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Josephine County, OregononANN Board of Commissioners Sandi Cas, anelh, Simon Hare, Don Reedy

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4 Human Resources OfficeJosephine County Courthouse

1500 NW 6 Street, Dept 11 / Grants Pass OR 97526

J..•_,__: 541) 474- 5217 / FAX (541) 474- 5218/ TTY (800) 735- 2900

MEMO

To: Board of Commissioners

From: Sara Moye, HR Director 07Cc: Rosemary Padgett, CFODate: November 17, 2011

Re: Health Benefits Renewal Recommendation

Attached you will find a summary of recommendations from the Health Benefits Committee for the 2012benefits plan renewal. The 2012 premium increases for renewing current plans was 3. 2% for medical and 5. 87%

for dental. Pursuant to the union collective bargaining agreements, the employer portion of the premium willbe increased by the medical CPI rate of 2. 1% from $813. 89 to 830.98($ 17. 09), with the exception of theSheriff's Association (County pays 90% of total premium) and FOPPO( County pays 80% of total premium).

The Health Benefits Committee reviewed quotes received from alternative carriers. Of the five major carriers inOregon, only two chose to quote medical coverage— HealthNet and Providence. Several dental carriers quotedin addition to the current carrier( ODS). The quotes provided did not offer equivalent benefits and provider

panels for a lower cost. Therefore, the renewal recommendation is to remain with the current carriers, PacificSource and ODS, with some revisions to the plan options. Vision will remain with VSP, with no rate change.

Premiums are shown on the attached Premium Summary worksheet. Due to the ERRP refund of approximately108k, the employee portion of medical premiums will be reduced by approximately$ 27 for employees,

excluding FOPPO and Sheriff' s Association. FOPPO will not be reduced due to an overall reduction in premiums.Sheriffs Association will be reduced by approximately$ 5.

I recommend approval of the attached Summary of Recommendations, to be set for Board action at the WBSmeeting on November 23` d, 2011.

Please feel free to contact me with questions. Thank you.

Summary of Group Recommendations

11/ 16/ 11

Medical Carrier and Plan Design Selection

Continue Pacific Source Module 1( Sheriff Only); add alternative care at employee expense

S12. 76 per/mo, per/ ee)Continue Module 2; decrease office copay from $ 45 to $ 35, preventative care 1 00% paid,

increase ER co-pay from $ 100-$ 150 ($ 7. 50 per/mo, per/ee)

Continue HSA— no change

Add a new plan option: $3000/ 6000 deductible, preventative care 100% paid, $45 co-pay, 70%paid, with Rx ( to be named Module 3)

Remain with no opt-out and composite rate structure

Dental Carrier and Plan Design Selection

Continue ODS Dental; change plan to 100% preventative, $ 50 deductible plan; basic treatmentscovered at 80%, major services covered at 50%. Sheriff group may elect to stay with currentincentive plan.

Add Willamette Dental; $ 5 office copay, 100% preventative, to be paired as a dual choice withODS.

Change to tiered rate structure, no employee only opt- out.

Vision Carrier and Plan Design Selection

Continue VSP Voluntary Vision

PREMIUM SUMMARY WORKSHEET( Rev. 11/ 16/ 2011)

2011 MEDICAL PREMIUMS Ee Premium Subsidy County$ Emp OOP$

SHERIFF( County pays 90% med, dental, voluntary vision)Mod 1 42 $ 1, 322. 87 $ 13. 59 1, 190.58 $ 118.70

Mod 2 39 $ 1, 130.79 1, 190. 58 0.00

y uFB 5. rm:, M w .;.? a: C Y s,. rtes,^ e, umzy;

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All Others( County cap:$ 813.89)Mod 2 99 $ 1, 130. 79 $ 65. 67 813.89 $ 251.23

H S A 176 $ 879.21 $ 65. 67 813.89 0.00

MEDICAL RENEWAL PREMIUMS Ee Premium Subsidy . EE Additional County$ Emp OOP$ OOP Increase

SHERIFF( County pays 90% med, dental, voluntary vision)Mod 1 42 $ 1,360.05 $ 4. 85 $ 12. 76 1, 224.05 $ 143.92 25.22

