Airport Master Plan - City of Riverside

unway and the taxiway. In fact, this
distance will provide an additional
margin of safety over the separation
currently available between the runway
and Taxiway A. A modification to standard
would need to be obtained from the
FAA to accommodate a 300-foot separation
as opposed to a 400-foot standard.
Discussions with the FAA Western-
Pacific Region were conducted concerning
the runway/taxiway separation issue
for the planned north side parallel
taxiway. The FAA suggested that a request
for modification to standard be
submitted prior to the design of the
north side parallel taxiway. This request
was submitted in May 2008. The
FAA reviewed the proposal and concluded
that this taxiway should be located
at a separation of 400 feet in order
to meet the future standard for a
critical aircraft in ARC C-II.
In conclusion, the recommended master
plan concept supports maintaining the
current runway/taxiway separation of
275 feet on the south side and constructing
the planned north side parallel
at a separation of 400 feet.
Safety Area Analysis
The RSA analysis presented in Chapter
Four – Alternatives, concluded that two
options were available for mitigation of
the non-standard RSA for an ARC C-II
runway: 1) implementation of declared
distances, or 2) installation of an Engineered
Materials Arresting System
(EMAS). The declared distances option
would have a negative impact on airport
operations, while the EMAS option
would preserve and enhance the operational
runway length in all directions.
These two options were previously presented
on Exhibit 4E – Options 2 & 3.
After consultation with the PAC, the
FAA, and airport staff, Option 2 most
closely represents the recommended
concept for meeting RSA standards to
the west of the Runway 9 threshold.
The FAA has indicated that the RSA is
currently improved to the greatest extent
practicable and no further action
needs to be taken to provide 600 feet of
RSA to meet the current B-II standard.
To meet the C-II standard, the FAA
supports shifting the railroad spur to
the west to provide 600 feet of RSA and
then installing EMAS to provide RSA
equivalency to the standard of 1,000
feet.
Based on conversations with Union Pacific
railroad during research for this
master plan, it appears they are amenable
to relocating the railroad spur,
provided there is limited disruption to
service and the airport (FAA) pays the
cost. The FAA recommended beginning
these discussions immediately to move
the relocation process forward. Therefore,
the relocation of the spur could occur
prior to the installation of EMAS or
the construction of the runway extension.
This would have the added benefit
of meeting ARC B-II RSA standards in
the near term.
Relocation of the railroad spur will also
require close coordination with the City
of Riverside Planning Department. The
Circulation Element of the 2025 General
Plan designates Van Buren Boulevard
as a “Parkway” and “Scenic Boulevard.”
As a result, any railroad relocation
should be fully evaluated for its potential
aesthetic impacts to views from
Van Buren Boulevard. Mitigation, in-
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