THE NEW JERSEY STATE AIRPORT SYSTEM PLAN: THE INTERMODAL STATION New Jersey's air transportation planning must become goal-oriented. Historically, the State Division of Aeronautics has found itself reacting to the problems presented by a shrinking airport system that lacks substantial long-term planning and legislative guidance. In fact, the New Jersey Development and Redevelopment Plan published in 1992 (which completely overlooked the New Jersey State Airport System Plan) did not mention general aviation.247 The Division has done its best to cope. However, New Jersey has never had an airport system plan that started with a socio-economic goal and worked toward it. Implementation of the federal reliever airport system has been the only goal-driven concept undertaken in New Jersey. Unfortunately, it does not address the real aviation needs of the State. Several sister states have implemented goal-oriented plans aimed primarily at securing high-end jobs for their citizens. These plans have inured greatly to their benefit and, on occasion, to New Jersey's economic detriment. New Jersey must now play catch-up. In this effort it must begin to plan its airport system, just as it does its highways, bus routes and railways. The Intermodal Station Planning is essential. New Jersey is still, as it has ever been, a state which thrives because of the intrastate and interstate transportation facilities it provides. Yet it is late in developing plans for a modern intermodal transportation system which will serve the needs of industry and provide jobs for its citizens. It must now develop a rational, systematic and systemic plan of intermodal stations. Several dozen of these intermodal stations should be located throughout the State at each terminus, each intersection of its major axes of travel and at each point where the generation of economic activity is desired. These plans, when adopted by the Legislature, will be a clarion call to the business world that New Jersey means business. The Intermodal Airport By definition, each such intermodal station must include a general aviation airport. As businesses rely more and more on business aviation-and where airport facilities are today a key factor in the decision to locate or relocate businesses-general aviation airports have become essential transportation facilities. Fortunately, the physical plant of the model general aviation airport is completely compatible with the concept of the intermodal station. (See Appendix K for a depiction of the model intermodal station). A model for such a facility would consist of sides approximately two miles long and one mile wide. It would contain approximately 1,400 acres and provide runways to accommodate the modern business fleet on a hot summer day when all aircraft require more runway to take-off. It would be located next to, and provide access and egress to, a limited access multilane highway. It would include a common terminal for rapid mass transit, transient aircraft and for local rail and bus facilities. It would provide parking facilities for more than ten thousand automobiles. It would also include rental lots for the location of commercial enterprises. It would be about the size of the Trenton Mercer Airport (much smaller than Atlantic City or Newark International). Most of the 1,400 acres would be the unimproved open space needed for clear areas, runway protection zones and building set back lines. In designing the airport portion of the intermodal station, certain principles must be established. First, an airport must be able to accommodate the needs of the modern fleet of business aircraft on a typically hot summer day. It was suggested that money could be saved by seeking to accommodate a smaller portion of the fleet, or the entire fleet on a cool day or the modal class of aircraft in the business fleet. The Commission rejects all such suggestions. When competing to secure jobs for its citizens, New Jersey would manifest no wisdom in making a long-term plan to be mediocre. Rather it must hold itself out to the business world as being the state best able to serve them. Today, businesses want their personnel to depart at any time of day, in any season, with the maximum load their aircraft can carry. New Jersey cannot tell them to wait until the weather changes or to leave passengers behind. Second, any adverse impact on host or neighboring municipalities must be minimized. Simply put: A-filtered aircraft noise above ambient levels must be substantially contained within the airport zone. Noise contours and zoning must conform to FAR Part 150 noise/land use compatibility guidelines (See Appendix H). The airport portion of the model intermodal station contemplated herein can achieve both. To design any airport, two steps are essential: (1) identifying the types of aircraft New Jersey businesses will employ (See Appendix I) and then (2) defining the amount of land needed for runway lengths, noise containment and economic viability. Types of Aircraft For the purposes of our State planning, there are five different types of civilian aircraft. The first is the heavy airline transport aircraft (up to 1,000,000 pounds). These are the aircraft served primarily by Newark International, and Atlantic City International. The next three are all general aviation aircraft. They include the modern large turbine business aircraft which weigh up to 100,000 pounds. These jet aircraft can now move entire teams of 10 to 20 executives non-stop to any place in Japan, Hong Kong, Europe or South Africa from any place in New Jersey. The small turbine business aircraft weighs up to 50,000 pounds and includes small jets and turbo props. Typically these do not carry the number of passengers