Imp Area Given (04) 20-Year Requirements

BELLINGHAM INTERNATIONAL AIRPORT
MASTER PLAN UPDATE

Chapter 4
Facility Requirements
Prepared by:
Leibowitz & Horton AMC

JUB Engineers, Inc.
4
4 FACILITY REQUIREMENTS
4.1 INTRODUCTION
This chapter identifies facility improvements for Bellingham
International Airport to meet the requirements of the 20-year
planning period, through 2022. The classification of the airport
and critical aircraft are identified and current FAA dimensional
This chapter focuses on
criteria are documented. Existing modifications to current FAA identification of facility
design criteria are reported along with disposition requirements needed by the
airport to meet demand
recommendations. through 2022.
The requirements analysis is conducted for the airfield and

landside facilities of the airport. Airfield facilities include the
runway, pavement conditions and maintenance, taxiways/taxilanes,
runway approaches, protection zones, and approach minimums, the
commercial air carrier apron, lighting, marking and navigation
aids, and heliport facilities. Landside facilities include air cargo,
GA terminal facilities, aircraft storage facilities, airport support The analysis conducted in this
chapter and elsewhere in the
facilities, and airport access. plan is supplemented by
existing studies and pending
The forecast contained in the previous chapter serves as the basis projects implementation.
for determining the majority of the 20-year requirements (through

2022). Supplementing the analysis are recommendations
contained in recently completed studies for passenger terminal and
air cargo facilities, recommendations from stakeholders, and Port-
identified needs.
Bellingham International Airport Master Plan Update – June 2004
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Chapter 4: Facility Requirements
The subject areas listed below are analyzed in this chapter:
Airport Role and Design Criteria and Modifications to Standards
Airfield System
• Runway 16-34 Geometric Design, Capacity and Length
• Pavement Conditions
• Taxiways and Taxilanes
• Approach Slopes, Runway Protection Zones, and Approach
Minimums and ILS Category II Capability
• Terminal Area Apron
• Lighting, Marking and Navigation Aids
• Heliport Facility
Passenger Terminal Area Facilities1

• Aircraft Parking Positions
• Terminal Drive/Curb
• Automobile Parking
Air Cargo Facilities2
General Aviation
• Terminal Facilities
• Aircraft Storage Requirements (hangars, aprons, tiedowns)
Airport Support Facilities

• Fuel Storage Facilities
• Joint-Use Emergency Response Facility
• Airport-Dependent Reserve
Airport Access
1
This plan update makes use of the information contained in the 1997 master
plan and ongoing terminal building rehabilitation studies for the items listed in
this category.
2
This plan update makes use of the information contained in the 1997 master
plan and air cargo study.
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4.2 FINDINGS SUMMARY

The results of the analyses show that there are a number of
elements of Bellingham International Airport requiring expansion
or improvement to prepare the airport to meet future service and
maintenance needs. These are listed below in their essential form.
They will be expanded into design concepts in the following
chapter of this report, entitled Alternatives. The proposed
requirements identified in the analysis of this chapter are
summarized in the sections below.
Airport Classification
The airport’s classification according to FAA methodology
associated with the critical aircraft/critical aircraft family is
determined to continue with its current classification of C-III. This
is based on aircraft currently operating and anticipated to operate at
the airport as identified in the Forecast of Demand chapter of this
report. Included aircraft are the DHC Dash 8-400, B727,
B737-series, and MD80-series aircraft.
Design Compliance
Compliance with C-III design standards is recommended where
C-III aircraft operate exclusively. Compliance with the lesser
Design Group II standards is recommended where the smaller GA
aircraft operate exclusively. The airport complies with the design
recommendations of the C-III classification except for the
following:
• North Runway Object Free Area (OFA), short by

approximately 400 feet.
• Runway end blast pads at both ends (plan for the long-range
time of the Airport Capital Improvement Program.
• Taxiway widths at several locations.
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Recommendations in this plan resolve all non-complying design

conditions except for the north OFA, which is problematic due to
proximity of Interstate 5. It is recommended that the waiver
remain for the nonstandard runway OFA length, which is short by
Airfield System
The following airfield findings and recommendations are the result
of the analysis contained in this chapter and from discussions with
Port management and airport stakeholders.
Airfield Capacity. The airport’s runway/taxiway system has

ample capacity to meet the demand projections contained in the
Forecast of Demand chapter of this plan:
• Annual Service Volume is 49 percent of capacity

• VFR demand is 37 percent of capacity
• IFR demand is 19 percent of capacity.
Runway Length. Runway length of 6,701 feet meets length

required to serve aircraft greater than 60,000 pounds maximum
gross takeoff weight with stage lengths of up to 1,000, in
wet/slippery runway conditions and can serve aircraft in these
conditions with stage lengths up to approximately 1,400 miles.
Pavement Strength. Pavement strength is more than ample to

serve the aircraft projected in the demand forecast to operate at the
airport.
Pavement Maintenance. Pavement conditions vary throughout

the airport due to type of original construction, history of
maintenance, and historical operations activity. Several pavement
sections are projected to fail within the short-term time frame
(between 2003-2007) if actions to repair these areas are not taken.
Anticipated trouble spots include sections of the southwest apron,
Taxiway C from the runway centerline to Taxiway A centerline,
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Taxiway E from the runway centerline to Taxiway A centerline,

and Taxiway F from the runway centerline to Taxiway A
centerline. A significant program consisting of annual inspections,
slurry seal, rehabilitation, and reconstruction is proposed.
Taxiways and Taxilanes. Several taxiway projects are indicated

for the purposes of design compliance and for increasing runway
capacity and access to new development as it occurs.
Improvement consist of the following:
• Widening taxiways C and E to the appropriate design standard

of 50 feet for segments between the runway and Taxiway A.
• Construct a high-speed exit taxiway approximately 5,200 feet
from Runway 16 threshold (subsequently not included in the
plan due to lack of significant need and funding limitations).
• A right-angle taxiway approximately 900 feet from the
threshold of Runway 16 for access to the Parallel Taxiway A
(subsequently not included in the plan due to lack of significant
need and funding limitations).
• A partial or full parallel taxiway and runway access egress
taxiways in support of west airport development when it
occurs.
Runway Approaches and Protection Zones. BLI’s approach

capability is adequate to meet the needs of the future. Runway
approach slopes and protections zones meet design standards
presently and for the future, and are clear of obstructions and
incompatible land uses. The approach slope of Runway 16 has
recently been cleared of obstructions and awaits FAA certification
with improved minimums to the standard for Category II
instrument approach decision height of 200 feet (AGL).
Commercial Airline Gate Positions. Expand the passenger

terminal including six to eight aircraft parking positions and apron
expansion. This requirement originates from the 1997 Master Plan
Update, which the Port has elected to retain and include as a
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recommendation in this plan. The need for the expansion is

dependent upon increased passenger levels and should not
otherwise be tied to a particular year or time frame.
Heliport. It is recommended that landing area and designated

parking positions be considered, consisting of the following:
• A landing area of 138 feet by 138 feet to accommodate a

critical aircraft with a rotor diameter of 52 feet (a Bell 214 ST).
• The parking positions, to be accessed via hover taxiing, should
be 104 feet square.
Passenger Terminal Area

