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Airport Layout Plan – Narrative ReportApril 2011

Denver International AirportCity and County of Denver, Department of Aviation

Denver International Airport

Master Plan Update Studies – Phase II ii April 2011 ALP Narrative

Table of Contents

I. Introduction ............................................................................................................................... 1

1.1 Airport Layout Plan ...................................................................................................... 1 1.2 Airport Summary .......................................................................................................... 2

II. Aviation Forecasts ..................................................................................................................... 4

2.1 Overview ....................................................................................................................... 4 2.2 Master Plan Forecasts ................................................................................................... 4 2.3 Comparison to 2010 Terminal Area Forecast ............................................................. 10

III. Existing Conditions ................................................................................................................. 15

3.1 Airport Overview ........................................................................................................ 15 3.2 Airport Reference Code and Design Criteria .............................................................. 17 3.3 Existing Runway Operating Configurations ............................................................... 18 3.4 Design Standards and Modifications to Standards ..................................................... 22

3.4.1 Airport Design Standards ............................................................................... 22 3.4.2 Modifications to Design Standards ................................................................ 22

3.5 Airport Land Use ........................................................................................................ 25 3.6 Off-Airport Land Use ................................................................................................. 28

IV. Development Plan ................................................................................................................... 28

4.1 Airfield ........................................................................................................................ 28 4.1.1 Runway 8L-26R ............................................................................................. 29 4.1.2 Runway 18-36 ................................................................................................ 30 4.1.3 Runway 16R-34L ........................................................................................... 30 4.1.4 Runway 7R-25L ............................................................................................. 31

4.2 Terminal ...................................................................................................................... 31 4.3 Landside / Ground Transportation .............................................................................. 32

4.3.1 Access Facilities ............................................................................................. 32 4.3.2 Rental Car Facilities ....................................................................................... 33 4.3.3 Parking ............................................................................................................ 33 4.3.4 Landside People Mover .................................................................................. 33

4.4 Support Facilities ........................................................................................................ 33

V. Development Plan ................................................................................................................... 34

5.1 Factors Influencing Implementation and Development Phasing ................................ 34 5.1.1 Volume and Character of Growth .................................................................. 35 5.1.2 Relocation and Replacement of Displaced Facilities ..................................... 35 5.1.3 Regulatory Requirements and Technological Changes .................................. 35 5.1.4 General Criteria for Planning Implementation ............................................... 35 5.1.5 Implementation Indicators .............................................................................. 36

5.2 Near-Term Development (0-10 year time frame) ....................................................... 37 5.2.1 Airfield ........................................................................................................... 37 5.2.2 Terminal and Concourses ............................................................................... 38 5.2.3 Roads and Parking .......................................................................................... 39 5.2.4 Other ............................................................................................................... 39


Master Plan Update Studies – Phase II iii April 2011 ALP Narrative

Table of Contents (continued) 5.3 Long-Term Development (11-20 year time frame) .................................................... 39

5.3.1 Airfield ........................................................................................................... 40 5.3.2 Terminal/Concourses ...................................................................................... 41 5.3.3 Roads and Parking .......................................................................................... 42 5.3.4 Other ............................................................................................................... 42

VI. Community Involvement and Agency Coordination .............................................................. 43

List of Tables Table 1

Table 2

Table 3

Table 4

Table 5

Table 6

Table 7

Table 8

Table 9

Table 10

Table 11

Table 12

Table 13

Annual Activity Forecast Summary ...........................................................................5

Comparison of Master Plan Forecast Enplaned Passengers to FAA TAF .................8

Comparison of Master Plan Forecast Total Operations to FAA TAF ........................9

Enplaned Passengers Comparison ............................................................................11

Aircraft Operations Comparison – Total Operations ...............................................12

Aircraft Operations Comparison – GA and Military Operations .............................13

Aircraft Operations Comparison – Commercial Operations ....................................14

Runway Characteristics ............................................................................................16

FAA Aircraft Classifications for Determining Airport Reference Code .................18

Wind Coverage Percentages .....................................................................................19

Arrival and Departure Utilization Percentages by Runway - 2009 ..........................20

Airport Design Standards .........................................................................................23

Modification of Design Standards ............................................................................24

List of Exhibits Exhibit 1

Exhibit 2

Exhibit 3

Commercial Enplaned Passengers Forecast ...............................................................6

Total Aircraft Operations Forecast .............................................................................7

Existing Runway Use Configuration ........................................................................21


Master Plan Studies Update - Phase II April 2011 ALP Narrative

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I. Introduction

1.1 Airport Layout Plan

The Airport Layout Plan (ALP) is a public document that serves as a record of existing aeronautical requirements, and as a reference for deliberations on land use proposals, zoning, and budget resource planning for Denver International Airport (DIA or “the Airport”). As a record of aeronautical requirements, it is referred to by the Federal Aviation Administration (FAA) in its review and findings on proposals involving the development of other nearby airports and objects which may affect navigable airspace.

This ALP drawing set was prepared to present the conclusions of an update to the Master Plan for Denver International Airport. Complete Master Plan Study documentation is prepared separately from the ALP Narrative, thoroughly documenting the existing conditions, forecasts, analyses, and findings of the comprehensive study of the near-, mid-, and long-term development plans to meet future aviation demand.

The ALP graphically presents airport facilities, their location on the airport, and the pertinent clearance and dimensional information required to show conformance with applicable design standards. Specifically, the ALP depicts an airport as it exists today with a depiction of those facilities and areas that are identified for future development to meet the forecast growth in aviation and related activity.

The ALP package for the Airport consists of the following 42 drawings:

Sheet 1 - Cover and Contents

Sheet 2 - Airport Information and Data Sheet

Sheet 3 - Airport Layout Plan

Sheet 4 - Airport Layout Plan - Extended for Peña Boulevard and Outlying Areas

Sheet 5 - Airport Layout Plan - Terminal Area

Sheet 6 - Runway Protection Areas and Facilities

Sheet 7 - On Airport Land Use Plan

Sheet 8 - Off Airport Land Use Plan

Sheet 9 - Exhibit A, Airport Property Map

Sheet 10 - Part 77 Surfaces

Sheet 11 - Part 77 Approach Surfaces: Runways 16R-34L [16C-34C] and 16L-34R

Sheet 12 - Part 77 Approach Surfaces: Runways 17R-35L and 17L-35R

Sheet 13 - Part 77 Approach Surfaces: Runways 8-26 [8R-26L] and 7-25 [7L-25R]

Sheet 14 - Part 77 Approach Surfaces: Future Runways 15-33 and 16R-34L

Sheet 15 - Part 77 Approach Surfaces: Future Runways 17C-35C and 18-36

Sheet 16 - Part 77 Approach Surfaces: Future Runways 8L-26R and 7R-25L

Sheet 17 - Runway/RPZ Plans and Profiles: Runways 16R-34L [16C-34C] and 16L-34R

Sheet 18 - Runway/RPZ Plans and Profiles: Runways 17R-35L and 17L-35R



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Sheet 19 - Runway/RPZ Plans and Profiles: Runways 8-26 [8R-26L] and 7-25 [7L-25R]

Sheet 20 - Runway/RPZ Plans and Profiles: Future Runways 15-33 and 16R-34L

Sheet 21 - Runway/RPZ Plans and Profiles: Future Runways 17C-35C and 18-36

Sheet 22 - Runway/RPZ Plans and Profiles: Future Runways 8L-26R and 7R-25L

Sheet 23 - Departure Obstacle Clearance Surface: Runways 16R-34L [16C-34C] and 16L-34R

Sheet 24 - Departure Obstacle Clearance Surface: Runway 17R-35L and 17L-35R

Sheet 25 - Departure Obstacle Clearance Surface: Runways 8-26 [8R-26L] and 7-25 [7L-25R]

Sheet 26 - Departure Obstacle Clearance Surface: Future Runways 15-33 and 16R-34L

Sheet 27 - Departure Obstacle Clearance Surface: Future Runways 17C-35C and 18-36

Sheet 28 - Departure Obstacle Clearance Surface: Future Runways 8L-26R and 7R-25L

Sheet 29 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 16R-34L [16C-34C]

Sheet 30 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 16L-34R

Sheet 31 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 17R-35L

Sheet 32 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 17L-35R

Sheet 33 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 8-26 [8R-26L]

Sheet 34 - One-Engine Inoperative Obstacle Identification Surfaces: Runway 7-25 [7L-25R]

Sheet 35 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 15-33

Sheet 36 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 16R-34L

Sheet 37 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 17C-35C

Sheet 38 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 18-36

Sheet 39 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 8L-26R

Sheet 40 - One-Engine Inoperative Obstacle Identification Surfaces: Future Runway 7R-25L

1.2 Airport Summary

Denver International Airport is a major air transportation hub located in the Great Plains, just east of the front range of the Rocky Mountains in Colorado. In additional to serving the greater Denver Metropolitan Area, the Airport also serves the State of Colorado as well as parts of Wyoming, Nebraska, and Kansas. The Airport serves as a hub for passengers traveling across the United States and to several international destinations, and is a major connecting hub for Frontier Airlines, Southwest Airlines, and United Airlines.

Denver International Airport opened on February 28, 1995, replacing Stapleton International Airport, which had served Denver’s air carrier airport needs for over 65 years. The new Airport was designed with the capability to be expanded to meet the Denver metropolitan area’s commercial air transportation needs for at least the next 50 years with planned development of 12 runways,



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five concourses, and approximately 300 narrowbody aircraft gates. Special emphasis was placed on designing the airfield to maximize capacity (and thus minimize delays) during low visibility and/or snow conditions. Denver International Airport is located 23 miles northeast of Denver’s central business district. With Stapleton’s subsequent closure, DIA is the only airport with scheduled passenger service in the Denver Regional Aviation System that has been defined by the Denver Regional Council of Governments.

Passenger enplanements, aircraft operations, and air cargo processing have all increased since the opening of the Airport. In 2010, the Airport handled 52.2 million passengers, 635,445 aircraft operations, and more than 555.2 million pounds of air cargo.1 According to 2009 data, the Airport was the tenth busiest airport in the world based on the number of passenger enplanements and fifth busiest in the world for aircraft operations.2 Nationally, the Airport ranks fifth for aircraft operations and fifth for passenger enplanements.3

Phase 1 of the original master plan consisted of the initial development for the commissioning and consisted of five 12,000-foot runways (three north-south runways and two east-west runways), a terminal complex with three concourses, the 14-mile Peña Boulevard and associated supporting roadways and parking facilities, cargo facilities, aircraft maintenance facilities, general aviation and flight catering/kitchen facilities, and several city and Federal Aviation Administration (FAA) buildings. Due to financing considerations, several additional projects that were not initially constructed and were deferred into Phase 1A which was anticipated to be implemented within five years after the opening of the Airport. These projects included an additional 16,000-foot Runway 16R-34L [16C-34C]4, several taxiways, and a third lane in each direction on Peña Boulevard. The final Federal Environmental Impact Statement (EIS), approved on September 27, 1989, considered Phase 1, Phase 1A, and long range facility development. Although the Phase 1A projects were addressed in the original EIS covering Phase 1, they are subject to environment reevaluation prior to implementation.

The purpose of this document is to provide general information about the future development of the Airport and to provide a narrative supplement to the Airport Layout Plan (ALP) that is being filed with the FAA.5

The remainder of the document is divided into five major sections. The next section, Section II, summarizes the aviation activity forecasts that were completed as part of the Master Plan Update and approved by the FAA in 2007. Section III provides an overview of the Airport and existing conditions including its facilities and land uses, identifies the design standards applied at the Airport, and discusses modifications to those design standards. Section IV summarizes the future development of the Airport. Finally, Section V discusses development timeframes and identifies projects that are predicted to occur in the near- and long-term.

1 Denver International Airport, Traffic Statistics, December 2010. 2 Airports Council International, Top 30 Airport 2009. 3 Airports Council International – North America, 2009 North America Final Rankings. 4 When future Runway 16R-34L is constructed and commissioned, existing Runway 16R-34L would be

designated as Runway 16C-34C. The designation of some existing runways will change when future runways are commissioned and these are designated in brackets throughout this document (e.g., Runway 16R-34L [16C-34C]).

5 As a federally obligated airport, development at DIA needs to be accomplished in accordance with an FAA-approved Airport Layout Plan (ALP), which must be accompanied by a narrative that explains a systematic rationale for development and associated analyses.



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II. Aviation Forecasts

2.1 Overview

Aviation activity projections play an important role in defining airport improvement projects and strategies for developing new facilities. Among other things, aviation activity forecasts are used to:

Project the future role of an airport by identifying the type of aircraft that will need to be accommodated at an airport and the type of aviation demand that will be served over the foreseeable life of an airport,

Evaluate the capacity of existing airport facilities and their ability to accommodate projected aviation demand, and

Identify the extent to which existing facilities should be improved to ensure that airport growth is not constrained and/or estimate the type and size of additional airside and landside facilities that need to be provided at an airport in future years.

2.2 Master Plan Forecasts

As part of the Master Plan Update Studies, a base activity forecast was prepared in 2007 for a planning horizon to 2030. The base forecast for 2030 addresses enplaned passengers and aircraft operations, including domestic and international commercial airline aircraft, military, general aviation, air taxi, and air cargo activity. The 2030 base forecast provided the basis for defining the facilities required to accommodate future demand volumes and patterns at the Airport.

As shown in Table 1, the Master Plan Update base forecast projects that total aircraft operations at the Airport will increase from 567,558 operations in calendar year 2005 to 1,109,300 operations in calendar year 2030, a net increase of 95 percent and an average compounded annual growth of 2.7 percent. The number of enplaned passengers is forecasted to increase from 21.7 million in 2005 to approximately 47.0 million in 2030, a net increase of 117 percent and an average compounded annual growth of 3.1 percent. The 2030 base forecast was approved by the FAA on August 21, 2007. Exhibit 1 presents the projections for commercial airline enplaned passenger activity at the Airport through the forecast period. Exhibit 2 presents the aircraft operations forecasts at the Airport. Both charts depict existing activity for the airport from 2000 to 2010.

Table 2 presents a comparison of the total enplanement forecasts included in this report to those presented in the FAA’s 2006 TAF. Similarly, Table 3 presents a comparison of the forecasts of total operations included in each of these same studies. These comparisons were used by the FAA as a measurement of reasonableness in its assessment of the Master Plan Update base forecast. A comparison to the FAA’s 2010 TAF is presented in Section 2.3.

Total cargo volume at the Airport is forecasted to increase from approximately 310,828 tons in 2006 (actual 12 months of data) to approximately 713,700 tons in 2030. This increase represents an annual compounded growth rate of 3.5 percent during this period, compared to approximately 5.0 to 5.5 percent projected nationwide.

General aviation activity at the Airport is forecasted to increase from 11,415 operations in 2006 to 19,400 in 2030. This increase represents an annual compounded growth rate of 2.2 percent, compared to 1.7 percent projected for the nation by the FAA. In addition to normal growth, these forecasts account for the additional based aircraft assumed in these analyses by utilizing an operations per based aircraft ratio of 250, the weighted average at Stapleton between 1980 and 1993.



