MASTER PLAN DRAFT RECOMMENDED PLAN City of Atlanta, Department of Aviation September 19, 2014
Draft Recommended Plan This document presents an overview of the findings and recommendations from the Master Plan study for Hartsfield-Jackson Atlanta International Airport (ATL). This Master Plan, undertaken between January 2012 and September 2014, will help to guide future Airport development by providing a plan for accommodating aviation demand for the foreseeable future while preserving the flexibility necessary to respond to evolving changes, both within the industry and those impacting demand characteristics at the Airport. The goal of a master plan is to provide a framework to support future airport development to meet forecast demand in a safe, cost effective, operationally efficient, and flexible manner. The plan s long-term concept should support logical and purposeful development to efficiently meet airport needs, minimize the likelihood of incompatible or conflicting development, and preserve options to allow for prudent development decisionmaking as demand or other conditions dictate or opportunities are presented. Airfield The airfield at Hartsfield-Jackson Atlanta International Airport consists of runways, taxiways, apron areas, deicing pads, navigational aids, non-licensed vehicle roads, and support facilities. The airfield has five parallel runways, configured as two independent sets of dependent pairs (Runways 8L-26R and 8R-26L, and Runways 9L-27R, and 9R-27L) and a single independent Runway 10-28 all oriented in the east-west direction. Runways 8L-26R, 9R-27L, and 10-28 operate primarily as arrival runways and are each 9,000 feet in length. Runway 8R- 26L (10,000 feet) and Runway 9L-27R (12,390 feet) serve primarily as departure runways. All runways are designed to accommodate aircraft up to Airplane Design Group (ADG) V (e.g., Boeing 747, Boeing 787, Bowing 777, Airbus A340/A330). Additionally, ADG VI aircraft (Airbus A380) can utilize Runways 9L-27R and 9R-27L under Modifications of Standards approved by FAA as a result of their shoulders being extended to 50 feet in width. In general, the Airport operates with arrivals on Runway 10-28 and the outer runway of each dependent pair (Runways 8L-26R and 9R-27L); and departures on the inner runway of each pair (Runways 8R- 26L, and 9L-27R). Runway 10-28, the newest runway, was completed in 2006 and has provided a significant increase in arrival capacity. The analysis of the airfield s operation under future demands has identified the need for additional capacity primarily in poor weather conditions near the end of the planning horizon (e.g., 20 years) to mitigate airfield operational delay. Development of a new runway is typically the most effective way of addressing this issue. The Master Plan analyzed the potential development of a new runway at both closely-spaced (CSR) and Draft Recommended Plan [1]
[Preliminary Draft for Discussion Purposes Only] Future Redevelopment (102.3 Acres) North Deice Apron A A A3 A5 A7 D A A A A A4 C D C D A A6 Runway 8L-26R 9,000' x 150' H B1 B5 B3 B7 B15 B13 B11 B B B B B V B B 1,200' Runway Extension B2 H B4 B B6 C B10 D Runway 8R-26L 10,000' x 150' E1 H V E5 E3 Domestic Terminal and Concourse A through D Modernization E E F2 H V F3 D C E11 E E13 E C F5 F4 F F E7 E D E10 G Concourse D Holdroom Exp. E E F F Plane Train Turn-Back Concourse C Midpoint Exp. Future Landside Redevelopment Intersection Improvements East Gates Expansion North and South Domestic Parking Decks Future Ground Transportation Facility South Curb Front Capacity Future Redevelopment (89.4 Acres) L L L1 T M2 T M Runway 9L Endaround Taxiway L L L4 L3 L L5 L6 M M M6 M4 D L10 J L12 M14 S D L16 L14 M M M12 U L L L7 M M16 J M18 M20 M Runway 9L-27R 12,390' x 150' P T S N5 N N N N2 P D U N4 J K N13 N N N10 N6 J K Runway 9L-27R Reconstruction N12 Runway 9R-27L 9,000' x 150' R R3 Gate 70 R R7 R11 R R ATCT #2 R R6 R10 SC North Cargo Relocation and Expansion R12 South Cargo Expansion SJ SJ2 ARFF Training Facility Enhancements Future Redevelopment (54.3 Acres) SJ1 SC 6th Runway (7,888') Airport Maintenance Facility Relocation/Consolidation SJ SG SG SG SG SG SG2 SG4 SG12 SG6 SG14 SG16 SG Runway 10-28 9,000' x 150' Airport Sustainability Initiative SOURCE: City of Atlanta, DOA, April 2012 (basemap); City of Atlanta, DOA, April 2013 (aerial photography); Ricondo & Associates, Inc., September 2013. PREPARED BY: Ricondo & Associates, Inc., September, 18 2014. NORTH 0 2,000 ft. Drawing: P:\ATL\Master Plan\05 Alternatives Analysis\01 Consolidated Alternatives\MP Overview_2014-08-20.dwg_Layout: 11x17L_Sep 18, 2014, 9:12am EXHIBIT 1 Draft Recommended Plan
