternatives to address identified aviation -related
deficiencies and needs at the Kalispell City Airport over the next twenty years. The range of
alternatives initially considered for this proposed action are described in the paragraphs below.
This alternative involves the continued use of the existing airport near Kalispell. No new
improvements or facilities would be added and only maintenance activities would be completed
to ensure the Kalispell City Airport remains serviceable. Deficiencies associated with the airport
as described in PART 1.0 would remain. Existing airport facilities are shown in FIGU 2-1.
Under this alternative, the configuration and layout of the existing facility would be unchanged
from present conditions. The airport would not comply with FAA safety and design standards for
the critical aircraft (B-II) that occasionally use the airport. Obstructions to Part 77 airspace would
remain, including the KGEZ towers deemed to be a hazard to aviation. No additional land or
avigational easements would be acquired for future expansion or improvement of the airport.
The City of Kalispell would be solely responsible for the costs of all maintenance and
improvements to facility. Federal funding participation in airport development would not be
possible. It is assumed that the City would invest up to $1 million already pledged as matching
funds for a possible federally -funded airport project in its implementing its own limited
improvement project at the airport.
This alternative recognizes the fact that substantial investments in airfield facilities have already
been made at Kalispell City Airport and attempts to maximize the use of such resources. This
alternative would provide a facility initially capable of satisfying FAA dimensional criteria for a
B-H (small) airport and accommodating an ultimate expansion to a B-II (large) facility by the
City if conditions warranted such development. Under this alternative, airport development could
be stage constructed from a minimum runway length supporting 75 percent of the small aircraft
fleet, up to the 4,700-foot-long runway length necessary to accommodate 100 percent of the
small aircraft fleet.
DRAFT (5/8/02)
2-1
Kalispell City Airport Environmental Assessment
The following actions would be associated with the reconfiguration and expansion of the
Kalispell City Airport:
® acquisition of land adjacent to the existing airport property to accommodate new
development and provide easements for runway protection zones;
® elimination of the obstructions to aviation caused by KGEZ towers;
® reorient the runway from a 13/31 configuration to a 14/32 configuration and construct the
runway to provide a paved surface 75-feet-wide and at least 3,600-feet-long;
® installation of a new medium intensity runway lighting system and Precision Approach
Path Indicators (PAPI) for the new runway;
® construction of a paved apron with an associated taxiway, new aircraft tiedowns, and
taxilanes for hangar development sufficiently separated from the new runway;
® relocation of the existing windcone and segmented circle;
® installation of fencing around the perimeter of the existing and newly acquired airport
property; and
® development of new vehicle access roads and/or parking accommodations.
This alternative involves the acquisition of land and subsequent development of a new general
aviation airport for Kalispell. Potential airport sites for the community and the viability of
transferring aviation activities to an alternate location were examined in the Kalispell City
Site Selection Study completed in July 2001 by Robert Peccia & Associates.
The surrounding mountains, environmental considerations, and existing air traffic patterns
associated with the use of Glacier Park International Airport (GPIA) limit other potential
locations for an airport in the immediate Kalispell area. To assure convenient access from the
City and less distance to a new airport than to GPIA, a seven -mile radius was drawn around
Kalispell for an initial site search. Twelve possible locations that could accommodate the airport
development were narrowed down to seven locations through consultations with the Airport
Board. Two of the seven were discarded after a fly -over examination of the potential sites.
Ultimately, five sites, including the existing airport site, were selected for detailed evaluations.
These sites are shown in FIGURE 2-2 and described in the paragraphs below.
Site Alternative #l. Airport development would use portions of the existing airport site.
This alternative would retain the runway's current alignment but would relocate the existing
Runway 13 threshold 1200-feet to the south to clear the runway protection zone, while
retaining the current alignment. Additional land would be purchased and the pavements
reconstructed to B-H width and safety spacing standards. One of the two current parallel
taxiways would have to be abandoned to allow room for the wider dimensions.