The terminal building and adjacent vehicle parking area and
terminal drives comprise the primary facilities of the airport’s
passenger terminal area. Requirements for the expansion of these
facilities were studied in the 1997 Master Plan. Also, the Port is
conducting a study for the rehabilitation of the existing terminal
building using the space program requirements developed in the
1997 Master Plan and, appropriately, the Port has not duplicated
the task in this master plan update. However, facility
improvements recommended in the 1997 Master Plan will be
included in this update’s CIP.
Air Cargo
The Port is in the process of completing construction of new air
cargo facilities located at the north end of the passenger terminal
area. Facilities consist of approximately five acres with aircraft
apron, office and sorting building, secured and customer parking,
access road, and extensive utility installation. Developable area
exists to the immediate south of these facilities and can be utilized
for future expansion of air cargo facilities.
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Aircraft Storage
The airport will experience growth in GA activity and thus the
need for based aircraft storage and accommodation of transient
aircraft on the GA apron area. Based aircraft are projected to
increase from 175 to 206 by the end of the planning period. The
following facilities are indicated:
• 14 T-hangar positions
• 11 Corporate hangars
• 12 Based aircraft tiedowns
• 4 Transient parking positions.
Note: New based aircraft facilities (14 + 11 + 12) total more than the anticipated
growth in the number of based aircraft because some existing aircraft would be
expected to relocate from tiedowns to new T-hangar facilities.
Airport Support
Fuel Storage. Fuel storage and distribution methods are expected
to remain unchanged through the planning period. The existing
facilities are anticipated to be adequate.
• Airport Maintenance. Existing facilities and equipment are at

various locations on the airport. A consolidated facility is
desirable but Port fiscal constraints and other priorities related
to regulatory and maintenance requirements do not provide for
this kind of investment. However, potential sites for a
consolidated facility are analyzed in the Alternatives chapter of
this plan (a new facility was not included in the final plan due
to adequacy of existing facilities and funding limitations for
new facilities).
Joint-use Emergency Response Facility. Candidate sites for a

joint use facility for the Port/airport and city/county will be
investigated in the Alternatives chapter of this plan. A facility
definition for these facilities is described in that chapter. It is
estimated that approximately 1.5 acres would be needed for such a
facility.
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Airport-Dependent Reserve
It is recommended that a reserve site or sites be identified within
the east-airport terminal area to accommodate unanticipated need
and/or demand for airport-dependent structures such as hangars,
aviation businesses, and airport maintenance/snow removal
equipment facilities.
Airport Access
On-airport roadways are estimated to be adequate to meet the
20-year demand of the airport. It is recommended that alternate
routing of Mitchell Road be analyzed in the Alternatives chapter of
the plan to investigate how opportunities for airside development
in the GA area might occur.
4.3 AIRPORT CLASSIFICATION

One of the first and most important steps of this chapter is to
identify the classification of the airport according to Federal
Aviation Administration (FAA) recommendations. This is
determined by the size and performance of aircraft anticipated to
regularly operate at BLI over the course of the planning period.
The FAA has established a system for airport classification

embodied in what is known as the Airport Reference Code (ARC).
The airport’s dimensional and design criteria, such as runway and
taxiway widths, and runway and taxiway separation dimensions
are formulated to provide acceptable levels of operational
separation and safety between aircraft and objects on the airfield.
Accordingly, the airport’s classification influences the amount of
area needed for aircraft operating facilities and separation from
buildings and structures. Area outside of that for runways,
taxiways and taxilanes, and object free area is available for
landside development consideration.
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The ARC design standards are contained in FAA Advisory

Circular 150/5300-13, Airport Design, Change 7. The particular
set of standards to follow is determined by the ARC, and the ARC
is determined by identifying the most demanding aircraft or similar
types of aircraft expected to operate at the airport in a particular
time frame. These aircraft are called the critical aircraft or design
aircraft for the airport. Identification of the critical aircraft for
Runway 16-34, and the corresponding ARC were discussed in
Chapter 3, Forecast of Demand, some of which is reiterated below.
The aviation demand forecasts presented in this plan sustain the

The airport will continue to be
recommendations of the 1997 Master Plan Update. Essentially all classified as a C-III airport
of the operations forecast to occur from aircraft of more than 60 through the 20-year planning
period.
seats will be from ARC Design Group III aircraft. This includes a
combination of the Dash 8/400, regional jets (two out of three of
the regional jets seating more than 60 passengers are ARC Design
Group III aircraft), and the B-737 series aircraft operated by the
destination charter carriers. The ARC Design Group III aircraft
operations are expected to exceed 500 annual take-offs and
landings early in the time frame of the first forecast phase
(2003-2007).
4.4 AIRPORT DESIGN CRITERIA

The FAA recommends standard widths, minimum clearances, and
other dimensional criteria for runways, taxiways, safety areas,
aprons, and other airport facilities. Design dimensions are
recommended with respect to the Aircraft Approach Category and
Airplane Design Group designations (the Airport Reference Code)
and availability and type of runway instrument approach
capability. FAA design recommendations applicable to
Runway 16-34 and its corresponding dimensions are presented in
Exhibit 4-1.
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Exhibit 4-1: Dimensional Standards for Runway 16-34

(Approach Category C, Design Group III)
Recommended (ft) Recommended (ft) B-II
Design Feature Existing (ft)
C-III Where Applicable5
Runway:
Width 150 1001 Not applicable
Runway Shoulder Width 20 to 25 252 Not applicable
Runway Blast Pad Width None 2003 Not applicable
Runway Blast Pad Length None 2003 Not applicable
Safety Area Width 500 500 Not applicable
Safety Area Length (beyond RW end) 1,000 1,000 Not applicable
Object Free Area Width 800 800 Not applicable
Object Free Area Length (beyond RW end) 6004 1,000 Not applicable
Obstacle Free Zone Width 400 400 Not applicable
Obstacle Free Zone Length Not applicable
Taxiway:
Width >50 50 35
Safety Area Width >118 118 79
Object Free Area Width 186 & < 186 131
Taxilane:
Object Free Area Width 162 & < 162 115
Runway Centerline to:
Taxiway Centerline 400 400 Not applicable
Aircraft Parking Area >500 500 Not applicable
Taxiway Centerline to:
Fixed or Movable Object >152 152 131
Taxilane Centerline to:
Fixed or Movable Object >81 81 115
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Table 4-1 Notes:

