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34 Legal and Policy Constraints The FAA Advisory Circulars referenced in this section should be consulted for specific design requirements that will influence the use of GSI on landside and airside operations. All FAA circulars are available online (http://www.faa.gov/regulations_policies/advisory_circulars/). Care should be taken to access the most current version, because FAA Advisory Circulars are updated frequently. GSI integration in airport design must accommodate the planning and design guidelines described in FAA Advisory Circulars 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities, and 150/5300-13A, Airport Design. The designer must generally be concerned with clearance guidelines for aircraft and logistic and operational requirements around airside facilities. Early planning during airport design can accommodate FAA guidelines and enhance airport operation. For example, GSI may be a useful tool for landside parking areas that must be buff- ered from the terminal building. Other general restrictions that must be observed for GSI at airports include the following: ⢠Curbs and gutters must not interrupt surface runoff along a taxiway or runway. ⢠GSI must maintain drainage criteria for spread and ponding as identified in the FAA Advisory Circular 150/5320-5D, Airport Drainage Design. ⢠GSI must accommodate clearance requirements for aircraft and support vehicles on airside operations. The FAA guidance documents also recommend standards and practices for hazardous wildlife management on or near airports: ⢠14 CFR § 139.337, Wildlife hazard management, mandates implementation of airport wildlife hazard measures contained in FAA Advisory Circulars ⢠14 CFR § 139.337 (f), Wildlife Hazard Management Plan Checklist ⢠FAA Advisory Circular 150/5200-33B, Hazardous Wildlife Attractants On or Near Airports ⢠CertAlert 98-05, Grasses Attractive to Hazardous Wildlife ⢠Wildlife Hazard Management at Airports: A Manual for Airport Personnel (Cleary and Dolbeer 2005) ⢠FAA Wildlife Hazard Mitigation web page (https://www.faa.gov/airports/airport_safety/wildlife/) GSI has historically not been included in areas around airside terminal buildings, because it competes for space with operations and equipment storage and parking. Advance planning can overcome these obstacles and accommodate multiple uses in active areas, such as near the apron and ramp. Retrofit of GSI in these areas may require more study, because surplus space will likely be at a premium. Challenges and Constraints Associated with Green Stormwater Infrastructure at Airports
Challenges and Constraints Associated with Green Stormwater Infrastructure at Airports 35 Retrofit Costs ⢠The cost of retrofitting existing infrastructure is greater than constructing GSI with new con- struction. Taylor et al. (2014) notes that retrofit costs for GSI can be as much as 10 times the cost of GSI installation with new construction. Accordingly, GSI should be planned along with other airport infrastructure improvement projects whenever possible. ⢠GSI retrofit projects may be required where the facility must comply with total maximum daily load requirements, or as a part of reconstruction of existing impervious surfaces. Familiarity with GSI at Airports Conventional BMPs listed in stormwater management manuals often focus on new development and use a design and review system that has evolved over a number of years. Airport regulatory compliance experts, stormwater practitioners, and regulators are familiar with those pro- cesses. Because introducing new approaches to stormwater manage- ment can be challenging and resource intensive, practitioners may use more familiar approaches to meet critical schedules. Furthermore, sev- eral different airport divisions can be involved in stormwater manage- ment, which may also present challenges when trying to introduce new approaches. Maintenance and Evaluation Maintenance and continued re-evaluation are often key to performance, especially where there may be wildlife hazards (Figure 21). FAA Advisory Circular 150/5320-5D, Airport Drainage Design, describes GSI practices for airport environments. It is recommended that maintenance guidance be provided for all GSI projects so as to familiar- ize all maintenance and operations personnel with GSI operation. Though maintenance informa- tion and long-term operation information for GSI at airports is lacking, guidance for non-airport GSI is plentiful. Figure 22 shows a poorly maintained, overgrown detention basin, whereas Fig- ure 23 depicts a well-maintained bioswale. Source: Michael Baker International. Figure 21. Weeds in porous pavement attracting birds. Typical airport divisions that are involved in stormwater management projects include environmental (permitting and water quality), design (airfield engineering and landscape architec- ture), maintenance (including land- scape), construction, and capital project management.
36 Green Stormwater Infrastructure Additional Resources Guidance on the maintenance of GSI (including porous pavement) in urban/suburban land- scape is provided in the 2009 Seattle Public Utilities Manual. http://www.seattle.gov/util/cs/ groups/public/@spu/@usm/documents/webcontent/spu02_020023.pdf. Evaluation of Effectiveness Stormwater BMP effectiveness for water quality improvement is often variable among pol- lutants and among BMPs. It can also be highly variable within a BMP type depending upon site characteristics, BMP design, and pollutant loadings. Methods for evaluating BMP effectiveness and results of performance studies are areas of ongoing work. Figure 22. Overgrown detention basin. Source: Michael Baker International. Figure 23. Well-maintained bioswale. Source: Seattle Public Utilities.
Challenges and Constraints Associated with Green Stormwater Infrastructure at Airports 37 Additional Resources ⢠NCHRP reports (Oregon State University et al. 2006, Taylor et al. 2014, and Geosyntec Consul- tants et al. 2011) on controlling highway runoff via BMP installation include in-depth reviews of the various methodologies in which BMP effectiveness and efficiency may be evaluated. ⢠Performance of Green Infrastructure. Website. U.S. EPA. https://www.epa.gov/green- infrastructure/performance-green-infrastructure. ⢠International Stormwater BMP Database (http://www.bmpdatabase.org/) and 2014 Per- formance Summary. http://www.bmpdatabase.org/Docs/2014%20Water%20Quality%20 Analysis%20Addendum/BMP%20Database%20Categorical_StatisticalSummaryReport_ December2014.pdf. ⢠National Pollutant Removal Performance Database, Version 3. 2007. Center for Watershed Pro- tection. http://www.stormwaterok.net/CWP%20Documents/CWP-07%20Natl%20Pollutant %20Removal%20Perform%20Database.pdf ⢠Illinois Green Infrastructure Study. 2010. Chapter II: The Effectiveness of Green Infrastructure. M. Jaffe, M. Zellner, E. Minor, M. Gonzalez-Meler, L. B. Cotner, D. Massey, H. Ahmed, M. Elberts, H. Sprague, S. Wise, and B. Miller. http://www.epa.state.il.us/green-infrastructure/ docs/draft-final-report.pdf. ⢠Green Infrastructure for Stormwater Control: Gauging Its Effectiveness with Community Part- ners. 2015. U.S. EPA. EPA/600/R-15/219. https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey= P100NE3S.txt. ⢠2012 Biennial Report, pp. 10â27. 2012. UNHSC. http://www.unh.edu/unhsc/sites/unh.edu. unhsc/files/docs/UNHSC.2012Report.10.10.12.pdf.