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Table 1 Annual Activity Forecast Summary

Enplanements Operations

Domestic Domestic

Year Majors/Nationals Regionals/Commuters International Total Majors/Nationals Regionals/Commuters International Total Passenger

Airlines All Cargo General Aviation Other Air Taxi Military Total

Historical

2000 17,433,939 1,529,084 429,973 19,392,996 314,530 141,174 13,820 469,524 25,416 14,855 17,794 920 528,509

2001 16,270,403 1,364,099 411,607 18,046,109 309,822 129,412 7,928 447,162 20,288 14,614 24,121 1,551 507,736

2002 15,680,998 1,766,204 382,362 17,829,564 307,340 145,068 11,496 463,904 16,898 12,416 15,024 987 509,229

2003 16,155,477 2,140,593 464,865 18,760,935 303,238 152,776 9,496 465,510 20,922 11,228 11,270 1,345 510,275

2004 17,423,367 3,123,483 597,092 21,143,942 321,580 193,970 10,234 525,784 22,708 9,936 7,142 951 566,521

2005 17,259,826 3,650,247 791,902 21,701,975 303,750 205,522 17,886 527,158 21,962 9,780 7,784 874 567,558 Forecast 1/

2006 19,211,600 3,829,200 929,000 23,969,800 341,800 208,600 19,200 569,600 20,614 11,415 6,555 1,333 609,517

2007 20,304,800 4,104,700 1,009,700 25,419,200 360,800 218,800 20,600 600,200 20,960 11,800 12,500 1,100 646,560

2008 20,604,800 4,826,000 1,063,000 26,493,800 365,200 247,600 21,400 634,200 21,320 12,100 12,600 1,100 681,320

2009 20,907,600 5,044,100 1,118,900 27,070,600 369,600 255,200 22,400 647,200 21,960 12,300 12,700 1,100 695,260

2010 21,230,900 5,267,900 1,176,200 27,675,000 374,200 262,400 23,200 659,800 22,620 12,600 12,800 1,100 708,920

2011 21,559,100 5,497,600 1,237,400 28,294,100 379,000 270,000 24,200 673,200 23,340 12,800 12,900 1,100 723,340

2012 21,905,900 5,733,100 1,300,100 28,939,100 384,000 277,400 25,000 686,400 24,060 13,000 13,000 1,100 737,560

2013 22,259,400 5,977,300 1,362,700 29,599,400 389,600 285,400 26,000 701,000 24,820 13,200 13,100 1,100 753,220

2014 22,636,500 6,227,300 1,427,900 30,291,700 394,600 293,400 27,000 715,000 25,620 13,400 13,200 1,100 768,320

2015 23,014,900 6,486,100 1,495,900 30,996,900 400,400 301,200 28,000 729,600 26,440 13,600 13,300 1,100 784,040

2020 26,110,900 7,671,300 1,879,600 35,661,800 448,600 336,400 34,400 819,400 29,140 15,500 13,800 1,100 878,940

2025 29,755,600 8,893,400 2,338,500 40,987,500 504,800 373,600 42,000 920,400 33,280 17,400 14,300 1,100 986,480

2030 33,867,400 10,309,400 2,877,500 47,054,300 567,600 416,000 50,800 1,034,400 39,600 19,400 14,800 1,100 1,109,300 Compounded Annual

Growth Rate

2000 - 2005 -0.2% 19.0% 13.0% 2.3% -0.7% 7.8% 5.3% 2.3% -2.9% -8.0% -15.2% -1.0% 1.4%

2005 - 2010 4.2% 7.6% 8.2% 5.0% 4.3% 5.0% 5.3% 4.6% 0.6% 5.2% 10.5% 4.7% 4.5%

2010 - 2015 1.6% 4.2% 4.9% 2.3% 1.4% 2.8% 3.8% 2.0% 3.2% 1.5% 0.8% 0.0% 2.0%

2015 - 2020 2.6% 3.4% 4.7% 2.8% 2.3% 2.2% 4.2% 2.3% 2.0% 2.6% 0.7% 0.0% 2.3%

2020 - 2025 2.6% 3.0% 4.5% 2.8% 2.4% 2.1% 4.1% 2.4% 2.7% 2.3% 0.7% 0.0% 2.3%

2025 - 2030 2.6% 3.0% 4.2% 2.8% 2.4% 2.2% 3.9% 2.4% 3.5% 2.2% 0.7% 0.0% 2.4%

2005 - 2030 2.7% 4.2% 5.3% 3.1% 2.5% 2.9% 4.3% 2.7% 2.4% 2.8% 2.6% 0.9% 2.7%

2006 - 2030 2.4% 4.2% 4.8% 2.9% 2.1% 2.9% 4.1% 2.5% 2.8% 2.2% 3.5% -0.8% 2.5% Note: 1/ Airline enplaned passengers and operations forecast for 2006 were based on 11 months of historical data. All other operations, including Airport total, were based on 12 months of historical data.

Sources: City and County of Denver, Department of Aviation (historical), September 2006; Ricondo & Associates, Inc. (forecast), August 2007. Prepared by: Ricondo & Associates, Inc., November 2010.


Master Plan Update Studies – Phase II 6 April 2011 ALP Narrative

Exhibit 1 Commercial Enplaned Passengers Forecast

Sources: City and County of Denver, Department of Aviation (historical), January 2011; Ricondo & Associates, Inc. (forecast), August 2007. Prepared by: Ricondo & Associates, Inc., March 2011.



Exhibit 2 Total Aircraft Operations Forecast

Sources: City and County of Denver, Department of Aviation (historical), January 2011; Ricondo & Associates, Inc. (forecast), August 2007. Prepared by: Ricondo & Associates, Inc., March 2011.



Table 2 Comparison of Master Plan Forecast Enplaned Passengers to FAA TAF

Year Master Plan

Enplanements 1/ FAA TAF 2/ Master Plan/TAF

% Difference

Historical

1995 15,600,949 14,979,616 4.1%

1996 16,178,997 15,329,744 5.5%

1997 17,530,200 16,237,550 8.0%

1998 18,444,540 17,325,676 6.5%

1999 19,031,209 18,119,178 5.0%

2000 19,392,996 18,263,550 6.2%

2001 18,046,109 18,032,340 0.1%

2002 17,829,564 16,516,427 8.0%

2003 18,760,935 17,513,156 7.1%

2004 21,143,942 20,036,805 5.5%

2005 21,701,975 20,675,380 5.0% Forecast 3/

2006 23,969,800 22,689,774 5.6%

2007 25,419,200 24,603,826 3.3%

2008 26,493,800 25,289,784 4.8%

2009 27,070,600 25,994,999 4.1%

2010 27,675,000 26,720,963 3.6%

2011 28,294,100 27,467,999 3.0%

2012 28,939,100 28,236,747 2.5%

2013 29,599,400 29,027,864 2.0%

2014 30,291,700 29,842,033 1.5%

2015 30,996,900 30,679,954 1.0%

2020 35,661,800 35,252,039 1.2%

2025 40,987,500 40,537,051 1.1%

2030 47,054,300 - -

Compounded Annual Growth Rate

1995 - 2000 4.4% 4.0%

2000 - 2002 (4.1%) (4.9%)

2002 - 2005 6.8% 7.8%

2005 - 2010 5.0% 5.3%

2010 - 2015 2.3% 2.8%

2015 - 2020 2.8% 2.8%

2020 - 2025 2.8% 2.8%

2025 - 2030 2.8% N/A

2005 - 2030 3.1% N/A Notes: 1/ Twelve months ended December 31st of year shown. 2/ Twelve months ended September 30th of year shown. TAF does not include non-revenue enplaned passengers. 3/ Airport forecast for 2006 was based on 11 months of historical data.

Sources: Federal Aviation Administration, 2006 Terminal Area Forecast; City and County of Denver, Department of Aviation (historical), September 2006; Ricondo & Associates, Inc. (forecast), August 2007.

Prepared by: Ricondo & Associates, Inc., March 2011.



Table 3 Comparison of Master Plan Forecast Total Operations to FAA TAF

Year Master Plan

Total Operations 1/ FAA TAF 2/

% Variance Master Plan

from TAF

Historical

2000 528,509 520,882 1.5%

2001 507,736 526,204 -3.5%

2002 509,229 495,104 2.9%

2003 510,275 508,326 0.4%

2004 566,521 567,359 -0.1%

2005 567,558 566,036 0.3%

Forecast 3/

2006 609,517 601,474 1.3%

2007 646,560 646,964 -0.1%

2008 681,320 662,043 2.9%

2009 695,260 677,478 2.6%

2010 708,920 693,279 2.3%

2011 723,340 709,454 2.0%

2012 737,560 726,012 1.6%

2013 753,220 742,963 1.4%

2014 768,320 760,316 1.1%

2015 784,040 778,081 0.8%

2020 878,940 873,427 0.6%

2025 986,480 980,645 0.6%

2030 1,109,300 - -

Compounded Annual

Growth Rate

2000 - 2005 1.4% 1.7%

2005 - 2010 4.5% 4.1%

2010 - 2015 2.0% 2.3%

2015 - 2020 2.3% 2.3%

2020 - 2025 2.3% 2.3%

2025 - 2030 2.4% N/A

2005 - 2030 2.7% N/A Notes: 1/ Twelve months ended December 31st of year shown. 2/ Twelve months ended September 30th of year shown. 3/ Airport forecast for 2006 was based on 11 months of historical data.

Sources: Federal Aviation Administration, 2006 Terminal Area Forecast; City and County of Denver, Department of Aviation (historical), September 2006; Ricondo & Associates, Inc. (forecast), August 2007.

Prepared by: Ricondo & Associates, Inc., March 2011.

The fleet mix forecasts reveal that air carrier operations at DIA will continue to be dominated by narrowbody aircraft; however, larger narrowbody aircraft (A320/B737-700/800/900) will account for the majority of these operations by 2030. While smaller narrowbody aircraft comprised approximately 55 percent of the air carrier fleet mix in 2006, this group of aircraft is forecast to



account for less than 25 percent by 2030. Similarly, while accounting for less than 3 percent of the 2006 fleet mix, widebody aircraft (B787/777/767) are forecast to comprise nearly ten percent of the 2030 fleet. Regional and commuter aircraft fleets are forecasted to show similar trends, with growth in the regional jet component of the fleet mix from approximately 60 percent in 2006 to over 87 percent by 2030. A similar trend is forecast in the international fleet mix between 2006 and 2030 with widebody aircraft and large narrowbody aircraft comprising increasingly larger components of the 2030 fleet mix. It is also forecasted that new generation very large aircraft (A380, B747-8) will eventually utilize the Airport.

To ensure the flexibility of the Master Plan to guide potential uncertainties and fluctuations inherent in the aviation industry, sensitivity forecasts were developed through the identification and analysis of alternate commercial activity demand scenarios. The four alternate scenarios for 2030 provide a range of potential activity both higher and lower than the base 2030 forecast. These alternate 2030 scenarios encompass changes in the magnitude or characteristics of activity to be incorporated into long-range facility planning to build flexibility into the recommendations of the Master Plan Update Studies. Details on the forecast scenarios can be found in Section 3 of the Master Plan Update Studies documentation.

2.3 Comparison to 2010 Terminal Area Forecast

Given that the Master Plan forecasts were approved 2007, a detailed review of the Master Plan Update forecasts in comparison to the FAA’s 2010 Terminal Area Forecast (TAF) was completed. Table 4 summarizes the variance of the enplanements in the Master Plan Update base forecast from those in the 2010 TAF. The annual enplanements forecast varies from the TAF between a maximum of 7.23 percent in 2011 to a minimum of just over 2 percent in 2030. These variances are within the acceptable ranges defined by the FAA as the agency’s policy for approving aviation forecasts; namely that the variance should not exceed 10 percent in the 5-year forecast period and not exceed 15 percent in the 10-year forecast period.

Because the FAA’s TAF does not account for non-revenue airline passengers, the table also includes an estimated adjustment to the 2010 TAF to account for estimated non-revenue passengers. The adjustment was made by comparing the historic enplanement activity at the Airport document in Airport activity statistics to the historic enplanement activity at the Airport as reported in the TAF. Considering an 11-year period of comparison, the historic annual activity reported in the TAF is an average of 95.3% of the activity reported by the Airport, with non-revenue passengers accounting for the enplanement differences between the two data sources.

Comparing the adjusted 2010 TAF to the base forecast of enplanements suggests that when non-revenue passengers are accounted for, the variance of the base forecast ranges from 2.15 percent over the adjusted TAF in 2011 to nearly 2.8 percent below the adjusted TAF in 2030. As with the unadjusted TAF, the variances fall within the FAA’s acceptable range for forecast approval. The results summarized in Table 4 suggest that although the base forecast received FAA approval in 2007, the enplanement forecast remains reasonable for long range planning.

Table 5 below summarizes the variances of the total aircraft operations in the base forecast from those in the 2010 TAF over the planning horizon. The base forecast total annual operations vary from the TAF by a maximum of 13.83 percent in 2011, to 10.66 percent in 2015 (5-year window), and to 11.19 percent in 2030. These variances are slightly outside of the acceptable range defined by the FAA for the 5-year forecast (10 percent maximum) but are within the acceptable range (15 percent maximum) for the 10-year forecast window.



Table 4 Enplaned Passengers Comparison

Year

2010 FAA TAF

(Fiscal Year)

Adjusted 2010 FAA TAF

(Fiscal Year)1/ Master Plan

(Calendar Year)

Variance Master Plan

from TAF

% VarianceMaster Plan

from TAF


from Adjusted TAF

% VarianceMaster Plan

from Adjusted

TAF

Historical

2006 22,484,943 23,603,511 23,969,800 1,484,857

2007 23,730,009 24,910,516 25,419,200 1,689,191

2008 24,377,352 25,590,062 26,493,800 2,116,448

2009 23,867,262 25,054,597 27,070,600 3,203,338

2010 25,460,678 26,727,281 27,675,000 2,214,322

Forecast

2011 26,386,424 27,699,081 28,294,100 1,907,676 7.23% 595,019 2.15%

2012 27,232,946 28,587,715 28,939,100 1,706,154 6.27% 351,385 1.23%

2013 28,058,446 29,454,281 29,599,400 1,540,954 5.49% 145,119 0.49%

2014 29,035,842 30,480,300 30,291,700 1,255,858 4.33% -188,600 -0.62%

2015 29,982,344 31,473,888 30,996,900 1,014,556 3.38% -476,988 -1.52%

2016 30,853,544 32,388,428 31,862,100 1,008,556 3.27% -526,328 -1.63%

2017 31,750,243 33,329,736 32,770,800 1,020,557 3.21% -558,936 -1.68%

2018 32,673,195 34,298,602 33,729,300 1,056,105 3.23% -569,302 -1.66%

2019 33,623,175 35,295,841 34,676,500 1,053,325 3.13% -619,341 -1.75%

2020 34,600,980 36,322,289 35,661,800 1,060,820 3.07% -660,489 -1.82%

2021 35,607,436 37,378,814 36,694,300 1,086,864 3.05% -684,514 -1.83%

2022 36,643,386 38,466,300 37,751,200 1,107,814 3.02% -715,100 -1.86%

2023 37,709,701 39,585,661 38,812,100 1,102,399 2.92% -773,561 -1.95%

2024 38,807,281 40,737,843 39,901,400 1,094,119 2.82% -836,443 -2.05%

2025 39,937,049 41,923,814 40,987,500 1,050,451 2.63% -936,314 -2.23%

2026 41,099,959 43,144,576 42,159,000 1,059,041 2.58% -985,576 -2.28%

2027 42,296,991 44,401,157 43,337,000 1,040,009 2.46% -1,064,157 -2.40%

2028 43,529,157 45,694,620 44,546,000 1,016,843 2.34% -1,148,620 -2.51%

2029 44,797,496 47,026,056 45,784,600 987,104 2.20% -1,241,456 -2.64%

2030 46,103,078 48,396,587 47,054,300 951,222 2.06% -1,342,287 -2.77%

Notes: 1/ TAF adjusted to include estimated non-revenue enplaned passengers.