1
Recommend that a width of 150 feet be retained to accommodate aircraft of greater than 150,000 pounds, guidance provided in Table
3-3, FAA Advisory Circular 150/5300-13, Airport Design, Change 6
2
Recommend that a width of 20 feet be retained until aircraft of greater than 150,000 pounds operate on the airport on a regular basis
(250 departures or more), as per guidance provided in Table 3-3, FAA Advisory Circular 150/5300-13, Airport Design, Change 6
3
Recommend that blast pads be provided consisting of a width and length of 200 feet each, as per guidance provided in Table 3-3, FAA
Advisory Circular 150/5300-13, Airport Design, Change 6
4
Below standard at the north end of the runway. Recommend modification to standard due to presence of Interstate 5.
5
This information is provided for application in the apron areas where Design Group II aircraft (or smaller) exclusively operate.
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As shown in Exhibit 4-1 on the page above, the airfield meets most
of the design recommendations except for the following:
• North Runway Object Free Area (OFA), short by

• Runway end blast pads at both ends.
• Taxiway/taxilane OFA along TW F adjacent to the GA area.
Corrective actions for these nonstandard conditions will be

Blast pads at both ends of the
analyzed in the Alternatives chapter of this report. Blast pads are runway are recommended to
recommended to be included in the Airport Capital Improvement be constructed.
Program (ACIP), in the last time frame of the program.
A nonstandard runway condition will remain at BLI. This involves A construction project to
the OFA, which is 800 feet wide and approximately 600 feet correct the non-standard
long - the standard is for it to be 800 feet wide by 1,000 feet long. runway safety area at the
north end of the runway is
The reason for this is the presence of the right-of-way of Interstate scheduled for 2002. The
5 (I-5), and steep terrain in the area. These prohibit implementing threshold will be relocated
fifty feet to accommodate the
corrective action due to high costs associated with shifting the required length of 1,000 feet.
runway south, or I-5 to the northeast. The object free area will
remain non-standard at
approximately 600 feet in
All improvements to the airfield should be designed with length.
consideration of the above tabulated design recommendations (see
Exhibit 4-1); however; there are areas and facilities on the airport
constructed to accommodate only smaller aircraft. An example of
this is the general aviation area located in the southeast of the
terminal area. ARC B-II design standards are recommended for
this area. Design to the lesser Design Group II standards will be
reviewed in the Alternatives chapter of this report. Adequate
provision of taxiway and taxilane OFAs in this area will also be
reviewed.
4.5 AIRFIELD SYSTEM

Airfield requirements include the need for facilities related to the
operation of aircraft on and in the vicinity of the airport. The
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subjects covered in these analyses include runway capacity,

taxiways, approach slopes, runway protection zones, and
navigational aids. Much of the information developed in this
section assists to define clear areas and critical areas of the airport
required for its safe operation, according to FAA design
recommendations.
4.5.1 Airfield Capacity

The previous chapter, Forecast of Demand, contains projections of
total airport aircraft operations over the 20-year planning period.
The forecast projects average annual growth rates for aircraft
operations of approximately 1.21 percent over the 20-year forecast
period (2003–2022). This results in forecast operations of
approximately 108,279 annual operations by 2022.
As shown in Exhibit 4-2 (shown on the following page), Runway

Capacity Summary, the demand-capacity ratios for BLI remain
below 100 percent utilization rates for hourly and annual operating
parameters. FAA Advisory Circular 150/5360-5, Airport Capacity
and Delay, was used to calculate these capacities.
The surplus capacity condition remains through the 20-year

planning period, under both VFR and IFR operating conditions.
FAA recommends that once annual demand exceeds 60-percent of
the Annual Service Volume measures to increase capacity be
initiated. Future demand conditions of the 20-year time frame at
BLI do not approach this threshold. Also, the methodology
presented in the Advisory Circular is based on application of
present-day technology in Air Traffic Control (ATC) management.
It is likely that by the 2022 time frame or before, even more
efficient ATC procedures will be in place, further increasing ATC
system capacity, and therefore, BLI’s annual and hourly
operational surpluses.
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Exhibit 4-2: Runway Capacity Summary

Item 2022
Annual: The airfield capacity, runway
Annual Service Volume 230,000 length,and pavement strength
Demand Forecast 112,000 is more than adequate to meet
Percent of Capacity 49 the needs of the 20-year
VFR: timeframe as defined in this
Hourly Capacity 98 plan.
Demand Forecast 36
Percent of Capacity 37
IFR:
Hourly Capacity 59
Demand Forecast 11
Percent of Capacity 19
Source: FAA Advisory Circular 150/5360-5, Airport
Capacity and Delay
Based on the ample margin of residual capacities shown in the

exhibit above, no additional runway is judged to be necessary
within the 20-year time frame. This does not preclude adding
access and egress taxiways to improve airfield efficiency.
4.5.2 Runway Length

An analysis of the active and future aircraft fleet composition, as
well as the markets likely to be served from BLI, results in a range
of runway length recommendations based on the FAA Airport
Design computer program (Version 4.2D). The existing runway length is
adequate to meet the need of
aircraft weighing greater than
Runway length, airport elevation, air temperature, and aircraft 60,000 pounds with stage
stage length determines the available payload capacity of aircraft. lengths up to 1,400 miles
Aircraft performance specifications stipulate the runway length

required to safely take off at a given aircraft weight. Higher
airport elevations and air temperature increase required runway
length by degrading aircraft performance as temperatures rise. The
payload capacity of the aircraft is a function of the total takeoff
weight permitted by available runway length, minus the fuel load
needed for the anticipated stage length. Therefore, the desirable
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runway length at Bellingham, adjusted for elevation and

anticipated temperature conditions, must be balanced against
aircraft payload capacity.
The airport’s runway, 16-34, is 6,701 feet long. Using the FAA
Airport Design computer program, the current runway length
meets the operating requirements of larger airplanes of 60,000
pounds or more for stage lengths up to approximately 1,400 miles.
Current stage lengths are well below this, with most service
offered within a 100- to 250-mile distance, i.e., BLI to SEA and
BLI to PDX.
Future air service is expected to include destinations in the 1,000-

to 1,500-mile range. Aircraft will be marginally weight restricted
when operating to destinations greater than 1,400 miles at times of
warm weather. The converse will be the circumstance during
cooler weather months. Both, service to the longest destinations in
the range and hot weather affecting aircraft takeoff performance,
are expected to be infrequent.
The runway length analysis using the FAA Airport Design

computer program, for wet and dry conditions, results in lengths as
shown in Exhibit 4-3, which is on the following page.
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Exhibit 4-3: Runway Length Requirements

Runway Condition Stage Length
Wet Runway: 500 1,000 1,500
Aircraft < 60,000 pounds1 6,650 6,650 6,650
Aircraft > 60,000 pounds 5,070 6,020 6,890
Dry Runway:
Aircraft < 60,000 pounds1 5,940 5,940 5,940
Aircraft > 60,000 pounds 5,070 6,020 6,890
Source: FAA Airport Design Program AD4d
1
75 percent of the fleet at a 90 percent useful load
4.5.3 Pavement Strength and Maintenance

