Exec-Summ MasterPlan

AUSTIN-BERGSTROM INTERNATIONAL AIRPORT (ABIA) MASTER PLAN FINAL
E1. INTRODUCTION
A Master Plan is one of the most important documents from an airport management and operation
perspective, as it guides future growth and development. A Master Plan provides a road map for
efficiently meeting aviation demand through the near future while preserving the flexibility
necessary to respond to changing industry conditions.
The goal of a Master Plan is to build the overall framework needed to guide future airport
development. The plan must also allow the airport to keep pace with aviation growth cost
effectively, while also considering potential environmental and socioeconomic impacts. Master
Plans also provide the airport with the tools to react to uncertainties by examining key trends in
the aviation industry, such as changing airline business models, improvements in technology, and
local and regional economics that could affect airport activity.
The Austin-Bergstrom International Airport (ABIA) continues to experience passenger activity

levels above the national average growth rate. Since 1999, passenger growth at Austin-Bergstrom
International Airport (ABIA) has tripled, with a 4.2% average annual growth rate. Between 2011
and 2017, ABIA has grown at a 7.3% average annual growth rate and had 13.94 million annual
passengers (MAP) in 2017. This growth rate exceeds the national average growth rate of 2.8%
for the same time period.1 For the first eleven months in 2018, ABIA has been setting monthly
passenger growth records from the previous year with an average monthly growth rate of 15.06%
as shown in Exhibit E1-1.
1 US DOT Scheduled T100 Passenger Data and Database Products

March 2020 Executive Summary
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ABIA Historical Passenger Traffic (2014-2018)
Source: ABIA Historical Data

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E2. AVIATION FORECASTS
E2.1 Enplaned Passengers
The high-case aviation forecasts as shown in Exhibit E2-1 were used in this Master Plan, which
assumes a higher economic growth for the Austin region. Under the high-case scenario, the
Metropolitan Statistical Area’s (MSA’s) Gross Regional Product (GRP) is assumed to increase at
an Average Annual Growth Rate (AAGR) of 4.0 percent through 2037. The higher economic
growth results in an increase in domestic enplaned passengers of 2.2 million by 2037 compared
to the baseline. Under the high case scenario, the international enplaned passengers at ABIA
would increase at a rate that is on average 1.5 percentage points higher than the year-over-year
national average.
Exhibit E2-1: ABIA Forecast Enplaned Passengers (High Case Scenario)
Note: Aviation forecast based on 2017 baseline data time period.

Source: Landrum & Brown analysis

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E2.2 Aircraft Operations
The total aircraft operations forecast is the aggregation of the passenger, all-cargo, air taxi,
general aviation (GA), and military aircraft operations forecasts. Total aircraft operations are
forecast to increase from 192,032 in 2016 to 296,428 aircraft operations in 2037, representing an
average annual growth rate of 2.1 percent. The high-case scenarios for the enplaned passenger
and cargo throughput forecasts were used to develop the high-case aircraft operations forecast.
This results in an additional 129,844 aircraft operations by 2037 when compared to the baseline
as shown in Exhibit E2-2.
Exhibit E2-2: Aircraft Operations Forecast Scenarios
High Case Scenario
Base Case Scenario
Low Case Scenario
Sources: City of Austin Aviation Department, Austin-Bergstrom International Airport Aviation Activity Reports; City of Austin Aviation
Department, Landing Reports; Landrum & Brown analysis, 2017.

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E2.3 Cargo Tonnage
The high-case scenario assumes future development of an e-commerce distribution center at

ABIA. It was assumed that the e-commerce distribution center would begin service in 2027 with
more than 25,500 annual aircraft operations. The development of the distribution center results in
an increase in cargo throughput of 3,060 million pounds by 2037 compared to the baseline as
shown on Exhibit E2-3.
Exhibit E2-3: Cargo Throughput Forecast Scenarios
High Case Scenario
Base Case Scenario
Low Case Scenario
Sources: City of Austin Aviation Department, Austin-Bergstrom International Airport Aviation Activity Reports; Landrum & Brown
analysis, 2017.

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E3. DEMAND/CAPACITY AND FACILITY REQUIREMENTS

Estimated timing of certain threshold events are the basis of planning decisions; this timing should
correspond to level of aviation demand, referred to as Planning Activity Levels (PALs). The
projected need for facility improvements is based on the PALs rather than specific time periods.
This Master Plan addresses four future PALs, corresponding to the planning years 2019, 2022,
2027, and 2037. Future planning levels have been identified for million annual passengers (MAP),
annual tons of enplaned cargo, and annual aircraft operations for the High-Growth Forecast as
shown in Table E3-1.
The facility requirements for the passenger terminal and other airport facilities are Pals in MAP.
Facility requirements for cargo facilities are based on annual enplaned tons of cargo and the
requirements for airfield (runways) facilities are based on aircraft operations.
Future Planning Levels - High Growth Forecast
AVG.
ACTUAL PAL 1 PAL 2 PAL 3 PAL 4 ANNUAL
ITEM
(2017) (2019) (2022) (2027) (2037) GROWTH
RATE [%]
Annual Passengers, MAP 14.0 16.0 18.0 22.0 31.0 4.5
Annual Enplaned Cargo, tons 88,000 100,700 113,000 513,500 1,549,000 15.2
Annual Aircraft Operations 199,600 214,700 230,600 287,200 426,600 3.9
Source: Aviation Forecast, High Growth scenario
E3.1 Existing Airfield Capacity Analysis
The Existing Airfield Capacity Analysis was conducted using the Landrum & Brown runway queue
model to determine a high-level estimate of when the existing airfield will “max-out”, and thus
unable to sustain further growth at the airport while keeping the average delay per operation below
the acceptable 10-minute threshold. This analysis was used to determine the potential trigger
points for development of an additional runway and/or other airfield infrastructure.
Runway capacity was calculated using the Airfield Capacity Estimation Spreadsheet Model and
the Airfield Capacity Model (ACM) that was developed in part by L&B and other industry experts
in association with the Transportation Research Board (TRB) Airport Cooperative Research
Program (ACRP). The ACRP Report 79, Evaluating Airfield Capacity guidelines were used to
determine the runway capacity for each of the runway operating configurations.
Based on the Runway Queue Model (RQM) analysis, the existing ABIA airfield provides sufficient
capacity to perform operations at the airport efficiently for the next 20-years. Exhibit E3-1 shows
the average delay curve associated with the existing airfield geometry. The average delay per
operation is expected to exceed the 10-minute threshold around year 2048. The existing airfield
can accommodate approximately 445,000 annual aircraft operations, while the high-case aviation

