HomeMy WebLinkAbout09/07/2001HOI~tE Ot~ I~IC.~ ISLA~D
1225 Main Street [] Sebastian, Florida 32958
Telephone (561) 589-5330 ~ Fax (561) 589-5570
City Council Information Letter
September 7, 2001
CAMCO Restroom Proiect Completion - Status
As previously reported, a deadline of Wednesday September 5th was
established for CAMCO to complete construction of a~l three restroom
projects in the City of Sebastian. Final inspections were made yesterday to
ascertain the status of respective completion efforts. As such, a briefing
amongst various staff members ensued, whereby we discussed various
outstanding items. As referenced in Ralph Brescia's attached
memorandum, both the Yacht Club and Hardee Park restrooms have a
number of punch list items of minor significance, but will require a redesign
and construction of the flooring system. The Barber Street Sports Complex
facility completion now involves items relating to plumbing fixtures to soon
be installed (partially as a result of meter installation required to be
preformed by Indian River County Department of Utilities), general punch list
items, as well as redesign and construction of flooring. During the
aforementioned staff meeting, I sought legal advice from Rich Stringer,
initially to initiate termination of the CAMCO agreement. As reference in his
attached letter to Paul Palestrini, his recommendation was to grant one final
opportunity for CAMCO to fulfill obligations per the respective contract, due
to the fact that significant progress had been made towards completion of
two of the three restrooms. In addition, as he also opined, the costs of
completing the remaining work and addressing warranty issues will
substantially exceed the remaining payments per the CAMCO project.
Accordingly (and as previously reported), further payments are being
withheld until absolute completion of all three restroom projects. Essentially,
I ha~)b accepted Rich's advice (A position typically consistent with
performance bond companies due to the fact that a significant portion of
construction activity has been completed. In fact, we are currently working
to receive a confirmed position from CAMCO's bond company to this effect).
It is therefore now being directed that outstanding tasks are completed
within the next three weeks. Various department officials are meeting and
working with CAMCO representatives to finalize correction efforts as
City council Information Letter
September 7,200~
Page 2
identified on all punch lists and recent inspection processes. Feel free to
contact me shoutd any of you wish to address any concerns you may have
regarding this issue, as we witl be more than hapPY to provide further
As reported in last week's information Letter, the anticipated final Sebastian
Municipal Airport Master planning Workshop has been scheduled to take
place Tuesday September 18t~ at 6:00 P.m., in City council chambers here
Attached are your personal copies of Chapter 7 and 8 of the
at City Halt. refined alternatives (i,e. airfield facilities,
plan, outlining both . , 'derations) and respective
proposed ,. ~ .. - and envlronme.ntat co~.n~s~ ~ocument wilt serve as the
layout plans tot u~
primary outline to facilitate discussion during the aforementioned
Fed free to read and decipher its contents at your leisure.
Just a reminder about the City of sebastian's Second Annual Employee
Appreciation picnic to take place tomorrow afternoon, beginning a 12:00
p.m. atthe American Legion post 189 grounds on CoUnty Road 512.
Festivities include the city official dunk tank, food and beverage service as
various youth oriented activities. The event is anticipated to end
to by if you are able (,your chi~drenl
well a.s ~ ~, m eel free to .s. P .__~..... ~ also invited).
circa ,~:uv F.,,..__F ~_ family memu~.o ..re
grandchildren ~td oth-r
late Monday morning
Just a reminder that I will be out of the office beginning
to travel to Tallahassee for the Historic Preservation Board meeting to
represent the City of sebastian with Mayor Barnes to make a presentation
relative to our proposal for funding to finance the Sebastian City HaJt/OId
E[ementary SchoOl interior restoration effort. We are scheduled to speak
circa tale morning/early afternoon Tuesday, September 11th. We
therefore likely return to Sebastian Jate that evening, whereby I wi~ be back
in City Hall the following morning. This particular grant application cycle is
City Council Information Letter
September 7, 2001
Page 3
quite competitive, whereby a total of 94 proposals from various cities and
non-profit organizations through Florida have submitted requests totaling
$24,127,966 for respective financial assistance. As such, please wish us
luck, say a prayer, etc.
Enclosure(s):
Letter from Rich Stringer- CAMCO
Memorandum from Ralph Brescia - CAMCO
Employee Appreciation Picnic Flyer
Personal Copies - Chapters 7 and 8, Sebastian Municipal Airport Master Plan
My Documents/InfoLetter102
fill'
HOME OF PELICAN ISLAND
1225 MAIN STREET · SEBASTIAN, FLORIDA 32958
TELEPHONE: (561) 589-5330 · FAX (561) 589-5570
OFFICE OF TIlE CIT ATTOIISE$'
September 6, 2001
Paul Palestfini, President
CAMCO Services, Inc.
5135 U.S. Highway #1
Vero Beach, FL 32967
re: Sebastian Restrooms Project
Dear Mr. Palestrini:
I have reviewed the situation concerning the long-delayed completion of the three restrooms you
are under contract to construct for the City. Following our inspection of the restrooms, it is
agreed that you are at substantial completion for the l-Jardee Park and Yacht Club restrooms,
although there are several warranty/quality issues outstanding in addition to the punchlist items.
It is our position, however, that the Sports Complex Restroom is still far fi-om complete. We feel
justified in terminating your services in light of this failure to reach the deadline previously given.
However, since significant progress was made with the two substantially completed restrooms,
you will be granted one final opportunity to fuLfill your obligations under the contract. The City
Manager will discuss the timetable for completion of the Project with you personally.
In our opinion, the costs of completing the remaining work and addressing the warranty work will
substantially exceed the remaining payments due you under the contract. For tiffs reason alone, I
have directed staff to withhold any further payment until final sign-off on the project. Please be
further advised that we have received numerous notices of nonpayment from subcontractors, and
this issue will bear further examination.
For your own sake as well as ours, please devote your full attention to the prompt performance of
your obligations under the contract.