Sources: Federal Aviation Administration, 2010 Terminal Area Forecast; Ricondo & Associates, Inc., (Adjusted 2010 TAF Enplanements), Master Plan Update Studies Forecast, September 2007.

Prepared by: Ricondo & Associates, Inc., March 2011



Table 5 Aircraft Operations Comparison – Total Operations

Fiscal Year

2010 FAA TAF (Fiscal Year)

Master Plan (Calendar Year)


from TAF


from TAF

Historical

2006 601,474 609,517 -8,043 1.34%

2007 611,971 646,560 -34,589 5.65%

2008 630,772 681,320 -50,548 8.01%

2009 611,747 695,260 -83,513 13.65%

2010 626,425 708,920 -82,495 13.17%

Forecast

2011 635,464 723,340 -87,876 13.83%

2012 652,623 737,560 -84,937 13.01%

2013 669,623 753,220 -83,597 12.48%

2014 689,517 768,320 -78,803 11.43%

2015 708,523 784,040 -75,517 10.66%

2016 724,841 801,660 -76,819 10.60%

2017 741,540 819,500 -77,960 10.51%

2018 758,628 838,540 -79,912 10.53%

2019 776,117 858,280 -82,163 10.59%

2020 794,014 878,940 -84,926 10.70%

2021 812,330 899,620 -87,290 10.75%

2022 831,073 920,700 -89,627 10.78%

2023 850,255 942,180 -91,925 10.81%

2024 869,885 964,240 -94,355 10.85%

2025 889,975 986,480 -96,505 10.84%

2026 910,533 1,010,140 -99,607 10.94%

2027 931,572 1,034,240 -102,668 11.02%

2028 953,105 1,058,820 -105,715 11.09%

2029 975,142 1,084,040 -108,898 11.17%

2030 997,695 1,109,300 -111,605 11.19%



In addition to reviewing the forecast of total operations, a review of the commercial operations forecast was made since this is the predominant components of aircraft operations activity at DIA. The general aviation and military operations forecasts in the Master Plan significantly exceed the levels in the 2010 TAF. As a result, these differences contribute to a more pronounced variance in total operations between the Master Plan forecast and the 2010 TAF. Table 6 summarizes the base forecasts of general aviation (GA) and military activity, the TAF forecasts of GA and military activity, and the variances between them over the 2011 – 2030 planning horizon.



Table 6 Aircraft Operations Comparison – GA and Military Operations

Year

2010 FAA TAF GA & Military Operations

(Fiscal Year)

Master Plan GA & Military Operations

(Calendar Year)

Variance: MP GA & Military

from TAF

2011 3,264 13,900 10,636

2012 3,303 14,100 10,797

2013 3,343 14,300 10,957

2014 3,383 14,500 11,117

2015 3,423 14,700 11,277

2016 3,463 15,100 11,637

2017 3,504 15,500 11,996

2018 3,545 15,900 12,355

2019 3,587 16,200 12,613

2020 3,631 16,600 12,969

2021 3,675 17,000 13,325

2022 3,720 17,400 13,680

2023 3,765 17,800 14,035

2024 3,811 18,200 14,389

2025 3,857 18,500 14,643

2026 3,903 18,900 14,997

2027 3,950 19,300 15,350

2028 3,998 19,700 15,702

2029 4,046 20,100 16,054

2030 4,095 20,500 16,405



Table 7 presents the results of the comparison of the Master Plan commercial operations forecast (air carrier, international, regional/commuter, and cargo operations) to the 2010 TAF forecast (air carrier and air taxi operations).

The base forecast annual commercial operations vary from the TAF by slightly less than the total operations forecast, ranging from a maximum of 12.22 percent in 2011 to 9.11 percent in 2015 (5-year window) and to 9.58 percent in 2030. Considering only commercial operations, the variances of the base forecast from the 2010 TAF exceed 10 percent in 2011, 2012, 2013, but subsequently remain below a 10 percent variance through 2030.

In reviewing the variances in operations between the Master Plan forecasts and the 2010 TAF, it is noted that the variance generally diminishes over the planning horizon between 2011 and 2030. While the variances of the base forecast total operations exceed FAA’s criteria within the 5-year window, it is reasonable to address the differences between the forecasts qualitatively in the Master Plan documentation. The following factors were considered during the review of the forecasts:



Table 7 Aircraft Operations Comparison – Commercial Operations

Year

2010 FAA TAF Commercial Operations

(Fiscal Year)

Master Plan Commercial Operations

(Calendar Year)

Variance: Master Plan Commercial

Operations from TAF


from TAF

Historical

2006 588,150 596,769 -8,619 -1.47%

2007 605,166 633,660 -28,494 -4.71%

2008 625,499 668,120 -42,621 -6.81%

2009 607,959 681,860 -73,901 -12.16%

2010 622,619 695,220 -72,601 -11.66%

Forecast

2011 632,200 709,440 -77,240 -12.22%

2012 649,320 723,460 -74,140 -11.42%

2013 666,280 738,920 -72,640 -10.90%

2014 686,134 753,820 -67,686 -9.86%

2015 705,100 769,340 -64,240 -9.11%

2016 721,378 786,560 -65,182 -9.04%

2017 738,036 804,000 -65,964 -8.94%

2018 755,083 822,640 -67,557 -8.95%

2019 772,530 842,080 -69,550 -9.00%

2020 790,383 862,340 -71,957 -9.10%

2021 808,655 882,620 -73,965 -9.15%

2022 827,353 903,300 -75,947 -9.18%

2023 846,490 924,380 -77,890 -9.20%

2024 866,074 946,040 -79,966 -9.23%

2025 886,298 967,980 -81,682 -9.22%

2026 906,630 991,240 -84,610 -9.33%

2027 927,622 1,014,940 -87,318 -9.41%

2028 949,107 1,039,120 -90,013 -9.48%

2029 971,096 1,063,940 -92,844 -9.56%

2030 993,600 1,088,800 -95,200 -9.58% Notes: 1/ Master Plan commercial operations include air carrier (majors/nationals, regionals/commuters, international,

cargo, air taxi). 2/ TAF commercial operations include air carrier and air taxi and commuter operations. 3/ TAF operations represent federal fiscal year; MP operations reflect calendar year.





Actual load factors have exceeded the load factors assumed in preparing the Master Plan forecasts as airlines have removed excess capacity from their systems. The result is that enplanements do not vary significantly but those enplanements are transported on a fewer number of flights with increased load factors.

While limited in impact, the fact that the TAF is prepared on a fiscal year (FY) basis and the Master Plan is prepared on a calendar year (CY) basis contributes to the variance between the two forecasts. Based on an analysis of 2008, 2009, and 2010, the CY historical activity exceeded the FY historical activity in 2 of the 3 years. Loosely projecting the trending of this data suggests that the CY activity will continue to exceed the FY activity in the short term. While the impact is generally limited, this difference in the periods of comparison can contribute to understanding the significance of the variance between the two forecasts.

III. Existing Conditions

3.1 Airport Overview The Airport is situated on over 34,000 acres (53 square miles) of land located primarily within the City and County of Denver; however, portions of the perimeter of the Airport are located in Adams County. The airfield at Denver International Airport includes six runways configured as two sets of parallel runways oriented in a north-south direction (Runways 16L-34R, 16R-34L [16C-34C], 17L-35R, and 17R-35L) and two crosswind runways oriented in an east-west direction (Runways 7-25 and 8-26). Five of these runways are 12,000 feet long and, with the exception of runway shoulders that are programmed to be upgraded, are designed to accommodate aircraft within Airplane Design Group (ADG) V. Runway 16R-34L [16C-34C] is 16,000 feet long and 200 feet wide and is designed to accommodate aircraft within ADG VI. All runways are designed to accommodate Aircraft Approach Category D (speed 141 knots or more but less than 166 knots) operations. The characteristics of the runways and their instrumentation are listed in Table 8.

All of the runways at the Airport are equipped with Instrument Landing Systems (ILSs) that allow for ILS Category I approaches. In addition, all runways ends with approaches to the north (Runways 34L [34C], 34R, 35L, and 35R) support ILS Category III approaches. The FAA has approved established triple independent simultaneous instrument approaches to parallel Runways 17R-35L and 17L-35R, which are separated by 5,280 feet, and Runway 16L-34R, which is separated by 7,600 feet from Runway 17R-35L. The 2,600-foot separation between Runways 16R-34L [16C-34C] and 16L-34R allows for staggered instrument flight rule (IFR) operations, with aircraft arriving on Runways 16R [16C] and 16L in a south flow configuration. The 2,600-foot separation also meets wake turbulence requirements allowing simultaneous operations by heavy aircraft allowing use for independent arrivals during visual flight rules (VFR) conditions.

The terminal complex is located in the center of the airfield and consists of a landside terminal building (the Elrey B. Jeppesen Terminal) and three linear satellite concourses (A, B, and C) located north of the terminal and oriented in an east-west direction. The terminal is located between two sets of parking garages and is accessible from both sides. The terminal consists of seven levels encompassing a total building area of approximately 2.1 million square feet, including a central atrium that is walled by glass and covered by a translucent tensile membrane roof. The three concourses are linked to the terminal by an underground automated transit system. Passengers can also walk between Concourse A and the terminal via a two-level glass-enclosed passenger bridge.


Master Plan Studies Update - Phase II 16 April 2011 ALP Narrative

Table 8 Runway Characteristics

Runway

Characteristic 16R [16C] 34L [34C] 16L 34R 17R 35L 17L 35R 8 [8R] 26 [26L] 7 [7L] 25 [25R]

Length (feet) 16,000 16,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000

Declared Distances (feet) 1/

TORA 16,000 16,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000

TODA 16,000 16,000 12,000 13,000 12,000 12,000 12,000 12,000 13,000 12,000 12,000 13,000

ASDA 16,000 16,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000

LDA 16,000 16,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000 12,000

Width (feet) 200 150 150 150 150 150

Runway End Elevation (feet above mean sea level [MSL])2/ 5321.78 5326.98 5349.94 5353.71 5377.83 5433.85 5328.08 5369.98 5354.31 5294.37 5350.26 5355.05

Touchdown Zone Elevation (MSL)2/ 5326.30 5326.98 5356.80 5353.71 5391.86 5433.85 5338.45 5369.98 5354.31 5309.15 5351.53 5355.05

Runway End Coordinates 39°53'44.869"N 39°51'06.793"N 39°53'49.330"N 39°51'50.775"N 39°51'40.483"N 39°49'41.926"N 39°51'53.827"N 39°49'55.270"N 39°52'39.202"N 39°52'38.077"N 39°50'27.402"N 39°50'26.364"N

104°41'45.901"W 104°41'47.717"W 104°41'12.500"W 104°41'13.878"W 104°39'36.556"W 104°39'37.984"W 104°38'28.697"W 104°38'30.155"W 104°39'44.027"W 104°37'10.148"W 104°43'35.964"W 104°41'02.171"W

Load Bearing Capacity (1,000s of pounds)3/

Single Wheel 100 100 100 100 100 100

Dual Wheel 200 200 200 200 200 200

Dual Tandem Wheel 380 380 380 380 380 380

Double Dual Tandem Wheel 850 850 850 850 850 850

Runway Design Category D-VI D-VI D-V D-V D-V D-V D-V D-V D-V D-V D-V D-V

Shoulder Width (feet) 40 25 25 25 25 25

Surface Composition Grooved Concrete Grooved Concrete Grooved Concrete Grooved Concrete Grooved Concrete Grooved Concrete

Markings Precision Precision Precision Precision Precision Precision

ILS Category I III I III I III I III I I I I

Runway Lighting4/ HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL HIRL, CL, TDZL HIRL, CL HIRL, CL, TDZL HIRL, CL, TDZL HIRL, CL

Approach Lighting Aids5/ MALSR, PAPI ALSF-2, PAPI MALSR, PAPI ALSF-2, PAPI MALSR, PAPI ALSF-2, PAPI ALSF-2, PAPI ALSF-2, PAPI MALSR, PAPI MALSR, PAPI MALSR, PAPI MALSR, PAPI

NAVAIDs6/ LOC, GS, OM,

RVR LOC/DME, GS, OM, IM, RVR

LOC, GS, OM, RVR

LOC/DME, GS, OM, IM, RVR

LOC, GS, OM, RVR


LOC, GS, OM, RVR


LOC, GS, OM, RVR

LOC, GS, OM, RVR

LOC, GS, OM, RVR

LOC, GS, OM, RVR

Notes: 1/ TORA: Takeoff Run Available; TODA: Takeoff Distance Available; ASDA: Accelerate-Stop Distance Available; LDA: Landing Distance Available 2/ Runway end and touchdown zone elevations are based on the North American Vertical Datum of 1988 (NAVD88). 3/ Utilizing the draft Advisory Circular 150/5335-5B (DRAFT), Standardized Method of Report Airport Pavement Strength-PCN, Boeing Airport Technology calculated a pavement classification number (PCN) of 96 R/B/W/T for Runway 8-26. A standardized pavement

section is used at the Airport and consequently, a PCN was calculated only for Runway 8-26 given that this runway accommodates the highest percentage of departures at the Airport. 4/ CL: Centerline Lights; HIRL: High Intensity Runway Lights; TDZL: Touchdown Zone Lights 5/ ALSF-2: Approach Lighting System with Sequenced Flashing Lights (ILS CAT II/III Configuration); MALSR: Medium-Intensity Approach Lighting System with Runway Alignment Indicator Lights 6/ GS: Glide Slope; IM: Inner Marker; LOC: Localizer; LOC/DME: Localizer with Distance Measuring Equipment; OM: Outer Marker; RVR: Runway Visual Range

Source: City and County of Denver, Department of Aviation, November 2010. Prepared by: Ricondo & Associates, Inc., November 2010.



