Official Statement Airport Commission City and County of San ...

Certain of the airline maintenance, cargo and other facilities have been financed by bonds issued by the
California Statewide Communities Development Authority, which has the authority to issue tax-exempt private
activity bonds. These bonds are separately secured by leases or loans with the respective airlines and are not
payable from Net Revenues. If United Airlines moved its maintenance operations from its Maintenance and
Operations Center and related facilities, United Airlines would remain responsible under the lease until the thencurrent
expiration date.
Seismic Design of Airport Facilities
The Airport exists in a zone 4 seismic area. Seismic zones aid in identifying and characterizing certain
geological conditions and the risk of seismic damage at a particular location and are used in establishing building
codes to minimize seismic damage. The five seismic zones are: zone 0 (no measurable damage), zone 1
(minor damage), zone 2 (moderate damage), zone 3 (major damage) and zone 4 (major damage and greater
proximity than zone 3 to certain major fault systems).
The ITC was designed to meet the structural and code requirements for a building of its type located in
seismic zone 4 and to meet the standards of an “essential facility” (i.e., a facility that is immediately occupiable
following a maximum credible seismic event). In addition, the more recent buildings and facilities constructed by
the Airport, including the other terminal buildings, the AirTrain System and the Airport’s garages were designed to
comply with then-current seismic design standards. These structures include the inbound and outbound freeway
ramps and elevated circulation roadways serving the ITC; Garages A and G and the vehicle bridge connecting these
two garages; Concourse H (the AirTrain/BART Station), the elevated guideway, eight stations, and the maintenance
facility for the AirTrain system; the Rental Car Center; and the Communications Center located in a portion of the
North Connector Building that links Terminal 2 to Terminal 3.
In 2006, the Commission engaged an architectural firm to perform a feasibility study and seismic analysis
of Terminal 2, which was constructed in 1951, and Boarding Area D and the FAA control tower, both of which are
structurally integrated with Terminal 2 and were constructed in 1981. The analysis concluded that these facilities
are highly susceptible to significant damage as a result of a major earthquake in the vicinity of the Airport which
could render them inoperable for an extended period of time, and that they require significant structural upgrades in
order to meet today’s stringent seismic code requirements and remain operable following a significant seismic event.
The analysis also indicated that it is not cost effective nor operationally feasible to seismically upgrade the existing
FAA control tower and that the FAA control tower should be relocated to a less seismically vulnerable site at the
Airport.
The Airport therefore is pursuing the construction of a replacement control tower in a new location with the
FAA. The FAA has identified a preferred location for the new control tower, based on the results of their recent
siting study. The Airport and the FAA are also discussing funding sources for the new control tower. In 2008,
Congress appropriated an initial $1.5 million to the FAA to fund tower design activities at the Airport. The current
Capital Plan provides for the renovation of Terminal 2 and Boarding Area D, including the required seismic
upgrades for Boarding Area D. The Capital Plan also includes the anticipated FAA funding for the new control
tower. The FAA has developed contingency plans for the operation of air traffic control functions from a temporary
site in the event the FAA control tower is rendered inoperable. Such remote operations could result in a reduction in
air traffic control service levels and capabilities, and may have a significant impact on the airspace system
supporting the Airport. See also “CAPITAL PROJECTS AND PLANNING.”
In April 2007, the Airport completed the first phase of a two phase project to install and construct
improvements to the upper level roadway at the domestic terminals to increase seismic stability. The first phase of
the improvements consisted of seismically retrofitting the upper level viaduct adjacent to Terminals 1 and 2,
installation and construction of related improvements, utilities and lighting systems. In September 2008, the Airport
received authorization from the State to proceed with the second and final phase of this project, which is located
adjacent to Terminal 3. The contract for this project was awarded and construction commenced in March 2009.
Completion of this project is expected in December 2010. In addition, the Airport maintains contingency plans to
deal with major seismic events. See also, “CERTAIN RISK FACTORS–Seismic Risks.”
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