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Due to expansion constraints to the east, the Texarkana Regional Airport has embarked upon an extensive development program to create a new public access point as well as construction of a new air carrier terminal building and new ARFF facility. Delta is providing design and construction phase services for the new access road, ARFF facility site and the new terminal site. The overall site plan design includes access roads, terminal, concourse, ARFF building, aircraft apron, auto parking and utilities. Project challenges include avoiding a wetland identified within the project area and developing a plan which will support the anticipated growth over the next 20 year period.

The project is divided into four phases and may be further divided for funding flexibility:
Phase 1: Construct Emergency Access Road
Phase 2: ARFF Facility, Phase 1
Phase 3: ARFF Facility, Phase 2
Phase 4: Terminal Site

The terminal development is anticipated to be a multi-phase project which will include the terminal apron, terminal site work, terminal building and the completion of the airport access road.

Delta Airport Consultants, Inc. provided airfield sign planning and design services for the installation of a complete FAA Part 139 compliant airfield sign system.  The 89th Airlift Wing initiated a design-build IDIQ contract to develop an Airfield Sign Plan and Airfield Sign Installation Project.  This project required coordination of FAA, Air Force, and ICAO design standards to ensure that the Base’s requirements could be met without any Air Force waivers while correcting current waiver conditions as much as possible.  Limited “as- built” information was available for the existing electrical circuits.  Because these circuits were extremely deteriorated, a complete electrical system assessment was conducted to determine if the additional load could be accommodated.

Base officials placed a high priority on the installation of the airfield signs, but funds were limited. Delta determined that replacement of outdated fixtures would yield a 60% reduction in electrical demand associated with the runway and taxiway circuits.

A significant accomplishment on this project was the development of a phasing plan which accommodated electrical construction over the entire airfield.   Delta’s Project Manager, a former Andrews AFB pilot,  developed the plan from his unique knowledge of the special missions of the based flying units.  The plan provided work areas for the contractor, access routes to minimize the potential for incursions, and aircraft taxi routes for routine and contingency operations.  The plan also provided locations for contractor personnel to be secured during Presidential “Ramp Freeze” periods.  Base personnel requested this phasing plan be used for future projects. 

Delta Airport Consultants, Inc. began working on this new airport project during the Airport Master Plan process and continued through with the construction.

During the Master Plan effort, several alternative configurations were considered to optimize the geotechnical balance of quantities. This was especially important because the chosen site was very rugged with outcrops of limestone rock. In addition to meeting the wind and topographic requirements, the chosen runway alignment avoided the need to relocate any families.

More challenging for this new site was the Environmental Assessment. The key issue which had to be addressed was the "Lee County Isopod" - a local endangered species. After extensive coordination with the Department of the Interior, we were able to document proper mitigation to reasonably protect this species. The FONSI from FAA was received in January of 1998.

Delta subsequently provided land acquisition assistance and full design phase services. The design elements included over 1.3 million cubic yards of rock embankment and specifically include:

• A new 5000' x 75' runway,
• Turnaround taxiways,
• An aircraft apron, and
• An access road.

Delta also provided full construction phase services for the project which opened to air traffic in December, 2002. This project was recognized with an Engineering Excellence Award from the American Council of Engineering Companies.

Mr. Kenneth W. Moody, P.E. will be managing our Albuquerque office.  He is a Vice President of the firm and has over 24 years of experience with Delta in the airport development industry.  Ken enjoys both design and construction management projects.  He is an instrument-rated, multi-engine pilot and a Certified Member of the American Association of Airport Executives (AAAE). 

4801 Lang NE
Suite 110
Albuquerque, NM 87109
p. (505) 798-2615
f. (505) 796-9601
www.deltaairport.com

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Delta Airport Consultants, Inc. is responsible for design and construction phase services on this $4.8 million parallel taxiway project at Rogers Municipal Airport. Rogers Municipal Airport is home to a large fleet of corporate aircraft, which includes Bombardier's Global Express. The Airport also serves a significant amount of corporate aircraft traffic daily. Development on the east side of the Airport is currently constrained by US Highway 62 and an Arkansas Missouri Railroad line, and the Airport has developed all of the available space on the east side. As a result, the Airport is looking to the west side of the Airport to continue expansion of their facilities.

Design of the parallel taxiways project included preliminary design of both the east and west side taxiway, as well as a planned northward extension of the runway and parallel taxiways. Delta also prepared a preliminary master drainage plan for the entire airfield as a proactive approach to correcting and improving current airfield drainage problems and avoiding future problems. The dual taxiway system is being designed and constructed in multiple phases in order to assist the Owner in competing for FAA discretionary funding.