widely-spaced (WSR) locations relative to the existing runways. Both runway options involve significant costs and impacts. Given the fact that evolving air traffic control technology could significantly impact the decision on runway location and timing prior to development, specific decisions on runway development are best left until necessitated by demand. Because the CSR option is located primarily on existing Airport property, it is shown in the Recommended Plan to ensure that other Airport development occurs in a manner that would be compatible with the CSR if it were determined to be the preferred runway development at a future date. Runway 9L-27R is the longest runway at 12,390 feet and critical to the operation of long-haul international departures. In order to mitigate operational impacts (aircraft payload restrictions) associated with this runway s closure due to periodic maintenance, eventual reconstruction, or other unforeseen events, extension of Runway 8R-26L to the extent feasible is proposed. An extension of Runway 8R-26L from 10,000 feet to 11,200 feet is included in the Recommended Plan to provide some level of relief during periods of Runway 9L- 27R closure. The Recommended Plan incorporates end-around taxiway development around the Runway 9L end allowing aircraft arriving on Runways 9R-27L and 10-28 to taxi to the Domestic Terminal area independent of operations on Runway 9L-27R. The Runway 9L end-around taxiway is similar to the Runway 8R end-around taxiway completed in 2007 which has improved departure capacity on Runway 8R-26L by reducing runway crossings by aircraft arriving on Runway 8L-26R. Terminal/Gates The passenger terminal facilities consist of two independent terminal processing facilities for domestic and international passengers, with associated gates and five midfield concourses. The primary processing of domestic passengers occurs at the Domestic Terminal at the west end of the passenger terminal complex. The Domestic Terminal is bifurcated into Domestic Terminal North and Domestic Terminal South. Concourse T is integrated into the Domestic Terminal. International passengers are processed at the new Maynard H. Jackson Jr. International Terminal (International Terminal) at the east side of the passenger terminal complex, which includes Concourse F. In addition to the terminal gates, the processors serve five midfield Concourses A through E via an underground Automated People Mover (PlaneTrain) and pedestrian walkway tunnels. With the opening of the International Terminal in May 2012 and the relocation of international activities to that facility, significant capacity became available in the Domestic Terminal to accommodate future growth. As a result, most of the functional areas in the Domestic Terminal are adequate over the long term to accommodate demand. A few functional areas (security checkpoint queuing, Domestic Terminal North baggage claim, international ticketing) reach capacity in the long term under current operating assumptions. These facilities should be monitored as to the ultimate need for expansion. Additional gate capacity is needed to accommodate demand through the planning horizon. Two general options were considered and analyzed for long-term gate facility expansion: east gate development located east of the International Terminal and connected through an extension of the existing APM system, and south gate development located on the west side of the airfield between Runways 9R-27L and 10-28 and connected Draft Recommended Plan [3]
to the Domestic Terminal by a new APM system. Ultimately east gate development was preferred allowing the continued development of passenger processing facilities along the spine of the Airport. The preferred concept for gate expansion includes the development of Concourse G connected to the International Terminal, and satellite Concourses H and I accessible through an extension of the existing PlaneTrain system and pedestrian walkway tunnels. As envisioned these facilities would be oriented northsouth, and occupy the site south of Maynard H. Jackson Jr. Boulevard. Beyond the planning period these concourses could be extended north into the Delta Technical Operations Center site to provide full pier concourses similar to Concourses A through E. Depending on future gate allocation, and decisions regarding centralization of international passenger processing facilities, Concourses G through I could be configured to accommodate both international and domestic passenger activity. With the exception of Concourse D, the existing Concourses A through E provide adequate capacity to accommodate the number of gates on each. Concourse D is narrower that the other concourses and, as a result, deficient in passenger holdroom seating capacity. Addressing this deficiency is included in the Recommended Plan, and could be accomplished either through concourse widening, or development of additional concession nodes and removal of concessions adjacent to existing holdroom areas. To support the development of Concourses G through I, and to accommodate forecast future passenger growth, the PlaneTrain system will require extension to the east to serve the new concourses, and extension to the west to increase capacity. The westward extension of the PlaneTrain will allow for relocation of the train turnback from between the Concourse T and the baggage claim station, to west of the baggage claim station. This relocation will permit the reduction of train headways and a 20 percent increase in carrying capacity in each direction. Landside Landside facilities