MRI 2000-2020 Master Plan (July 2000)
Executive Summary

INTRODUCTION

The Merrill Field Airport (Airport) is located directly east of the Central Business District of the Municipality of Anchorage on approximately 438 acres of land. The Airport is owned and operated by the Municipality. The Municipal Airports Aviation Advisory Commission serves as an advisory board to the Municipality for airport and aviation-related issues.

The Airport is classified as a Reliever Airport for Anchorage International Airport in the Federal Aviation Administration's (FAA) National Plan of Integrated Airport Systems. The Airport is included as a Transport Airport in the Alaska Aviation System Plan Update prepared for the State of Alaska. The Airport accommodates virtually all small general aviation aircraft with maximum gross takeoff weights of 12,500 pounds or less (e.g., Cessna-208 Caravan, Cessna-172 Skyhawk, Piper-18 Super Cub, and Piper-31 Navajo).

The objective of the Airport Master Plan (Plan) is to provide a long-range plan to guide development to maintain the Airport as a valued transportation facility for the Municipality and those parts of the surrounding area for which the Airport is the most convenient aviation facility.

The Municipality adopted the Plan in June 2000. The Plan was financed by a FAA planning grant, by the State of Alaska, and by the Municipality.

A separate Financial Management, Business and Strategic Development Program report was prepared based on the Plan recommendations. The Program recommends management strategies, identifies sources and uses of funds to implement the Capital Improvement Program of the Plan, analyzes rates and fees, and provides lease policy recommendations to maintain the viability of the Airport enterprise fund.

Environmental conditions which may impact the Airport and require further study have been identified and addressed for the proposed gravel/ski Runway 3-21 and associated facilities in a separate Environmental Assessment report.

FINDINGS

The Municipality population is forecast to increase from 254,849 in 1997 to 365,730 by 2020.

While the oil and gas industry and the military will continue to play an important role in the Anchorage economy, tourism is expected to continue increasing. Increases in tourism will generate additional aerial sightseeing tours and trips from the Airport to remote bush locations.

Based aircraft, including the gravel/ski based aircraft, are forecast to increase from 901 in 1997 to 1,172 by 2020.

Enplaned passengers are forecast to increase from an estimated 23,000 in 1997 to 44,000 in 2020.

Air cargo and mail is forecast to increase from an estimated 1,850 tons in 1997 to 2,900 tons by 2020. About 80 percent of the cargo is flown out of, and about 20 percent is flown into, the Airport.

Total aircraft operations, including the gravel/ski aircraft operations, are forecast to increase from 187,190 in 1997 to 270,800 by 2020.

General aviation operations are forecast to increase from 176,820 in 1997 to 247,500 by 2020.

Air taxi operations are forecast to increase from 10,370 in 1997 to 23,300 by 2020.

Military operations are expected to continue at less than 100 annual aircraft operations.

Annual instrument operations are forecast to increase from 1,080 in 1997 to 4,400 by 2020.

RECOMMENDATIONS

Airport Property

Acquire 6 acres along the East side of Orca Street to the west and up to 8 acres within the Anchorage Fire Department Training Center land to the east for future airport development and protection.

Acquire additional avigation easements over approximately 2.5 acres for Runway 6 and 0.4 acre for Runway 15 runway protection zones.

Airfield

The airfield is planned for small (12,500 pounds or less maximum takeoff weight) single and light twin-engine aircraft ( e.g., Cessna 208 Caravan, Cessna 172 Skyhawk, Piper-18 Super Cub, and Piper-31 Navajo).

Runway 6-24 is retained at 4,000 feet long and 100 feet wide.

Runway 15-33 is retained at 2,640 feet long and 75 feet wide.

The new gravel/ski Runway 3-21 is planned to be 2,000 feet long and 100 feet wide with a 200-foot radius groomed snow area, at each end, for ski aircraft deceleration.

A Pavement Maintenance Management Plan was developed to establish and maintain the existing pavement strength and condition.

Landing and takeoff helipads are proposed on Taxiway Q near Evergreen Helicopters of Alaska, Inc., Runway 15-33 near Trans Alaska Helicopters, Inc., and by the Alaska Regional Hospital helipad. Over time and to comply with FAA design criteria, other existing helipads should be deleted.

Reverse the exit angles of Taxiways F and H to expedite aircraft leaving Runway 6-24. Close Taxiways E and G between Taxiways A and N to discourage runway incursions by eliminating the visual perspective across Runway 6-24.

Extend Taxiway B the full length of Runway 15-33 for access to development on the west side.

New parallel and entry/exit taxiways are provided on each side of the new gravel/ski Runway 3-21.

Taxiway G is extended to the south, and a taxiway connection to Taxiway Q is provided, to connect to Runway 3-21 and the gravel/ski aprons.

Air Traffic Control

A Global Positioning System (GPS) approach, with circling minimums, was approved in 1998.