® Site Alternative #2. Airport development would use portions of the existing airport site but
relocate the existing Runway 13 threshold 600-feet to the south to clear the runway protection
zone and rotating the current runway alignment 5.6 degrees clockwise. Additional land
DRAFT (5/8/02)
2-2
Kalispell City Airport Environmental Assessment
would be purchased and the pavements reconstructed to B-H width and safety spacing
standards. One of the two current parallel taxiways would have to be abandoned to allow
room for the wider dimensions.
Site Alternative #3. This alternative would move the airport about one mile south of its
current location between the old railroad right-of-way and U.S. Highway 93. This location
would move the airport to a less developed area while retaining close proximity to town.
Site Alternatives #4 and #5. These alternatives would involved new airport development at
locations about 5-miles directly east of Kalispell in the middle of the Flathead River Valley.
Alternative #4 would lie within sections 13 and 24 of Township 28 North and Range 21
West. Alternative #5 would lie within sections 1 and 12 of Township 28 North and Range 21
West.
RA Ed RIM-1-011 073
-• • •r
The use of GPIA and other regional airports to relieve the forecasted aviation demands would
involve shifting aviation activity to other airports in reasonable proximity (within 50 miles) to
Kalispell.
GPIA, located within 8 miles of Kalispell City Airport, serves all commercial airlines, has a
newly commissioned control tower, and precision instrument approaches. The quality and
variety of services draw most of the business jet traffic for the Flathead Valley. Aviation activity
at Kalispell City Airport could be readily accommodated at GPIA.
Airports with paved runways and facilities comparable to those at Kalispell City Airport include
Polson and Ronan. With recent reconstruction and expansion at both of these relatively nearby
and competing facilities, Kalispell has lost tenants and potential tenants and revenues from fuel
sales, hangar development and repair services.
Recreational airports easily accessible from Kalispell City include: Schafer Meadow, Meadow
Creek, Spotted Bear, Ferndale, Whitefish, and Hot Springs. These airports typically have turf
strips and less facilities that those offered at Kalispell City Airport.
• • - •• • ••
Surface transportation modes could be relied upon for travel to and from Kalispell to replace
aviation activity. The individuals, institutions, and business interests that presently use the
Kalispell City Airport would be required to use ground vehicles for transportation instead of
aircraft. A shift in transportation modes would produce very minor increases in traffic volumes
on U.S. Highway 93 and other intercity routes in the Flathead Valley. Little, if any, increase in
ridership on regional bus lines or rail service would be expected.
DRAFT (5/8/02)
2-3
Kalispell City Airport Environmental Assessment
The alternatives that were eliminated from consideration and the reasons for their exclusion are
discussed below.
As indicated earlier in this Part, the City of Kalispell completed a site selection study that
included a detailed examination of five possible sites for a new airport. The following factors
were considered in the evaluation of each airport site alternative.
Direct Aeronautical Considerations
Airspace Obstructions
Expandability
Wind Alignment / Weather
Airspace Assessment (conflict w/GPIA)
Instrument Capabilities
Proximity to Other Airports
Blacktail Mountain Radar Coverage
Non -Direct Aeronautical Considerations
Public Acceptance / Support
Consistency w/ Area wide Planning
Compatible Land Use
Development / Land Costs
Surface Transportation Impacts
Proximity to Kalispell
Environmental Consequences
Floodplains/Wetlands
Economic Benefit to Kalispell
Available Infrastructure
Based on a consideration of the factors listed above, the site selection study concluded that
acquiring adjacent lands, rotating the current runway alignment 5.6 degrees clockwise, and
implementing other major improvements to the existing City Airport was the most desirable
airport development action. The principal factors considered in reaching this decision were the
continued economic benefits to the Kalispell community; the ability to accommodate expansion
to B-II large requirements; and the potential for significant new environmental impacts at other
Flathead Valley locations.