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forecast projects that the demand in 2037 will be approximately 426,500 annual aircraft operations
(includes commercial, cargo, air taxi, GA, and military).
Runway closures result in reduced capacity and higher delays at an airport. When one of the
parallel runways at ABIA is closed for rehabilitation works, all operations require accommodation
on the single operable runway. If either existing parallel runway is closed for an extended period,
the average delay per aircraft operation will exceed the 10-minute delay threshold set by the FAA.
Therefore, a new third parallel runway must be available to minimize aircraft and passenger
delays. The new parallel Runway 17C-35C would be located 1,200 feet west of existing Runway
17R-35L with a length of 10,000 feet.
Exhibit E3-1: Average Delay Curve – Existing Airfield

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E3.2 Runway Length Requirements
Runway 17R-35L can accommodate every aircraft in the forecast 2037 fleet mix at Maximum
Take-Off Weight (MTOW). The 12,250-foot runway length allows international passenger and
cargo aircraft flexibility to fly long distances and/or carry heavy payloads. Landings at maximum
landing weight are also possible on Runway 17R-35L.
The 9,000-foot long Runway 17L-35R serves mostly domestic flights, allowing aircraft to carry the
maximum payload to most domestic destinations from ABIA. All aircraft in the forecast 2037 fleet
can land on Runway 17L-35R with maximum landing weight. The overall takeoff length
requirement for the existing runways at ABIA are 11,300 feet for takeoff (Boeing 747-400) and
9,000 feet for landing (Boeing 747-8F) operations as shown in Exhibits E3-2 and Exhibit E3-3,
respectively.
Based on the existing 12,250-foot long Runway 17R-35L, Exhibit E3-4 shows the maximum
range for various aircraft type at MTOW. All aircraft in the ABIA future fleet can reach all U.S.
cities at MTOW. Long-haul international destinations in Europe (London & Frankfurt) and Asia
(Incheon and Narita) can be reached by the majority of the wide-body aircraft.

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Exhibit E3-2: Existing Runways: Takeoff Length Analysis at MTOW
Note: Aircraft manufacturing planning charts were not available to calculate takeoff length analysis for the Boeing 737 Max 8 or Max 9 aircraft.

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Exhibit E3-3: Existing Runways: Landing Analysis at MLW
Note: Aircraft manufacturing planning charts were not available to calculate landing length analysis for the Boeing 737 Max 8 or 9, as well as, the Bombardier CS100.

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Exhibit E3-4: Aircraft Range Map (12,250’ Runway)

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E4. TERMINAL DEMAND/CAPACITY ANALYSIS

Spreadsheet models applying industry standard planning parameters were used to assess the
ability of the passenger terminal facilities to accommodate the projected demand as established
in the Design Day Flight Schedules (DDFS) described in Chapter 3, Aviation Demand Forecast.
From the DDFS, the peak hour aircraft and passenger volumes were identified and services as
the basis the demand/capacity assessment and facility requirements. The planning parameters
selected provide an optimum level of service (LOS), as defined by the International Air Transport
Association (IATA), during the peak periods.
Table E4-1 provides a high-level summary of the analysis results. When the East Expansion
opens in early 2019, most of the terminal components at ABIA will be operating at or above
capacity. By PAL 2 (2022), substantial capacity expansion will be required. Table E4-2 provides
the aircraft gate requirements for each of the planning years.
Table E4-1: High-Level Terminal Demand / Capacity Analysis Results
PAL 1 PAL 2 PAL 3 PAL 4

FACILITIES
16.0 MAP 18.0 MAP 22.0 MAP 31.0 MAP
AIRCRAFT GATES
TICKETING/CHECK-IN
OUTBOUND BAGGAGE HANDLING
PASSENGER SECURITY SCREENING
CONCOURSE/HOLDROOMS
BAGGAGE CLAIM
CONCESSIONS
U.S. CUSTOMS & BORDER PROTECTION
Notes: Sufficient = meets stated requirements

Deficient = significantly below one or more of the stated requirements
Source Landrum & Brown analysis
Table E4-2: Aircraft Gate Requirements
EXISTING PAL 1 PAL 2 PAL 3 PAL 4

GATES
(2019) * 16.0 MAP 18.0 MAP 22.0 MAP 31.0 MAP
DOMESTIC 32 32 34 42 57
INTERNATIONAL 4 3 5 6 7
SUB-TOTAL GATES 36 35 39 48 64
RONS 42 42 45 58 74
TOTAL POSITIONS 78 77 84 106 138
ADG III GATES 34 33 36 44 59
ADG V GATES 2 3 3 4 5
Note: * Includes Barbara Jordan Terminal East Expansion and South Terminal

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Upon completion of the East Expansion in early 2019, the passenger terminal/concourse facilities
at ABIA (Barbara Jordan Terminal and South Terminal) will provide approximately 984,300 square
feet of total floor area. Based on the requirements analysis shown in Table E4-3, approximately
2 million square feet of terminal/concourse area is required in PAL 4 (2037), which is
approximately twice the total area compared to the existing terminal/concourse areas. Demand
within the next 5 years PAL 2 is 1.2 million square feet and by PAL 3 (2027) is more than 1.5
million square feet.
Table E4-3: Summary of Passenger Terminal/Concourse Facility Requirements