nor go as far as the large turbine business aircraft, but they carry more and go farther and faster than the small aircraft. The small business aircraft include all aircraft weighing less than 12,500 pounds. This group comprises the modal class of the business fleet. It must be noted that many small business aircraft include those used for training and those used like private automobiles - alternately for individual business travel and personal travel. In addition to business aircraft, there are recreational and experimental aircraft, which typically weigh less than 12,500 pounds. Determining Land Requirements The amount of land required for a general aviation airport is a function of three parameters: runway length, noise containment and economic viability. Runway Lengths The initial parameter in determining the amount of land required for an airport is the length of the runway required for the aircraft it is meant to attract. The following table indicates the runway lengths for the different groups of aircraft and the clear areas (at each end of a runway) required by Part 77 of the Federal Aviation Regulations.248 RUNWAY CLEAR AREA TOTAL LENGTH Precision Approach Non-Precision Approach Type of Aircraft Weight Bearing Capacity Length for 95_ day On Each End On Each Side On Each End On Each Side Airline Aircraft 1,000,000 13,000 3200 x 1750 750 2200 x 1750 500 19,400 Large Turbine Business Aircraft 100,000 7,500 3200 x 1750 750 2200 x 1750 500 13,900 Small Turbine Business Aircraft 50,000 4,700 3200 x 1750 750 2200 x 1750 500 11,100 Small Business Aircraft 12,500 2,000 - 4,700 3200 x 1750 750 2200 x 1750 500 Recreational and Experimental Aircraft 12,500 2,000 - 3000 Runway Requirements For Different Types Of Aircraft The Table above shows the required weight bearing capacities, runway lengths, and resultant clear areas required for the different types of aircraft. The focus today must be on large turbine business aircraft airports which not only can accommodate all the aircraft in a particular corporation's modern aircraft fleet (thus encouraging the corporation to locate there) but also accommodate all other aircraft that would use a shorter runway. Begrudging airports the proper length for their runways compromises aeronautical and public safety and, as set forth below, effective noise abatement and the airport's economic viability. In fact, runway length directly correlates to safety of operations, effective noise containment and the economic viability of the airport. Economic Viability. Every airport, even those that are publicly owned, must be economically viable. However, this is essential in the case of the privately owned public use airport. Virtually all airport income derives from its tenants. Operations such as repair stations and flight schools, operated by the airport owner, use airport space and can be deemed to pay a certain rent based on that space.249 Quite simply, the airport operator is a landlord. Therefore, economic viability means there must be enough land available for rent. Not all privately owned airports have sufficient land to generate the rental income required to sustain themselves. Thus, in designing a model airport, a determination of economic viability provides a second parameter in determining how much land is required for an airport. Below is a description of the airport at the model intermodal facility and how the rental income from it might be calculated and how much land is required to generate that income. Noise Containment Once a determination is made as to the type of aircraft operations an airport will have, a projected noise contour map can be drawn for the airport and neighboring lands. This is possible through the application of the Integrated Noise Models developed jointly over the past 25 years by the FAA and the federal EPA. The noise contour map enables the planner to plan land use for surrounding land in a manner compatible with the airport. The planning goal is to contain the loudest noises on the airport itself, where nobody lives. For example, zoning from the outside of the runway clear zones to the 75 Ldn contour should be manufacturing, horticulture, forestry and mining. Zoning between the 75 Ldn and 65 Ldn noise contour should be commercial offices and retail and wholesale businesses. Residential use can be zoned beyond the 65 Ldn contour. In no event should a school, other than an aeronautical or trade school, be located in an area of greater than 65 Ldn. The noise contour map, as an essential planning tool, provides a final parameter in determining how much land is required. In this context of designing an airport, it must be noted that noise abatement and containment has been a major focus of the aviation industry for over 25 years. Much has been achieved and today many things inure to aircraft noise compatibility. The high bypass turbofan engine installed on virtually every new business jet is substantially quieter than the original jet engines. Significant noise containment is achieved with longer runways, which allow aircraft to cross the airport boundary at higher altitudes. The introduction of the GPS precision approach will enable aircraft to follow steep, angled, curved flight paths to the airport, designed to avoid noise sensitive areas. Zoning and municipal land use legislation has provided the most effective noise compatibility. Locating the airport in a zone where ambient noise is the same as aircraft noise creates a completely compatible noise situation. Finally, an increase in the number of airports, which accommodate modern aircraft, will divide their operation among many airports and thus reduce the noise at every one of them. Understanding the basic considerations about