Respectfully,
R/ch Stringer
City Attorney
"An Equal Opportunity Employer"
Celebrating Our 75th Anniversary
From:
Date:
Re:
Terrence Moore, City Manager
Ralph N. Brescia, City Engineer
September 7, 2001
Restrooms Status Report
This is to advise you that as a result of an inspection of the above Camco constructed
facilities by Building Official, George Bonacci, Facilities Supervisor, Mark Veldt and myself the
following analysis is offered:
The Yacht Club and the Hardee Park restrooms have a number of punch list items of
minor significance, but will require a redesign and construction of the flooring system.
The Barber Street facility has construction items relating to plumbing fixtures, which
should be installed, and a general punch list, which needs to be corrected. The floor system
here also needs major attention.
Furthermore, for the Hardee Park and Barber Street Sports Complex bathrooms to be
ready for public use, all outside electrical and plumbing connections by City forces need to be
accomplished.
The Yacht Club requires connection to the County force main on Indian River Drive. This
needs to be accomplished by a licensed plumber.
RNB/Ik
Saturday, SepL 8, 2001
Amen'can Zegion Post 189
fouis/arma A venue, Sebasu'an
12.'00 NOON
FIRE DEPARTME ~ o~t SI-nN~MUSIC BY JOE DILl.ON
Bring your lawn chairs and join us for a day of FAMII ~Y FUN
~uItK TAIIKSPONSOR¥.D BY: _ ._..,=yBALL,
TIqE GEHRING GROUPvu,..,"-
SEBASTIAN POt JCE OFFICER'S ASSN.
REIIJRN TO I.INDA KINCI-W,N IN PUBLIC WORKS (589-5940) PRIOR TO 9/1/2001 TO BE
INCLUD¥.D IN ~ ¥OT .T .F3[ BAT .t. TOURNAMENT
I HAVE A TEAM OF 6 FORMED I WOULD LIKE TO BE INCLUDED ON A TEAM
CONTACT NAME NAME(S)
RETURN TO VAUNETTE DAVIS IN HUMAN RESOURCES PRIOR TO 9/1/2001 TO
RESERVE YOUR PLACE
ADULTS
Clfftl ~REN
CI-tH J)ILENS AGES
NAME
[] IF NEEDED, I WOULD I-~.I ~P WITH Ct.F.&N-UP Am'ER THE PICNIC
Sebastian Municipal Airport
Master £1an Update
PRELIMINARY DRAFT
CHAPTER 7 - REFINED ALTERNATIVES
CHAPTER 8 - AIRPORT LAYOUT PLANS
HOME OF PELICAN ISLAND
SEPTEMBER 2001
TABLE OF CONTENTS
PRELIMINARY DRAFT
Table of Contents
Chapter Seven - Refined Alternatives
Introduction ......................................................................................................................... 7-1
Airfield Facilities ....................................................................................................................................... 7-
Crossw/nd Runway Alternative ................................................. 7-1
CorssWmd Runway Enb. ancements ...................................................................................... 7-2
Taxiway Enhancements .............: .................................................................................................. 7-3
General Aviation Facilities ........................................................................................................................ 7-3
Relocation of Velocity .................................................................................................................. 7-3
JS Aviation Leasehold .................................................................................................................. 7
Skydive Sebastian Landing Zone ...............................................................................
7-5
Other General Aviation Factlilaes ....................................................................................
Environmental Considerations ...............................................................................................
Environmental Assessment for Re-opening Runway 9-27 ..................... ' ...................................... 7-5
Generation of Noise Contours ................................................ ~ ........................ : ................. 7-6
...... 7-7
Scrub Jay Buffer ...................................................... ' .....................................................................
Wetlands and Water Quality ......................................................................................................... ~7'77
Furore Land Use and Vegetahve Burner ..............
Summary .................................................................................................................................................... 7-7
Chapter Eight- Airport Layout Plans
Introduction ................................................................................................................................................ 8-1
Desig~ Standards ........................................................................................................................................ 8-1
Airport Layout Plan ................................................................................................................................... 8-2
Terminal Area Plan ............................................................................................................................. 8-3
Protection Zone Plans and Profiles ............................................................................................................ 8-3
FAR Part 77 Imaginary Surfaces ............................................................................................................... 8-4
Airport Land Use Plan ............................................................................................................................... 8-5
~ Airport Property Map ................................................................................................................................. 8-5
8-5
Summary ...............................................................................................................
Table 8-1
PRELIMINARY DRAFT
List of Tables
Minimum Required Airport Design Standards ............................................................................. 8-2
List of Exhibits
Exhibit 8-1
Exhibit 8-2
Exhibit 8-3
Exhibit 8-4
Exhibit 8-5
Exhibit 8-6
Exhibit 8-7
Exhibit 8-8
Exhibit 8-9
Exhibit 8-10
Airport Layout Plan Cover Sheet .................................................................................................. 8-6
Airport Layout Plan ...................................................................................................................... 8-7
Terminal Area Plan ....................................................................................................................... 8-8
Runway 4-22 Protection Zone Plans and Profiles ......................................................................... 8-9
Runway 13-31 Protection Zone Plans and Profiles ..................................................................... 8-10
Runway 9-27 Protection Zone Plans and Profiles ....................................................................... 8-11
Existing FAR part 77 Surfaces ....................................................... ~ ........................................... 8-12
Future FAR Part 77 Surfaces ................................................................................... 2 .................. 8-13
Airport Land Use Plan ............................................................................................... : ................ 8-17
Airport Property Map .................................................................................................................. 8-15
PRELIMINARY DR. AFT - 2001
REFINED ALTERNATIVES
SEBASTIAN MUNICIPAL AIRPORT
Master Plan Update
PRELIMINARY
Chapter Seven - Refined Alternatives
INTRODUCTION
This chapter revises and/or combines several of the individual alternatives presented in the previous chapter. The
refined alternatives are based on input from Airport Management, the City of Sebastian, Indian River County, the
Florida Department of Transportation (FDOT), and the Federal Aviation Adminislration (FAA), as well as
comments received during meetings with the Technical Ikeview Committee and the general public. Refinements
to the akematives analysis essentially follow the same general order of presentation utihzed in the previous
chapter. However, revisions are predominantly limited to the selected airfield and general aviation facility
alternatives, with a discussion of the environmental factors considered. No changes were made to the
navigational aids or economic development alternatives.