FACILITIES UNITS
(2019) 16.0 MAP 18.0 MAP 22.0 MAP 31.0 MAP
GATES (TOTAL) 36 36 39 50 64
ADG III 34 33 36 46 59
ADG V 2 3 3 4 5
TICKETING / CHECK-IN
Curbside Check-
Positions 18 10 13 15 19
in
Curbside Check-
sq. ft. 2,400 1,955 2,530 2,875 3,680
in Area
Full-Service
Positions 24 27 33 44
Agent Positions 91
Bag Drops Positions 71 80 98 135
Kiosks Devices 64 84 95 117 162
Check-in Area sq. ft. 36,150 61,410 69,230 84,755 115,805
Airline Ticket
sq. ft. 12,450 9,545 10,235 13,225 16,790
Offices
OUTBOUND BAGGAGE HANDLING
Outbound
Baggage
Units 6 6 5 6 7
Screening
Machines
Outbound
Baggage sq. ft. 20,000 20,000 17,000 20,000 24,000
Screening Area
Outbound
Baggage Make- sq. ft. 43,150 43,150 55,000 60,000 75,000
up Area *
PASSENGER SECURITY SCREENING
Security
Lanes 17 22 23 28 38
Checkpoint
Security
Checkpoint sq. ft. 22,750 52,100 54,400 66,300 89,800
Area, incl. queue
PASSENGER HOLDROOMS
Narrowbody
31 33 36 46 59
Holdrooms
Narrowbody
sq. ft. 106,200 98,670 107,640 137,540 176,410
Holdroom Area
Wide-body
2 3 3 4 5
Holdrooms

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(Continued)

FACILITIES UNITS
(2019) 16.0 MAP 18.0 MAP 22.0 MAP 31.0 MAP
Wide-body
sq. ft. 9,000 16,215 16,215 21,620 27,025
Holdroom Area
Circulation
sq. ft. 89,600 125,350 135,125 173,650 221,950
Corridor
DOMESTIC BAGGAGE CLAIM AND INBOUND BAGGAGE HANDLING
Baggage Claim Devices 7 7 7 10 15
Baggage Claim
LF 1,050 980 980 1,400 2,100
Frontage
Baggage Claim
sq. ft. 53,500 58,075 60,950 82,800 120,000
Hall
Baggage
sq. ft. 3,050 4,370 5,060 6,210 8,625
Service Offices
Inbound
Baggage sq. ft. 8,100 13,340 13,340 18,975 28,000
Handling Area
CONCESSIONS
Pre-security
sq. ft. 3,950 10,695 11,730 13,685 18,055
Concessions
Post-security
sq. ft. 67,900 95,680 105,340 122,590 162,150
Concessions
Concessions
sq. ft. 5,500 15,985 17,595 20,470 27,025
Support
U.S. CUSTOMS AND BORDER PROTECTION
Sterile Corridor sq. ft. 17,800 29,900 34,900 43,100 51,400
Document
Verification Positions 10 6 8 12 12
Officer
Global Entry
Devices 8 8 8 8 8
Kiosks
Automated
Passport Control Devices 8 13 13 13 13
Kiosks
Primary
Processing and sq. ft. 8,400 8,600 11,300 16,700 16,700
Inspection
Secondary
Processing and sq. ft. 3,000 2,700 2,835 2,835 2,835
Inspection
Operational
sq. ft. 8,000 6,345 9,180 10,395 10,395
Support
Baggage Claim
1 2 3 3 3
Devices
Baggage Claim
LF 198 440 660 660 660
Frontage
Baggage Claim
sq. ft. 6,500 18,975 30,590 31,280 31,280
Hall

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(Continued)

FACILITIES UNITS
(2019) 16.0 MAP 18.0 MAP 22.0 MAP 31.0 MAP
OTHER AREAS
Public
sq. ft. 24,300 29,440 30,935 36,225 50,600
Restrooms
Airline Support
sq. ft. 81,450 176,180 188,945 243,455 310,615
Space
Airline Clubs /
Premium sq. ft. 23,000 25,875 34,500 34,500 34,500
Lounges
Airport
sq. ft. 117,900 100,400 109,800 131,400 171,200
Operations
Other –
Maintenance,
Mechanical,
Electrical, sq. ft. 197,350 186,100 206,100 255,400 322,600
Vertical
Circulation,
Open/Covered
TOTAL
BUILDING sq. ft. 971,400 1,212,836 1,342,514 1,662,538 2,119,848
AREA
Note: *Sixing of Area reflects the number of baggage make-up units required under the current exclusive/shared use model used
at AUS today.

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E5. LANDSIDE DEVELOPMENT NEEDS

Table E5-1 provides a summary of the existing utilization of each parking facility and the future
requirements needed to meet the future parking demand. A parking study was performed by
PGAL / Ricondo & Associates in January 20132. New data was collected for this analysis in order
to account for changes to parking that occurred after the 2013 study.
Table E5-1: Auto Parking Peak Demand
PARKING EXIST. PAL 1 PAL 2 PAL 3 PAL 4