Pavement Strength
Runway pavement strength is 75,000 pounds single gear, 160,000
pounds dual gear, and 250,000 pounds dual-tandem gear.
Weight-bearing capacity would be reduced if the pavement were
not maintained.
The most demanding aircraft in the critical aircraft group currently

and anticipated to operate at the airport through the intermediate
time frame (through 2012) is the B727-200 aircraft, and over the
course of the 20-year period are the B737s and MD-80s. The
B727 weighs approximately 209,000 maximum gross weight and
has dual gear. Consequently, it imparts the greatest pressure on the
pavement, of the three aircraft types.
The existing pavement can well accommodate the dual gear load of
approximately 100,000 pounds estimated for each of the dual
landing gear of the B727. The heaviest of the B737- and The B727 imparts the greatest
load on the airport’s
MD80-series aircraft (weights up to approximately 150,000 pounds pavement which is more than
maximum gross takeoff weight) impart a loading of approximately adequate to meet existing and
70,000 pounds with dual gear, which is well within the capability future aircraft loadings.
of the airport’s pavements to support regular activity of these

aircraft.
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Pavement Maintenance
A field survey of pavement conditions was conducted in October
There are areas of the 2001, as part of a pavement management plan for BLI. The
airport’s pavement in need of
repair to prevent their pavement plan was prepared as part of this master plan update. A
structural failure in the next summary of existing conditions, future conditions (for 2012), and
five years.
maintenance recommendations are presented in Exhibit 4-4, shown
on the next page.
4.5.4 Taxiways and Taxilanes

Taxiways are constructed primarily to enable the movement of
aircraft between the various functional areas on the airport and the
runway system. Some taxiways are necessary simply to provide
access between apron and runways, whereas other taxiways
become necessary to reduce runway occupancy time and provide
more efficient and safer use of the airfield.
Existing Taxiways
Portions of existing taxiways C, D, E, and F are of varying widths -
Some of the existing taxiways
should be upgraded to meet 40 to 60 feet. Design recommendations call for a width of 50 feet.
the recommended design Taxiways C and E should be upgraded, where needed, to the
standard width of 50 feet.
recommended design width of 50 feet to accommodate Design
Group III aircraft. Locations where taxiways widths are 60 feet
should be retained to accommodate aircraft with wheelbases of 60
feet and greater, such as the Boeing 727-200 aircraft that frequents
the airport.
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Exhibit 4-4: Pavement Management Requirements
Predicted Future
Present Condition
2012 Condition
Facility Name 2003 (PCI – Rating) Recommendation
(If not maintained)
Runway 34-01 PCI 78 – Very Good PCI 54 – Fair Rehabilitate as funds are available
Runway 34-01 (Shoulders) PCI 73 – Very Good PCI 51 – Fair Rehabilitate as funds are available
Runway 34-02 PCI 75 – Very Good PCI 49 – Fair Rehabilitate as funds are available
Runway 34-02 (Shoulders) PCI 63 – Good PCI 39 – Poor Rehabilitate as funds are available
Taxiway A-01 PCI 96 – Excellent PCI 72 – Very Good Inspect annually
Taxiway A-02 PCI 45 – Fair PCI 21 – Very Poor Rehabilitate as funds are available
Taxiway B PCI 43 – Fair PCI 31 – Poor Reconstruct with PCC
Taxiway C PCI 11 – Very Poor PCI 0 – Failed Reconstruct
Taxiway D-01 PCI 81 – Good PCI 57 – Good Inspect annually; perform regular crack sealing
Taxiway D-02 PCI 26 – Poor PCI 2 – Failed Reconstruct
Taxiway D-03 PCI 96 – Excellent PCI 72 – Very Good Inspect Annually
Taxiway E-01 PCI 24 – Very Poor PCI 0 – Failed Reconstruct
Taxiway E-02 PCI 42 – Fair PCI 18 – Very Poor Rehabilitate as funds are available
Taxiway F-01 PCI 18 – Very Poor PCI 0 – Failed Reconstruct
Taxiway F-02 PCI 73 – Very Good PCI 49 – Fair Rehabilitate as funds are available
Taxiway F-03 PCI 89 – Excellent PCI 65 – Good Inspect annually
Taxiway G PCI 88 – Excellent PCI 59 – Good Inspect annually
Taxiway H-01 PCI 43 – Fair PCI 19 – Very Poor Rehabilitate as funds are available
Taxiway H-02 PCI 48 – Fair PCI 24 – Very Poor Rehabilitate as funds are available
Taxiway J PCI 81 – Good PCI 57 – Good Inspect annually; perform regular crack sealing
General Apron South PCI 54 – Fair PCI 30 – Poor Rehabilitate as funds are available
General Apron Southwest PCI 15 – Very Poor PCI 0 – Failed Reconstruct
General Apron North PCI 58 – Good PCI 34 – Poor Rehabilitate as funds are available
General Apron Northeast PCI 77 – Very Good PCI 52 – Fair Rehabilitate as funds are available
Apron A-02 (ACP) PCI 33 – Poor PCI 9 – Failed Reconstruct portion with PCC, the rest with ACP
Apron A-03 (PCC) PCI 89 – Excellent PCI 65 – Good Inspect Annually
Service Apron PCI 45 – Fair PCI 32 – Poor Reconstruct with PCC
Compass Rose Apron PCI 96 – Excellent PCI 72 – Very Good Inspect Annually
Non-movement Area PCI 91 – Excellent PCI 61 – Good Inspect Annually
Taxilane 1 PCI 60 – Good PCI 36 – Poor Rehabilitate as funds are available
Taxilane 2 PCI 43 – Fair PCI 19 – Very Poor Rehabilitate as funds are available
Taxilane 3 PCI 52 – Fair PCI 28 – Poor Rehabilitate as funds are available
Taxilane 4 Northwest PCI 97 – Excellent PCI 73 – Very Good Inspect annually
Taxilane 4 Southeast PCI 42 – Fair PCI 18 – Very Poor Rehabilitate as funds are available
Source: Bellingham International Airport, Pavement Management Plan Update, Port of Bellingham, January 2003
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Runway High Speed Exit Taxiways

It is recommended that a high-speed exit taxiway and a 90-degree
exit taxiway be considered for construction to increase the capacity
and efficiency of the runway. However, these are not critical to the
capacity-demand ratio of the runway and therefore would be lower
in priority for implementation. The following are indicated:
• A high speed exist taxiway approximately 5,200 feet from

Runway 16 threshold (This recommendation, which was contained in
the 1997 master plan report, was eliminated from consideration during
financial analysis, and consequently is dropped from the airport layout
plan.)
• A right-angle taxiway approximately 900 feet from the
threshold of Runway 16, principally to access the new air cargo
facility when landing to the north.
Future West Side Parallel and Access Taxiways