FACILITIES
The facility requirements analysis identified airfield improvements required for the Sebastian Municipal Airport
over the course of the planning period. The viability of several key improvements was subsequently analyzed in
the analysis of airfield alternatives. These consisted of three options for the required crosswind runway as well as
an analysis of the taxiway alternatives available. The crosswind ranway and taxiway enhancements are addressed
further in this chapter. All other airfield improvements have been considered necessary for the continued
maintenance and development of the airfield system at Sebastian Municipal and did not possess alternative
approaches.
Crosswind Runway Alternative
Improvement to the crosswind runway is by far the most significant airfield development action facing Sebastian
Municipal over the course of the planning period. As such, even the selected alternative to close Runway 13-31
and re-open Runway 9-27 provided a variety of approaches to meet the needs of the airfield. Based on the
assessment contained in the airfield alternatives, considerable discussion was generated regarding the potential
options to re-open Runway 9-27, their attributes and constraints, and the potential construction and funding
considerations that affected their implementation. It was determined in the facility requirements and alternatives
analysis that a length of 3,100 feet was required for Runway 9-27 to accommodate A-I and B-I aircraft. The
pavement of the original Runway 9-27 alignment measures 4,000 feet long by 150 feet wide. This provided a
number of opportunities for the overlay of the required 3,100 foot long by 75 foot wide runway for small aircraft
crosswind operations.
The proximity of facilities to the north and south of Runway 9-27 dictated that the lateral alignment would have to
follow the original runway centerline. This ensures that the proper offset and vertical clearances are achieved on
both sides of the new 75 foot wide runway. Re-opening the runway on either the northern or southern half of the
150 foot wide pavement would create violations to the required u'ansitienal slopes. Therefore, the reconstruction
of the new 75 foot wide Runway 9-27 will be centered on the existing 150 foot wide pavement surface.
With an existing 4,000 foot length, various options existed to displace the new 3,I00 foot length east or west
along the pavement available. Because the new runway will be a prepared surface, an offset of 200 feet is
required off each threshold. It is at this point that the associated 20:1 approach surfaces begin. As a utility
runway (serving aircraft of 12,500 pounds or less), criteria in Federal Aviation Regulation (FAR) Part 77,
PRELIMINARY DRAFT - 2001
7-1
SEBASTIAN MUNICIPAL AII~ORT
Master Plan Update
"Objects Affecting Navigable Airspace" necessitate the 20:1 surface for both visual and non-precision instrument
approaches. FAR Part 77 also requires that any public road that traverses beneath a runway's approach, maintain
a minimum clearance of 15 feet between the road and required approach surfaces. To the immediate west of
Runway 9-27 is Airport Drive West which runs north/south under the proposed approach to Runway 9. This
existing road is the controlling factor for the location of the Runway 9 approach. A distance of 300 feet at 20:1
prov/des the 15 foot clearance. This is then added to the required 200 foot offset for the beginning of the
approach surface to arrive at the overall 500 foot displacement from the end of the original Runway 9-27
pavement surface. This requ/red displacement places the threshold along the eastern half of the old Runway 18-
36 alignment, which is also 150 feet wide. Because itwas determined that the eastern half of the old Runway 18-
36 alignment would be utilized for a 35 foot wide north-south taxiway, this provided the final displacement for
the Runway 9 threshold. As such, the Runway 9 threshold has been located so that it is perpendicular or flush
with the edge of the 35 foot wide north-south taxiway. This provides an overall distance of approximately 590
feet fi.om the centerline of Airport Drive West and the proposed Runway 9 threshold.
On the far end of the proposed runway, approximately 400 feet will exist between the proposed Runway 27
threshold and the eastern edge of the original Runway 9-27 pavement. Since more than 300 feet is available
beyond the end of the original pavement edge, there is adequate space to provide public road access into the area
located just northeast of the future Runway 4-22 and Runway 9-27 intersection. This spacing was made possible
by the relocation of the I 1 ~ hole of the Sebastian Municipal Golf Course. The final configuration of Runway '9-
27 is reflected on the various sheets of the Airport Layout Plan (ALP) set contained in the following chapter.
Crosswind Runway Enhancements
It should be noted that since. Runway 9-27 will become the new crosswind runway for the airport, all of the
runway enhancements identified in the facility requ/rements for Runway 13-31 apply to Runway 9-27. These
include, but are not limited to the following:
Install Medium Intensity Runway Lights (MIR.Ls).
Construct a full length parallel taxiway to Runway 9-27 with Medium Intensity Taxiway Lights
(MITLs).
Remark Runway 9-27 after reconstruction to include non-precision runway markings.
Install Runway End Identifier Lights (REILs) to both ends of Runway 9-27.
Install Visual Approach Path Indicators (VASIs) to both ends of Runway 9-27.
It is not intended for all of the improvements listed above to be complete when Runway 9-27 is re-opened. The
phasing of these projects is included in the 20 year CIP for Sebastian Municipal and are reflected on the ALP.
Discussions during the Technical Review Committee and public meetings revealed a desire to provide additional
runway length for the crosswind runway. Given the required clearances for the approach surfaces, the only
options available would be to utilize displaced thresholds on each end or to extend the runway to the east. The
application of displaced thresholds could potentially provide an additionaI 500 feet of takeoff length for
operations on Runway 9 and 400 feet on Runway 27, given the existing 4,000 feet of pavement. However, the
application of declared distances at a non-controlled general aviation airport, along with some line of sight issues
on the Runway 9 end, limit the viability of this option at this time. In addition, the costs associated with the
proper taxiway access, to prevent back-taxi operations, further undermine the feasibility of this option.
Nonetheless, it is recommended that the 500 and 400 feet of existing pavement before the proposed Runway 9 and
Runway 27 thresholds, respectively, be preserved for potential use in the future. The other option to extend the
runway to the east is simply not justified at this time.