AREA CAPACITY DEMAND DEMAND DEMAND DEMAND
On-Site Public
3,522 4,303 4,959 5,686 6,519
(Short Term)
On-Site Public
8,947 10,930 12,598 14,444 16,560
(Long Term)
On-Site Public
603 737 849 973 1,116
(Valet)
On-Site
1,785 2,181 2,513 2,882 3,304
Employee
Off-Site Public 11,908 14,458 16,767 19,224 22,040
CONRAC 3,498 4,273 4,925 5,647 6,474
TOTAL 30,263 36,882 42,611 48,856 56,013
Source: Garver
E5.1 Regional Traffic and Roadway Development Needs
The regional roadway network accessing ABIA consists mainly of Texas State Highway 71 (SH
71), a multi-lane-controlled access road that connects to Interstate 35 (I-35) via direct connector
ramps to the west of ABIA and to Texas State Highway 130 (SH 130) to the east of ABIA. Burleson
Road is a City of Austin owned street that connects to US 183 and SH 130 on the south side of
ABIA. Burleson Road provides access to the South Terminal, Air Traffic Control Tower (ATCT),
GA/FBO, and other facilities located in the southern part of the airport.
The Capital Area Metropolitan Planning Organization (CAMPO) maintains a regional travel
demand model for all of the region’s major roadways. The travel demand model considers future
land use and population growth to forecast future traffic demand on the regional roadways. The
model uses Volume-to-Capacity (V/C) ratios to express the level at which a roadway facility is
operating. V/C ratios serve as a simple representation of roadway segment performance. The
Transportation Research Board of the National Academies Highway Capacity Manual defines a
roadway’s operation Level of Service by its V/C ratio. The Level of Service (LOS) is expressed by
the letters A through F, as shown in Table E5-2. Roadways with a LOS A through LOS C are
considered acceptable, while a LOS D through LOS F are not acceptable and require upgrade to
improve their LOS to a LOS C or above.
2 ABIA 25 Year Parking Plan, prepared by PGAL in association with Ricondo & Associates, Inc., January 2013.
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Table E5-2: LOS per V/C Ratio
LOS V/C RATIO

A 0.35
B 0.55
C 0.77
D 0.92
E 1.0
F >1.0
Traffic analysis for the 2037 design year was performed using the Verehr in Städten Simulations
Model (VISSIM). The model results show unacceptable LOS D, E and F at all intersections,
especially unsignalized intersections during the PM peak hour. Furthermore, the majority of
roadway segments operate at LOS D or better during the AM peak hour. However, all roadway
segments fail operationally during the PM peak hour period mainly due to over-congested terminal
curbside conditions and a queue at the terminal curb entry point that propagates to other
segments of the entrance roadway.
Analysis of the terminal curbside determined a LOS C for the upper curb and a LOS D for the
lower curb for future year 2037 as shown in Table E5-3.
Table E5-3: Terminal Curbside Demand, Capacity and LOS (2037)
FUTURE PEAK HOUR FUTURE

VOLUME CAPACITY V/C
LOS
RATIO
[VPH] [VPH]
PAL 1 (2019)
Curbside Upper Level (Total) 710 2790 0.25 B
Curbside Lower Level (Total) 910 2220 0.41 C
PAL 2 (2022)
PAL 3 (2027)
(2032)
PAL 4 (2037)
Curbside Upper Level (Total) 1200 2790 0.43 C
Curbside Lower Level (Total) 1540 2220 0.69 D
Note: VPH = Vehicles per Hour

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The terminal lower level entry queue and delays primarily result from driver’s behavior at the
curbside entrance as observed with the current operation. The impacts of these human factors
worsen with future conditions as passenger demand increases throughout the roadway system.
This behavior consists of the following:
 A large portion of vehicles immediately maneuvering into the two right lanes upon entering
the terminal curbside to secure their place and look for their passengers.
 These vehicles slowly driving down the curbside with brief but frequent stops to look for
their passengers, as they are not permitted to stop and wait.
 Multiple crosswalks require frequent stops waiting for passengers to cross the lower
roadway.
Pedestrians have the right-of-way at each crosswalk with no signalization requiring pedestrians
to wait to cross the roadway. These uncontrolled pedestrian crossings cause significant delay to
traffic movement at the lower level curbside.
The VISSIM and ACRP Report 40 traffic analysis show unsatisfactory LOS mainly with future no-
build conditions, especially to meet the PAL 4 (2037) demand. Inadequate capacity and
operations at the entry point to the terminal curbside area will create bottlenecks throughout the
roadway system. The calculated utilization factors and corresponding LOS for future years
demonstrate deficient capacity by year 2037 that would require geometric improvements at the
terminal curbside. The following mitigation measures are recommended to be analyzed as part of
Chapter 5, Alternatives Analysis:
 Signalization/optimization of unsignalized intersections throughout the circulation area

 Optimization of signal timings at signalized intersections.
 Geometric improvements at intersections, especially at the two intersections that provide
access to the airport circulation area.
 Operational improvements within the curbside area including controlling pedestrian
movements, police enforcement to guide drivers through different zones, signage to
increase passenger pick-up on upper curbside to relieve some of the congestion at the
lower curbside, etc.
 Geometric improvements at the curbside area.
 Removal of some commercial vehicles into a Ground Transportation Center (GTC) located
away from the terminal curbside.
 Reallocation of airline space inside the terminal to distribute the vehicle traffic more evenly
along the upper and lower curbside.
 Move the terminal entrance and exit doors farther east along the curb. Such changes may
require the re-assignment of baggage claim devices or reducing the number of exit points
to the curb near the west end.

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E6. SUPPORT FACILITY NEEDS

As ABIA continues to grow, the airport and airline support facilities will also need to expand to
support the future airfield, terminal, and landside components. These will include:
 Catering
 Airport Rescue and Firefighting
 Fixed Base Operator and General Aviation
 Aerial Firefighting Facility
 Aircraft Fueling
 Airport Administration Offices
 Airport Maintenance and Police
 Aircraft Maintenance
 Ground Service Equipment Maintenance
 Federal Aviation Administration Facilities
 Air Cargo
 Central Warehouse & Cross Dock
E6.1 Catering
The existing lease area is sufficient for the anticipated catering expansion requirements. By PAL
3 (2027), the existing catering facility site will require a 13,800 square foot expansion.
Approximately 6,000 meals will be served by PAL 4 (2037) and will encompass a site area of
approximately 158,300 square feet. A second work shift can be implemented, along with a second
level to the catering building to provide additional capacity.
E6.2 Airport Rescue and Firefighting Station (ARFF)
The existing ARFF station is programmed to be relocated in the PAL 2 (2022) timeframe to a site
south of the new cross-field taxiway. This new station will be in compliance with the Federal
Aviation Regulation (FAR) Part 139 three-minute response time to the existing and future runways
at ABIA. The new ARFF station area will be 20,000 square feet at minimum to comply with Index
E equipment and safety requirements.