It is recommended that a parallel taxiway 50 feet wide be
considered for construction on the west side of the runway when
airport dependent facilities are developed at this location.
In lieu of a full west side parallel taxiway, access taxiways and a

partial parallel taxiway could be constructed at a lower costs.
Aircraft based on or needing access to and from the west side
could cross the runway and use the east side parallel taxiway
(Taxiway A) for access to and from the runway. However, this
alternative is not fully endorsed primarily because of safety
concerns due to the need for cross-runway routings.
In regard to the future west side partial or full parallel taxiway, the
current standard for Design Group III taxiway-to-runway
separation is 400 feet (with Category I instrument approach
capability). The Port had been interested in what was involved in
increasing approach capability to Category II. This could require a
larger taxiway-runway separation. Implementing this might
require the demolition of much of the existing development in the
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east terminal area to increase Taxiway A separation from the

runway. The loss of developed and developable area on both sides
of the runway would outweigh the small benefit that Category II
would bring to the airport. Therefore it is recommended that
Category I precision approach capability serve as adequate for the
airport and the existing east parallel and future west parallel
taxiways be spaced at 400 feet from the runway centerline.
Access and Egress Taxiways

Other new access or egress taxiways may be required for
circulation to and from new facilities as they are developed on the
east and west sides of the runway.
The following is a summary of FAA recommendations for taxiway

design:
• Taxiways/taxilanes serving Design Group III aircraft should be

designed to 50 feet in width.
• All taxiway shoulders should be 20 feet wide.
• Taxiways/taxilanes serving Design Group II aircraft should be
35 feet wide.
• Taxiway safety area serving Design Group III aircraft should
be 118 feet wide.
• Taxiway safety area serving Design Group II aircraft should be
79 feet wide.
• Taxiway object free area serving Design Group III aircraft
should be 186 feet wide.
• Taxiway object free area serving Design Group II aircraft
• Taxilane object free area serving Design Group III aircraft
• Taxilane object free area serving Design Group II aircraft
should be 115 feet.
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4.5.5 Runway Approach Slopes, Protection

Zones and Approach Minimums
Runway Approach Slopes and Protection Zones
Runway approach slopes and protection zones are established
based on the classification of the approach available (visual,
non-precision, or precision) for the respective runway and the size
of aircraft anticipated to use the runway on a regular basis.
Runway 16-34 is a precision approach runway and will remain so
through the planning period. Exhibit 4-5 (on the next page) lists
the appropriate approach slope and RPZ dimensions for both
existing and future conditions. The Port owns all area within the
RPZs.
As shown in Exhibit 4-5, runway approach and protection zone

requirements remain unchanged in the future. The FAA is
considering phasing out MLSs within a 10-year period, replacing
these with GPS/WAAS that are space-based navigation
installations. Approach and RPZ design will be unaffected.
4-20
Exhibit 4-5: Runway Approaches and Runway Protection Zone Dimensions

Runway Item Runway 16 Runway 34
Existing Approaches:
Slope 50:1 – 10,000 (ft) 50:1 – 10,000 (ft)
40:1 – 40,000 (ft) 40:1 – 40,000 (ft)
Width at Runway End (ft) 1,000 1,000
Length (ft) 50,000 50,000
Width at Outer End (ft) 16,000 16,000
Existing RPZs:
Visibility Classification Lower Than ¾ mile Lower Than ¾ mile
Width at Runway End (ft) 1,000 1,000
Length (ft) 2,500 2,500
Width at Outer End (ft) 1,750 1,750
Future Approaches:
Slope Same Same
Width at Runway End Same Same
Length Same Same
Width at Outer End Same Same
Future RPZs:
Visibility Classification Same Same
Width at Runway End Same Same
Length Same Same
Width at Outer End Same Same
Source: FAA Advisory Circular 150/5300-13, Airport Design, Change 6
Approach Minimums
Available instrument approaches to Runway 16-34 consist of those
shown in Exhibit 4-6, Instrument Approach Capability (on the next
page).
As shown in the exhibit, the Decision Height (DH) for Runway 16

is above the standard set for Category I ILS approaches (200 feet)
due to the presence of trees penetrating the approach slope. These
had been removed in 2002; however, at the time of this writing, the
Port was awaiting the FAA to certify the new DH of 200 feet – the
standard for Category I precision approaches. The Port considered
upgrading the airport’s approach capability to Category II, which
would bring the DHs down to 100 feet AGL. To do so, the parallel
taxiway separation from the runway would increase – a
4-21
requirement that cannot be implemented without significant cost of

existing infrastructure relocation and loss of developable upland
area. Further, the benefit of Category II capability would be
limited since the airport does not experience weather conditions
with ceilings below 200 feet AGL that often.
Exhibit 4-6: Instrument Approach Capability

Visibility Minimum Visibility Minimum
DH or
Approach A, B, and C Class D Class Aircraft
MDA (ft agl)
Aircraft (ft or miles) (ft or miles)
ILS Runway 16 200 DH RVR 2400 or ½ Same
MLS Runway 34 200 DH ¾ Same
NDB Runway 16 462 MDA RVR 4000 or ¾ RVR 6000 or 1 1/4
GPS Runway 16 378 MDA RVR 4000 or ¾ RVR 6000 or 1 1/4
GPS Runway 34 390 MDA 1 1 1/4
Source: URS Corporation using information published by the National Oceanic and Atmospheric
Administration (NOAA)
AGL = Above Ground Level
DH = Decision Height
MDA = Minimum Descent Altitude
Instrument approach capability is adequate to meet the needs of the

airport for the 20-year planning period.
4.5.6 Terminal Apron Area

The 1997 Airport Master Plan Update contains recommendations
for aircraft parking positions adjacent to the terminal building and
circulation area to and from these locations. The Plan
recommended space for four transport-class aircraft using
second-level passenger loading and deplaning, and the same
number of positions for regional air carrier-class aircraft using
ground level boarding and deplaning. The total number of
positions exceeds that which will be required to serve peak hour
passenger levels and three airlines anticipated by this analysis for
the 20-year time frame. The updated estimate of positions required
4-22
to serve the anticipated number of peak hour passengers is half of

that recommended in the 1997 plan - four positions.
The Port is preparing plans to expand and modify the passenger

terminal building at the same time this master plan update is being
prepared. That study, too, is utilizing the recommendations for
aircraft gate positions as are presented in the 1997 Master Plan.
Should the 1997 plans be implemented, there will be ample space
and flexibility to accommodate a broad mix of aircraft at the
passenger terminal facility.
4.5.7 Airfield Lighting, Marking, and

Navigation Aids
The airport is well equipped with navigation consisting of the
following facilities:
Airfield Lighting
• High Intensity Runway Lights (HIRL), pilot activation
• Taxiway edge lighting on all taxiways
• Four-Box Visual Approach Slope Indicators (VASI) on both
runway ends
• Medium Intensity Approach Light System with Runway
Alignment Indicator Lights (MALSR) on Runway 16
• Runway End Identifier Lights (REIL), pilot activation
• Rotating Beacon
• Obstruction lights on various navigational aids
• Airfield location and destination lighting.
Airfield Marking
• Precision Runway Markings, runways 16 and 34
• Runway Centerline Marking
• Taxiway Centerline Marking
• Runway Hold-Short Markings
• Compass Rose.
4-23
Navigation Systems and Aids