PRELIMINARY DP. AFT- 2001
7-2
SEBASTIAN MUNICIPAL AIRPORT
Master Plan Update
Taxiway Enhancements
The taxiway options discussed in the alternatives analysis were somewhat limited due to the airfield
configuration. Based on the recommended airfield and facility development options, there are no refinements
necessary. The recommendation to ultimately provide a full length parallel tax/way to both Runway 4-22 and
Runway 9-27 remains. Likewise, the recommendation of placing the Runway 4-22 parallel tax/way to the
northwest and the Runway 9-27 parallel tax/way to the north are necessary to support the existing facilities of the
airfield and those proposed. Due to existing conditions and operational considerations, the phasing of airfield
improvements will require the construction of the full length parallel tax/way to Runway 9-27 to occur
simultaneously with or immediately after the runway re-opening. While the option to provide a parallel tax/way
to the south of Runway 9-27 has some merit, the north parallel better supports the proposed development of
general aviation facilities. While not shown on the ALP plans, a taxiway to the south of Runway 9-27 may prove
essential for the development of the airport beyond the needs identified in the 20 year planning period.
Run-up areas a proposed for each end of the two full length parallel taxiways. The run-up area for Runway 4 has
been situated to take full advantage of the existing pavement in this location. Similarly the run-up area on the
west end of the parallel ta~0way to Runway 9-27 has been positioned on a portion of the old Runway I8-36
pavement. All of the run-up areas have been configured to allow use by multiple aircraft and to minimize the
affects of prop wash on tenant leaseholds. A fifth run-up area was included on the south side of Runway 9 alor/g
the north-sonth tax/way. Because of the aviation related development between the approach ends of Runway 4
and Runway 9, this space provides pilots an area to conduct run-ups when departing on Runway 9, without having
to cross the runway. This area, which has also been situated on e~sting pavement from the old Runway 18-36
alignment, should be marked to minimize any prop wash for the tenants located south of the Runway 9 approach.
The five run-up areas are depict.ed on the ALP in the following chapter.
GENERAL AVIATION FACILITIES
Essentially, three alternatives were proposed for the development of additional Fixed Base Operator (FBO)
facilities. The recommendations for pursuing development of an FBO and general aviation facilities relied upon
the re-opening of Runway 9-27. Before this airfield alteration can occur, the facilities of three existing tenants
would have to be accommodated in different places. The following sections provide the proposed locations to
mitigate the displacement of these tenants. All of the following recommendations are based on the logical
sequence of events that must ~'anspire in order for the closure of Runway 13-31 and re-openLng.of Runway 9-27
to occur with the minimal amount of interruption to airport operations. The following sections address the issues
related to those tenants that will be impacted by the proposed airfield development plan.
Relocation of Velocity
The four acres of Velocity's southern leasehold will be relocated to a site across the north-south taxiway, from
their northern leasehold. The configuration of this property is essentially the same as in the alternatives analysis,
but has been slightly adjusted to accommodate all of the setbacks required for the airfield. It is expected that the
site plan will have slight adjustments made before the relocation is conducted. Taking this into consideration, the
final site plan needs to consider all of the required airport design criteria, so as not to prevent the development of
airport facilities reflected in this study. The site reserved for Velocity is depicted on the ALP.
PRELIMINARY DRAFT - 2001
7-3
SEBASTIAN MUNICIPAL AIRPORT
Master Plan Update
JS Aviation Leasehold
Although there have not been a lot of discussions held between the City and JS Aviation to date, a space has been
reserved on the west side of the airport for the relocation of JS Aviation's facilities. Primary considerations for
this location were based on terms contained in the existing leasehold between the City of Sebastian and JS
Aviation. With respect to the relocation of leased premises, the existing leasehold states:
"Following the Landlord's receipt of adequate funding for the re-activation plan for runway 9-27,
as depicted by the Master Plan for Sebastian Municipal Airport and contained in the Capital
Budget of the City of Sebastian, the Landlord shall construct a comparable building on an
alternative site at the Airport, comparable in size with the Existing Premises and with appropriate
access with comparable frontage on an existing taxiway of the Airport and to relocate the tenants
existing fuel farm or in the alternative install another of comparable size and capacity. ("New
Premises") Landlord shall give Tenant written notice of completion of the New Premises. Tenant
shall, within sixty (60) days from receipt of notice, relocate its business to the New Premises."
The site reserved on the west side of the airport is the only site that can truly meet the provisions required of the
leasehold. The problem with most other sites is that there are no existing taxiways available. Only the north-
south taxiway and the partial parallel taxiway to Runway 4-22 will be available when the re-activation of Runway
9-27 begins. The partial parallel to Runway 4-22 has no landside access, especially while Runway I3-31 is still
active. The part/al parallel to Runway 13-31 does not provide adequate ah-field access and is inaccessible while
Runway I3-31 is active. With respect to airfield location, the site reserved for JS Aviation on the west side of the
airfield is the only site that provides "comparable frontage on an existing taxiway of the Airport." This locahon
will place JS Aviation fight between the approach to Runway 9 and Runway 4, very much like their current
location which is between the approaches to Runway 22 and Runway 31. Distinct advantages of the proposed site
include:
Better, safer, and more efficient access to the primaW and crosswind runways.
Offers the opportunity for JS Aviation to operate in a location that has a lot of visibility and
access with respect to the operations of the airfield.
Provides a site that is compatible with the focus of activity and future development of the airport.
Removes the existing facility from the side of the airport with the highest density of non-
compatible residential development.
All of the facilities depicted are comparable with those currently in use by YS Aviation. The most significant
impact noted is the additional drive time it may take for some of the users to access the west, versus the east side
of town. This impact, which was timed between five and seven minutes depending on origination and route of
travel, is considered minor. The area reserved for the relocated facilities of JS Aviation are depicted on the ALP.
Skydive Sebastian Landing Zone
Once the relocation of Velocity begins, Skydive Sebastian will no longer be able to utilize the North Infield area
as a landing (drop) zone for its sky diving operations. As mentioned previously, there is no lease between the
City and Skydive Sebastian for the exclusive use of a landing zone. The South Infield area is immediately
available and has been reserved for the future landing zone. Because of the City's need for additional
commercial/induslrial parcels, the site depicted in the northeast comer was not considered optimal for skydiving
operations. In addition to its reliance on the closing of Runway I3-31, it also precludes the ability for the City
and Skydive Sebastian to enter into a long term lease for its use.