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E6.3 General Aviation/FBO
The following GA expansion will be required to meet the projected PAL 4 (2037) demand:
 Increase hangar space by approximately 56,000 square feet.

 Provide hangar space for larger corporate/business jet aircraft (G650, Global 7000, BBJs,
etc.).
 Increase ramp space by approximately 94,000 square feet.
 Increase auto parking spaces.
 Increase the Ground Support Equipment maintenance area by approximately 1,000
square feet.
 Provide a 4,600 square foot U.S. Customs and Border Protection (CBP) space.
These facilities will be provided within the existing Atlantic Aviation and Signature Flight Support
complex. In addition, Million Air is developing a new facility to the south that will include a terminal,
aircraft hangars, ramp area, taxiway, and auto parking.
E6.4 Aerial Firefighting Facility
The Texas A&M Forest Service currently leases a small area adjacent to the north cargo ramp as
a base for aerial firefighting operations. This facility is proposed to be relocated on the south side
of the existing TxDOT Aviation Services Department facility; the proposed facility may include a
263,000 square foot ramp.
E6.5 Aircraft Fueling
The PAL 4 (2037) demand will require an additional 2.3 million nominal gallons of Jet-A aircraft
fuel storage. The current Airline Consortium proposed existing fuel farm area expansion;
alternatively, a new fuel farm may be developed on the west side of the airport. It is recommended
that all new aircraft gates and cargo aircraft positions be equipped with a hydrant fueling system.
In addition, it is recommended to provide a continuous feed of fuel from the Flint Hills Bastrop
Terminal that has 8.2 million gallons of nominal Jet-A storage capacity.
E6.6 Airport Administration Offices
A new five-level 81,800 square foot Administration Office building is currently under construction
along the airport entrance roadway; this building will meet the PAL 4 (2037) demand.

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E6.7 Airport Maintenance and Police Department
ABA proposed a new Consolidated Maintenance Facility (CMF), located on the east side of Golf
Course Road, northeast of the Runway 17L end. This facility will be 13.42 acres in area and house
the following:
 Maintenance operations
 Motor pool
 Warehouse storage
 Truck wash
 Recycling
 Spoil bins
 Airport police department
In addition, the deicing material storage facility is 0.84 acres in area and will be located
immediately north of the existing TxDOT Aviation facility. This new CMF will be able to
accommodate the 2037 demand without requiring additional expansion. Construction of this
facility is scheduled to begin in early 2019.
E6.8 Aircraft Maintenance
Currently, no aircraft maintenance facilities are located at ABIA. However, if an airline wishes to
perform maintenance on their aircraft fleet, a proposed maintenance facility may be located on
the east side of runway 17L-35R. This site will include the following facilities:
 142,967 square foot narrow-body aircraft hangar building space

 330,766 square foot wide-body aircraft hangar building space
 261,400 square foot shop/storage building space
 80,153 square foot ground service equipment storage space
 220,736 square foot auto parking space
 190,000 square foot truck dock space
Two additional expansion areas will be allocated on the north and south sides of the TxDOT
Aviation Services facility. A dedicated ADG-V taxiway will be provided for access to these aircraft
maintenance facility areas.

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E6.9 Ground Service Equipment Maintenance
The existing Ground Service Equipment Maintenance (GSEM) facility is proposed to be relocated
in the PAL 4 (2037) timeframe. The existing facility has limited space at its current location. The
new GSEM facility will be located in the area currently occupied by the rental car storage and will
include the follow facilities to meet the PAL 4 (2037) demand:
 27,500 square foot building

 107,000 square foot auto parking and truck docks
 6.0-acre total site area
E6.10 Federal Aviation Administration
This Master Plan does not require relocation of the existing Air Traffic Control Tower (ATCT) and
Terminal Radar Approach Control (TRACON) facilities. A line-of-sight study identified any
potential siting issues from the ATCT to the existing and future movement areas due to the
proposed remote concourse building and other supporting facilities. Based on preliminary
renderings of the new terminal/concourse buildings, there does not appear to be any line-of-sight
issues from the existing ATCT. For those non-movement areas within the terminal/concourse
area, it is recommended that a ramp tower, closed-circuit television (CCTV), and/or a virtual tower
be constructed to provide visual contact to these areas.
E6.11 Air Cargo
The future air cargo requirements were determined based on two air cargo tonnage forecasts
(base-case and high-case scenarios). The base-case cargo forecast assumes a continuation of
the current cargo market at ABIA with a 3.4-percent average annual growth rate. The high-case
cargo forecast assumes development of an e-commerce distribution hub at ABIA. This e-
commerce distribution hub will begin service in approximately the PAL 3 (2027) timeframe, with
more than 25,500 annual aircraft operations and an average annual growth rate of 15.2 percent.
Existing North Cargo Area – The existing north cargo area can accommodate the anticipated
PAL 4 (2037) base-case forecast demand. The additional capacity can be accommodated by
converting the existing cargo buildings not used for cargo activity (Building #6029 and #6040).
These two buildings have a total area of 46,080 square feet. In addition, Building #6040 can be
expanded to the west by approximately 212,000 square feet. The eastern portion of the cargo
aircraft ramp can be reclaimed (currently used for overflow auto parking), as cargo demand
increases.