• Instrument Landing System (ILS) – glide slope, localizer
• Microwave Landing System (MLS)
• Runway Visual Range (RVR) measuring equipment
• Automatic Terminal Information Service (ATIS)
• Automatic Surface Observation System (ASOS)
• Common Traffic Advisory Frequency (CTAF)
• Unicom
• Remote Communications Outlet (RCO)
• Approach and Departure Control
• Air Traffic Control Tower (ATCT, Contract Tower program
• Whatcom VORTACW
• BENZA Non-precision Directional Beacon.
4.5.8 Heliport Facilities

Under IFR weather conditions, helicopters approaching and
landing at BLI utilize the same runway approach corridors as
fixed-wing aircraft. Depending on the pilot’s choice and aircraft
type, helicopters will either hover or ground taxi to their
destination on the airport. Similar procedures are utilized for
departing the airfield. Under VFR weather conditions, helicopters
generally fly directly to the intended destination on the airfield.
The 1997 Master Plan noted that there are no designated helicopter
landing areas on the airport and recommended that these be
developed in the future GA expansion area adjacent and south of
the National Guard facilities. No facility specification or acreage
requirement was identified. Interestingly, information contained in
flying reference materials (Jeppesen Flight Manuals), indicate the
existence of two helicopter landing areas located near the
passenger terminal building. Pavement markings for these do not
appear on a recent aerial photo.
4-24
FAA Advisory Circular, 150/5390-2, Heliport Design, was

followed to determine design and separation standards for BLI
heliport facilities described in this section. One landing area and
two parking positions could be provided in the 20-year time frame.
The landing area should be 138 feet by 138 feet to accommodate a
critical aircraft with a rotor diameter of 52 feet (a Bell 214 ST was
used as the design aircraft in the analysis). The parking positions,
to be accessed via hover taxiing, should be 104 feet square.
The Immigration and Naturalization Service (INS) may relocate

some of its regional administration and operations functions to
BLI. Facilities in support of these functions will include landing
area and parking for several large helicopters. If this comes to
fruition during the time this plan is prepared, a suitable locations
for these facilities are assessed in the Alternatives chapter of this
report.
4.6 PASSENGER TERMINAL AREA

FACILITIES
The terminal building, adjacent vehicle parking area and terminal
drives, and aircraft parking positions comprise the primary
facilities of the airport’s passenger terminal area. Requirements
for the expansion of these facilities was studied in the 1997 Master
Plan which was based on the forecast of demand contained in that
plan. The Port is conducting a study for the rehabilitation of the
existing terminal building using the space program requirements
developed in the 1997 Master Plan and, appropriately, the Port has
not duplicated the task in this master plan update. The Port also is
developing new design of the adjacent parking and circulation
roadways fronting the terminal building in response to new
stringent security requirements for parking and building separation
resulting from the terrorists attacks of September 2001. And
further, new Transportation Security Administration (TSA)
requirements for passenger and baggage screening will impact the
4-25
interior design and passenger flow efficiencies of the existing

terminal building, about and to which the Port is making changes.
The 1997 Master Plan was developed based on activity forecasts

that predicted higher growth than the updated forecast of this
master plan update. Therefore, the programmed terminal area
requirements of that plan are more than adequate to accommodate
the demand levels that are projected in this master plan’s forecasts.
Exhibit 4-7 presents a comparison of the commercial passenger
components of these forecasts.
Exhibit 4-7: Forecast Activity Comparison

Forecast Component 2005 2015
1997 MP MP Update 1997 MP MP Update
Passenger Enplanements 227,107 105,615 283,884 130,649
Peak Hour Passengers 205 70 238 106
Passenger Aircraft Operations 20,060 12,857 21,850 11,585
Peak Hour Passenger Aircraft Operations 8 4 9 4
Because activity levels are depressed at BLI, the incremental

schedule of the terminal expansion program contained in the 1997
Master Plan should be slowed to allow actual passenger and
aircraft activity to catch up with programmed improvements.
However, other improvements required by the TSA, and for
general terminal building upgrading, should be implemented as
needed.
4-26
Exhibit 4-8 provides a summary of the terminal building

requirements contained in the 1997 Master Plan Update.
Exhibit 4-8: Terminal Building Requirements

Terminal Component 2005 2015
Airline Support:
Ticket Counter (LF) (1) 62 71
T/C-PAC Queuing (SF) (1) 920 1,070
ATO Support Office (SF) (1) 1,540 1,790
Outbound Baggage (SF) (1) 2,770 3,210
Inbound Baggage (SF) (2) 1,180 1,340
Baggage Claim (SF) (2) 1,780 2,020
Operations/Maintenance (SF) (1) 3,080 3,570
Subtotal 11,260 13,000
Concessions:
Food and Beverage/Banquet (SF) (1) 620 710
News and Sundries (SF) (1) 820 950
Car Rental (SF) (2) 300 340
Other (SF) (1) 100 120
Subtotal 1,830 2,120
Secured Public Areas:
Security (SF) (1) 410 480
Sterile Waiting (SF) (1) 5,740 6,660
Restrooms (SF) (1) 820 950
Subtotal 6,970 8,090
Non-Secured Public Areas:
Circulation/Ticketing (SF) (1) 3,080 3,570
Circulation/Bag Claim (SF) (2) 2,370 2,690
Circulation/Waiting (SF) (1) 4,100 4,760
Restrooms (SF) (1) 820 950
Subtotal 10,360 11,970
Non-Public Areas:
Administration (SF) (1) 1,740 2,020
Mechanical/Building Maintenance (SF) (1) 7,180 8,330
Circulation/Other (SF) (1) 2,050 2,380
Subtotal 10,970 12,730
TOTAL FACILITIES (SF) (3) 41,400 47,920
(1) Design Hour Enplanements
(2) Design Hour Deplanements
(3) The existing terminal totals 23,992 SF
Source: Bellingham International Airport, Master Plan Update, 1997
4-27
Exhibit 4-9 provides a summary of the terminal building curb

frontage and parking space requirements contained in the 1997
Master Plan Update.
Exhibit 4-9: Terminal Curb and Parking Requirements

Component 2005 2015
Terminal Curb Frontage (LF) (a) (b) 270 310
Automobile Parking:
Public Spaces:
Spaces (c) 710 890
Acres (325sf/stall) 5.3 6.6
Employee:
Spaces (d) 40 46
Acres (325 sf/stall) 0.3 0.3
Rental Car:
Spaces (e) 50 63
Acres (325 sf/stall) 0.4 0.5
(a) Includes both curb along terminal and curb on opposite
side of access roadway.
(b) Assumes 0.85 linear feet per peak hour O&D passenger.
(c) Assumes 3.2 spaces per 1,000 annual enplaned O&D
passenger.
(d) Assumes 1space per eight peak-hour passengers.
(e) Assumes one space per 12 average daily passengers and
a turnover rate of two cars per space.
Source: Bellingham International Airport, Master Plan Update, 1997
4.7 AIR CARGO FACILITIES

The Port is in the process of finalizing plans for a new air cargo
development of approximately five acres in the north terminal area.
The new facilities will approximate the following:
• Aircraft ramp of approximately 11,300 square yards