The gravel/ski Runway 3-21 traffic patterns will be incorporated into the traffic patterns for the existing runways and will not require overflight of any new areas outside the Airport. Touch-and-go training operations are not intended on Runway 3-21.

The upper floors of the old FAA Air Traffic Control Tower building should be removed to improve the airfield line-of-sight from the new FAA Air Traffic Control Tower.

Trees that penetrate the 20:1 approach surfaces to Runways 6, 24 and 33 should be either shortened by topping or removed completely.

Several light poles along Merrill Field Drive and on Quebec 2 apron require lowering or relocating to protect the approaches to Runway 3-21.

Visual runway protection zones 1,000 feet long, 250 feet inner width and 450 feet outer width, are retained for both Runways 6-24 and 15-33 and are planned for Runway 3-21. The Municipality should acquire in fee title, or avigation easements, the portions of the runway protection zones that extend outside the existing Airport property.

The avigation easement east of Runway 6-24, including part of the Northway Mall shopping center, should be renewed prior to expiration in 2013.

General Aviation

Existing commercial aviation/fixed base operator lease facilities are retained. About 4 acres to the northeast and 3.5 acres to the north of Runway 6-24 are provided for additional lease facilities. Some vacant lease lots are available for commercial aviation/ fixed base operator uses. A 1.5-acre area around the existing Airport Administration offices could be considered in the future for a lease area if the Airport Administration offices are relocated to a future public terminal building.

Additional commercial aviation/fixed base operator activities are not planned west of Runway 15-33, along Orca Street, because of ground access and increased traffic concerns through the neighborhood and because of the limited allowable height of buildings in this area.

No new lease lots are proposed on landfill areas.

At present there is an excess of aircraft tiedown spaces but spaces will be lost as existing tiedown areas are developed for lease lots, public terminal, aircraft shelters or to meet FAA design standards. Additional tiedown spaces will be required and spaces for over 1,000 based aircraft are provided.

There is a current shortage of transient aircraft tiedowns with only 60 spaces available, some of which will be lost due to future development. At least 115 transient aircraft tiedowns are needed through 2020. Up to 100 additional transient tiedowns will be developed in several areas. These will be associated with either a pilots' shelter/ lounge (with phones, restrooms, food and beverage machines, and waiting area) or as part of a larger public terminal.

There is a current shortage of hangar spaces with only 30 noncommercial hangar spaces available. Up to 110 hangar spaces are needed by 2020. Hangars should be consolidated in a few general areas in the long term. Approximately 80 additional hangars could be developed west of Runway 15-33. Additional hangars could be developed within individual lease lots. Aircraft shelters, with open walls for ventilation, could be developed along the boundary of the landfill at the west end of Quebec 3 apron. Additional shelters could be developed on the landfill on the Quebec 2 apron.

Aircraft parking areas with space for 100 aircraft are provided near the new Runway 3-21 for use by aircraft with oversized tundra tires in the summer and ski-equipped aircraft in the winter.

Space is provided southeast of Runway 3-21, along the Airport/ Alaska Regional Hospital boundary, for up to 20 aircraft tiedowns for aircraft carrying patients visitors and medical staff.

Additional electrical outlets are planned on the Quebec 2 and 3 and new gravel/ski aprons.

The helicopter parking positions at the east end of the Quebec 2 apron could be expanded. Helicopters will continue to be parked at the operator lease lots.

Space is reserved for an aircraft wash rack south of the Airport Maintenance building that would comply with current water quality standards. A deicing facility is proposed adjacent to the landfill gas flare building to utilize the heat generated.

Air Taxi

The existing air taxi operators have expressed a strong interest in continuing to operate their own facilities. Existing or new air taxi operators would acquire new or existing lease lots to expand or develop facilities.

There may be a need for a public terminal in the future for itinerant air taxi operators and other uses, e.g., pilots' lounge and Airport Administration offices.

Public Terminal

A public terminal is proposed on the north side on either the site of the former FAA Flight Service Station or the adjacent Municipal lease lot.

The aircraft parking apron could accommodate up to five commuter/air taxi aircraft parking positions.

A 12,000-square foot public terminal building could accommodate passenger and cargo facilities for itinerant air taxi operators, Airport Administration offices, pilots' lounge, snack bar/coffee shop, telephones, restrooms, direct line phone service to rental cars, hotels/motels and computers for weather data and flight planning.

Airport Access and Parking

The existing access roads off East 5th Avenue, Airport Heights Road and East 15th Avenue are adequate to serve the activity through 2020. Access off Orca Street will serve the proposed limited airport development on the west side.

It is not recommended that either the Concrete Street or Reeve Boulevard access points be closed.

Access to the new gravel/ski facility will be from Merrill Field Drive. A second access road is planned south of the Quebec 3 apron.

Access to a new public terminal will be off East 5th Avenue. Vehicle parking will be provided adjacent to a public terminal building.