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New West Cargo Area – With the introduction of e-commerce at ABIA, additional cargo space
beyond the north cargo area will be required. A large cargo distribution center will require an
extensive expansion of the all-cargo facilities at ABIA around the PAL 3 (2027) timeframe, or
processing about 540,000 tons of cargo. This cargo distribution center will require approximately
167 acres of land, including buildings, aircraft ramp, truck docks, GSE staging/storage, auto
parking, and access roadway.
Belly Cargo – The high-case future belly cargo requirements require additional belly cargo
facilities around the PAL 3 (2027) timeframe, or processing about 25,500 tons of belly cargo. This
will require doubling the size of the existing facility to approximately 8 acres in size. In addition,
the existing belly cargo facility may require relocation due to site expansion constraints; it is
proposed to be relocated to the north in the current rental car storage area.
E6.12 Central Warehouse & Cross-Dock
A Central Warehouse & Cross-Dock facility is proposed to be located on the east side of Golf
Course Road, along the eastern airport property boundary. The following facility requirements are
required in the PAL 1 timeframe:
 Approximately 17,000 square feet for each concessionaire for operations, including
storage space and kitchens.
 Approximately 4,000 square feet for the cross-dock operation.
 Approximately 5,000 square feet for additional space, including restrooms and break
rooms.
 Approximately 7,000 square feet for a third concessionaire for operational expansion for
the existing concessionaire.
The proposed site can accommodate a 50,000 square foot facility with potential to expand to
75,000 square feet. Direct terminal area access is required for security purposes.

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E7. IMPLEMENTATION OF RECOMMENDED DEVELOPMENT

PLAN
The recommended ABIA Development Plan is depicted in Exhibit 7-1. A construction
implementation schedule was developed to assist the ABIA with future planning and provide input
to the Financial Plan (Chapter 10). The recommended Master Plan and 5-year CIP projects were
grouped into the following four phases:
 Phase 1: PAL 1 – 16.0 MAP (2019)

 Phase 2: PAL 2 – 18.0 MAP (2022)
 Phase 3: PAL 3 – 22.0 MAP (2027)
 Phase 4: PAL 4 – 31.0 MAP (2037)
The projects were grouped into phases based on overall theoretical demands for infrastructure
improvements outlined in Chapter 4, Demand/Capacity Facility Requirements and Chapter 5,
Alternatives Analysis. The phasing was adjusted as needed to reflect realistic funding availability
assumptions and overall financial feasibility. The phasing plan presented in this section
represents an implementation program which accounts for projected facility needs balanced with
anticipated passenger demand and financial capabilities.
In practice, future airport improvement projects will be undertaken only when demand warrants
and actual funding is available, rather than in accordance with a specific projected scheduled
timeframe. Factors that may trigger the need for an airport development project can range from
tenant demands for landside and support facilities to airside and terminal capacity requirements
(passenger demand).

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E7.1 Phase 1 Expansion Program (PAL 1 – 16.0 MAP)
Phase 1 development as shown on Exhibit 7-2 includes projects scheduled to meet the PAL 1
demand. The main focus of the Phase 1 program includes a new terminal building, remote
concourse gates, and access roadway improvements. These projects are as follows:
1. New 863,000 square foot North Terminal Building for passenger processing (ticketing,
security and baggage)
2. New North Terminal entrance roadway ramps and curbfront (2 levels) with a separate
passenger level between the new North Terminal and parking garage/CONRAC
3. New 803,000 square foot 20-gate Midfield Concourse, aircraft apron, and hydrant fueling
system
4. Elevated passenger bridge connection between the Barbara Jordan Terminal and Midfield
Concourse
5. New airport entrance roadway intersection with SH 71 (Braided Left Turn)
6. New ADG-VI Taxiway ‘D’ parallel to existing Runway 17R-35L
7. New runway 17R-35L rapid exit taxiways
8. Various new ADG-V taxiways and taxilanes (lighting and signage)
9. New Remain Overnight (RON) aircraft apron area
10. GA expansion apron, hangars and auto parking (3rd party development)
11. New Aerial Firefighting facility adjacent to TxDOT Aviation (3rd party development)
12. New Central Warehouse and Cross Dock facility adjacent to Golf Course Road
13. Relocation of Golf Course Road (Phase 1)
14. Expansion of the existing Catering facility (3rd party development)
15. Expansion of the existing north Central Utility Plant
16. New Fuel Farm on the west side of Runway 17R-35L (3rd party development)
17. New east and west Airfield Lighting Vaults
18. New Employee Parking north of SH 71
19. Expansion of the North Cargo facilities (3rd party development)
20. New south Central Utility Plant
21. Miscellaneous utility upgrades
22. Miscellaneous non-aeronautical development area for commercial development (3rd party
development)

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Phase 2 development as shown on Exhibit E7-3 includes projects scheduled to meet the PAL 2
demand. These projects are as follows:
1. Existing Barbara Jordan Terminal interior space allocation renovation

2. New ADG-V crossfield taxiway (lighting and signage)
3. Depress Emma Browning Road under the new crossfield taxiway
4. New north and south aircraft hold pads for Runway 17R-35L
5. Expansion of the Remain Overnight (RON) aircraft apron area
6. New South Airport Firefighting Station
7. Expansion of the Belly Freight facility (3rd party development)
8. Expansion of the GSEM facility (3rd party development)
9. New south Information Technology facility
10. GA facilities expansion (3rd party development)
11. Golf Course Road south extension (Phase 2)
12. North Cargo facilities expansion (3rd party development)
13. New west side Aircraft Maintenance hangars and apron (3rd party development)
14. Miscellaneous aeronautical development areas for support facilities
development)
1. 458,000 square foot North Terminal Building expansion