Concourse A has 30 gates equipped with aircraft loading bridges, 29 of which are for narrowbody aircraft use and one of which is dedicated for widebody aircraft. Concourse B has 53 gates with aircraft loading bridges including five dedicated widebody aircraft gates, and Concourse C has 22 narrowbody aircraft gates with aircraft loading bridges. The Airport also has 46 apron parking positions for regional jets and turboprop aircraft. Many of the narrowbody aircraft gates on all concourses can accommodate widebody aircraft by utilizing and closing adjacent gates.

The FAA Terminal Radar Approach Control (TRACON) facility is located on the Airport approximately three miles south of the terminal. The Airport Traffic Control Tower, which stands 333 feet tall (to the top of the airport surface detection equipment [ASDE] radar), is located adjacent to Concourse C on the center of its south side.

Five cargo-handling facilities are located west of the approach end of Runway 35L, on the Airport’s south side. The Joint Use Cargo facility used by passenger airlines other than United is located adjacent to Runway 17R-35L and accommodates several commercial airlines that process, store, and ship airfreight. The United Airlines cargo building accommodates inbound and outbound bulk storage for domestic and international freight, container storage, and cooler storage. All-cargo carriers, primarily FedEx, UPS and DHL, occupy the remaining three facilities. These are located on a common aircraft parking apron with 33 narrowbody aircraft parking positions that can be reconfigured to accommodate different combinations of narrowbody, widebody, regional jet, and propeller aircraft.

The major components of the ground transportation system at the Airport include an airport roadway system and arterial roadways. Peña Boulevard is a limited access roadway that provides access to the terminal, air cargo complex, public and employee parking facilities, rental car agencies, and other airport facilities. This road is accessible from Interstate 70, E-470, and various arterial roadways. As of mid-2010 there are approximately 48,000 parking spaces at the Airport, of which 40,800 are for public use and 7,200 for airport employees.

3.2 Airport Reference Code and Design Criteria

The planning and design of an airport and its airfield facilities are typically based on the critical aircraft types using the airport. The FAA provides guidance for airport planning and design through Advisory Circulars (ACs) that govern airport safety and efficiency. AC 150/5300-13, Airport Design, establishes airport design standards by Airport Reference Codes (ARCs). The ARC is directly correlated to the width of the runways and taxiways as well as the width of the pavement shoulders. Runway and Taxiway Safety Areas, Object Free Areas, and minimum separations between parallel taxiways and runways are also dependent on the ARC.

The ARC is composed of two components: Aircraft Approach Category and ADG. The Aircraft Approach Category relates to the operational approach speed characteristics of the aircraft, while the ADG designation relates to aircraft wingspan and tail height. Generally, aircraft approach speed applies to planning of runway lengths and runway dimensional clearances, while aircraft wingspan and tail height relates primarily to dimensional separation criteria involving taxiways and taxilanes. FAA aircraft classifications for determining an airport’s ARC are presented in Table 9. The ARC is based on the most demanding group of aircraft utilizing an airport on a regular basis, which is defined by the FAA as 500 or more annual operations.

The Airport was originally designed and built to meet or exceed Approach Category D and ADG IV (D-IV) standards. The Airport maintained this classification for approximately one year until an increase in Boeing 777 (ADG V) operations warranted a change from ADG IV to ADG V, giving the Airport its current ARC of D-V. The extent of future use by aircraft in ADG VI at DIA is uncertain.



There are limited operations of Antonov 124 (ADG VI) aircraft at the Airport. Lufthansa is the only passenger airline currently serving the Airport that has committed to purchases of ADG VI Airbus A380 aircraft. Runway 16R-34L [16C-34C] was designed according to D-VI standards in order to accommodate new large aircraft such as the Airbus A380. An FAA-approved Modification to Standards allows for the movement of the Airbus A380 on designated taxi routes and use of operational procedures to and from Runway 16R-34L [16C-34C] and gates on Concourse A.

Table 9 FAA Aircraft Classifications for Determining Airport Reference Code

FAA Aircraft Approach Category

Approach Category Approach Speed (knots)

A Less than 91

B 91 or more, but less than 121

C 121 or more, but less than 141

D 141 or more, but less than 166

E 166 or greater

FAA Airplane Design Group Classification

Airplane Design Group (ADG) Wingspan (feet) Tail Height (feet)

I Less than 49 less than 20

II 49 up to but not including 79 21 up to but not including 30

III 79 up to but not including 118 30 up to but not including 45

IV 118 up to but not including 171 45 up to but not including 60

V 171 up to but not including 214 60 up to but not including 66

VI 214 up to but not including 262 66 up to but not including 80

Source: FAA Advisory Circular 150/5300-13 (Change 16), Airport Design, January 2011. Prepared by: Ricondo & Associates, Inc., November 2010.

3.3 Existing Runway Operating Configurations

Sheet 2, Airport Information and Data, of the ALP drawing set provides wind roses for All Weather conditions as well as differing levels of VFR and IFR conditions. The wind coverage percentages for each runway and for the entire Airport are contained in Table 10. The definition of various weather conditions and the frequency with which they occur at DIA, based on ten years of weather data, are summarized below:

VFR-1 conditions exist when the cloud ceiling is greater than 2,700 feet and visibility is greater than five miles. During those periods, there are few or no procedural constraints in terms of separations on aircraft flows. VFR-1 conditions occur approximately 91.7 percent of the time.

VFR-2 conditions exist when the cloud ceiling is greater than 1,000 feet but less than 2,700 feet and visibility is greater than three miles but less than five miles. During this weather condition, as well as those listed below, instrument procedures and aircraft separations are required. VFR-2 conditions occur approximately 3.0 percent of the time.

Category I ILS conditions exist when the cloud ceiling is greater than 200 feet but less than 1,000 feet and visibility is greater than 1/2 mile but less than three miles. Category I ILS conditions occur approximately 4.2 percent of the time.



Category II ILS conditions exist when the cloud ceiling is greater than 100 feet but less than 200 feet and visibility is greater than 1/4 mile but less than 1/2 mile. Category II ILS conditions occur only 0.6 percent of the time.

Category III ILS conditions exist when the cloud ceiling is less than 100 feet and visibility is less than 1/4 mile. Category III ILS conditions occur only 0.5 percent of the time.

Table 10 Wind Coverage Percentages

Runway Combined

(All Runways) Category Occurrence 7

(8) 25

(26) 7-25

(8-26) 16

(17) 34

(35) 16-34

(17-35)

All Weather 100.0% 44.3% 52.3% 92.6% 64.0% 35.8% 95.9% 99.5%

VFR 94.7% 43.7% 52.9% 92.8% 66.2% 33.4% 95.8% 99.5%

VFR-1 91.7% 43.1% 53.4% 92.9% 67.3% 32.1% 95.8% 99.5%

VFR-2 3.0% 61.5% 36.8% 91.2% 33.8% 70.9% 97.6% 99.3%

IFR 5.3% 54.5% 41.6% 88.8% 24.5% 80.4% 97.6% 99.4%

IFR 1 - CAT I 4.2% 55.8% 38.6% 88.3% 22.7% 81.0% 97.7% 99.4%

IFR 2 - CAT II 0.6% 51.5% 44.7% 86.9% 26.5% 79.6% 96.7% 99.3%

IFR 3 - CAT III 0.5% 47.0% 64.0% 94.8% 37.9% 76.6% 98.4% 99.5% Note: Listed wind coverage assumes a 13 knot crosswind.

Source: NOAA - National Climatic Data Center, TD3280 Digital Data for Denver International Airport, Denver, Colorado, September 1, 1998 – August 31, 2007 (73,376 observations).

Prepared by: Ricondo & Associates, Inc., November 2010.

The Airport's airfield provides extraordinary flexibility to FAA Air Traffic Control (ATC) to meet demands with its four north-south and two east-west runways.6 The individual runway arrival and departure utilization percentages for 2009 are summarized in Table 11. The various runway use configurations at the Airport and their approximate relative frequency of use and hourly capacity are illustrated in a simplified form on Exhibit 3. In accordance with AC 150/5060-5, Airport Capacity and Delay, the existing airfield, as operated by ATC in 2005 (base year), has an annual service volume (ASV) of 789,000 operations.

As noted, weather conditions that allow VFR occur at Denver approximately 95 percent of the year. Under these conditions demand is normally accommodated by aircraft arrivals to two of the north-south runways and to one of the east-west runways and aircraft departures from the other two north-south runways and the other east-west runway. Also, the airfield can be operated with three of the north-south runways used for arrivals and the one remaining north-south runway and both east-west runways used for departures. During peak period flow situations the airfield capacity with six runways is estimated to be 112 arrivals and 112 departures per hour or approximately 228 combined operations per hour.

6 FAR Part 36, Stage 2 Aircraft are not permitted to use Runway 25 for departures unless weather conditions

dictate its use. Departures by hush-kitted Stage 3 and other "noise critical aircraft" are also requested not to use this runway for departures under the Airport's voluntary noise abatement rules.



Table 11 Arrival and Departure Utilization Percentages by Runway - 2009

Percent Runway Use Runway Arrival (%) Departure (%)

Runway 16L 23.0 0.1

Runway 34R 3.1 14.9

Runway 16R [16C] 13.5 0.3

Runway 34L [34C] 0.1 9.7

Runway 7 5.5 0.0

Runway 25 0.2 22.1

Runway 8 0.0 29.6

Runway 26 8.3 0.0

Runway 17R 5.2 16.4

Runway 35L 26.0 1.0

Runway 17L 0.2 5.9

Runway 35R 14.8 0.1

Total 100 100 Notes: Totals may not add due to rounding.

Source: City and County of Denver, Department of Aviation, Denver International Airport, 2010 Annual Noise Report, January 2011. Prepared by: Ricondo & Associates, Inc., March 2011.

The strategy to utilize the crosswind runways to supplement the north-south runway configuration is generally based on the route of flight as winds permit. Westbound departures utilize Runway 25 and eastbound and southbound departures use Runway 8. This configuration is beneficial from the capacity/air traffic flow perspective. Similarly, arrivals from the west and east are assigned Runways 7 and 26, respectively, for landings when other flows permit. During peak arrival periods when winds are less than eight knots, a configuration known as North and South can be used and is defined by arrivals to Runways 16R [16C], 16L, 35L, and 35R while conducting departures from Runways 8 and 25. The use of this configuration results in a high arrival capacity while reducing aircraft travel time due to more direct airspace routing. ATC only utilizes this configuration approximately one percent of the time due to its inadequate departure capacity, which is needed during peak periods.

Runway 16R-34L [16C-34C] normally operates as a dedicated departure runway when the Airport and airspace is in north flow (Runway 34L [34C]) and as a dedicated arrival runway during south flows (Runway 16R [16C]). However, as the Airport’s longest runway with a length of 16,000 feet, Runway 34L [34C] is frequently be used for departures by long-haul overseas flights. Also, as the Airport's only runway meeting ADG VI standards, it will be infrequently used for takeoffs and landings by very large aircraft such as the Airbus A380, AN-124 and Boeing 747-8.

During weather conditions that require IFR, occurring the remainder of the year, more reliance is placed on the north-south runway system and the arrival capacity provided by the triple simultaneous independent instrument approaches from the south (Runways 34R, 35L, and 35R). The winds begin to favor a north, northwest, and northeast flows as the conditions deteriorate from VFR to IFR. Except during extremely low visibility conditions, Runways 8 and 25 often are available to supplement departures from the north-south runways. Runway 34L normally operates as a dedicated departure runway, except when needed to substitute for Runway 34R as an arrival runway during snow removal or other maintenance operations.



Under IFR, the airfield capacity with six runways varies between 192 operations per hour when the east-west runways can be used and 128 per hour when these cannot. During peak arrival periods, the three simultaneous independent instrument approaches provide an arrival capacity of approximately 96 arrivals per hour.

3.4 Design Standards and Modifications to Standards

3.4.1 Airport Design Standards

With a limited number of exceptions described in the following section, all existing runways at the Airport were designed to meet ARC D-V except for Runway 16R-34L [16C-34C] which is designed and constructed according to ARC D-VI design standards.

Table 12 lists the airport design standards identified in AC 150/5300-13 (Change 16), Airport Design, for ARC D-V and ARC D-VI. As summarized in the table and illustrated on the ALP, ARC D-V runways have been constructed at 150 feet wide and ARC D-VI runways have been constructed at 200 feet wide. The Airport was originally designed for ARC D-IV aircraft and, as such, runway shoulders were constructed to a width of 25 feet. In order to meet ARC D-V standards, the shoulders are being widened to 35 feet as airfield construction activity and pavement rehabilitation occurs. Runway Safety Areas (RSAs) at the Airport are established 305 feet from the centerline of each runway. The Airport has been advised by the local Airport District Office (ADO) to continue with prior Advisory Circular criteria that incorporate airport elevation in determining RSA half-width (250 feet + 55 feet based on airport elevation). The RSA extends 1,000 feet beyond each runway end. The Runway Object Free Area is 800 feet wide and extends 1,000 feet beyond each runway end at its full width.

The Runway Protection Zones (RPZs) begin 200 feet beyond the runway threshold. The inner width of the RPZ is 1,000 feet, the outer width is 1,750 feet, and the length is 2,500 feet for all runways. The FAR Part 77 approach surface has an inner width of 1,000 feet, an outer width of 16,000 feet, and a length of 50,000 feet. It has a slope of 50:1 within the first 10,000 feet (inner approach surface) and a slope of 40:1 for the remainder of the 50,000-foot surface.

All non-apron taxiways are constructed to an ADG V standard width of 75 feet except for Taxiways WA and WB which extend from the terminal area to Runway 16R-34L [16C-34C] and meet the ADG VI taxiway width standard of 100 feet. All taxiways within the movement area are located with centerline separations and object free areas required to accommodate ADG VI aircraft. The Airport was originally designed for ADG IV aircraft and many of the taxiways shoulders are constructed with ADG IV-compliant shoulders of 25 feet in width. In addition, many of the existing taxiway safety areas are constructed to ADG IV standards.

3.4.2 Modifications to Design Standards

As of April 2011, the Airport has obtained FAA approval for 21 Modification of Design Standards (MODS). These are tabulated on Sheet 6, Runway Protection Areas and Facilities of the ALP drawing set and reproduced in Table 13. The MODS approved to date have typically covered minor deviations from the accepted design standards and, therefore, have had little or no impact on Airport operations.



Table 12 Airport Design Standards

Standard Airport Reference

Code D-V Airport Reference

Code D-VI

Runway Width (feet) 150 200

Runway Shoulder Width (feet) 35 40

Runway Safety Area

Width (feet)1/ 610 610

Length Beyond Runway End (feet) 1,000 1,000

Runway Object Free Area (feet)

Width (feet) 800 800

Length Beyond Runway End (feet) 1,000 1,000

Precision Object Free Area

Width (feet) 800 800

Length Beyond Runway End (feet) 200 200

Runway Protection Zone (feet)

Inner Width (feet) 1,000 1,000

Outer Width (feet) 1,750 1,750

Length (feet) 2,500 2,500

FAR Part 77 Approach Surface

Approach Slope 50:1 50:1

Approach Surface (feet) 1,000 x 16,000 x 50,000 1,000 x 16,000 x 50,000

Runway Centerline to:

Parallel Runway Centerline Variable Variable

Taxiway/Taxilane Centerline (feet) 450 600

Aircraft Parking Area (feet) 500 500

Taxiway Width (feet) 75 100

Taxiway Edge Safety Margin (feet) 15 20

Taxiway Shoulder Width (feet) 35 40

Taxiway Safety Area Width (feet) 214 262

Taxiway Object Free Area Width (feet) 320 386

Taxilane Object Free Area Width (feet) 276 334 Note: 1/ As previously noted, the local ADO requires the Airport to maintain a RSA with a total width of 610 feet.