Detailed rankings and site evaluations developed to reach this decision can be found in the the
Kalispell City Site Selection Study.
The use of other regional airports to accommodate the aviation demands at Kalispell was
eliminated from consideration for the following reasons:
o The users of the Kalispell City Airport have a desire to originate or terminate aircraft
activities at this location. Kalispell City Airport is often chosen as a recreational
destination over other northwestern Montana airports primarily because of its easy access
to the city.
DRAFT (5/8/02)
2-4
Kalispell City Airport Environmental Assessment
o The City of Kalispell would lose revenues from the operation of the airport and local
businesses would suffer economic losses if itinerant travelers discontinued the use of the
existing facility in favor of other airports in the region.
o Other regional airports cannot offer comparable facilities with the same convenience and
accessibility to the City and businesses.
o Use of regional airports would increase emergency response times to Kalispell and make
such services less accessible to residents of the community.
o The Kalispell City Airport serves as a reliever airport for small aircraft activity from
GPIA. Small cargo planes currently divert.to the Kalispell City Airport when the GPIA is
fogged in. Some general aviation pilots would prefer to use the city airport rather than
interact with GPIA's new control tower.
o The alternative would result in increased use of energy and increases in vehicle -emitted
pollutants due to the many vehicle trips required for Kalispell -area pilots traveling to and
from other regional airports.
This alternative was eliminated from consideration because it is not realistic to assume that other
modes of transportation could replace the aviation activity that occurs at Kalispell. Much of the
existing activity involves flying aircraft for recreation and business. Other surface transportation
modes could not replace recreational aviation. Using surface transportation to replace long-
distance emergency medical evacuations or business trips where time is of the essence would not
be practical.
DRAFT (5/8/02)
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Kalispell City Airport Environmental Assessment
•' ' �. • • •
Two alternatives are considered to be reasonably foreseeable outcomes of this airport planning
effort being undertaken by the City of Kalispell and should be evaluated in detail in the
Environmental Assessment. These alternatives are identified below:
The No action Alternative, which provides the reasons for undertaking this airport
improvement project, does not meet the City's purpose and need for this project. However, this
alternative cannot be rejected because it would be the only action possible by the City should the
FAA decline to participate in improvements at the Kalispell City Airport. FAA Order 5050.4A
requires that the No Action alternative be evaluated for this proposed action to ensure
compliance with Federal environmental regulations.
The No Action alternative also provides a baseline against which the Sponsor's Proposed Action
(or any other alternative) can be compared. The environmental effects of the No Action
alternative will be discussed in Part 4.0 of this Environmental Assessment as a means of
comparing and contrasting the impacts of the Sponsor's Proposed Action.
Based on a thorough consideration of the planning alternatives initially identified, one alternative
for airport development, reconfigure and Expand the Existing Airfield, was determined to be
reasonable for the proposed action. This alternative, which comprises the Sponsor's Proposed
Action, is described in more detail on the following pages.
RUMPS] 171
The City of Kalispell, with the assistance of FAA, proposes undertaking a major project to
reconfigure the Kalispell City Airport. The improvements would occur on most of the property
containing the existing airport and on newly acquired lands adjoining the airport property. The
reconfigured airport would provide additional margins of safety between aircraft operations and
the surrounding community. The proposed improvements would include realigning and
lengthening the main runway, improving navigational facilities, and adding the potential for
instrument approaches. With such improvements, the airport would become eligible for FAA
matching funds and the costs to the City for airport improvements and maintenance could by
substantially reduced.
To accomplish the proposed improvements, the City would need to purchase land or easements
on properties to the south and west of the current airport. Where necessary airport land
acquisitions would leave an unusable remnant, entire tracts would be purchased from property
owners. Several residences, businesses, hangars, and other buildings would likely need to be
DRAFT (5/8/02)
M
Kalispell City Airport Environmental Assessment
relocated or purchased for removal. Radio towers, and trees southeast of the airport obstructing
flight paths in and out of the facility would also need to be removed, relocated, or lowered.