The design of the mid and south segments of the west side parallel taxiway project was completed in April 2005, and construction is scheduled to begin in June 2005. The project includes the construction of approximately 4,200 feet of Group III taxiway and connector taxiways. The taxiway profile was designed to provide clearance of FAR Part 77 surfaces. In addition, taxiway "stub outs" to a future west side apron were included in the geometric layout to allow the Airport to complete the construction of taxiway connectors to the future apron, without having to close the west side parallel taxiway to aircraft.

Grading and drainage for the west side taxiway has been designed with maintenance of turfed areas in mind. Turfed areas have been designed with slopes no steeper than 6 to 1 and typically at 12 to 1. End treatments for pipe culverts were designed to match the 6 to 1 and include grates to allow mowing equipment to negotiate over the ends of the drainage pipes, instead of around them, to help reduce maintenance time and cost.

The parallel taxiway pavement has been designed to accommodate heavy (100,000 pound, dual wheel gear) corporate aircraft. The taxiway design also includes full edge lighting and signage. Creative construction phasing, which includes long (three day) weekend closures of the airport, along with close user/tenant coordination were required for this project in order to keep disruptions of normal operations to a minimum.

The Airport Master Plan Update for Myrtle Beach International Airport included the standard menu of FAA funded planning elements as well as a strategic planning element. It was important to look at this tourist destination, known as the Grand Strand, relative to the region, the state and, in fact, the world.

Another significant element of the study was the evaluation of airfield capacity. Aircraft operations were close to sixty percent of the single runway airfield capacity, so alternatives for a parallel runway were developed. Adjoining the Airport was undeveloped property that could accommodate the proposed parallel runway. However, the City and the County had competing community interests which created the need for a unique public information program. This effort was undertaken, and concluded with a joint resolution adopting a plan for the future of the airport.

The adopted plan includes a parallel runway configuration and a new commercial terminal building across the airfield. An assessment of the existing terminal building revealed many inadequacies which were not conducive to expansion of the existing building. The Update also included a financial feasibility study which assessed the viability of the development program relative to airline landing fees and the airport's financial capability.

Delta provided full architectural and engineering services for this project. This complex project was initiated by the FAA because the existing runway safety areas beyond Runway 5R and Runway 23L did not meet current FAA airport design standards.   The project consisted of the clearing, grading (cut and fill), drainage, erosion control and relocation of the existing localizer antenna to meet the FAA grading criteria.  The existing MALSR on each runway was modified to accommodate the necessary grading.   In addition, a paved airside service road was constructed as part of the project.

The extensive grading impacted the existing navigational aid systems.  On the south end, the Runway 5R MALSR light bars, Runway 23L localizer antenna, Runway 23L localizer shelter and Runway 23L localizer control cables were impacted.  On the north end, the Runway 23L MALSR light bars, Runway 23L MALSR shelter, Runway 5R localizer antenna, Runway 5R localizer shelter, Runway 5R localizer control cables, the electric deer fence and major control cables for the radar and NAVAIDS controls were impacted.

Delta provided design, bidding and construction phase services for the Relocation of Route 645 at the Winchester Regional Airport. The project included the relocation of approximately 3,000 feet or Route 645 (Airport Road) towards the Southwest. In addition, Route 728 (Victory Lane) was extended approximately 500 feet to the southwest to meet the relocated Route 645 at a roundabout intersection.

Prior to the relocation, traffic on Airport Road was an obstruction to FAR Part 77 surfaces near the Runway 32 threshold. Relocating the road not only removed the obstructions, but also opened up considerable space for future airport development. Future development is expected to include several hangars as well as increased aircraft apron space, and the relocated road was designed to provide access to this future development.

The geometric layout and other aspects of the roadway design required extensive coordination with the Virginia Department of Transportation. This coordination included projections of future development along the new roads as well as the completion of the State Environmental Review Process (SERP).

The relocated Route 645 section was placed almost entirely in a fill section, while Route 728 was constructed entirely in a cut section. Consequently, drainage was an important aspect of the project. The project also required the relocation of approximately 600 feet of waterline. Impacts to other utilities in the area were successfully avoided.

Construction was phased to maintain through-movements along Route 645 and Victory Lane at all times. Access to Route 645 was also maintained for all of the adjacent land owners throughout construction.

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