2. 232,500 square foot 12-gate Midfield Concourse building and apron expansion
3. Remain Overnight (RON) aircraft apron area expansion
4. Existing Taxiway ‘C’ relocation to the west with various connector taxiways
5. New east side Aircraft Maintenance hangars and apron area (3rd party development)
6. Personal Rapid Transit (PRT) system throughout the public parking areas to the new
Terminal Building
7. Land acquisition (126 acres) west of US 183 for west side development flood control
8. North Cargo facilities expansion (3rd party development)
9. GSEM facility expansion (3rd party development)
10. Belly Freight facility expansion (3rd party development)
11. Catering facility expansion (3rd party development)
development)

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1. New southwest Cargo complex to accommodate the expansion of e-commerce at ABIA

(3rd party development)
2. East side Aircraft Maintenance facilities expansion (3rd party development)
3. GSEM facility relocation and expansion (3rd party development)
4. Belly Freight facility relocation and expansion (3rd party development)
5. Catering facility expansion (3rd party development)
development)
E7.5 Post 20-Year Expansion Program
This Master Plan Study evaluated a need for a future runway to meet the future forecast demand.
As noted in Chapter 3, Aviation Demand Forecasts the need for a new runway is beyond the 20-
year (2037) planning horizon and not required until approximately year 2048, or 445,000 annual
aircraft operations. However, this Master Plan Study assessed the preferred location and length
for this long-term runway to assure the land was preserved for its future development. As shown
on Exhibit E7-6, a future 10,000-foot long Runway 17C-35C is located 1,200 feet east of existing
Runway 17R-35L. The runway will have a various rapid exit taxiways and a full-length parallel
taxiway to the east. In addition, an end around taxiway is located off the south threshold to provide
unrestricted taxiing for ADG-III aircraft that are landing on Runway 17R-35L while departures are
being conducted on the new Runway 17C.
The runway protection zones (RPZ) for the new Runway 17C-35C will require relocation of various
facilities. The US Army Reserve facilities (hangers and apron) are located within the 35C RPZ,
and The Parking Spot facility is located within the 17C RPZ. It is proposed to relocate the US
Army Reserve facilities northeast of the current complex and it is recommended to purchase the
Parking Spot land (22 acres).
An additional long-term airport project is to coordinate with Texas Department of Transportation

(TxDOT) and relocate SH 71 to the north between US 183 and Texas 130 roads. This will require
ABIA to acquire approximately 165 acres of land and provide a 400-foot right-of-way for the
relocated SH 71. All land south of relocated SH 71 will become ABIA property and developed for
airport support facilities and commercial development.
The long-term extension of existing Runway 17L-35R is proposed in the long-term so it is

comparable in length to existing Runway 17R-35L. This will help to balance the runway usage by
long-haul international aircraft and cargo aircraft operations. The most likely runway extension
would be on the 17L end, requiring the relocation of SH 71 to the north as noted above.

Page 27
The Master Plan post 20-year plan includes a new GTC and PRT system extension along SH 71,
as well as two possible alignment options for high capacity-transit serving ABIA from Riverside
Drive. These alignments are being studied through Capital Metro’s Project Connect process.
Further study is needed to determine the recommended alignment.
E7.6 Construction Schedule
A preliminary construction schedule for the ABIA Master Plan and 5-Year CIP projects is
presented in Exhibit E7-7. Each project has been identified as a “NEW” Master Plan project or a
5-year CIP project with its corresponding reference number. In addition, each project has been
divided into two segments: design/engineering/procurement/environmental approvals time, and
construction/system testing time. The new North Terminal Building and 20-gate Midfield
Concourse are scheduled to be completed and operational by the end of 2025. The
implementation plan takes into account projected facility needs based on anticipated passenger
demand but may be limited by financial capabilities.
E7.7 Construction Costs
A summary of the order-of-magnitude construction cost estimate for each phase of development
is provided in Table E7-1. The costs have been divided into two categories: ABIA costs and 3rd
Party costs. All costs are in 2018 dollars and have not been inflated to reflect timing of the
anticipated construction year. Regardless of the identified need for improvement, the ability to
fund the capital program will ultimately determine when the projects can be implemented.

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Exhibit E7-1: ABIA Ultimate Airport Layout Plan

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This Page Left Intentionally Blank

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Exhibit E7-2: ABIA Phase 1 Airport Layout Plan

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Page 35

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Exhibit E7-6: ABIA Post 20-Year Airport Layout Plan

Page 39

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Exhibit E7-7: ABIA Master Plan Construction Schedule (1 of 3)

Page 41

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Project Description 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Landside Projects
L‐1 12460.006 Demo Existing Parking Garage #1
L‐2 12460.006 Demo Exist. Upper Terminal Roadway
L‐3 New Depressed Emma Browning Road
L‐4 7861.089 New Employee Parking Lot (north of SH 71)
L‐5 7861.076 Golf Gourse Road Realignment
L‐6 7861.046 New Airport Entrance Roadway (Braided Left Turn)
7861.079
L‐7 7861.046 Upgrade Existing Access Roadway Network
7861.091
L‐8 New New North Terminal Curbside Roadway w/ Vertical Circulation
L‐9 New PRT System in Parking Lots (track, station & pods)
L‐10 7861.088 Ground Transportation Center (South of SR 71)
L‐11 New PRT System to New GTC (track, station & pods)
L‐12 New New Parking Garage #2
L‐13 7861.085 Autonomous Shuttle
L‐14 7861.064 Airport Landscaping & Irrigation Improvements
L‐15 7861.090 Lot J Covered Parking
Support Facility Projects