The airport would initially be developed in accordance with B-11 lateral separation and safety
standards like building, apron, and taxiway/runway separation distances. Future development
would also be staged in accordance with these standards, unless aviation demands show
otherwise. Future aviation demands, political input, and the availability of funding would dictate
when such improvements are warranted at the airport.
The proposed airport improvements at Kalispell are shown in TABLE 2-1 and described in the
text below. Note that the proposed airside and landside facility improvements were identified
based on criteria contained in the FAA's Advisory Circular 150/5300-13, Airport Design.
• 1111111,
, • • r • •
The existing airport was originally developed on about 135 acres of land owned by the City of
Kalispell. Only 77.11 acres remain in City ownership in a form unusable as an airport. The rest
of the land was sold to finance other city projects through the years, including land that is
currently used for soccer and Little League Baseball fields.
For this project, approximately 77 acres of land adjoining the airport must be acquired or
controlled by the City through easements or other measures. Approximately thirty individual
property owners would be affected by land acquisition activities for the airport project. The City
would the purchase or acquisition of the parcels identified in the Tract Map shown on FIGURE
3-4 in PART 3.0 of this document.
According to a preliminary relocation plan report by Olson Land Services (March 2002), the
proposed action would displace five businesses, nine residential units (including three owner -
occupied residences, two mobile homes, and four rentals), and require about twenty-three
property moves. The federal relocation program requires that residential occupants be relocated
to dwellings that meet "Decent, Safe, and Sanitary" criteria. The FAA would participate in the
acquisition of the proposed purchase that comprises the area needed for constructing the
proposed new runway to its ultimate length, large runway protection zones, taxiway, and apron
area.
�►_r1_ +- 1l:.�11'i11F.47
The proposed action would allow staged development, up to a new 4,700-foot-long by 75-foot-
wide paved runway with a 14/32 orientation by rotating the existing runway 5.6° clockwise. The
pavement would be designed to a strength of 12,500 pounds and would be adequate for the
critical aircraft that use the facility. The FAA has commented favorably on designing pavement
for greater than 12,500 pound single wheel loading, should the owner wish to pursue this
"heavy" pavement strength. Again, depending on the financial outlook of the funding entities,
the user needs at the time, and local input the runway may be initially developed to its ultimate
DRAFT (5/8/02)
2-7
Kalispell City Airport Environmental Assessment
length to take advantage of lower construction cost associated with a larger project.
A new radio -controlled, medium -intensity runway lighting system for Runway 14/32 would be
installed with the proposed action.
Under the proposed action, a short taxiway segment would be constructed from the middle of
Runway 14/32 to access a new apron area. Up to seven hangar access taxiways would also be
built to facilitate the development of new hangars at the airport. Taxiways would be 35-feet-wide
and designed to a minimum strength of 12,500 pounds. All taxiways and apron areas would have
required pavement markings and retro-reflective markers.
A full-length 35-foot-wide parallel taxiway would be constructed at the required B-II safety
spacing from the runway to improve capacity and provide access to hangar developments.
Additionally, a new paved apron area would be provided with the proposed action. The proposed
apron would have an area of about 46,900 square yards and would be equipped with tie -downs
for up to 112 aircraft.
The proposed action would also install Precision Approach Path Indicators (PAPI) for both ends
of Runway 13/31 to assist pilots during landings. A new windcone and associated segmented
circle would be installed for the facility located approximately mid -field. A new beacon would
be installed in the vicinity of the new apron.
•
Approximately 15,600 linear feet of new fence around the perimeter of the airport property
would be installed under the proposed action. The fencing is needed to secure the airport
property from encroachments by people, vehicles, or animals that could create conflicts with
aircraft operations.
About 750 feet of the current access road to the airport and treatment plant would be retained, but
its alignment would be adjusted to the west to provide hangar and taxiway clearance.