at the Airport include access roads, parking, and rental car facilities. Additionally, facilities associated with commercial vehicles (taxis, limousines, shared-ride, off-airport parking shuttles, and hotel courtesy vehicles) are also included in this element. Significant improvements to the Domestic Terminal roadway system have recently been implemented through the Inbound Roadways project. With the exception of some minor lane additions likely necessary in the 2031 timeframe, analysis of the Domestic Terminal roadway system suggests it is capable of accommodating traffic throughout the master plan period. Modeling of the International Terminal roadway system identified the signalized intersection of MHJJ Boulevard and Loop Road as a potential capacity concern. The volume of traffic on certain movements, in conjunction with the intersection s long cycle length results in long signal control delay on a number of approaches. Specific operational and facility enhancements for this intersection will be developed through further evaluation of the intersection considering the effects of nearby traffic signals. Draft Recommended Plan [4]
Analysis of the terminal curbside capacity identified the Domestic Terminal South departures curb as currently capacity constrained, and the only curbside facility experiencing unacceptable levels of service during the analysis period. Operational and physical improvements are being implemented that will mitigate these capacity issues as well as help to control pedestrian crossing/vehicle interactions. On-Airport public parking for the Domestic Terminal is provided in the North and South Decks; North, South, and West Economy lots; and Park-Ride Lots A, B and C. The North and South Decks currently fill to capacity at some point in over 50 percent of the weeks annually. Furthermore, the condition of these facilities will require their reconstruction/major rehabilitation in the near-term just to maintain them at their current capacity. Consequently, and recognizing the need for additional parking garage capacity, reconstruction of both garages, growing from their current 4-floors to 8-floors, is included in the Recommended Plan. Currently, Airport tenants individually determine whether and how to provide parking for their employees. The DOA has considered the potential to provide parking for employees without employer-provided parking, and potential sites identified. DOA policy decisions will ultimately determine the development of these facilities. The Recommended Plan also provides for the potential relocation of existing commercial ground transportation facilities which may be impacted by future redevelopment in the area of the existing Ground Transportation Center (GTC) and taxi hold lot. Support Support facilities include general aviation, aircraft maintenance and other airline facilities, airport administration and maintenance, cargo facilities, flight kitchens, fuel farms, and ARFF facilities. Support facilities are primarily located along the north boundary of the Airport, east of the International Terminal, and between Runway 9R-27L and Runway 10-28. Support facility requirements can be related to changes in aviation activity, changing regulatory requirements, or airline decisions regarding flight amenities or fleet maintenance activities provided at an airport. The following support facility expansion needs have been identified for the planning period. Draft Recommended Plan [5]
Certain components of Delta Air Lines flight kitchen facilities are inefficient/inadequate today. With the transition of regional jet activity to mainline service currently underway, additional flight kitchen capacity will be needed. Airport maintenance activities are scattered around the Airport in numerous facilities both originally intended for maintenance use and others previously in other uses. Consolidation of maintenance facilities into a single campus will improve operational efficiency to meet future demand. Increasing GSE storage requirements will result from the addition of airline gates and should be programmed as part of new gate development. Cargo facility expansion will be necessary to accommodate long term cargo growth in all categories. Some facility elements (truck staging) are currently inefficient/inadequate and may be addressed sooner. Cargo facilities are current located on the north side of the airfield (integrators and all-cargo), between Runways 9R-27L and 10-28 (all-cargo), and east of the international terminal (belly). The North Cargo Building which serves FedEx, Southwest, and other non-scheduled all-cargo operators is reaching the end of its useful life and will likely require significant investment or reconstruction. Additionally, the facility has deficient landside area that limits its efficiency. The Recommended Plan includes redevelopment of the North Cargo Area contiguous to the South Cargo Area creating a cargo corridor between Runways 9R-27L and 10-28. Truck access to this site would be readily available to I-85 to the west. Cargo expansion would also be accommodated in this corridor through redevelopment