S‐1 3rd Party Existing New North Cargo Buildings/Apron Expansion
S‐2 3rd Party New Southwest Cargo Complex
S‐3 3rd Party New West Fuel Farm
S‐4 3rd Party Fuel Pipeline from Flint Hills Bastrop Terminal
S‐5 3rd Party Relocated Ground Service Equipment Maintenance
S‐6 3rd Party LSG Sky Chefs Expansion
S‐7 New New South ARFF Station
S‐8 3rd Party Relocated Belly Freight Facility
S‐9 3rd Party New Aircraft Maintenance Facility
S‐10 3rd Party Atlantic Aviation & Signature Flight Services Expansion
S‐11 3rd Party Million Air Facility
S‐12 3rd Party New Aerial Firefighting Facility
S‐13 6001.117 Consolidated Maintenance Facility
S‐14 6001.114 Renovate Learning Resource Center for Aviation Office Space
S‐15 6001.128 Planning and Engineering HVAC and Office Space
S‐16 7861.077 Maintenance Facility Storage Bldg. w/ Airside Access

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Exhibit E7-10: ABIA Summary Construction Costs
Notes: Costs are in 2018 dollars


Page 47

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E8. FINANCIAL PLAN

Implementing and funding the Master Plan Study CIP for ABIA will largely be a function of potential
funding sources, including the Federal Aviation Administration’s (FAA’s) Airport Improvement
Program (AIP), Passenger Facility Charges (PFCs), rental car Customer Facility Charges (CFCs),
and ABIA funds including both available cash and future airport revenue bond debt. Due to the
conceptual nature of a master plan, implementation of most capital projects should occur only
after further refinement of costs and timing has been undertaken.
Based on the Implementation Plan identified, a proposed funding plan was developed for ABIA’s
Master Plan Study Phases 1 and 2 projects. In developing the funding plan, the overriding
objective was to maximize the use of external resources and minimize the amount of funding from
local sources. The Master Plan CIP is to be funded from a combination of these sources:
 FAA AIP Grants

 Local ABIA Funds (including PFCs, CFCs, ABIA cash, and airport revenue bonds)
 3rd-Party Funds
Master Plan Study costs for Phases 1 through 4 are estimated to cost approximately $6.5 billion
in 2018 dollars. With inflation, the total cost of the Master Plan Study capital plan is estimated to
be approximately $8.4 billion. Exhibit E8-1 presents a summary of the estimated construction
costs by phase based on inflated dollars. As shown, after including the Airport’s on-going 5-year
CIP projects and inflation impacts3, total capital costs over the next 20 years is estimated to be
approximately $8.36 billion. Of this total, the Master Plan Study account for approximately $8.29
billion including inflation and the Airport’s 5-year CIP accounts for $70.9 million.
3 Inflation impacts of 3 percent annually were assumed for the purposes of this analysis.
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Exhibit E8-1: ABIA Master Plan Construction Costs by Phase (Future Dollars)
Notes: Costs are in 2018 dollars and include both ABIA cost and 3rd party costs. Does not include inflation.

Page 50

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AUSTIN-BERGSTROM INTERNATIONAL AIRPORT (ABIA) MASTER PLAN FINAL

The Austin-Bergstrom International Airport (ABIA) continues to experience passenger activity

1 US DOT Scheduled T100 Passenger Data and Database Products

ABIA Historical Passenger Traffic (2014-2018)

Source: ABIA Historical Data

March 2020 Executive Summary

E2. AVIATION FORECASTS

E2.1 Enplaned Passengers

Exhibit E2-1: ABIA Forecast Enplaned Passengers (High Case Scenario)

Note: Aviation forecast based on 2017 baseline data time period.

March 2020 Executive Summary

E2.2 Aircraft Operations

Exhibit E2-2: Aircraft Operations Forecast Scenarios

High Case Scenario

Base Case Scenario

Low Case Scenario

March 2020 Executive Summary

E2.3 Cargo Tonnage

The high-case scenario assumes future development of an e-commerce distribution center at

Exhibit E2-3: Cargo Throughput Forecast Scenarios

High Case Scenario

Base Case Scenario

Low Case Scenario

March 2020 Executive Summary

E3. DEMAND/CAPACITY AND FACILITY REQUIREMENTS

Future Planning Levels - High Growth Forecast

Source: Aviation Forecast, High Growth scenario

E3.1 Existing Airfield Capacity Analysis

March 2020 Executive Summary

Exhibit E3-1: Average Delay Curve – Existing Airfield

March 2020 Executive Summary

E3.2 Runway Length Requirements

March 2020 Executive Summary

Exhibit E3-2: Existing Runways: Takeoff Length Analysis at MTOW

March 2020 Executive Summary

Exhibit E3-3: Existing Runways: Landing Analysis at MLW

March 2020 Executive Summary

Exhibit E3-4: Aircraft Range Map (12,250’ Runway)

Source: Landrum & Brown analysis

March 2020 Executive Summary

E4. TERMINAL DEMAND/CAPACITY ANALYSIS

Table E4-1: High-Level Terminal Demand / Capacity Analysis Results

PAL 1 PAL 2 PAL 3 PAL 4

Notes: Sufficient = meets stated requirements

Table E4-2: Aircraft Gate Requirements

EXISTING PAL 1 PAL 2 PAL 3 PAL 4

March 2020 Executive Summary

Table E4-3: Summary of Passenger Terminal/Concourse Facility Requirements

EXISTING PAL 1 PAL 2 PAL 3 PAL 4

March 2020 Executive Summary

Table E4-3: Summary of Passenger Terminal/Concourse Facility Requirements

EXISTING PAL 1 PAL 2 PAL 3 PAL 4

March 2020 Executive Summary

Table E4-3: Summary of Passenger Terminal/Concourse Facility Requirements

EXISTING PAL 1 PAL 2 PAL 3 PAL 4

March 2020 Executive Summary

E5. LANDSIDE DEVELOPMENT NEEDS

Table E5-1: Auto Parking Peak Demand

PARKING EXIST. PAL 1 PAL 2 PAL 3 PAL 4