Cemetery Road could have a 700-foot-long section reconstructed to skirt around the "runway
protection zone" if the airport is developed to ultimate length. This realignment change would be
approximately centered on the western boundary of the Demersville Cemetery. However, there
DRAFT (5/8/02)
2-8
Kalispell City Airport Environmental Assessment
is clearance over the existing road for both a 20:1 and a 34:1 approach with a lower margin of
safety.
Several buildings would need to be relocated with the proposed airport improvements project.
These buildings include residences, businesses, and airport hangars. Existing buildings
associated with the airport, primarily hangars, are not eligible for assistance under the FAA's
Airport Improvement Program. These buildings may be moved, demolished, rented, sold, or
otherwise by their owners.
As part of this planning effort, the City of Kalispell investigated a variety of options for
eliminating the penetration to the airspace of the existing and future Kalispell City Airports.
Technical options reviewed included lowering, relocating, or removing the towers. Lowering
relies on replacing each tall tower with an array of four substantially shorter towers, called a
"paran array." Relocating the towers could be accomplished by constructing a completely new
set of broadcast towers or by sharing an existing radio tower and building one constructing a new
tower at the same site. Removing the existing towers by outright purchase could be
accomplished through a willing sale by the current owner or by condemnation. With a willing
owner, the station's license could be down graded, but continue transmitting from a single tower
that would open more options for relocation.
The City's airport engineers have recommended that an attempt be made to purchase the KGEZ
towers and associated business. Should the owner be unwilling to sell, the City's next option
would be to pursue condemnation of this "hazard to navigation" that endangers aviators and
severely limits the development of their public facility. Condemnation proceedings would result
in a fair and equitable settlement for the involved parties. Meeting success on either of these
fronts, the City could recoup a portion of their investment by reselling the business under the
condition that all facilities are removed from the current location. PLEASE NOTE THE EA
WILL PRESENT WHATEVER APPROACH IS DECIDED UPON BY THE CITY.
FXJ1r1W!1'RT! iii- •• •
The estimated costs of the proposed improvement at the Kalispell City Airport are shown in
TABLE 2-2. The cost estimates presented in the table were calculated as accurately as possible
and rely on summaries of recent construction bid tabulations as references. These estimates are
for budgetary and feasibility purposes only since the actual quantities and unit prices could easily
fluctuate during the design and construction phases of the proposed action. Land values and
building relocation efforts are also seen as cost areas with a higher degree of uncertainty.
DRAFT (5/8/02)
2-9
Kalispell City Airport Environmental Assessment
TABLE 2-1
103 It,
ULTIMATE
EXISTING
INITIAL
DEVELOPMENT
DESIGN FEATURE
CONDITIONS
DEVELOPMENT
POTENTIAL
PRIMARY RUNWAY
12/30 - Utility Visual
14/32 - B-II small (Visual)
14-32- B-II large (Non -
Width x Length
60' x 3,600'
75' x 3700'
Precision)
Surfacing
Asphalt Pavement
Asphalt Pavement
75' x 4,700'
12,500 lb. SWL Strength
No change
18.000—24.000 lb. SWL,
CROSSWIND RUNWAY
None
None
Width x Length
None
Surfacing
RUNWAY SAFETY AREA (RSA)
Width
120'
150'
Same
Length beyond RW end
240'
300'
Same
RUNWAY PROTECTION ZONE
RW 13 — 250'x 450'x 1000'
RW 14 — 250'x 4507x 1000'
RW 13 - 500'x 700'x 1,000'
(RPZ)
RW 31 — 250'x 450'x 1000'
R«' 32 — 250'x 450'x 1000"
RW 31 - 500'x 700'x 1,000'
RW 14 - 500'x 700'x 1,000'
Same
RW 32 - 500'x 700'x 1,000'
Same
OBJECT FREE AREAS (OFA)
Width
250'
500,
Same
Length beyond RW end
200'
300'
Same
TAXIWAY
One full parallel
Parallel
Parallel
One partial parallel
35' x 4,300' 3700'
35' x 4,700'
APRON
68 turf tiedowns,
Approx. 112 tiedowns,
Approximately 112
no paved area
9,400 S.Y. area
tiedowns,
46,900 S.Y. area
probably Vi of ultimate
initially?