PRELIMINARY DRAFT. 2001
7-4
SEBASTIAN MUNICIPAL AlP, PORT
Master Plan Update
Previously the two proposed sky diving landing zones depicted in the alternatives analysis (Exhibit 6-4) where
shown as having a radius of 300 feet. While staff of Skydive Sebastian provided this dimension during the
inventory phase of the study, the current owners and users of the facility expressed a concern about the drop zone
size. As a result the 2001 Skydiver's Information Manual, which is published by the United States Parachute
Association, was consulted. The following excerpt is from Section 2 -Basic Safety Requirements (page 9) of this
document:
DROP ZONE REQU. rRMENTS
1. Areas used for skydiving should be unobstructed, with the following minimum radial
distances to the nearest hazard:
a. solo students and A-license holders - 1 O0 meters
b. B- and C-license holders - 50 meters
c. D- license holders - unlimited
2. Hazards are defined as telephone and power lines, towers, buildings, open bodies of
water, highways, automobiles, and clusters of trees covering more than 3,000 square
meters.
3. Manned ground-to-air communication (e.g., radios, panels, smoke, lights) are to be
present on the drop zone during skydiving operations.
Using these industry guidelines, the landing/drop zone reserved for Skydive Sebastian was increased from the
original radius of 300 feet to 328 feet (100 meters). This zone, reflected on the ALP set, is unobstructed and clear
of any hazards, especially those called out in the 2001 Skydiver's Information Manual.
Other General Aviation Facilities
Adjustments were made to the selected 1BO alternative from what was presented in the original alternatives
analysis. Changes were made to ensure Design Group II aircraft could utilize the facilities propose~l. Key
improvements were made to allow this size of aircraft to access the fuel farm and parking area in front of the
clearspan hangar and general aviation terminal building. Similarly, the layout of various sized private hangar
facilities incorporate the required setbacks to accommodate Design Group II aircraft. The only exception was the
design criteria (Design Group I) used for the layout of the T-hangar facilities.
ENVIRONMENTAL CONSIDERATIONS
The purpose of this section is to provide a review of the environmental factors that were taken into consideration
during the analysis of airfield development alternatives. This section also addresses the existing and future noise
contours that were developed as part of the study.
Environmental Assessment for Re-Opening Runway 9-27
As stated in the alternatives analysis, a detailed Environmental Assessment (EA) for the re-opening of Runway 9-
27 was conducted as part of the previous master plan. The FAA approved this EA in a letter dated March 9, 1994.
This letter details the FAA's "Finding of No Signifieant Impant" after evaluating the various categories required
for analysis. Since a significant amount of time has passed since the assessment was conducted, the EA will need
to be re-evaluated. This re-evaluation will necessitate the documentation, in letter form, of any changes that have
occurred since the original EA submittal. The only significant changes since 1994 relate to the proposed runway
length and level of operations.
PRELIMINARY DRAFT - 2001
7-5
SEBASTIAN ~CIPAL AIRPORT
Master Plan Update
The original 1994 plan to re-activate Runway 9-27 and close Runway i3-31 required a length 0/'4,000 feet for
Runway 9-27. All elements of this study reflect only a length of 3,100 feet for Runway 9-27. It is assumed that
the reduced length would not create any additional impact to the environment. If any, it is anticipated that the
reduction to the length of Runway 9-27 would lessen the impact to the surrounding community. As for the
changes in activity levels, the EA was based on the forecasts contained in the 1993 Master Plan. The update to
these figures (Chapter 3) documented how the projections contained in the 1993 Master Plan were never realized.
Therefore, any community impacts that were attributed to aircraft overflights and/or noise w/ll be less. The noise
contours generated as part o£this study, and which would be used to update the EA, are described in the following
section.
Generation of Noise Contours
Noise contours for the 65, 70, and 75 Day Night Sound Level (DNL) were generated using the latest version of
the FAA Integrated Noise Model (INM) software. DNL was developed as a single number measure of
community noise exposure. Introduced as a simple method for predicting the effects on a population of the
average long-term exposure to noise, DNL is an enhancement of the Equivalent Sound Level ~eo0 metric
through the addition of a 10 dB penalty for nighttime (10 p.m. to 7 a.m.) noise intrusions. The incorporation of
the 10 dB penalty is in recognition of the increased annoyance that is generally associated with noise during the
later night hours. DNL employs the same energy equivalent concept as Leq and uses a 24-hour time integratitn
period. For assessing long-term noise exposure, the yearly average DNL is the specified metric by the FAA in
their FAR Part 150 Noise Compatibility Planning process. The DNL metric was also accepted by the United
States Department of Housing and Urban Development, the Environmental Protection Agency, and the Council
on Environmental Quality for use m assessing aviation related cumulative noise impacts. The DNL noise melric
has emerged as a highly workable tool for land use planning and in relating noise, particularly aircraft noise, to
community reaction. DNL has also been employed to establish specific criteria relative to the compatibility
between various forms of land use and increasing levels of DNL noise exposure.
The contours for Sebastian Municipal were based on the activity levels and aircraft types for the base year (2000)
and 2012. Existing noise contours were generated using the Runway 4-22 and Runway 13-31 configuration,
while the 2012 model utilized the Runway 4-22 and Runway 9-27 layout. As depicted on the Airport Land Use
Plan, only the 65 and 70 DNL contours for 2012 are depicted, neither of which extend beyond the current airport
property line. While it was modeled, the 75 DNL did not appear in the/NM results. Close scrutiny of the
contours will show that more operations were modeled on Runway 9-27 versus Runway 4-22. This is based on
the information provided by the tenants and users interviewed as to which runway they would use most should
Runway 9-27 re-open. The shorter taxi times for most tenants to the east-west runway supports this utilization.
This plan also depicts the aircraft lraffic patterns for both runways. Standard traffic patterns at an airport have
aircraft making ali turns to the left. The left-hand mm facilitates the pilot's ability to keep the runway
environment in sight since he sits on the left-hand side of the aircraft. However, right-hand traffic patterns are
also utilized for various reasons, not the least of which is for noise abatement and the prevention of aircraft
overflights. Currently, all four runway ends at Sebastian Municipal have standard left-hand traffic patterns. It is
the intention of Airport Management and the City of Sebastian to publish right-hand traffic patterns for Runway
22 and Runway 27. This means that all of the traffic and tums associated with Runway 4-22 will be on the
northeast side of the runway and all of the traffic and tums associated with Runway 9-27 will all be on the north
side of the runway. The intent is to reduce as much as possible the number of aircraft flights over residential
areas.