Source: Federal Aviation Administration, Advisory Circular 150/5300-13 (Change 16), Airport Design, January 2011; Denver International Airport, November 2010.

Prepared by: Ricondo & Associates, Inc., November 2010.



Table 13 Modification of Design Standards

No. Item Aircraft Design Group FAA Existing Design Standard Approved Modification Remarks Approval Authority Date

1 Distance Between Connector Taxiway VPI’s Approach Category C,

D, E, + 100 feet times sum of grade change Less than standard Due to 600’ separation and taxiway crown DEN-600 4/1/1991

2 ARFF Station – Watch/Alarm Tower Handicapped Access

Not Applicable Comply with ADA No handicap access to cupola Waived due to physical requirements of ARFF positions DEN-600 8/16/1991

3 Taxiway Edge Safety Margin at Beginning of Exits with Cockpit Over Centerlines

VI Runway widening of 5 feet required at beginning of curve

2 feet short Taxiway speeds at 90° exits are low and would require inconsistent widths.

DEN-600 7/21/1992

4 90° Runway Exit Taxiway Centerline Radius IV, V, and VI 200-foot centerline radius with spiral 150-foot centerline radius without spiral 18 mph versus 20 mph taxi speed limit DEN-600 7/21/1992

5 High Speed Exit Taxiway Centerline Spiral All Spiral Curve on Centerline of HS Taxiway Exits AC 150/5300-13 Para 413(d)

Long radius centerline curve Standard edge survey margin met DEN-600 6/28/1989

6 Pavement Edge Drop (Transverse Only) All 1½ inch maximum per A/C 150/5300-13, Para 502a (2) (e)

2½ inch maximum Improve surface runoff DEN-600 7/21/1992

7 Marking of Glide Slope Towers All Seven bands of alternating white and orange Five bands of alternating white and orange FAA-owned facility DEN-600 8/24/1992

8 MITL at PT with 7/25 and 8/26 Runway Intersections All A/C 5340-24, Paragraph 4, Taxiway Light at PT of Taxiway – Runway intersection pavement fillet

Place last taxiway light not at point of tangency but along fillet curve 10’ from edge of taxiway pavement

Applies to Runways 8/26 and 7/25 to avoid HIRL conduit DEN-600 10/2/1992

9 Taxiway WB Longitudinal Slope and Cross Slope All 1.5% maximum longitudinal; 1.5%-5% transverse 1.9815% maximum longitudinal; 1.0%-3% transverse Required for Taxiway WB to pass through Runway 34 approach lighting system

DEN-600 12/10/1992

10 24 inch Tall Edge Light Height Clearance All 6-inch clearance Approximately 5 inch clearance Boeing 720B and Douglas DC-8-70 are the only aircraft which will be operating with less than standard clearance

DEN-600 5/12/1993

11 Longitudinal Spacing of Taxiway Lights on Tangent of Taxiway P7 Near Taxiway ED

All Maximum spacing of 50 inches 62 feet ± maximum spacing Fixture omitted during construction due to confusing visual effect

DEN-600 10/5/1993

12 Delete 200 feet of Lighting and 80 feet ± of Marking from the South End of Taxiway F9 Exit

All 200-foot tangent Delete 200 feet lighting; delete 80 ± feet marking Would overlap lighting and marking for Taxiway D DEN-600 10/7/1993

13 Longitudinal Spacing of Taxiway Centerline Lights on Curve at Taxiway P7 and ED Intersection

All Maximum spacing of 12.5 feet 9.7 feet to14.6 feet spacing An in-pavement taxiway centerline light was inadvertently omitted during construction

DEN-600 4/27/1995

14 Taxiway SC Longitudinal Slope All 1.5% maximum 1.615% Keeps cargo apron slope less than 1% while maintaining line-of-sight requirements

DEN-600 4/27/1995

15 Taxiway Safety Areas V (VI) 214 feet for ADG V (171’ for ADG IV) Use of ADG IV width for grading Safety areas (grades) will be upgraded on existing taxiways to ADG V (and ADG VI where applicable) standards when taxiways are rehabilitated and/or reconstructed

ANM-600 12/12/1995

16 In-Pavement Stop Bar Lights Runway 16L-34R All A/C 150/5340-18D, 2 feet from center of fixture to and the holding side of the hold position marking

The stop bar is uncontrolled, taxiway is one way and used as a runway exit, the non-standard configuration be corrected during next rehabilitation

Painted runway hold position markings and in-pavement stop bar lights do not occur in the correct specification required in A/C 150/5340-1J and A/C 150/5340-18D

DEN-600 11/3/2005

17 Holding Position Markings on Taxiway WE All A/C 150/5340-1H, Paragraph 24, multiple holding positions collocated when distance < 50 feet

Runway 16L holding positions greater than 50 feet apart will be collocated and placed west of the glide slope critical area

Crossfield Taxiway WE is not a primary route to terminal area and will not adversely affect capacity

DEN-600 1/28/2003

18 In-Pavement Runway Lead-out Taxiway Centerline Lights

All A/C 150/5310-30B, last taxiway centerline light beyond the runway hold position marking must end in yellow lens after exiting the runway

Extend taxiway lead out lights two fixtures past runway hold position and make last lens green

An in-pavement taxiway centerline light was inadvertently added during construction

DEN-613 12/8/1998

19 In-Pavement High Speed Taxiway Centerline Lights on Standard Acute High Speed Exit Taxiway on Runway 16R-34L [16C-34C]

All High speed exit taxiway lights should conform with 30-degree angle intersection and 1,400-foot entrance spiral

High speed exit taxiway lights do not conform with standard high speed acute exit taxiway centerline

As-built high speed exit taxiway lights are offset with incorrect arc from runway centerline. FAA allows incorrect high speed exit taxiway centerline lights in current configuration as long as centerline paint marking is in correct arc.

DEN-600 9/28/2004

20 Use of Engineering Brief 63 in Tangent Sections of Taxiway F, Taxiway AN, and Taxiway B4 for Airbus A380 Aircraft Operations

VI Application of FAA Engineering Brief 63 Application of specialized program before commencing Airbus A380 operations

Airport is currently designed for ADG V operations. Special procedures in place to accommodate Airbus A380 operations at airport in future.

DEN-600 1/2/2008

21 Use of Non Standard Separation Distances From TWY Centerline to The FOMO Line on A380 Aircraft

VI 193 feet between taxiway centerline and fixed or movable object (FOMO) line

Use an ADG VI taxiway centerline to FOMO line (167 feet) on Taxiway AN between Taxiway G and International Gates A41/43-A45/47.

This meets the taxi lane to FOMO separation requirements of AC 150/5300-13, Airport Design, Appendix 9, Taxiway and Taxilane Design Rationale.

DEN-600 1/2/2008

22

Use of non-standard 75-foot wide straight taxiway sections for Boeing 747-8 taxiing operations; use of interim taxiway edge safety margin clearance for Airplane Design Group VI; and use of guidance for runway centerline to parallel taxiway/taxilane centerline separation for Boeing 747-8

VI

Taxiway width of 100 feet (Engineering Brief [E.B.] 73 and A/C 150/5300-13 Change 15); Minimum taxiway edge safety margin of 20 feet between outside of airplane wheel and pavement edge (E.B. 80 and A/C 150/5300-13 Change 15); and Separation of runway to parallel taxiway of less than the required 604.34 feet for Approach Category D aircraft (E.B.81 and A/C 150/5300-13 Change 15)

Application of specialized of program before commencing Boeing 747-8 operations per E.B. 73 and 81.

This meets taxilane to FOMO separation requirements of A/C 150/5300-13, Airport Design, Appendix 9, Taxiway and Taxilane design rationale.

AAS-2 2/4/2011

Source: Denver International Airport, November 2010. Prepared by: Ricondo & Associates, Inc., November 2010.



One of the more significant MODS currently facing the Airport is related to the increased activity of ADG V aircraft compared to ADG IV aircraft for which the Airport was originally designed. The FAA’s annual certification inspection in 1995 determined that the critical aircraft for the Airport was ADG V, upgrading it from AGD IV due to daily scheduled operations of ADG V aircraft. The runways and their separations meet or exceed this standard, however, the taxiway and runway shoulders were constructed to meet ADG IV standards. In a letter from the FAA dated December 12, 1995, it is mandated that as any existing taxiway is reconstructed or expanded, it must be improved to meet current design standards per Federal Aviation Regulation (FAR) Part 139.309(a)(2). This FAR states, “If construction, reconstruction, or significant expansion of the runway or taxiway began on or after January 1, 1988, the sponsor shall provide a safety area which conforms to the dimension acceptable to the Administrator at the time construction, reconstruction or expansion began.” The change of the ARC from D-IV to D-V requires the Airport to increase the width of shoulders from 25 feet to 35 feet, with the exception of Runway 16R-34L [16C-34C] which already has shoulders with a width of 40 feet. Also, all Taxiway Safety Areas (TSAs) must be increased to a minimum width of 214 feet, which will be deferred until airfield pavement construction or rehabilitation occurs. The TSA expansion is being completed as several projects.

Sheets 10 through 22 depict the overall Part 77 surfaces, Part 77 approach plan and profiles, and runway protection zones for each existing and future runway. All Part 77 obstructions are listed on Sheet 10 and depicted in the Part 77 approach plan and profiles and runway protection zone sheets. All vertical penetrations will be verified in an airspace analysis as part of the ongoing electronic Airport Layout Plan (eALP) project and obstructions will be mitigated.

3.5 Airport Land Use

Denver International Airport, with property encompassing approximately 53 square miles, falls mostly within the jurisdiction of the City and County of Denver, but has outlying portions in Adams County and the Cities of Aurora and Commerce City. In April 1988, an Intergovernmental Agreement (IGA) between the City and County of Denver and Adams County was effected that allowed Denver to annex the majority of airport property purchased by the City.

Land use for the portion of DIA within the City and County of Denver is zoned “O-2,” or Open Space. The O-2 zoning classification defines an airport as a facility that provides infrastructure and services for air travel, together with all activities necessary for, directly related to, or commonly associated with the operation of a major air carrier facility. Such services, infrastructure, and activities may include but are not limited to the following uses: landing fields; facilities for the parking, storage, fueling, repair, and rental of aircraft; passenger and baggage terminals; air cargo operations and associated facilities; public transportation infrastructure, including terminals and stations; safety facilities such as fire and police stations; open space uses such as agriculture, parks, golf courses, and recreation; energy production; retail, concessions, and other uses designed primarily to serve airline passengers and employees; manufacturing or other commercial activities which by customary practice require airside access; and office space.

In the 1988 IGA, “accessory uses” at DIA were defined as “only those land uses that are necessary for or directly related to the operation of the Airport as a major air carrier airport, including but not limited to retail or concession space designed to primarily serve airline passengers and employees, such as rental cars and parking; manufacturing or other commercial activities, which by customary practice require direct airside access; and office space directly related to aviation or airport operations.”



Also stipulated within the 1988 IGA, land use is restricted within the “Transportation Corridor” running along Peña Boulevard between Interstate 70 and Himalaya Road. Residential, commercial, or industrial development is only permitted in the Transportation Corridor south of 72nd Avenue and south and east of the designated Scenic Buffer, which extends 1,000 feet on either side of the centerline of Peña Boulevard north of 40th Avenue. All other portions of the Transportation Corridor are to be maintained as open space except for transportation uses.

The portions of DIA property outside of the City and County of Denver annexation are permitted for installing, operating, and maintaining navigational and visual aids used by aircraft, aviation weather reporting equipment, noise monitoring equipment, etc. required by the FAA for the safe operation of the Airport. As set in the 1988 IGA, this property (termed as “Clear Zones” in the Agreement) is to be maintained as “passive use (including but not limited to agriculture), which does not interfere with airport operations, clear aerial approaches, or use of any equipment” (as noted above) “as mutually agreed between Denver and Adams County or any Adams County city within which the property might lie.” Rights of way for roads and trails are permitted within these areas.

Permitted uses on DIA are also subject to height and hazard restrictions per Federal Aviation Regulation Part 77 (objects affecting navigable airspace) and related airspace studies, designated view planes to preserve views of the terminal from certain points along Peña Boulevard, noise compatibility criteria, and wildlife attraction mitigation requirements.

Sheet 21, On-Airport Land Use Plan, of the ALP drawing set depicts the land use plan that accommodates existing and planned future facilities. The following describes the Land Use Categories at the Airport and used in this drawing:7

Airfield Areas - These areas are dedicated to protect operational areas for aircraft movements other than those within the Terminal and Airport/Airline Support Areas. Included are all areas within 750 feet of runway centerlines, 217 feet of taxiway centerlines, the FAA Runway Protection Zones, deicing pads and aircraft holding aprons, and critical Object Free Areas for FAA navigational and visual aids.8 Only uses and objects that are fixed by function are allowed in these areas. Vehicle service roadways are allowed as long as they are located outside of Runway and Taxiway Safety and Object Free Areas and under Obstacle Free Zones and runway approaches. The only exceptions to these criteria are the public roadways and rail transit corridor that lie within the Runway Protection Zone for Runway 25 [25R]. Leasing within airfield areas is not permitted except for interim uses such as oil and gas wells and farm leases and other revenue-generating opportunities that will not significantly impact the operation of the airfield or the financial feasibility of airfield development projects when needed.

Terminal Area - This area is defined to include the area to be used for passenger aircraft parking, apron, taxiways, taxilanes used for gate access, concourse buildings, and the passenger terminal building. Several support uses, including the United Airlines (UAL) Aircraft maintenance facility, snow removal equipment storage, and airfield deicing material storage, are currently located in the development “envelope” for future Concourse E. These are considered interim uses and the UAL lease requires the facility to be relocated when Concourse E is needed. On the airside, the terminal

7 Exceptions for interim uses may be approved, on a case-by-case basis in writing by the Department of Aviation,

only if the leases or similar agreements allow for the establishment of the long-term use by the Airport when needed for that primary use, without additional cost or obligation to the Airport.

8 The 217 feet within taxiway centerlines consists of a 193 feet ADG VI taxiway object free area plus 24 feet allowance for service roads, when necessary. In some areas, interim design standards for ADG V aircraft provide 184 feet width (160 feet taxiway object free area plus 24 foot allowance for service roads).



area limits are defined by the boundary of the adjacent Airfield Areas, on the east and west by Vandriver Street and Oak Hill Street, respectively, on the north by Concourse E and future Taxiway Z, and to the south by the future East and West Concourses. On the landside, the Terminal Area includes all areas allocated by terminal building development/expansion and related uses, such as adjacent automobile parking, terminal curb front and recirculation roadways, parking access/exit areas, and the Airport hotel.