Mod 2 39 $ 1, 180.79 1, 062. 71 0.00

15.07

90.40

5.11 Compared toHSAqa: ' ... r, 6e a°ar .,`.

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fib; ;, , A. ':,.'" s'r^st t x? A 8

All Others( County cap:$ 830.98)Mod 2 99 $ 1, 180. 79 $ 27. 60 830. 98 $ 322. 21 70. 98

H$ A 176 $ 903. 97 $ 27.60 830.98 $ 45. 39 45.39

Mod 3 851. 07 $ 27.60 830.98 0. 00 0.00 Compared to H S A

DENTAL 2011 PREMIUM: $ 89.46( Composite Rate)

Employee Emp+ Emp+ Emp+

OPTION 1: ODS PLAN Only Spouse Family Children)

SHERIFF 3. 60 $ 7. 14 $ 11. 32 $ 7.42

FOPPO 7, 21 $ 14.27 $ 22.63 $ 14. 85

ALL OTHERS 36. 04 $ 71. 35 $ 113. 16 $ 74. 24

Employee Emp+ Emp+ Emp+OPTION 2: WILLAMETTE PLAN Only Spouse Family Children)

SHERIFF 3. 76 $ 7. 51 $ 13. 15 $ 9. 39

FOPPO 7. 51 $ 15. 02 $ 26. 29 $ 18.78

ALL OTHERS 37. 55 $ 75. 10 $ 131.45 $ 93. 90

Employee Emp+ Emp+ Emp+VOLUNTARY VISION• NO RATE CHANGE Only Spouse Family Children)

SHERIFF 0.99 $ 1. 59 $ 2. 62 $ 1. 62

FOPPO 1. 99 $ 3. 18 $ 5. 23 $ 3. 24

ALL OTHERS 9. 93 $ 15. 89 $ 26. 15 $ 16. 22

Module 1- Sheriffs Plan Module 2 H S A Plan Module 3

General Plan Information Pacific Source Pacific Source Pacific Source Pacific Source

PPO Non- PPO PPO Non-PPO PPO Non-PPO PPO Non- PPO

Annual Deductible- Individual/ Family- Per Calendar 1. 500 enrolled as single

Year 7501$ 2, 250 1, 000/$ 3,000 3, 000 enrolled with dependent(s) 3,0001$ 6,000

8.006/$ 16,000"Annual Out-of Pocket Maximum Individual/ Family- 2,300 enrolled as single excludes copays,

Per Calendar Year 1, 200/$ 4, 000 9,000 per person 53,000/$ 6, 000 $ 5, 000 per person $ 5, 050 enrolled with dependent(s) copays continue) $ 5,000 per person

Annual Benefit Maximum Unlimited Unlimited Unlimited Unlimited

Office Visits( Primary Care/ Specialist) 35 Copay' $ 35 Copay, 80% $ 35 Copay' $ 35 Copay. 80% 80% After Ded 60% After Ded 645 Copay' $ 45 Copay, 70%

Allergy Injections 90% After Ded 70% Alter Del 5 Copay $ 5 Copay, 70% 80% After Del 60% After Ded $ 5 Copay' $ 5 Copay, 70%

Preventative Services- Schedule Applies

Well- Baby Care/ Routine Physicals 35 Copay' 35 Copay, 80% 1001', pav1' 80% 100% paid' 60% After Ded $ 45 Copay' $ 45 Copay, 70%

Annual Gynecological Office Visits 25 Copay' 35 Copay, 80% 100% paid' 80% 100°; paid' 60% After Ded $ 45 Copay' $ 45 Copay, 70%

Outpatient Rehabilitation Services

Outpatient Rehabilitation Office Visits 90% After Ded 70% After Ded 80% AfterDed 70% After Ded 80% After Ded 60% AfterDed 70% After Ded 70% After Ded

Diagnostic X-Ray& Lab Tests 90% After Ded 70% After Ded 80% paid' 60% paid' 80% After Ded 60% After Ded 70% paid' 60% pad'

Specialized Imaging( CT, MRI, PET Scans) 90% After Ded 60% After Ded 80% After Ded 60% After Ded 80% After Ded 60% After Ded 70% After Ded 60% After Dud

Inpatient Room& Board 90% After Ded 60% After Ded 60% After Ded 60% After Ded 80% After Ded 60% After Ded 70% After Ded 60% After Ded