Additional vehicle parking will be provided along Merrill Field Drive as well as on individual lease lots. The long-term vehicle parking area east of the Quebec 3 apron will be expanded. Vehicle parking is provided for the gravel/ski facility.

Airport Support

Airport Administration offices are retained in their existing location in the short term. In the long term, the offices could be relocated to a new public terminal.

The Aircraft Rescue and Firefighting facility is retained in its current location. The service is provided by the Anchorage Fire Department.

The FAA Air Traffic Control Tower is retained in the new location. The former FAA Flight Service Station building should be removed.

Truck refueling will be needed to serve aircraft using the proposed gravel/ski aprons and hangar development west of Runway 15-33. Mobile refueling could also serve existing aprons, especially for twin-engine aircraft. A perimeter/service road is proposed around the ends of Runways 6 and 15 to access the west side.

The Airport utility systems are well established and some extensions and upgrades will be needed consistent with the development of the recommended gravel/ski facility, taxiways, general aviation, air taxi and commercial aviation areas.

The water main on the north side of the Airport will need extending to the east and west for new development and improved fire protection needs. Water main construction will also be needed on the west side of the Airport.

There is sufficient storm drainage capacity for present and proposed improvements. Some extensions will be required as property is developed.

Drainage problems in the developed areas over portions of the closed landfill are associated with the continued settlement of the landfill and will continue for many years. These areas are unpredictable and will likely require monitoring and repair work every five to 10 years. Better surface drainage and more defined ditches in the landfill area will be incorporated into the design of the gravel/ski facility.

The existing 5-foot fencing along the north and east sides of the Airport will be replaced with 8-foot fencing. Additional or realigned fencing will be required in several locations to accommodate proposed development.

Controlled access gates and additional fencing will be installed around the gravel/ski facility.

Suggestions have been made to minimize, and eliminate, airfield incursion problems including:

• Installing controlled access gates across Taxiways G and Q to prevent incursions across Runways 6-24 and 15-33.

• Realigning Taxiways F and H and closing Taxiways G and E between Taxiways A and N to reduce the "open space" visual perspective across Runway 6-24.

• Not extending Taxiway G through to Runway 3-21 to discourage runway incursions.

• Acquiring land along Orca Street and using the area for hangar development to discourage incursions across Runway 15-33.

• Providing telephones, restrooms, facilities and services in the center of the Airport to reduce the need for people to cross Runway 6-24 for these facilities and services along East 5th Avenue.

• Improving existing public address system.

• Improving vehicle and pedestrian gate controls.

• Increasing height of existing security fencing.

• Conducting educational programs so Airport users take more responsibility to ensure gates are closed and to notify the Airport Administration of possible incursions.

• Installing additional information signs identifying restricted areas and how to exit the Airport.

Land Uses

University of Alaska Anchorage Aviation Technology Center is retained in present area.

Alaska Regional Hospital is a vital community asset that requires continuing airfield access for medical emergencies.

Campground and picnic area tiedowns will be expanded, if additional Anchorage Fire Department Training Center land can be acquired, to serve people flying in for personal and business reasons and to shop at the Northway Mall and Downtown. Restroom and telephone facilities will be provided.

Several areas on the Airport are proposed to be kept clear of development for snow storage areas.

Land south of East 15th Avenue is retained for the Sitka Street Park and Municipal snow disposal use.

Land north of East 3rd Avenue is retained for storage use by the Municipal Light and Power Company.

The remaining non-Airport lands east of Orca Street should be acquired for future development.

The Trans Alaska Helicopters, Inc., facility should be acquired to eliminate the current through-the-fence operation. The existing hangar should be relocated or rebuilt further to the west to allow for the future extension of Taxiway B.

Access to the landfill control building is retained. No new enclosed structures are proposed on the landfill.

Additional landscaping should be planted to enhance the compatibility of the Airport with surrounding neighborhoods. Trees should be selected that will not become obstructions and cause expensive maintenance problems.

Capital Improvement Program

A three-phase Capital Improvement Program is proposed for the Plan. Phase I (through 2005) projects, which are considered the highest priority items and are to be implemented as soon as practicable, are estimated to cost $10,506,000.

Based on current eligibility criteria and funding participation rates from the FAA Airport Improvement Program and the State of Alaska Legislative grants, the Municipality's net financial obligation is estimated to be $762,000 for the initial five-year phase.

Phase II and III projects will be implemented when actual needs arise for the additional facilities and services and as financial resources are identified by the Municipality.

For more information contact:
Merrill Field Airport
800 Merrill Field Drive
Anchorage, Alaska 99501-4129
phone (907) 343-6303
email:  merrillinfo@muni.org

The study was performed by Aries Consultants Ltd., in association with Wince-Corthell-Bryson, Karabelnikoff Surveying, HDR Alaska, Inc. and Dynatest Consulting, Inc.