runway requirements, economic viability and noise containment in planning the airport portion of the intermodal facility, one can proceed to design New Jersey's model facility. The Model General Aviation Airport Portion of the Model Intermodal Station An airport, to attract and retain business, is built on a minimum of approximately 800 acres. It has a precision approach runway of sufficient length to accommodate every aircraft in the business fleet in all weather conditions (including all temperature conditions up to 95 degrees Fahrenheit) and a non-precision approach crosswind runway of approximately 70 percent the length of the main runway. Both runways will have weight-bearing capacities limited to exclude airline-type heavy aircraft and thus to ensure against the noise associated with scheduled airline service. Appendix K illustrates such an airport. Complying with Federal Aviation Administration regulations and guidelines: 400 feet from the runway centerline an area for aircraft parking will begin and 750 feet from runway centerline buildings 30 feet high can be erected. This area will be zoned for commercial or industrial use. On the other side of these buildings is a car parking area and, beyond that, an open area as required by local building set back lines. Beyond the set back lines is an access roadway. If the buildings were 300 feet deep, the parking area 100 feet deep, and the set back line 100 feet, there would be 1,200 feet from the runway centerline to the road. There would be approximately 1,300 feet-more than a quarter of a mile-to the first off airport building. Most of the sideline noise for the mix of aircraft anticipated would be retained on the site. Assuming the fair market cost of unimproved land is $40,000 per acre, the purchase of 735 acres would cost $29.4 million. Building the runways, taxiways, ramps, fuel farms, etc. would cost approximately $7.5 million. A simple terminal for air operations would cost another $1,000,000. bringing the initial capital investment to approximately $37.9 million. Assuming a fair market rental value of $0.50 per unimproved square foot, with 3.75 million square feet of unimproved commercial land available, the airport has a maximum potential gross income from "air side" rentals of $1.875 million per year. This represents a return on investment before expenses and income taxes of approximately five-percent. After expenses and taxes this return can be reduced to less than one-percent. Additionally, it would take several years to achieve this level of income, meaning several years of operating with losses. On the other hand, as Appendix A indicates, this airport can be expected to have an economic impact in its community of approximately $250 million and create over 3,000 jobs. It is apparent that even with the model facility the public benefit is infinitely greater than the private benefit. Thus it is reasonable to expect the public to pay a share of the capital investment proportionate to the division of the benefit. The Existing General Aviation Airports No general aviation airports in New Jersey measure up to the model airport. Existing general aviation airports have runways between 2,000 feet and 7,300 feet in length. The length and weight bearing capacity of the runway will determine what type of aircraft can be served by the facility. Even though this type of airport cannot be relied upon to accommodate the entire modern business fleet, it still is a source of substantial economic benefit to the State. This is true even of our airports with runways less than 3,000 feet (the threshold for small turbine business aircraft). As the table below indicates, New Jersey's 22 airports with runways less than 3,000 feet have an average annual economic impact over $2,212,000 each. No. of Runway Length (feet) Total Mean Impact Mean Jobs Airports Greater Than Less Than Impact Per Airport Per Airport 23 2000 3000 $50,884,300 $2,212,361 27 13 3000 4000 $87,998,800 $6,769,138 83 5 4000 5000 $98,383,600 $19,676,720 241 2 5000 6000 $170,337,300 $85,168,650 1,045 2 6000 7000 $403,444,600 $201,722,300 2,476 2 7000 -- $489,526,900 $244,763,450 3,004 47 $1,300,575,500 Statistical correlation to runway length: 0.941283556 0.941283556 Correlation Of Runway Lengths To Economic Impact And Job Creation The one immutable discovery of this Commission is that New Jersey cannot afford to lose any of its existing general aviation airports and, in fact, will need in the future to replace certain of those it has lost. Even an airport that does not have the physical plant to accommodate modern business aircraft is necessary for the service it currently provides. It must be planned, however, that most of these small airports will be improved to have at least one runway of 4,700 feet in length. Where possible, they must be improved to model airport specifications. The smaller airports currently serve many purposes. They accommodate substantial individual business travel. They are the "classrooms" for children who will elect careers in aviation (an industry which now represents 10% of Gross Domestic Product). They are the "laboratories" from whence new technology will emerge. They are sized appropriately to receive the emerging short- and vertical-take-off-and-landing aircraft when they come on line. They are home to New Jersey's sport and recreational aeronautical activities, air shows, and other community activities, such as Scouting and Eagle Flight. Many have historic significance and some house museums. As indicated above, they represent a substantial element of the $1.3 billion worth of economic activity generate d by the State's general aviation airports, and serve as well located land banks for inevitable future airport