It should be noted that proper procedures at an uncontrolled field like Sebastian Municipal require that aircraft
enter the traffic pattern in level flight, abeam the midpoint of the runway, and at pattern altitude. These
procedures are documented in the FAA's Aeronautical Information Manual (AIM) - Basic Flight Information and
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Air Traffic Control Procedures. While these changes in traffic patterns will not eliminate those aircraft that
deviate from the proper traffic patterns or those that use straight-out deparmres~ it should help reduce the number
of flights over the communities surrounding the airfield. However, it is difficult to control those aircraft that
operate beyond the boundaries of the standard sized traffic pattern.
Scrub Jay Buffer
The Florida scrub jay has been well documented in the v/cinity of the airfield by the Florida Game and Fresh
Water Fish Commission. In 1999, a Florida serub jay management plan was written, which incorporated portions
of the Sebastian Municipal Airport. To facilitate recommendations in this plan, the City of Sebastian, the FAA,
and FDOT agreed to provide a 100 foot w/de flight corridor for the Florida scrub jay. This buffer zone is depicted
on the ALP set. During the layout of the proposed facilities, no impacts were made to this 100 foot wide path
which primarily follows the property line on the north side of the airport.
Wetlands and Water Quality
At the onset of the master plan, a field investigation was conducted to determine the extent of wetlands on the
airport property. This study did not include any wetland flagging, nor was it coordinated with the.Army Corps of
Engineers or St. John's River Water Management District. However, it did provide useful information that was
utilized in the location of future facilities. As for water quality, a complete master drainage study is also being
conducted simultaneous with this master plan. The master drainage study incorporates ali of the existing and
proposed facilities depicted on the ALP set in the following chapter.
Future Land Use and Vegetative B. arrier
Sebastian Municipal Airpo~ has committed much of its available land area for development of either airfield or
general aviation facilities. Additional land to the east and west of these facilities is available for commercial and
industrial development. Remaining areas of land not presently committed to development in most instances are
situated in areas either difficult to develop, such as off the ends of runways or surrounded by active airfield
pavements. Throughout the study, the goal has been to satisfy the needs of the airport and facilitate revenue
generation, all while ensuring the safety and compatibly of the areas surrounding the airport.
The airport developments proposed in this study and on the ALP set do not require any of the currant City of
Sebastian or Indian River County land use designations to change. Likewise, no property acquisitions for the
airport are required for the planned development. Rather, enhancements to the land development code have been
made to preserve the current surroundings of the airport. The most notable is the requirement for a 50 foot
vegetative barrier off of Roseland Road. Currently, a 53 foot right of way exists between the centerline of
Roseland Road and the fa'port property line. In addition, an additional 50 foot buffer will be added to the City of
Sebastian Land Development Code. This buffer will requ/re a 50 foot vegetative barrier along the entire east side
of the airport. This buffer, which is depicted on the ALP, is intended to maintain the "look and feel" of the
Roseland Road corridor as it is today.
SUMMARY
The preceding sections have reviewed a series of issues and questions that arose from discussions of the
alternatives as well as the review of the previous chapters. With these refinements in mind, the next step of the
process is to develop the ALP set to depict the existing and future airport facilities. The drawings that make up
this set are discussed in thc following chapter.
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Master Plan Update
PREL ARY ,D T
Chapter Eight- Airport Layout Plans
INTRODUCTION
This chapter describes in nan-ative and graphic form the Airport Layout Plan (ALP) set developed for the 20-year
planning period of this master plan. These plans identify areas needed for aviation re]amd development during
and beyond the p]annmg period, as well as the available land on the airport, which can be used for revenue
support. The plans will also serve as a reference for airport management to evaluate existing and/or future
obstruction disposition in conjunction with the Federal Aviation Administration (FAA) criteria. The ALP set
presented becomes the official development plans for the an'port, winch will be amended or revised over time to
reflect changes in aviation demand in the City of Sebastian, as well as the surrounding areas served by Sebastian
Municipal Airport.
The ALP set consists of nine separate drawings, winch have been prepared on a computer-assisted drafting system
to graph/cally depict the recommended airfield layout, critical approach and safety surfaces, and the layout of the
general aviation terminal facilities. These drawings also depict the recommended closure of Runway 13-31 and
re-opemng of Runway 9-27. The drawing set includes:
Airport Layout Plan
Terminal Area Plan
Runway 4-22 Protection Zone Plans and Profiles
Runway 13-31 Protection Zone Plans and Profiles
Runway 9-27 Protection Zone Plans and Profiles
Existing FAR Part 77 Surfaces
Future FAR Part 77 Surfaces
Ah-port Land Use Plan
Airport Property Map
The recommended development scheme addresses, to the maximum extent feasible, the needs first identified in
the assessment of the facility requ/rements, which were then analyzed further to arrive at a flexible development
scheme meeting long-term airport goals.
DESIGN STANDARDS
Sebastian Municipal Airport is identified by the FAA as a general aviation airport in the national airport system.
General aviation airports are planned and designed to accommodate aircraft in certain design groups with
maximum weight categories. Federal criteria for planning are, in many instances, advisory in nature and are
designed to provide flexibility in their application to ensure the safety, economy, and efficiency of the airport.
The design standards outlined in this master plan should be followed to ensure compliance with Federal criteria.
Failure to comply with these design standards, or to seek and be granted modifications to them, could result in
loss o~ eligibility for Federal and/or State grants for future airport development.
The determination of appropriate design criteria for the development of the airport was based on the physical
characteristics of the aircraft which currently use, and are forecast to utilize the an'Port. As mentioned in the
facility requirements section of this study, the aa'Port's primary runway requires dimensional standards to meet
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Master Plan Update
the requirements of Design Group II (wingspans of 49-78 feet), while the crosswind runway is only required to
meet Design Group I (wingspans less than 49 feet) criteria. The ex/sting airfield facilities were analyzed and
related to the standards described above. In addition, other facilities were analyzed against the forecast demand to
detemxine adequacy of service. Deficiencies in existing airport facilities, both airside and landside, were
identified, and where feasible, improvements have been recommended. The minimum design standards used for
Sebastima and applicable to all future development are summarized in Table 8-1.