Terminal Support Areas - These areas include landside functions that are directly related to the support of the air passenger terminal, but are not included in Airport/Airline Support Areas. Permitted uses include rental car lots and servicing facilities, remote public parking, and commercial vehicle staging lots and terminals. Some of these uses may also be accommodated in the Terminal Area if justified by feasibility and practicality, such as space for airport administration offices.

Airport/Airline Support Areas - These areas include a number of functions related to airport and airline operational support and related activities that generally require direct airfield access: air cargo, freight forwarding, and air mail facilities; flight kitchens; airline maintenance and hangar facilities; offices for airlines, airport administration and aviation-related tenants; fuel farm; airport maintenance facilities; ARFF stations; employee parking; general aviation terminals, hangars, and aprons; and infrastructure buildings (HVAC, communications, sewer lift stations, glycol storage and recycling facilities, etc.). Some of these uses may also be accommodated in the Terminal Area if justified by feasibility and practicality.

Secure Aviation-Related Areas - These areas are located within the security perimeter of the airfield but have no specified use, as they are not accessible to the public and many airport employees. They are often affected by required lines-of-sight from the Airport Traffic Control Tower and site requirements for navigational aids and related systems. Within these constraints, these areas may include ARFF facilities, FAA navigational aids and support facilities, and airport support facilities such as electrical vaults, drainage channels and ponds, industrial waste facilities, etc. Land leases for interim uses such as oil and gas wells and farming activities are also permitted.

Airport Compatible Development – Located within the City and County of Denver, the use of these areas is limited to retail, commercial, office, industrial, and warehousing activities that are classified as “accessory uses” under the 1988 IGA and the City and County of Denver O-2 zoning classification. Open space activities, such as recreation, farming, and resource recovery, are also permitted. No residential uses are allowed in these areas. Within the Airport Compatible Development, no occupied structures are allowed within an area defined by the extended runway protection zone extended to 5,200 feet beyond runway ends. Uses that are highly sensitive to noise and vibration should remain outside of the existing and anticipated long range 65 day-night level (Ldn) noise contours and at least 1,000 feet from the runway centerline, along the runway, and up to 10,000 feet beyond the runway ends.9

Open Space – Located on airport property, but outside of the City and County of Denver, the use of these “clear zone” areas is restricted by the terms of the 1988 IGA and zoning of Adams County, Aurora, and/or Commerce City. This also contains area within the City and County of Denver and the extended runway protection zone to 5,200 feet beyond runway ends.

Principal Transportation Alignments - These areas preserve rights of way and landscaped areas for existing and future roadway and rail transportation development. These do not include driveways

9 Ldn is a calculation of the average decibel level over a 24 hour time period. All noise that occurs at night

(10:00 p.m. to 7:00 a.m.) is artificially increased during these hours.



into leaseholds. West of Himalaya Road, this use also includes the restrictions for the Transportation Corridor and associated Scenic Buffers established under the 1988 IGA.

Primary Utility Rights of Way/Easements - These corridors have been reserved for placement of major underground regional utility trunk lines that serve the Airport or that circumvent the secure airfield areas and associated height restrictions. These utilities include, but are not limited to, electric; communications; gas, fuel, and oil pipelines; and water and sewer lines.

3.6 Off-Airport Land Use

The annexation of land formerly part of Adams County was completed under the Intergovernmental Agreement (IGA) that included a goal of minimizing aircraft noise impacts from DIA by restricting residential development in the immediate airport area. The noise-related provisions of the IGA included both 60 and 65 decibel (dB) Ldn contours. These original contours, developed in 1988 for the IGA, are the composite of the contours calculated for both the Phase 1 six-runway development (the current configuration) and the contours for the ultimate 12-runway build-out of the facility. The IGA provides that new residential areas are prohibited within the Airport’s 60 dB Ldn IGA Composite Noise Contour and the Airport will maintain its annual operating contour within the composite 65 dB Ldn contour.

The Airport also maintains and publishes a set of noise contour maps depicting the noise impacts that may be expected from full development of the Airport which differ very slightly from the IGA contours southwest of the Airport. These contours are based on some updated modeling assumptions and were prepared in support of a more restrictive joint development agreement between the City and County of Denver (the Airport), the City of Aurora and a developer These contours are available to the public on the Airport’s website.

IV. Development Plan

The existing Airport components (airfield, terminal, landside, and support facilities) were analyzed to determine their capacity to serve existing and future demand through the planning horizon (2030). This analysis was subsequently used as the basis for determining general facility requirements. The methodology used to determine facility capacity and requirements generally followed industry standards, with planning factors adjusted, as appropriate, to reflect actual use characteristics at the Airport. Details on the facility requirements can be found in the Master Plan Update documentation in Section IV, Facility Requirements. The following summarizes the development plan for the Airport. Additional information on the alternatives analysis and refinement can be found in Section V, Alternatives Analysis. The proposed layout of future airport facilities is shown on Sheet 4, Airport Layout Plan. In addition, an enlarged view of the terminal area is provided on Sheet 7, Terminal Area Plan.

4.1 Airfield

The original Master Plan for the Airport envisioned a total of 12 runways. Airfield requirements developed as part of the Master Plan Update outline the need for two to four additional runways (depending upon the forecast scenario) within the 2030 planning horizon. Although the ALP will depict a total of 12 runways in order to remain consistent with the number of runways in original Master Plan and Adams County IGA, it was determined in the alternatives analysis that Runways 8L-26R, 18-36, 16R-34L [16C-34C], and 7R-25L would be the first to be implemented to meet forecast demand. Although Runways 15-33 and 17C-35C are not required within the 2030 planning horizon, these runways will be depicted on the ALP in order to protect the areas and appropriate aeronautical surfaces from incompatible development as demand exceeds levels forecast for 2030.



In general, these four runways are generally consistent with four of the six future runways depicted on the current FAA-approved ALP. As part of the Master Plan Update, the locations of runways have been refined to account changes in FAA criteria and advisory circulars, existing ATC operations, as well as projected airfield requirements.

To meet the near-term and long-term demand while minimizing delays, the Airport was designed with a flow-through airfield concept that operates the main north-south arrival runways on one side of the terminal complex and main departure runways on the other side of the complex. The east-west runways provide crosswind capability and additional flexibility for accommodating arrivals and departures when winds permit. The airfield concept proposed in the ALP maintains this flow-through operation while preserving the ability to conduct aircraft departures on one runway and aircraft arrivals to the far threshold of an adjacent staggered runway in the east and west airfields. The original airfield layout protected for this ability and the runway layout on the ALP preserves this in order to protect future operational flexibility. In addition, the runway layout preserves the ability to conduct simultaneous instrument approaches, including triple simultaneous precision instrument approaches to the north in the east airfield and ultimately quadruple simultaneous precision instrument approaches to the north using the east airfield along with Runway 34R in the west airfield. The layout also preserves the availability of crosswind runways for departures during most times with the north and south runways are being used for arrivals.

The airfield layout is planned according to existing published standards. There is potential that runway separations could ultimately be reduced depending on improvements associated with the implementation of the Next Generation (NextGen) Air Transportation System Integrated National Plan. Planning standards that may allow a reduction in the future have not been developed to date and FAA has requested that current separation criteria be maintained for planning.

4.1.1 Runway 8L-26R

Runway 8L-26R is anticipated to be the next (seventh) runway constructed at the Airport due to the operational efficiencies and projected delay savings associated with it use compared to other future runways identified on the ALP. The implementation of this runway will extend the periods of time that the North and South VFR operating configuration and other high-capacity operating configurations are in use.

The location of future Runway 8L-26R is proposed with a centerline separation of 3,000 feet, north of existing Runway 8-26 [8R-26L] and with the future Runway 8L threshold located approximately 1,425 west of the existing Runway 8 [8R] threshold. This location was established in order to minimize aircraft taxi distances while avoiding a penetration of Part 77 approach and transitional surfaces, the One-Engine Inoperative identification surface, and Terminal Instrument Procedures (TERPS) obstruction clearance surfaces by the existing Continental Airlines maintenance hangar. In addition, with a proposed initial length of 14,000 feet, the east end of future Runway 8L-26R remains clear of the floodplain associated with Box Elder Creek. As the preferred airfield development concept, Runway 8L-26R is planned to meet ADG VI standards to provide a level of redundant operational capability for periods when Runway 16R-34L [16C-34C] is unusable during strong crosswind conditions or for extended closures for maintenance such as runway pavement rehabilitation or during other operational situations.

ATC currently conducts simultaneous arrival operations to Runway 17R and departure operations on Runway 8. Prior to construction of future Runway 8L-26R, the FAA has agreed to undertake additional review of the potential issues associated with maintaining the operational practice of departing aircraft on Runways 8R and 8L while aircraft are arriving to Runway 17R. This include



the potential for intersection departures on future Runway 8L from extended Taxiway M when Runway 17R is in use for arrivals.

An extension to Taxiway L that acts as a bypass taxiway has been located west of the Runway 8-26 [8R-26L] runway safety area and localizer critical area in order to separate the movement of aircraft queuing on Taxiway M for Runway 8 [8R] departure from those taxiing to future Runway 8L on the extension of Taxiway L. This bypass taxiway would only be used by aircraft taxiing to depart from Runway 8L while conducting departures on Runway 8 [8R]. The bypass taxiway would not be used while conducting approaches to Runway 8 [8R], approaches to Runway 26 [26L], or departures from Runway 26 [26L]. During these operations, a supplemental bypass Taxiway JJ located outside of the Runway 8 [8R] runway protection zone would be utilized. The line-of-sight from the existing ATCT to the proposed bypass Taxiway L is blocked by the existing United Airlines Maintenance Hangar. FAA representatives have agreed that the Taxiway JJ and Taxiway L configuration is acceptable despite the line-of-sight impacts. A note has been added to the ALP stating that the taxiway layout is dependent on the coverage of ASDE-X and/or ADS-B at the time the taxiways are constructed. Additionally, through operational restrictions in specific (limited) runway operating configurations, the FAA indicated that the impacts of the line-of-sight shadowing can be mitigated.

4.1.2 Runway 18-36

On the current FAA-approved ALP, future Runway 18-36 was planned with a length of 12,000 feet and a width of 150 feet (ADG V), separated from existing Runway 17L-35R by 4,720 feet. The current FAA-approved ALP provided bypass taxi capability for Runway 18-36 via crossfield Taxiway Q and continuation to Taxiways R and L or M.

As part of the preferred airfield development concept, the separation between future Runway 18-36 and existing Runway 17L-35R has been increased to 5,000 feet in order to protect the ability to perform triple simultaneous precision instrument approaches in the east airfield under existing runway separation criteria. This could also provisionally allow quadruple simultaneous approaches utilizing the east airfield and Runway 34R in the west airfield.

The taxiway system developed for the east airfield incorporates bypass taxiways around the north ends of Runways 17R-35L, 17C-35C, 17L-35R, and 18-36. The flow through nature of the Airport generally relies on use of the runways in the east airfield for departures in south flow and arrivals in north flow. In order to reduce taxi distances via the proposed bypass taxiways, the runway has been shifted to the north by 1,075 feet. The length and width of future Runway 18-36 would remain the same as shown on the current approved ALP.

The implementation of NextGen is anticipated to include operational improvements for airports in the United States, including a reduction in the minimum lateral separation between runways serving simultaneous instrument approaches. It is unclear at this time what minimum runway separation would be allowable, but it is anticipated that this information would be available in the next 10 to 20 years as implementation of NextGen continues. Until the full operational improvements associated with NextGen are known, the FAA has directed the Master Plan Team to follow current standards and advisory circulars for airfield planning. Reduced lateral separation would reduce taxi distances to future Runway 18-36. The opportunity exists to reduce this lateral separation in the future when the FAA releases relevant planning criteria.

4.1.3 Runway 16R-34L

On the current FAA-approved ALP, future Runway 16R-34L is planned with a length of 12,000 feet and a width of 150 feet (ADG V). The separation between future Runway 16R-34L and existing Runway 16R-34L [16C-34C] is 3,800 feet. The current FAA-approved ALP provided bypass taxi



capability for future Runway 16R-34L via crossfield Taxiway C and continuation to Taxiways B and B4.

As part of the preferred airfield development concept, the separation between future Runway 16R-34L and existing Runway 16R-34L [16C-34C] has been reduced to 3,300 feet to preserve the ability to conduct departures on Runway 16C and arrivals to Runway 16R and simultaneous independent IFR approaches to 16L. The length and width of future Runway 16R-34L remain as shown on the current ALP.

Similar to the east airfield, the taxiway system developed for the west airfield incorporates bypass taxiways around the south ends of Runways 16R-34L, 16C-34C, and 16L-34R. The flow through nature of the airport generally relies on the use of runways in the west airfield for arrivals in south flow and departures in north flow.

4.1.4 Runway 7R-25L

Future Runway 7R-25L is planned with a length of 12,000 feet and a width of 150 feet (ADG V). The planned separation between future Runway 7R-25L and existing Runway 7-25 [7L-25R] is 5,200 feet in order to accommodate aviation facilities along the Peña Boulevard corridor. The threshold of future Runway 25L will be aligned with the threshold of existing Runway 25 [25R] to provide the capability to conduct independent operations with departures on Runway 25L during arrivals to Runway 34R. All other runway dimensions and separation distances remain the same as shown on the current ALP.

Providing a bypass taxiway around Runway 7-25 [7L-25R] to access Runway 7R-25L (without relocating the Runway 7-25 [7L-25R] threshold) is not practical given the location of existing terminal area roadways. Representatives from the FAA indicated that the proposed geometry is acceptable. Opportunities for enhancing efficiency through operational procedures will be explored in greater detail during runway design. This includes intersection departures from Taxiway B3 on Runway 25R while Taxiway G is used by aircraft taxiing for departure from Runway 25L.

4.2 Terminal

The original layout of the terminal planned for incremental expansion to the south, increasing the number of terminal modules from three to an ultimate of six modules and doubling the size of the terminal. As part of the facility requirements analysis, it was determine that two additional terminal modules would be required to meet passenger demands associated with the 2030 base forecast with additional terminal processing area required in the years beyond 2030.

The existing three concourses encompass approximately 150 total gates. The existing linear satellite concourses have the capability to be expanded to accommodate a total of approximately 200 gates. In addition to these existing concourses, future Concourses D and E were originally planned to accommodate an additional 120 to 140 total gates, providing the capability for a total of over 300 gates. The number of gates required to meet the 2030 base demand scenario is 255.

The Automated Guideway Transit System (AGTS) is the only system available for passengers to travel between the terminal and Concourses B and C, and alternatively to Concourse A. With incremental improvements to train headways via changes to the train control system, the addition of a track cross-over south of the existing terminal station, and the purchase of additional vehicles, peak period system capacity is approximately 7,600 passengers per hour in each direction. The 7,600 passengers per hour figure equates approximately to the demand associated with the ultimate expansion of Concourses A, B, and C, depending on the volume of inter-concourse connecting passengers and passengers utilizing the Concourse A pedestrian bridge to access the Terminal.