development. New Jersey Development and Redevelopment Plan The most egregious shortcoming of the current New Jersey Development and Redevelopment Plan is the omission of the New Jersey State Airport System Plan. Highways, railways, bus routes, car-pooling and airports require rational, coordinated and systemic planning. Not to do so is improvident and wasteful of State assets. The true intermodal station (e.g., one with an airport) is a major step in such a plan. Once a system of such stations are located, plans for all the modes of transportation can be developed -- essentially this becomes a task of connecting the dots. To locate these stations requires only a rationale, e.g., to generate economic activity - jobs - and to quickly transport citizens to those jobs and back. The planner is remiss who approaches his task without imagination and foresight. It is conceivable in the next century that all new commercial and industrial activity will develop at or near such intermodal stations. Instead of dense commercial development sprawling outward from points on rivers and along highways, isolated islands of economic activity will develop around intermodal stations. Rapid mass transit (at 200 - 250 mph) and air travel (at 550 - 2000 mph) will make short distances insignificant. Speed will be increased by computer operated, small and rapid monorail cars (or personal automobiles which can mount and dismount from monorails at high speed), moving individually, which will stop only at selected destinations or to pick up others going to the selected destination. Open spaces, green belts and residential areas will be protected between these islands of industry. The area between these islands will tend not to become urban sprawl. Development in this most densely populated State will tend to become vertical instead of horizontal. Depressed areas within the State will be revitalized by the rapid travel available between them and the jobs available in one of these islands. For the time being, this Commission urges that a plan be developed to locate at least one such intermodal station in every county and at every spot where increased economic activity is targeted in the New Jersey Development and Redevelopment Plan. This not only will provide each county with a nexus of transportation modes from whence economic activity will grow (as it has always done in New Jersey), but also an airport which will invite in those types of businesses that offer the more highly paid jobs. These intermodal stations will be connected intrastate to each other and to residential areas by surface transportation. Each station will be connected to other states, and to all other places in the world, by air transportation. In addition, the planner should sort through each of New Jersey's existing airports and determine which among them will be able (through land acquisition or otherwise) to achieve the standards of the model airport. Many will qualify to be intermodal stations. These will be essential elements in the New Jersey State Airport System Plan of the next century. The ones which do not, but which can be improved through land acquisition to 4,700 feet, will be important as New Jersey's secondary airport system of the next century. These will continue to serve the modal class of aircraft in the nation's business fleet. The few remaining airports which cannot be improved to meet either standard will continue to serve, as they do today, as essential facilities for individual business travel, education, research, development and recreation. These should be improved as much as is possible. All three will grow to be even more important to New Jersey in the next century as the fleet of general aviation aircraft continues to grow in our State. This Commission urges the Legislature to recognize that most privately owned public use airports in New Jersey need more land if they are to have the runways required to accommodate modern business aircraft, to be economically viable and to control aircraft noise. Two things are necessary to achieve this. These airports' owners need financial assistance and they need the Department of Transportation to exercise its power of eminent domain. The NJDOT has this power but has been reluctant to use it. Fears of criticism and political pressure have caused our Commissioners of Transportation to avoid airport-related issues. The few who did address these issues over the past 50 years had very short tenures. The Legislature is most capable of dealing with these types of concern and this Commission finds that New Jersey's entire airport infrastructure is desperate for a strong legislative mandate to NJDOT and New Jersey's courts to adopt and expeditiously initiate action in accord with the recommendations set forth in this report. Footnotes: 245 NJGASC, 3/26/96, page 115. 246 NJGASC, 3/26/96, page115. 247 The New Jersey Development and Redevelopment Plan (SDRP), June 12, 1992, page 58. The SDRP simply states that Policy 9 of its "Coordinated Transportation Planning", regarding aviation facilities, is to "protect and enhance New Jersey's aviation facilities to maintain statewide access to the air system. Land-based access to the State's airports, and the prudent regulation of land uses immediately surrounding airports are of particular concern." 248 Title 14 - Code of Federal Regulations, Subchapter F - Airspace, Part 77 - Objects Affecting Navigable Airspace. 249 An exception to this "rent income" model is the sale of fuel, which is a second and separate business of the airport owner. For the purposes of this discussion, however, fuel sales will not be considered. Rent income will be deemed the only means available to make an airport economically viable.