Runway 4-22 Runway 13-31 Runway 9-27
Airport Reference Code B-II B-I B-I
Runway Width (ft.) 75 75 75
Taxiway Width (ft.) 35 25 25
Runway-Taxiway Separation (ft.) 240 225 225
Runway Object Free Area Width (ft.) 500 400 400
Taxiway Object Free Area Width (ft.) 131 89 89
Source: FAA AC 150/5300-13 Change 6.
AIRPORT LAYOUT PLAN
The Airport Layout Plan (ALP) graph/cally presents existing and ultimate airport layout, airport data, runway
data, buildings, ground contour elevations, and the orientation of roads, easements, and structures in the
immediate vicinity of the a/rport. This information is presented on Sheet 1. The ALP becomes the official
guidance for the City of Sebastian, when approved by the FAA and the Florida Department of Transportation
('FDOT), in making future decisions on funding of a/rfield improvements or other requests for development on the
an-Port property.
With this in mind, at the initiation of this study, a computer-aided drafting system was utilized to prepare this
drawing, as well as each of the other drawings explained in the following pages. By having the final drawing in
both a hard-line form and on computer software, the City of Sebastian will be able to continually update this
drawing as needed, and ensure that the FAA and FDOT always have an official ALP reflective of current
conditions. Most of the information presented on the ALP has been analyzed in proceeding chapters, justifying
the need for recommended development. While the ALP is the comprehensive drawing outlining all of the
existing and future development of the airport, additional drawings are provided to pro'ride more detail of items
such as terminal/general aviation development, runway protection zone areas, runway approach zones, land use,
and airport property.
The most prominent airfield change is the eventually closing of Runway 13-31 and the re-opening of Runway 9-
27. An advantage of the new runway configuration is the ability to develop the north side of the airport for both
aviation and non-aviation related uses. A number of airfield improvements have been depicted on the ALP to
improve the efficiency of the tax/way system, provide additional parking for aircraft, and to maintain efficient
flow of aircraft to and from facilities on the airfield. Other improvements shown include the development of full
length parallel tax/ways for both Runway 4-22 and Runway 9-27. Several hangar improvements are required over
the course of the plarming period including the construction of new T-hangars to accommodate based aircraft. A
significant improvement depicted on the ALP sheet is the future development of a centrally located general
aviation terminal area. This will be discussed in greater detail in the following section.
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Master Plan Update
TERMINAL AREA PLAN
The Terminal Area Plan (TAP) depicts the same configuration and dimensional information shown on the ALP
drawing, but promdes a larger scale version so that certain additional features and greater detail of the general
aviation facilities can be discerned. The plan includes the recommended access roads, parking areas, buildings,
hangars, fueling facilities, and areas that have been reserved for non-aviation development. The TAP is Sheet 2
of the ALP plan set.
As depicted on the TAP, future access into the general aviation terminal area is provided'by using the north
portion of what is currently the Runway 13-31 pavement. The access road was maintained on the north side of
the pavement alignment to provide the maximum amount of developable land for airport facilities. This road
terminates at the proposed Fixed Based Operator (F'BO) facility on the northwest side of the future runway
intersection. The main FBO general aviation terminal is depicted as a 4,300 square foot building. This structure
has been laid out to allow an initial s~a-ucture of approximately 2,100 square feet with two additions of
approximately 1,I00 square feet each. Additional FBO facilities include a 10,000 square foot clears'pan hangar,
an aircraft fuel farm, roughly 11,000 square yards of ramp space, and twenty T-hangars. The remaining facilities
consist of various private clearspan hangars, ranging in size from 3,600 to 10,000 square feet. Two of the largest
hangars have been located between the sites reserved for Velocity's relocation and the future FBO. This location
will allow a large tenant (such as aircraft maintenance or flight training) enough space to efficiently operate to and
from the airfield. With the exception of the two rows of T-hangars, all of the taxiways and taxilanes in the
terminal area have been designed to accommodate Design Group II aircraft.
The west side of the TAP shows a continuation of the current uses. The greatest changes include the official
designation of a tax/way running down the east side &the old Runway 18-36 alignment. Using Design Group II
criteria, this taxiway will delineate the area that should be used for the parking of aircraft and that area which is
required to maintain the safe and efficient movement of aircraft. An enhancement in this area includes a 21,000
square yard aircraft parking apron. This ramp would provide tiedowa space for approximately 23 small aircraft.
The taxilane on the east side of the proposed ramp has also been planned to Design Group II standards so as not to
limit the type of tenants that could build hangars in this location. It should be noted that the ramp has been
designed so that it may be constructed before or after the closure of Runway 13-31. Thirty additional T-hangars
are shown on the lot north of the current Aerotrace leasehold. These have been depicted to reflect how this parcel
can be developed for aviation related use once Runway 13-31 is closed. Land north of the access road into the
general aviation area has been reserved for various sized industrial and commercial parcels. As depicted onSheet
8 of the ALP set, this area is currently zoned for industrial use.
PROTECTION ZONE PLANS AND PRO~'ILES
The Runway Protection Zone (KPZ) Plans illustrate in detail the approach area mediately beyond the ends of
the runways at Sebastian. The primary purpose of the RPZ is for the protection of people and property on the
ground. Therefore, the areas within the RPZs should be kept free of obstacles that could constitute a hazard to
aircraft approaching or departing the airport. The sheets also depict the existing and ultimate approach surfaces
for each runway end. These drawings depict the location of roadways, structures, natural ground elevations, and
other man-made or natural features within the limits of the RPZs and approach surfaces.
Details on each drawing are provided for objects that penetrate the approach surfaces or violate the Object Free
Area criteria. These obstructions are listed numerically in an obstruction table with data describing the
obslruction, obstruction elevation, and impact to the various approach surfaces. Additionally, the drawings depict
the configuration of the required Runway Safety Areas for each runway end. A field survey was conducted in
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Master Plan Update
September of 2000. At that time, the recommendation to re-open Runway 9-27 and close Runway 13-3t had not
been made, therefore, the survey only included the approaches to Runway 4-22 and Runway 13-31.