NAVAIDS
UNICOM, wind cone, beacon,
UNICOM, wind cone,
GPS
segmented circle
beacon, segmented circle,
PAPI
HANGARS
36 hangar
Not limited
Not Limited
LIGHTING/RUNWAY MARKING
LIRL, Basic Markings
MIRL, Basic Markings
MIRL, NPI
LAND OWNERSHIP (TOTALS)
Fee
77 acres
72 additional acres
No change
Lease
0 acres
0 acres
No change
DRAFT (5/8/02)
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Kalispell City Airport Environmental Assessment
TABLE 2-2
ESTIMATED COST OF THE PROPOSED IMPROVEMENTS
LISPELL CITY AIRPORT (THIS TABLE MUST BE REVISED)
Item Description Quantity Unit cost Total Cost
1 Land, Improvements, and Relocation
Land Purchase (72 AC)
1 LS
$1,763,000 /LS
$1,763,000
Land "Uneconomic Remnant" Purchase (4 AC)
1 LS
$89,000 /LS
$89,000
Improvements Cost
1 LS
$960,000 /LS
$960,000
Cost to Cure
1 LS
$0 /LS
$0
Administrative Costs
1 LS
$230,400 /LS
$230,400
TOTAL:
$3,042,400
2 Infrastructure
Radio Tower Replacement w/ Microwave link
1 LS
$360,000 /LS
$360,000
Land Easement/Purchase for New Towers
35 AC
$4,000 /AC
$140,000
Gravel Road Relocation (24' wide)
0 LF
$25 /LF
$0
Paved Road Relocation (30' wide)
900 LF
$50 /LF
$45,000
Bury Power Lines
0 LF
$20 /LF
$0
Relocate High Voltage Power Lines
0 LF
$50 /LF
$0
Well / Municipal Water Connection
0 LS
$10,000 /LS
$0
Drainfield / Municipal Sewer Connection
0 LS
$10,000 /LS
$0
Propane Tanks / Natural Gas Connection
0 LS
$5,000 /LS
$0
Aviation Fuel Tanks and Dispensing System
2 EA
$50,000 /EA
$100,000
Drainage Structures
0 LF
$75 /LF
$0
Paved Parking Area (50 Vehicles)
1 LS
$10,000 /LS
$10,000
Paved Access Road
1,500 LF
$30 /LF
$45,000
Engineering and Administrative
$105,000
TOTAL
$805,000
3 Airport Construction
Excavation and Embankment
96,000 CY
$3 /CY
$288,000
Crushed Base Course
32,000 CY
$25 /CY
$800,000
Prime Coat
175 TON
$250 /TON
$43,750
Bituminous Surface Course
20,500 TON
$30 /TON
$615,000
Asphalt Cement
1,435 TON
$300 /TON
$430,500
Drainage Culverts
300 LF
$75 /LF
$22,500
Pavement Markings
1 LS
$18,000 /LS
$18,000
Tiedowns and Coal Tar Sealer
108 EA
$1,000 /EA
$108,000
Seed, Fertilize and Mulch
50 AC
$900 /AC
$45,000
Wind Cone, Seg. Circle, PAPIs, Beacon
1 LS
$45,000 /LS
$45,000
Electrical and Reflectors
1 LS
$150,000 /LS
$150,000
Perimeter Fencing
16,800 LF
$3 /LF
$50,400
Engineering and Administrative
$392,000
TOTAL:
$3,008,150
PROJECT TOTAL:
$6,855,550
DRAFT (5/8/02)
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Kalispell City Airport Environmental Assessment
DRAFT (5/8/02)
2-12
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