In order to accommodate demands associated with Concourses D and E, prior AGTS planning suggested expanding the existing “out and back” shuttle configuration into two independent loops passing back towards the terminal via the concourse outer subcores and then onto the existing “spine” at the south end of the enlarged terminal. The capacity of this concept would be approximately 18,000 passengers per hour in each direction, enough to accommodate the additional demand associated with future Concourses D and E and beyond. Furthermore, the operation of two independent AGTS loops would provide redundant capacity during periods when the train malfunctions.

Given the implementation costs and terminal area impacts associated with construction of a looped train system, alternatives to the development of Concourse D and E were explored. Upon exploration and refinement of over two dozen alternatives, a concept with concourses located directly east and west of the existing terminal building was defined. These double-sided concourses would be served by an independent people mover system or by an extension and looping of the existing AGTS. The benefits of this concept are outlined below:

Eases reliance on a single vulnerable transportation system Reduces passenger and baggage travel times and better accommodates higher than originally

planned originating and terminating passenger demands Provides long term flexibility and growth capabilities Does not preclude ultimate development of Concourses D and E if AGTS capacity can be

increased beyond that which is technically feasible and practical at the present time Addresses existing AGTS capacity limitations (prior to making a decision on the preferred

concourse development, further detailed analysis is needed to evaluate the capacity of the AGTS in light of any system technological advancements)

A new layout for the South Terminal is proposed on the ALP that orients the building in an east-west direction. This layout was modified from the original master plan to address the following terminal planning challenges:

Accommodates evolution of airport passenger demand characteristics Meets vehicle circulation and curbside demands Resolves vertical and horizontal terminal roadway geometry issues Provides long term flexibility and post-2030 growth capabilities beyond the originally

planned Terminal Modules 4, 5 and 6 Optimizes utilization of existing infrastructure Integrates rail station, hotel and plaza

4.3 Landside / Ground Transportation

4.3.1 Access Facilities

It is envisioned that Peña Boulevard will remain the primary access route into the terminal complex, cargo, parking, and rental car facilities. This road is currently three lanes in each direction and is planned for ultimate expansion to five lanes in each direction between the Terminal and 56th Avenue. The ultimate plan is to have a collector-distributor roadway system south of 56th Avenue.

E-470, a toll road operated by an independent tollway authority and located just west of the airfield with a major interchange at Peña Boulevard, is of growing importance in serving the eastward, southward, and northward expansions of the metropolitan area and providing improved airport access to and from Colorado Springs, Boulder, and Fort Collins.



A route alignment is planned for the construction of an electrified commuter rail connection between the Airport and downtown Denver and is scheduled for operation by 2016. Once entering Airport property at Peña Boulevard and Interstate 70, the rail corridor is planned to run along the east and south sides of Peña Boulevard. In the vicinity of Piccadilly Road, the rail is planned to cross over Peña Boulevard and follow the north side of 78th Avenue past the rental car facilities and into a station placed at the south end of the Terminal.

4.3.2 Rental Car Facilities

Adequate space for rental car expansion to meet needs until approximately 2020 is available within the existing rental car area along 78th Avenue. Beyond 2020, it is projected that rental car companies will exceed the available space in the existing rental car area and implementation of a consolidated rental car facility served by a consolidated busing operation or landside automated people mover will be explored, as well as the option for parking structures and/or brand "family" consolidation on the existing sites.

4.3.3 Parking

Terminal parking is located in three structures on the east side of the terminal building and four on the west side of the terminal. Additional parking garages can be located north of the existing garage on both sides of the terminal and south of the existing garages on the east side of the terminal. Additional garages are planned adjacent to and south of the future south terminal. Parking capacity can also be added by constructing surface lots or parking structures, as needed, in the areas remote from the Terminal.

4.3.4 Landside People Mover

A conceptual landside people mover has been included on the ALP and could be utilized to transport passengers between parking facilities, rental car facilities and other development in the Peña Boulevard corridor and the Terminal. The alignment of the landside people mover on the ALP is shown along the north side of Peña Boulevard until reaching Jackson Gap Street at which point it crosses under Peña Boulevard and runs along the south side and back to the train station at the south end of the Jeppesen Terminal. The justification, final alignment and the number of stations will be determined during future planning and programming.

4.4 Support Facilities

Air cargo facilities at DIA were originally planned to be developed on the north side of the Airport, accessed via 114th or 120th Avenues. However, the proximity of the south side of the Airport to the existing regional cargo handling and distribution infrastructure along the Interstate 70 corridor caused a relocation of the planned air cargo facilities to the area south of the terminal complex. The need for additional cargo facilities in the near term (10 years) is limited, but a 40 percent increase in facilities is projected over the long term (20 years)

The capability for expansion of the cargo area to accommodate additional facilities is limited due to the land reserved for development of future Runway 7R-25L and future Taxiways A, F and G, and the related airspace and sight line issues. The originally planned cargo area on the north side of the Airport remains available for expansion with most rough grading and utilities completed and this space is identified for continued preservation for future cargo facility development..

Expansion of general aviation, aircraft fueling, deicing fluid recovery, and airport maintenance facilities and development of a consolidated material handling facility is planned by 2030. Limited



or no expansion of flight kitchens, belly freight, airline ground support equipment maintenance, and airline aircraft maintenance facilities is anticipated.

The relocation of an existing aircraft rescue and firefighting (ARFF) station and the construction of four additional ARFF stations are planned to accommodate the full build out of the airfield to twelve runways. The ARFF stations have been placed to remain in compliance with Denver Fire Department policies that prohibit primary responding ARFF equipment from crossing runways.

The amount of cab space in the existing airport traffic control tower (ATCT) is limited and may not accommodate an eighth or ninth runway. There are two options protected to provide sufficient coverage for the airfield. The first option includes construction of two ATCTs; one located in the west airfield and a second located in the east airfield. The second option entails construction of a taller and larger ATCT located near the existing ATCT and adjacent to Concourse C.

V. Development Plan

The development plan for the proposed facilities presents the recommended facility improvements in a manner that is based on the character and rates of growth anticipated under the previously described forecast scenarios.

Since actual growth may vary from that which has been projected, the proposed development plan includes a discussion of factors that are expected to trigger or influence a development action. This approach offers the Airport the ability to assess actual demand and the flexibility to respond effectively. Through regular monitoring and analysis of statistics and an understanding of the potential impacts of various trends, the Airport can respond in a strategic manner to meet tenant and user needs by developing demand-driven facilities in a timely manner. However, in dealing with a dynamic industry and related uncertainties, close management review is needed of benefits versus costs and of related risks before making decisions to finalize plans and commence construction.

The development plan outlined herein reflects near-term and long-term components, defining the ultimate configuration of the Airport over the planning horizon. Additional information on the implementation plan can be found in the Master Plan Update documentation.

The Section is subdivided into three discussion topics:

Factors that determine timing and need for implementation – discusses general criteria upon which decisions for facility development should be based and identifies specific implementation indicators.

Near-Term Development (0-10 year time frame) – outlines development projects that are considered to be near-term (up to ten years) needs.

Longer-Term Development (11-20 year time frame) – presents projects that are considered to be intermediate-to-long term needs.

The Airport is fortunate that its master planned facilities extend well beyond the 20-year time frame, with areas set aside to accommodate development needs for airfield, terminal, and landside development far into the future.

5.1 Factors Influencing Implementation and Development Phasing

In general, implementation of the development plan should be based on demand and the need to provide additional capacity. Implementation decisions will also reflect sustainability as a core objective, with consideration given to initiating projects that accommodate the Airport’s forecast demand, reflect applicable aviation standards, reduce environmental impacts, maintain economic



growth, and achieve social progress. Ideally, projects should be implemented in adequate time to serve the needs of growing demand, but not so early that facilities are underutilized. Similarly, management and operational policies can drive the optimization of facilities, influencing the future scope and timing of future development. The ability to time implementation correctly requires an understanding of the factors that trigger facility development, ongoing data monitoring and analysis to identify when action should be taken, and an organizational structure to implement project planning and construction when demand dictates. Focused planning and programming as an intermediate step is critical as it is required to refine and adjust projects as warranted prior to the start of design and construction. The timing of implementation also has to consider the financial implications of development decisions.

5.1.1 Volume and Character of Growth

The volume and character of activity is one factor in determining when development should occur. Activity characteristics such as the levels of connecting passengers versus originating and departing (O&D) passengers may require different improvements regardless of total passenger counts. The number of operations by various sizes and types of aircraft will also influence facility requirements. It is essential that the overall activity monitoring account for all elements of activity and that the characteristics of that overall activity, especially the project “drivers”, are understood.

There are many metrics used to determine the rate and character of growth in any particular area of the Airport. For instance, overall performance of the airfield may be measured by average aircraft delay, annual service volume, or other metric. Various other statistics need to be analyzed in order to determine the timing and detailed scope of Airport facilities development.

5.1.2 Relocation and Replacement of Displaced Facilities

While DIA has master-planned expansion areas for various needs, the future expansion of terminal, cargo, or airfield facilities to meet specific demand could impact existing buildings or other facilities. The need to minimize disruption of Airport and tenant activities can influence project phasing. This means that detailed planning, design, and phasing analysis are necessary to ensure that the operational impacts of any facility relocations or replacement are defined, communicated, and minimized.

5.1.3 Regulatory Requirements and Technological Changes

Changes in technology, airline operating policies and procedures, and security requirements need to be considered, including such recent trends toward e-ticketing and self-service units, de-peaked “rolling hubs” for flight scheduling, and security inspection process improvements and related technologies for passengers and baggage.

5.1.4 General Criteria for Planning Implementation

There are several criteria that should be considered when phasing development projects, including the following:

Ensure that sufficient time is allowed – This includes completing the necessary planning, obtaining required regulatory reviews and approvals, coordinating with appropriate stakeholders, and undertaking final design and construction to ensure that the development project is in place and operational to meet demand. On many major projects, the time for this process through project delivery can exceed two years or considerably more if full federal environmental review under the National Environmental Policy Act is required.



Minimizing operational impacts – This includes minimizing gate loss or other tenant impacts, minimizing closure of runways and taxiways to avoid the loss of interim capacity and/or the generation of unnecessary or avoidable airfield congestion and delay, maintaining roadway and parking facility accessibility, and minimizing passenger inconvenience and confusion.

Maintaining a logical sequence of development – Near-term development projects should be configured to consider further long-term development, protecting the flexibility of future options and minimizing the potential need for future facility relocations or impacts.

5.1.5 Implementation Indicators

Various development projects will be triggered by certain levels of activities. These “indicators” signal the impending need for additional or modified facilities given present demand/capacity relationships.

5.1.5.1 Airfield Indicators

Several indicators can signal the need for additional airfield capacity. The most prominent indicator is average aircraft delay. When the Airport reaches a defined level of delay, planning for additional airfield capacity should begin. The future airport layout plan for DIA depicts six additional runways in its ultimate 12-runway configuration. The timing of the full airfield development is undefined and should be planned by carefully considering characteristics of the entire airfield and its operational performance. While benefit-cost analyses will be the determining factor in major airfield projects, industry experience and FAA planning criteria suggest that anticipated aircraft annual average delay levels of more than four to six minutes or aircraft operations levels reaching 80-85 percent of airfield Annual Service Volume should trigger the start of the detailed planning/environmental process.

Delayed taxi operations resulting from the congestion of Airport taxiways and aprons may warrant the expansion of other airfield facilities. Expansion of the deicing pads may be required if the Airport is experiencing extended queues and delayed departures and/or increased secondary deicing need due to an increased occurrence of exceeded holdover times.

5.1.5.2 Terminal/Gate Indicators

The timing for terminal/gate expansion or development will be based on airline demand for additional facilities, and Airport use and lease policies, and the desired level of service to customers. Indicators related to terminal capacity, including excessive delays in passenger processing (e.g., security), reduced levels of service, increased levels of sustained gate utilization, and delays due to aircraft gate occupancy. Planning for future terminal facilities must also consider airline characteristics such as differences in operating procedures for low-cost and mainline carriers. Given the relationship to terminal facilities, curbside demand and congestion will influence the need for and scope of terminal improvements to ensure that the curbside capacity is maintained in balance with that of the terminal components. Lead times of two years or more can be necessary in defining project timing.

5.1.5.3 Parking Indicators

The primary indicator for parking development is parking occupancy in the peak month. Expansion planning should be initiated when average peak month occupancy reaches 90 percent of total capacity, so that improvements can be in place when needed. Other indicators may include rate of growth, type of growth, and the introduction of other forms of transportation to the Airport. Airport management and operation policies will influence the indicators for additional parking development,



particularly as off-Airport facilities may be developed that temper the demand for additional facilities.

5.1.5.4 General Aviation Indicators

The number of private and corporate-based aircraft is an indicator of the potential need for facilities development. Tenant demand typically signals the need for additional general aviation facilities. Growth in the number of general aviation operations and based aircraft can indicate the need to initiate planning for hangar or apron expansion. The expansion of general aviation facilities will also be dependent on the amount of activity accommodated by the three reliever airports in the Denver metropolitan area: Centennial, Front Range, and Rocky Mountain Metropolitan Airport.

5.1.5.5 Cargo Indicators

Cargo facility development is driven largely by tenant demand. Assessing the growth of such indicators as cargo tonnage, cargo aircraft operations, and fleet mix, the Airport can anticipate demand and planning for cargo tenant expansion. Regulations will also influence the need for and timing of cargo and related facilities.

5.2 Near-Term Development (0-10 year time frame)

The following major capacity-related projects are currently anticipated to be constructed within the next ten years (through 2020). These facilities and projects are shown as short range and are depicted in blue.

5.2.1 Airfield

Runway 8L-26R – This project entails construction of Runway 8L-26R and associated taxiways. This runway would allow ATC to increase the utilization of the operationally desirable high-capacity runway configurations and reduce both ground delays and airspace travel times. In addition, Runway 8L-26R will reduce impacts during strong crosswinds when ATC is forced into a West only runway use configuration. This runway will also provide redundancy for Runway 16R-34L [16C-34C] which is the only runway capable of accommodating ADG VI aircraft. In additional to the runway and associated taxiway system, the program will likely include:

Deice Pad (Runway 8L) – This includes construction of up to 11 deice positions adjacent to Runway 8L for use by aircraft departing Runways 8L or 8R (can be constructed at the time of runway construction or at a future time).

Deicing Recovery Facility – This entails construction of a new deicing recovery facility near the Runway 8-26 complex for collection of spent deicing fluids from adjacent deice pads.

ARFF (Runway 8-26 Complex) – This project entails the construction of a new ARFF station to support activity associated with new Runway 8L-26R, meeting FAA safety and response requirements as well as those of the Denver Fire Department.

Airfield Electrical Vault – The project entails the construction of an airfield electrical vault to house the wiring and lighting controls for Runway 8L-26R.