The RPZs and approach surfaces for Runway 4-22 are shown on Sheet 3. The existing 20:1 and future 34:1
approach slopes for both ends are depicted. As indicated on the drawing, the existing visual approach surfaces
(20:1) have minimal obstruction issues. These consist of a few trees located off the ends and to the sides of both
runways. Likewise, trees will also penetrate the future non-precis/un instrument approach slopes (34:I). There is
one overhead power pole (called out as Object 4H) that penetrates the 34:1 approach surface to Runway 4.
Florida Power and Light (FPL) needs to be contacted to determine what it will require to get this overhead service
placed underground before a non-precision instrument approach is established.
Sheet 4 d/splays the Ri~Zs and approach surfaces for Runway 13-31, which has visual (20:I) approaches to both
ends. This drawing only depicts the existing approaches since the runway has been recommended for closure.
Nonetheless, the exishng obstructions, which are all trees and other vegetation, should be removed to ensure the
safety of operations while the runway is still active.
The future RPZs and approach surfaces for Runway 9-27 are depicted on Sheet 5. Because this runway is only
required for small aircraft, the utility designation (a/rcraf~ less than 12,500 pounds) simply requires a 20:1
approach surface for both visual and non-precision approaches. It should be noted that there are known
obstructions off both ends of Runway 9-27, however, as noted previously no survey has been conducted. Once
the existing structures have been relocated and the pavement is reconstructed, a survey should be conducted. As
depicted, it is anticipated that a number of the trees will penetrate the approaches to both runway ends. Also, at
least one overhead power pole w/ll also be an obstruction. Prior to the re-opaning of this runway, FPL should be
contacted to either relocate, lower, or place the utility underground. Likewise, the vegetative obstmctians will
also need to be identified and removed.
FAR tART 77 IMAGINARY SURFACES
The two plans (Sheets 6 and 7) for the FAR Part 77 Surfaces were developed utilizing the criteria found in
Federal Aviation Regulation (FAR) Part 77, "Objects Affecting Navigable Airspace." In order to protect the
airspace and approaches to each runway from hazards that could affect the safe and efficient operation of the
airport, federal criteria has been established for use by local planmng and land use jurisd/ctions to control the
height of objects in the vicinity of the airport. The specific imaginary surfaces, which shall be protected fi.om
obstructions, include:
Primary Surface - A rectangular area symmetrically located about each runway centerline and extending
a distance of 200 feet beyond each runway threshold. Width of the Primary Surface is based on the type
of approach a parUcular runway has, while the elevation follows, and is the same as that of the nmway
centerline, along all points.
ltorizontal Surface - A level oval-shaped area situated 150 feet above the established airport elevation,
extending 5,000 or 10,000 feet outward, depending on the runway category and approach procedure
available.
Conical Surface - Extends outward for a distance of 4,000 feet beginning at the outer edge of the
Horizontal Surface, and sloping upward at a ratio of 20:l.
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SEBASTIAN MIJNICIPAL AIRPORT
Master Plan Update
Approach Surfaces - These surfaces begin at the end of the Primary Surface (200' beyond the runway
threshold) and slope upward at a ratio determined by the runway category and type of approach available
to the runway. The width and elevation of the inner end conforms to that of the Primary Surface while
approach surface width and length to the outer end are also governed by the runway category and
approach procedure available.
Transitional Surface - A sloping area beginning at the edges of the Primary and Approach Surfaces and
sloping upward and outward at a 7:1 slope.
The Part 77 Surface plans are a graphic depiction of these criteria. These drawings, used in conjunct/on with local
ordinances, will perimt the City of Sebastian as well as Indian River County, to readily determine if construction
of a proposed slrucmre in the airport vicinity will penetrate any of the airspace surfaces. The Part 77 Surfaces in
this ALP set should be incorporated into any height and hazard-zoning ordinance, which the City of Sebastian and
Indian River County has in place, or implements in the future.
Design criteria for surface heights, angles, and radii on these plans are determined by airport category and runway
approach instrumentation, for both existing and ultimate conditions. While currently all runway ends utilize only
visual approaches, future non-precision approaches are expected at the airfield. The Part 77 Imaginary Surfaces
plan depicts all known obstructions that project into one or more of the airports existing and ultimate imaginary
surfaces. In addition to the vegetation and power poles described previously, there is only record of one other
obstruction. This obstruction is a 173 foot tower just north of Main S~'eet and to the east of the airport. With the
ground elevation, the overall height nfthe tower is 198 feet above mean sea level. This penetrates the horizontal
surface by 24.9 feet. This penetration will place slight limitations on the future non-precision approaches planned
for the airport. Currently the tower does not have an obstruction light. Due to the proximity of the airport, it is
recommended that the City of Sebastian pursue requiring the owner of this tower to have an approved obstruction
light installed.
AIRPORT LAND USE PLAN
The Airport Land Use Plan, Sheet 8, shows the existing City of Sebastian and Indian River County land use
designations for the airport and the property immediately surrounding the airfield. There are no changes required
or proposed to the designations established. The plan also depicts the 2012 noise contours that were generated as
part nfthis study. As can be seen, these contours do not affect any land that is not currently owned by the airport.
AIRPORT PROPERTY MAP
The Airport Property Map, Sheet 9, is intended to accurately show all of the details associated with the current
airport property line. Existing leaseholds are included on both the ALP and TAP sheets. To develop this property
map, a survey was conducted with the last day of field work occurring on October 18, 2000. Details contained on
the sheet describe all of the features of the property, as well as the documentation of source data and an2'
limitations. Due to the amount of undeveloped land at the airport, no land acquisition is required or
recommended in this master plan study.
SUM/VlARY
The proceeding chapters have identified the anticipated level of activity at Sebastian Municipal Airport, converted
that demand into facility needs, and investigated the alternatives available to address the demand. From the
alternatives analysis a set of development actions were selected for use in preparing the ALP set. The next step in
PRELIMINARY DRAFI-2001
8-5
SEBASTIAN MUNICIPAL AIRPORT
Master Plan Update
the process is to identify the development schedule for implementing the proposed improvements and the cost
associated with those actions. Additionally, the funding sources available for implementing the program will be
identified and evaluated.
PRELIMINARY DRAFT - 2001
8-6
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