of the City South Hangar on the east end of the site. Development Plan A high-level development schedule was created that identifies short-range (through 2021) and long-range (2021 through 2031) projects based strictly on the forecast of activity and facility requirements. As a result of changes occurring in the aviation industry both nationally and locally, actual activity is currently tracking slightly lower than the forecasts. As such, projects may shift between short-and long-range categories as actual activity triggers implementation. Additionally, specific DOA strategic initiatives, such as those associated with cargo development, may necessitate development of facilities sooner than forecast based strictly on facility requirements. Short-range projects are currently needed, or have a high likelihood of being needed and implemented within 10 years; while long-range projects are more dependent on demand continuing to grow as depicted in the aviation forecasts. Draft Recommended Plan [6]
SHORT-RANGE DEVELOPMENT PLAN The following projects are currently anticipated to be needed through 2021. Runway 9L Endaround Use of the Runway 9L Endaround Taxiway will permit B757 and shorter aircraft arrivals on Runways 27L and 28 the ability to taxi unimpeded around the Runway 9L end with aircraft departing from Runway 27R flying over the taxiing aircraft. Use of this taxiway will improve Runway 27R departure capacity, enhance airfield safety, and reduce taxi-out emissions. Implementation of the 9L Endaround results in the loss of the Park-Ride Reserve Lot (1,333 spaces) and Park-Ride Lots A and B (4,006 spaces). Draft Recommended Plan [7]
Runway 26L Extension Extension of Runway 26L by 1,200 feet will increase available departure length for 26L departures by 1,200 feet and 8R departures by a lesser amount (approximately 600 feet). Additionally, the extension will reduce the number of Cross Complex departures (aircraft that would normally depart from Runway 26L but depart from Runway 27R due to Runway 27R having longer length). Extension of the runway will require relocation/bridging of Airport Loop Road and the NLVR, as well as potentially affect the International Terminal s commercial vehicle hold lot. Draft Recommended Plan [8]
Safety Area, Airfield Access, and Other Improvements Several non-standard runway safety areas, airfield vehicular signage, and other conditions have been reviewed for potential correction. Runway and taxiway closures will be required during implementation of proposed improvements. Draft Recommended Plan [9]
Concourse D Holdrooms Expansion The Master Plan facility requirements identified holdroom size deficiencies on Concourse D primarily resulting from the narrow concourse width. Options to remedy this deficiency include widening of the concourse and/or the development of nodes for consolidating non-holdroom space. West Build Out: Quarter Points: Draft Recommended Plan [10]
PlaneTrain Turnback Relocation The Master Plan analysis has identified capacity shortfalls in the PlaneTrain system in the 10- to 20-year timeframe. Moving the Domestic Terminal turnback location to the west side of the baggage claim station was determined to be the preferred option for expanding PlaneTrain capacity. This development will require construction in the area beneath the MARTA station, Ground Transportation Center, and SkyTrain Terminal station. An estimated 14 additional APM cars would be required to realize the additional capacity resulting from the turnback relocation. Draft Recommended Plan [11]
Renewal and Replacement Projects The Domestic Terminal, Concourse T, and Concourses A-D opened in their respective original configurations in the early 1980s. Concourse E was added in 1994 and the International Terminal opened in 2012. While the majority of these facilities have undergone major renovation and/or rehabilitation in the last 30 years, they will continue to be subject to on-going work during the planning horizon. This initial list contains on-going projects, those that are planned to begin shortly, and projects expected to be undertaken based on similar past projects. EDS Recapitalization Runway 9L-27R Reconstruction Annual Taxiway Reconstruction and Repairs Program City North Ramp Reconstruction Annual Non-AOA Roadways Reconstruction Program Annual Sanitary Sewer Program PlaneTrain Capital Asset Replacement Program SkyTrain Capital Asset Replacement Program Domestic Terminal through Concourse D Modernization Program International Terminal Parking Structures Maintenance Program Domestic Terminal Parking Structures Maintenance Program Fire Training Facility Capital Asset Replacement Program ARFF Stations Maintenance Program Other DOA Outbuildings Maintenance Program Central Utility Plants Maintenance Program Aerial Roadway/Airfield Maintenance Program Airfield Marking/Signage Replacement Program Sustainability Projects Aircraft Parking Position Reconstruction Program DOA and Federal Agencies Offices Optimization Roofs Replacement Program Roadway Signage Replacement Program CPTC Infrastructure Replacement Program Airfield Infrastructure Renewal Program Facility Modifications Dictated by Changes in Federal Policy Other specific airline projects Draft Recommended Plan [12]