• Office area of approximately 6,650 square feet
• Sorting area of approximately 32,500 square feet
• Secured parking for approximately 60 vehicles
• Unsecured customer parking of approximately 50 vehicles
• Load and unload area for approximately 30 vans/trucks.
4-28
Adjacent (south) of these facilities is a small amount of additional

acreage for expansion of the air cargo facilities. These facilities
are judged to be adequate for the time frame of the master plan,
barring a large incremental increase in the amount of space
required by the existing air cargo provider, or the additional of an
additional air cargo operator at the airport.
4.8 GENRAL AVIATION TERMINAL

FACILITIES
The existing GA Terminal Building is located centrally within the
terminal area of the airport. Facilities consist of apron area
fronting the terminal building, vehicle parking and circulation, and
landscaping. The entire facility occupies greater than one acre of
area. Approximately one acre is occupied by facilities with the
remaining portion left as unusable due to its configuration and is
left as landscaped open space. The facility specifications consist
of the following:
• Building area of approximately 3,200 square feet

• Apron area/aircraft positions of approximately 86,600 square
feet – equates to approximately 14 large GA aircraft positions
(700 square yards each)1
• Vehicle parking of approximately 30 spaces.
1
Immediately fronting building. Positions also are located nearby in close
proximity to the main facilities.
Growth in activity (GA itinerant operations) has a direct

relationship on the amount of area needed to accommodate GA
terminal building services and facilities. The Forecast of Demand
chapter anticipates an increase in itinerant operations of
approximately 36 percent (total) by the end of the 20-year time
frame, to 55,250 annual operations in 2022.
4-29
Exhibit 4-10, General Aviation Terminal Facility Requirements,

itemizes the size and amount of facilities needed over the course of
the 20-year plan. The existing GA passenger terminal building is
adequate to meet needs through the 20-year planning period.
Vehicle parking is anticipated to be adequate through the period as
well. However, aircraft parking at the terminal is inadequate.
Further, it is impacted by proximity to other nearby facilities and
activities such as based aircraft tiedowns and their associated
taxilanes, and the air cargo facility located immediately to the
south. Construction of a new air cargo facility in the north
terminal area and relocation of air cargo operations to that site will
relieve some of the congestion. However, GA aircraft parking can
be particularly constrained during circumstances when larger
corporate aircraft are present and, as shown in the table, additional
aircraft parking space is needed under present and future demand.
4-30
Exhibit 4-10: General Aviation Terminal Facilities

Existing 2007 2012 2022
Parameter
Condition Requirement Requirement Requirement
Peak Hour Itinerant Operations:
Annual Itinerant GA Operations -- 44,428 48,035 55,250
Peak Month Operations -- 4,576 4,948 5,691
Average Day Operations -- 148 160 184
Peak Hour Operations -- 14.8 16.0 18.4
Peak Hour Fleet Mix:
Single Engine -- 13.6 14.6 16.4
Multiengine -- 0.7 0.8 1.1
Business Jet -- 0.3 0.3 0.4
Helicopter -- 0.2 0.2 0.3
Total -- 14.8 15.9 18.4
Required Itinerant Parking Positions 14 15 16 18
Peak Hour Passengers/Pilot
Single Engine -- 28.5 30.7 34.5
Multiengine -- 2.4 2.7 4.0
Business Jet -- 1.4 1.6 2.2
Helicopter -- 0.7 0.8 1.3
Total 33.1 35.9 41.9
Square Feet per Itinerant Passenger -- 49 49 49
Square-Foot Requirement 3,200 1,623 1,759 2,055
4.9 BASED AIRCRAFT STORAGE

FACILITIES
Aircraft based at Bellingham International Airport are stored in
one of several areas. These include:
• 31 Port-Owned T-Hangars
• 63 Condo Hangars
• 9 Corporate Hangars
• 65 Outside Tiedowns.
Port records show that there are 175 aircraft based at the airport.
Total aircraft from the storage records detailed above indicates 168
4-31
aircraft. Port management surmises that there are more aircraft in

the condo and corporate hangars than records indicate, especially
since there are presently seven outside tiedowns that are
unoccupied. The Port also indicates there is a waiting list for
covered storage, principally T-hangars.
Over the course of the 20-year planning period, the number of

It is projected there will be based aircraft is forecast to increase from 175 to 206. This
fairly strong demand for
aircraft storage facilities over indicates the need to increase storage facilities to accommodate a
the course of the 20-year time total of 31 new aircraft (and relocation of a certain number of
frame
existing based aircraft in outside tiedowns). It is assumed that the
type of new storage will reflect some of the characteristics of
current storage patterns but with an increase in aircraft stored in
hangars rather that outside tiedowns. Support of this assumption is
indicated by the waiting list for hangar storage and higher growth
in larger personal and business category aircraft, e.g., multi-engine,
turboprop, and turbofan aircraft, as indicated in the Forecast of
Demand chapter. These owners/operators typically prefer covered
storage facilities.
Other space requirements for based aircraft at BLI are in the

aircraft tiedown areas. Tiedowns are provided for those aircraft
that do not require/desire hangar storage. Space for these is
calculated based on 300 square yards of apron for each aircraft to
be tied down. This size of space assumes a certain degree of
familiarity on the part of the aircraft owner with the parking
situation and therefore represents the absolute minimum that
should be provided and does not include space for circulation or
characteristics of site configuration or adjacent uses.
The following percentages are applied to the based aircraft forecast

to determine storage requirements for the 20-year time frame:
• T-Hangars – 60 percent
• Corporate Hangars – 10 percent
• Tiedowns – 30 percent.
4-32
A summary of storage and acreage requirements is presented in

Exhibit 4-11, Aircraft Storage and Ramp Requirements.
Calculations are based on guidance provided in FAA Advisory
Circular 150/5300-13, Airport Design. Area for facilities housing
corporate aircraft are shown to required greater space than
T-hangars since these facilities accommodate the larger
twin-engine turboprop and jet aircraft.
Exhibit 4-11: Aircraft Storage and Ramp Requirements

Item Existing 2007 2012 2022
Based Aircraft 175 185 191 206
T-Hangars 1 94 111/153,800 115/159,400 124/171,900
Corporate Hangars 2 9 18/72,500 19/76,600 20/80,600
Aircraft Tiedowns:
Based Aircraft Tiedowns (sf) 3 65 56/151,200 57/153,900 62/167,400
Transient Aircraft Tiedowns (sf) 4 14 15/94,500 16/100,800 18/113,400
Note: Future requirements are totals and include accommodation by existing facilities
1
1,386 square feet, T-hangar unit only (33’ x 42’)
2
4,030 square feet, hangar unit only (62’ x 65’)
3
2,700 square feet per aircraft, tiedown position only. Number of positions drop due to greater use of T-hangars
4
An average 6,300 square feet per aircraft is used for the full range of transient aircraft anticipated at BLI
4.10 AIRPORT SUPPORT FACILITIES