Expansion of Deice Pad WA – The expansion of the Deice Pad WA will provide four to five additional deicing positions for narrowbody aircraft or three positions for widebody aircraft, necessary to accommodate activity growth. The phasing for this project may be deferred depending upon changes to management and balancing of deicing operations at the Airport.



Deice Pad D – The construction of the Deice Pad D, northwest of Concourse C, will replace Deice Pad J to accommodate the ultimate west expansion of Concourse C and provide six deicing positions for narrowbody aircraft, necessary to accommodate activity growth. The phasing for this project may be delayed depending upon changes to the management and balancing of deicing operations at the Airport.

Exit Taxiways B5 and F7 – The construction of high speed exit taxiways will help decrease runway occupancy times by allowing for early runway turn-offs.

Relocation of Exit Taxiways D6 and D8 – This project is intended to increase safety by reducing number of missed approaches to Runway 16R [16C] and decrease runway occupancy times by locating the taxiways where more aircraft can utilize them to exit Runway 16R-34L [16C-34C].

Taxiway Safety Area Upgrades – This project includes a phased multi-year widening of Taxiway Safety Area grading from FAA Airplane Design Group (ADG) IV standards (85.5 feet on either side of the taxiway centerline) to ADG V standards (107 feet) and to ADG VI aircraft standards (131 feet) in those areas where these very large aircraft may operate in the future. This project also entails a building modification to the southeast corner of the airfield lighting vault adjacent to the WA Deice Pad to meet taxilane object free area clearance requirements associated with approved Modifications of Design Standard for the operation of Airbus A380 aircraft.

Expansion of Central Utility Plant – The central utility plan will require expansion to accommodate continued expansion of the existing concourses, supplying heating and cooling for the expanded gate facilities. Expansion may occur as a satellite plant or an expansion/modification to the existing plant.

5.2.2 Terminal and Concourses

Expansion of Concourses A, B, and/or C – This entails the phased expansion of three existing concourses to provide approximately 25 additional gates and/or passenger loading positions.

Terminal Improvements – These improvements include projects to expand elements of the terminal core.

AGTS Extension and Long-Loop Crossover - This extension of the existing AGTS track and control system, including a new track crossover, will increase the capacity of the AGTS system to meet activity demands associated with the full extension of Concourses A, B, and C.

Federal Inspection Services (FIS) Facility Expansion – This includes expansion of the primary processing and baggage claim. This also includes construction of three additional international nodes on Concourse A and connecting those nodes to an extended sterile corridor.

Security Checkpoint Expansion – This project includes the expansion of up to 10 additional security screening checkpoint lanes within the Jeppesen Terminal.

Terminal Curbside Expansion – Level 6 – This project encompasses the construction of a median at Level 6 to provide additional capacity.

Baggage System – Expansion of the baggage system capacity will be necessary to accommodate forecast growth in passenger activity. Capacity increases will be required for both outbound baggage sortation and inbound baggage claim. Baggage sortation improvements will be necessary to accommodate common-use check-in operations and off-site check-in of bags, as well as to provide additional capacity. Baggage claim capacity



increases may be accommodated with a reconfiguration of the existing claim area to allow the installation of additional claim units, or with the expansion of the Jeppesen Terminal at the north and/or south ends of the facility.

T-1 Road/Public Transit Center (commercial curb expansion) – This project entails an expansion of the T-1 Road to accommodate its utilization as a commercial curbside for Regional Transit District (RTD) buses, employee parking shuttles, public parking buses, and charter buses. This expansion will allow bus parking and staging, as well as providing a bus turnaround area. The roadway will serve the RTD FasTracks rail station, allowing passengers to access the Jeppesen Terminal from the rail station.

5.2.3 Roads and Parking

Public Parking Expansion – This project(s) entails the addition of approximately 13,000 public parking spaces at either remote parking lots and/or in garages adjacent to the Terminal.

Employee Parking Expansion – This project(s) entails the addition of 1,400 airside employee parking spaces.

Peña Boulevard Widening – Tower Road to I-70 – The addition of a third lane in each direction Peña Boulevard between Tower Road and I-70 will provide three through lanes in each direction, increasing capacity. This six-mile project will be completed as demand warrants and includes bridge widening and drainage structure modifications as needed. The project will require coordination with the Colorado Department of Transportation and other agencies to be compatible with planned upgrades to the I-70 corridor.

5.2.4 Other

Hotel – This project entails the construction of a 500-room business-class hotel connected to the south end of the existing terminal building by a public plaza. The hotel will be a full service facility and include conference and ballrooms, a pool, and exercise areas.

Commuter/Light Rail Line– This project includes construction by the Regional Transit District of a commuter rail line on Airport property adjacent to the Peña Boulevard corridor from Interstate 70 to the Jeppesen Terminal. The rail will extend from a central transit hub at Denver Union Station in downtown Denver and to the Airport with multiple stops along the route.

Train Station – This project includes the construction of a commuter/light rail station at the south end of the existing Terminal Building as a terminus station for the FasTracks East Corridor rail line. The rail station includes a link for passengers to enter the Great Hall at Level 5 from the rail station.

Fuel Farm Expansion – Expansion of existing storage facilities and consideration of a second pipeline (by others) from terminal station to the Airport fuel farm to accommodate demand.

Airport Maintenance Facilities – Includes new facility for storage of airfield and snow removal equipment.

Airport Administration Office – The projects includes the consolidation of airport administration offices at a location separate from the Terminal building/Airport Office Building.

5.3 Long-Term Development (11-20 year time frame)

The full build-out of the facilities/development areas depicts on the ALP is planned to be completed incrementally as demand warrants over the planning horizon. Based on current projections and anticipated needs, the following major projects are envisioned for the 11- to 20-year planning horizon



(2020 to 2030). With time, some of these projects may be accelerated to the near-term, some may be deferred, and new projects may be added. These projects and facilities are depicted as green in the Sheet 3, Airport Layout Plan, of the ALP drawing set. It is anticipated that a decision on the preferred concourse expansion alternative will be necessary early in the long-term development horizon, based on the growth rate and character of activity.

5.3.1 Airfield

Runway 18-36 – This project includes construction of Runway 18-36 which increases airfield capacity and allows for triple simultaneous instrument arrivals in the east airfield and provisionally allow quadruple simultaneous arrivals utilizing the east airfield and Runway 34R in the west airfield. The project also includes the following enabling projects:

East Airfield Bypass Taxiway EE – This project will increase safety by limiting the number of end of runway crossings. It will also increase aircraft movement efficiency by reducing aircraft queuing.

ARFF Station (Runway 18-36) –This project entails the construction of a new ARFF station to support activity associated with new Runway 18-36, meeting FAA safety and response requirements as well as those of the Denver Fire Department.

Airfield Electrical Vault – The project entails the construction of an airfield electrical vault to house the wiring and lighting controls for Runway 18-36 and supporting taxiways.

Runway 16R-34L – This project includes construction of future Runway 16R-34L which increases overall airfield capacity and provides additional capacity in the west airfield. The project also includes the following enabling projects:

West Airfield Bypass Taxiway W - This project will increase safety by limiting the number of end of runway crossings. It will also increase aircraft movement efficiency by reducing aircraft queuing.

Deice Pad (Runway 34L) – The construction of the Runway 34L Deice Pad will provide up to eleven deicing positions for narrowbody aircraft, necessary to accommodate activity growth.

Acquisition of Koch Third Creek Gas Plant – Acquisition and remediation of this property is required for construction of Runway 16R-34L.

Airfield Electrical Vault – The project entails the construction of an airfield electrical vault to house the wiring and lighting controls for Runway 16R-34L and supporting taxiways.

Runway 7R-25L – This project includes construction of Runway 7R-25L which increases overall airfield capacity and provides additional east-west capacity. The project also includes the following enabling projects:

Taxiway G - This includes the construction of Taxiway G, including bridged portions over Peña Boulevard and 78th Avenue. This taxiway will allow access to Runway 7R-25L and provide a connection between the south and west airfields.

ARFF Station (Runway 7R-25L) – This project entails the construction of a new ARFF station to support activity associated with new Runway 7R-25L, meeting FAA safety and response requirements as well as those of the Denver Fire Department.

Crossfield Taxiway R7 – Extension of this exit taxiway from Runway 8-26 [8R-26L] to provide a more efficient and shorter taxi distance for aircraft arrivals to Runway 26 [26L].



Airport Traffic Control Tower – This project entails the construction of an airport traffic control tower (ATCT) to accommodate ATC coverage of the full 12-runway build out of the airfield. The amount of cab space in the existing ATCT is limited and may not support an eighth or ninth runway. There are two options proposed to provide sufficient ATC coverage for the airfield. The first option includes construction of two ATCTs; one located in the west airfield between Runways 15-33 and 16R-34L and a second located in the east airfield between Runways 18-36 and 17L-35R. The second option entails construction of a new ATCT located near the existing ATCT and adjacent to Concourse C, with decommissioning of the existing ATCT. This proposed ATCT site would accommodate a taller ATCT and larger cab. All three future ATCT sites are reserved on the ALP and selection of a preferred option will occur as needed to accommodate future runway development.

Deice Pad (Runway 8R) – This includes construction of up to 11 deice positions adjacent to Runway 8R for use by aircraft departing Runway 8R. This will result in a total of 22 deice positions near Runways 8R-26L and 8L-26R.

Taxiway L – The construction of Taxiway L will improve taxiway flows from Runway 17R-35L and will provide two taxiways for bi-directional taxi capability between the terminal complex and to the future East Concourse, the general aviation ramp, and the cargo area. Aircraft activity levels (especially those for cargo and general aviation aircraft) or the timing for construction of the East Concourse will determine the timing of this project

Taxiway F – The construction of Taxiway F will provide bi-directional taxi capability between the terminal complex, the future West Concourse, and Runway 7-25 [7L-25R].

Taxiway G North Extension – This project entails extension of dual parallel taxiway capability for improved flows for aircraft exiting Runway 16L-34R and accommodation of envisioned future development of additional aircraft maintenance and support facilities along the east side of this runway/taxiway system north of Taxiway WC.

Exit Taxiways R5 and B6 – The construction of high speed exit taxiways will help decrease runway occupancy times by allowing for early runway turn-offs.

5.3.2 Terminal/Concourses

South Terminal – This project entails construction of a new terminal processor located immediately south of the proposed hotel and plaza.

South Terminal Roadways – This project encompasses construction of a separate terminal roadway system to serve new terminal building, parking and related facilities.

Expansion of Concourses A, B, and/or C – This project entails completing the expansion of the three existing concourses to provide approximately 25 additional gates.

East and West Concourses – This project entails the phased construction of the East and West Concourses and includes construction of a new automated people mover system linking the new concourses to the south terminal and extension of the existing AGTS to link the south terminal to the Jeppesen Terminal. This includes realignment of roadways serving the existing Jeppesen Terminal and relocation of terminal surface parking facilities. As an alternative, Concourses D and E can be constructed in lieu of the East and West Concourses if sufficient AGTS capacity is available. This project will include:

Partial Relocation of Airport Maintenance Facilities – This entails the relocation of a portion of the airport maintenance facilities to accommodate construction of the East Concourse.



Relocation of ARFF Station #1 - This entails the relocation of ARFF Station #1 to accommodate construction of the East Concourse.

ARFF Station (Runways 15-33, 16R-34L and 7R-25L) – This entails the construction of a new ARFF station to serve Runway 7R-25L due to the relocation of ARFF Station #1. Facility to also serve Runways 15-33 and 16R-34L.

Relocation of Terminal Surface Parking Facilities – Consistent with the phased implementation of the East and West concourses, terminal surface parking will be relocated to accommodate the expanding terminal/concourse facilities. It is anticipated that the two concourses will be constructed in different timeframes. Parking relocation will occur only as warranted by concourse construction.

5.3.3 Roads and Parking

Peña Boulevard Widening – Gun Club Roadway to Terminal Split – This project provides addition of one lane in each direction on Peña Boulevard between Gun Club Road and the terminal east and west roadway split.

Peña Boulevard Widening – Tower Road to I-70 – The addition of a fourth lane in each direction on Peña Boulevard between Tower Road and I-70 will provide four through lanes in each direction, increasing capacity. This six-mile project will also include bridge and drainage structure widening as needed. The project will require coordination with the Colorado Department of Transportation and other agencies to be compatible with planned upgrades to the I-70 corridor.

Employee Parking – This project(s) entails the addition of 1,500 airside employee parking spaces and 550 landside employee parking spaces.

Public Parking Expansion – This project(s) includes a 19,000-space expansion of public parking facilities. Areas have been set aside for additional close-in parking structures and additional remote “shuttle” lots. Further study will be required, which should consider types of parking needs, impacts of changing the parking rates, impacts of transit, on-site development options, and off-site private facilities.

Picadilly Road (By Others) – This project includes the construction of a portion of Picadilly Road on airport property. Planning for this roadway by the Denver Regional Council of Governments (DRCOG) calls for up to a six-lane roadway through Airport property.

Rental Car Facility Expansion – This project entails the expansion of rental car facilities including the potential for construction of a consolidated rental car facility.

Commercial Vehicle Staging Area – This project entails the expansion of the existing commercial vehicle staging area.

5.3.4 Other

Cargo Area Expansion – This project(s) entails the expansion of cargo apron and processing building facilities by extending the existing cargo aircraft apron by approximately 325 feet to the west to accommodate increases in aircraft activity by tenants in the current cargo buildings or on the north side of the Airport, east of Runway 16L-34R.

General Aviation Expansion – This project(s) includes expansion of the existing general aviation facilities including additional aircraft apron parking, hangar, and terminal facilities.



Fuel Farm Expansion – This project(s) includes expansion of existing fuel farm storage facilities and possibly increased delivery capacity to accommodate demand.

Airport Office Space – This project entails construction of additional airport administration support space.

Landside People Mover – This project entails the planning, programming and potential development of a landside people mover to serve development in the Peña Boulevard corridor including parking, rental car, aviation-related development and commercial/collateral development. Justification for a future landside people mover will reflect actual near and long term development in the Peña Boulevard corridor as well as the accommodate traffic demands in the terminal core area.

Airport Maintenance Facilities – Includes expansion of facilities for storage and maintenance of equipment, as needed.

VI. Community Involvement and Agency Coordination

The ALP drawing set and this report do not differ significantly from the Airport Development Plan, the final Federal EIS, and the Intergovernmental Agreement between Adams County and the City and County of Denver (and concurred with by the Cities of Aurora and Commerce City). These entities served as the basis for community approvals (and referendum) on the site.

As part of the Master Plan Update, the Airport has conducted multiple public meetings and made presentations to several public organizations. In addition, a Master Plan Advisory Committee was formed and included representatives from airlines, airport stakeholders, and government agencies. The committee reviewed, evaluated and commented on Master Plan analyses.

Future airport planning studies will be fully coordinated with various government agencies, organizations, and users as required. Also, the Airport, which is owned and operated by the City and County of Denver, is subject to the city and county’s open decision-making and approval process including City Council public meetings and hearings. The Airport will also conform to all regulations in the National Environmental Policy Act (NEPA) and will hold public meetings for major environmental evaluations.

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