South Departure Curb The Master Plan identified Domestic Terminal South inner departure curb capacity issues beginning in the near-term. Operational concepts are currently being investigated to mitigate these issues, with the potential that longer term fixes could include development of elevated walkways connecting the Domestic Terminal to the parking decks when they are redeveloped eliminating pedestrian/vehicle interactions. Impacts would include temporary lane closures and the need for driver notifications. Draft Recommended Plan [13]
Domestic Terminal Area Parking Development The Master Plan facility requirements have identified capacity constraints in the existing Domestic Terminal parking facilities, with those being primarily the North and South parking decks. Additionally, the North and South decks are nearing the end of their useful life, requiring both decks be reconstructed. Also, parking lost due to other projects (primarily the Runway 9L endaround taxiway) must be replaced. Implementation would result in temporary loss of structure and surface parking, pedestrian detours, and temporary lane closures. Employee Parking Department of Aviation policy decisions regarding the desire to provide employee parking for concessionaires, airline, and governmental agencies may dictate the need to develop on-site employee parking. No project impacts have been identified. Draft Recommended Plan [14]
South Cargo Expansion/Reconfiguration The Master Plan identified the potential need for additional cargo capacity for all-cargo/freighter carriers in the mid- to long-term. Should the closely-spaced runway be implemented, its construction will impact existing Cargo Buildings A and D requiring reconfiguration of these two buildings. Reconfiguration concepts have been developed that consider use of the City South Hangar site for additional cargo facilities. Implementation would require the demolition of City South Hangar and displacement of employee parking facilities. Flight Kitchens The Master Plan has identified flight kitchen capacity issues in the near to mid-term. No project impacts have identified. Draft Recommended Plan [15]
LONG RANGE DEVELOPMENT PLAN The following projects are currently anticipated to be needed between 2021 and 2031. North Cargo Relocation and Expansion Facility age and layout inefficiencies of the North Cargo building will necessitate reconstruction during the mid- to long-term. In order to mitigate the impacts of reconstruction of these operating facilities, consideration of redevelopment of the north cargo facilities at a site south of Runway 9R-27L is proposed. The existing North Cargo site would be redeveloped at a future date, potentially accommodating facilities impacted by east gate development. North Cargo Relocation and Expansion at this site would impact support facilities including DOA Safety and Training, K-9 Training, and Gate Gourmet International. A number of FAA facilities would also be affected. Airport Maintenance The Master Plan identified the need to consolidate airport maintenance facilities that are currently accommodated in a number of locations around the Airport, some of which would be impacted by the closely-spaced runway and east gate development. No project impacts have been identified. Draft Recommended Plan [16]
New Runway 10L-28R (Closely-Spaced) The Master Plan has identified the need for additional aircraft delay reduction within the 20-year planning period. Development of Runway 10L-28R would be expected to provide incremental operational capacity by eliminating mixed use of existing Runway 10-28 in high demand periods and allowing independent arrival/departure operations on this runway pair. Additionally, some limited benefits would be expected under existing air traffic rules in instrument conditions, with potentially more benefits realized under future FAA NextGen initiatives. Impacts are anticipated to existing facilities, including Riverdale Road, Tech Campus, Airport Maintenance, South Cargo, and a number of off-airport properties and facilities. Draft Recommended Plan [17]
East Gate Development Development of new gates on a site east of the International Terminal has been identified as the preferred approach. Depending on the development concept selected, several facility relocations will be required prior to gate development. These could include the Delta cargo facilities, flight kitchens, GSE maintenance, and various DOA/AATC airfield maintenance facilities. Terminal Facility Capacity Domestic Security Screening Queue North Baggage Claim International Check-in Post Security Concessions The Master Plan identified several terminal facility components that might experience capacity issues in the long-term, but that are highly dependent on passenger characteristics, airline policies, state of technology, and TSA requirements that could change in the future. These facilities should be monitored to determine the ultimate need for expansion. Draft Recommended Plan [18]