4.10.1 Fuel Storage
The existing fuel storage facility consists of an unloading area and
above ground tanks located south and adjacent to the National
Guard facility. Fuel is dispensed to aircraft via fueling trucks
operating on the airfield. Storage capacity consists of 25,000
gallons of AvGas and the same for Jet A. A 12,000-gallon
self-fueling station dispensing Avgas is also available, which is
situated north of the aircraft hangars at the west limit of the GA
hangar area. Storage requirements should be based on a five-day
reserve.
4-33
Growth to accommodate future demand is based on the

continuation of existing storage and dispensing methods and the
growth in total airport operations. Based upon these assumptions
and future consumption rates, the existing storage capability is
adequate for the 20-year planning period.
4.10.2 Aircraft Rescue and Fire Fighting

(Subsequent to the analysis below, the Port decided to assess an ARFF facility to
house only the airport’s equipment and functions.)
BLI possesses a FAA Part 139 Certificate that is required for the
operation of air carrier service at the airport. An essential element
in this type of certification is the ability of the airport to provide
quick response to Aircraft Rescue and Fire Fighting (ARFF)
events.
The Port is having preliminary discussions with local

municipalities to construct a joint use response facility on the
airport. Preliminary discussions suggest that such a facility should
consist of the following:
• Five vehicle bays

• Administrative offices
• Living and exercise quarters
• Shower and restroom facilities
• Meeting room facilities
• Parking facilities of approximately 14 spaces
• Sidewalk and site landscaping.
Based on discussions with the Port, a building footprint of

approximately 10,000 square feet with an additional 55,000 square
feet of external area for parking and vehicle maneuvering is used
for the purposes of this analysis – for a total of approximately 1.5
acres needed for the joint use facility.
4-34
4.10.3 Airport-Dependent Reserve Area

The Port desires that an area or areas in the east-airport be held in
Area should be set aside in the
reserve in order to take advantage of unanticipated need or demand
east-airport terminal area for
for airport-dependent facilities. Candidate sites will be identified unanticipated needs for
in the Alternatives chapter of this plan. The sites should be in the accommodation of airport-
dependent facilities.
range of one acre with access from/to landside and the airside.
4.11 AIRPORT ACCESS Access within the airport is

adequate; however, it is
Traffic on the airport roadways is well served by the existing road recommended that
realignment of a portion of
system on an average daily basis. However, during holiday Mitchell Road be evaluated in
periods and in combination with commute times for the Airport the Alternatives chapter of
Industrial Park and the surrounding area there are reduced service this plan to determine if
additional airside area can be
levels occurring on Airport Drive. This can impact flow at the created in the GA terminal
intersection of Airport Drive and Airport Way. The county has area.
recently completed a construction project that widened Airport
Drive, relieving some of the congestion that occurs along this
arterial. Other locations that experience reduced levels of service
occur along Airport Drive east toward Interstate 5.
The airport has limited authority to make improvement

recommendations to the county or city for roadways off of airport
property. However, the Port and airport are public
jurisdiction/facilities operating within the county and city environs
and are major contributors to the economic well being of the
region. As a major stakeholder, the Port can advocate for ground
transportation efficiency in the sub-area within which the airport is
located. This plan recommends that all major arterial roads
surrounding the airport and that provide access to and from the
airport be monitored by the county and city to ensure acceptable
levels of service and to implement improvements as demand
indicates.
4-35
Roadway improvements on the airport will be driven by the need

to access new facilities, respond to safety or regulatory demands,
e.g., security adjacent to the passenger terminal building, and for
creating greater efficiencies and opportunities for development on
the airport. As noted elsewhere in this report, the Port is also
preparing a passenger terminal building review to rehabilitate and
expand the passenger terminal building. Upgraded security
requirements have impacted vehicle parking and the roadway
system of the passenger terminal area. The terminal building study
has analyzed some of the requirements needed to meet the new
regulations. Changes in Mitchell Way, the terminal loop road and
the parking facilities are anticipated because of heightened security
measures. The master plan update will integrate the
recommendations of the passenger terminal study as they become
available.
Another recommendation of this chapter is for the south alignment

of Mitchell Way, north of Bakerview Road, be analyzed for
possible realignment (east) to explore opportunities to develop
additional GA facilities to meet the anticipated demand.
4-36

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BELLINGHAM INTERNATIONAL AIRPORT

MASTER PLAN UPDATE

Leibowitz & Horton AMC

The requirements analysis is conducted for the airfield and

for determining the majority of the 20-year requirements (through

Bellingham International Airport Master Plan Update – June 2004

The subject areas listed below are analyzed in this chapter:

Airport Role and Design Criteria and Modifications to Standards

Passenger Terminal Area Facilities1

Air Cargo Facilities2

Airport Support Facilities

Bellingham International Airport Master Plan Update – June 2004

4.2 FINDINGS SUMMARY

• North Runway Object Free Area (OFA), short by

Bellingham International Airport Master Plan Update – June 2004

Recommendations in this plan resolve all non-complying design

Airfield Capacity. The airport’s runway/taxiway system has

• Annual Service Volume is 49 percent of capacity

Runway Length. Runway length of 6,701 feet meets length

Pavement Strength. Pavement strength is more than ample to

Pavement Maintenance. Pavement conditions vary throughout

Bellingham International Airport Master Plan Update – June 2004

Taxiway E from the runway centerline to Taxiway A centerline,

Taxiways and Taxilanes. Several taxiway projects are indicated

• Widening taxiways C and E to the appropriate design standard

Runway Approaches and Protection Zones. BLI’s approach

Commercial Airline Gate Positions. Expand the passenger

Bellingham International Airport Master Plan Update – June 2004

recommendation in this plan. The need for the expansion is

Heliport. It is recommended that landing area and designated

• A landing area of 138 feet by 138 feet to accommodate a

Passenger Terminal Area

Bellingham International Airport Master Plan Update – June 2004

• Airport Maintenance. Existing facilities and equipment are at

Joint-use Emergency Response Facility. Candidate sites for a

Bellingham International Airport Master Plan Update – June 2004

4.3 AIRPORT CLASSIFICATION

The FAA has established a system for airport classification

Bellingham International Airport Master Plan Update – June 2004

The ARC design standards are contained in FAA Advisory

The aviation demand forecasts presented in this plan sustain the

4.4 AIRPORT DESIGN CRITERIA

Bellingham International Airport Master Plan Update – June 2004

Exhibit 4-1: Dimensional Standards for Runway 16-34

Table 4-1 Notes:

Bellingham International Airport Master Plan Update – June 2004

• North Runway Object Free Area (OFA), short by

Corrective actions for these nonstandard conditions will be

4.5 AIRFIELD SYSTEM

Bellingham International Airport Master Plan Update – June 2004

subjects covered in these analyses include runway capacity,

4.5.1 Airfield Capacity

As shown in Exhibit 4-2 (shown on the following page), Runway

The surplus capacity condition remains through the 20-year

Bellingham International Airport Master Plan Update – June 2004

Exhibit 4-2: Runway Capacity Summary

Based on the ample margin of residual capacities shown in the

4.5.2 Runway Length