Outpatient Surgery 90% After Ded 60% After Ded 80% After Ded 60% After Ded 80% After Ded ' 60% After Ded 70% After Ded 60% After Ded

80%! 80% After

Ambulance Services Ground/ Air 80% t50% After Ded 80% 1 50% After Ded 80% t50% AfterDed 80°%/ 50% After Ded Ded 80%/ 80% After Ded 70%/ 50% After Ded 70%/ 50% After Ded

Emergency Room Visits 100 Copay, 100V $ 100 Copay, 80% $ 150 Copay, 80% $ 150 Copay, 60%' 80% After Ded 60% After Ded $ 100 Copay, 70%' $ 100 Copay, 60%•

Urgent Care Center Visits 35 Copay' ' $ 35 Copay, 80% $ 35 Copay $ 35 Copay', 80%• 80% After Ded 60% After Ded $ 45 Copay' $ 45 Copay', 70%

Mental Health/ Chemical Dependency Office Visits $ 35 Copay 35 Copay, 80% $ 35 Copay $ 35 • opay', 80%' 80% After Ded 60% After Ded $ 45 Copay' , $ 45 Copay', 70%

Mental Health/ Chemical Dependency Inpatient

Care 90% After Ded 60% After Ded 80% After Ded 60% After Ded 80% After Ded 59% After Ded 70% After Ded 60% After Ded

Durable Medical Equipment& Prosthetics 90% After Ded 60% After Ded 80% After Ded 60% After Ded 80% After Ded 60% After Ded 70% After Ded 60% After Ded

Pharmacy/ Mail Order VALUE DRUG LIST

Retail Pharmacy- Generic/ Brand/ Non- Formulary( 30 of Retail copay or of Retail copay or 5 day emergency

Day Supply)•^ 15/ 530/ 550 50% 15/ 530/ 550 50% 80% AfterDed 60% After Ded $ 10/ 550/ 575 supply

Mail Order Pharmacy- Generic/ Brand/ Non- Formulary90 Day Supply)'^ 15!$ 30/$ 50 N/A 15/ 530/ 550 N/ A 80% After Ded 60% After Ded $ 30/$ 150/$ 225 N/ A

Specialty Drugs( 30-Day Supply)'' Same as Retail Same as Retail Same as Retail Same as Retail 80% After Ded 60% After Ded 20% up to$ 100 max • N/ A

Alternative Care

Chiropractic Services/ Acupuncture/ Naturopathlc 15 per visit Not Covered Not Covered Not Covered

Massage Therapy Services

Combined Benefit Maximum 1, 000 max per member

JOSEPHINE COUNTY PUBLIC HEALTH

715 NW DIMMICK STREET

GRANTS PASS, OR 97526

541 474- 5328

DATE: November 7, 2011

TO: Terri Wharton for Board of CountyCommissioners

FROM: Rebecca Robinson

SUBJECT: Siskiyou Community Health Center, Inc.

The enclosed contract with Siskiyou Community Health Center,Inc. for FY 11/ 12 is ready for submission to the Board ofCommissioners for signatures. The performance period for this

contract is July 1, 2011 through June 30, 2012. The dollar amount

is $ 114, 000.

Thank you.

PROVIDER CONTRACT

JOSEPHINE COUNTY

THIS CONTRACT is made by and between JOSEPHINE COUNTY PUBLIC HEALTHDEPARTMENT, hereinafter referred to as " County", and SISKIYOU COMMUNITY HEALTH CENTER,

INC., an Oregon nonprofit corporation, hereinafter referred to as " Provider."

WHEREAS the Oregon Health Authority has entered into an Intergovernmental Agreement withJosephine County for the financing of Public Health Services by Agreement Number 135565commencing July 1, 2011;

WHEREAS County desires to contract with Provider for the provision of services in accordancewith the terms and conditions of Intergovernmental Agreement Number 135565;

NOW, THEREFORE, in consideration of the terms and conditions contained herein, it is mutuallyagreed as follows:

1. TERM: This Contract shall commence on July 1, 2011 and shall continue until June 30, 2012unless terminated or amended as provided herein.

2. COMPLIANCE WITH INTERGOVERNMENTAL AGREEMENT: Provider shall comply with allapplicable provisions of that certain 2011- 2013 Intergovernmental Agreement for the Financing ofPublic Health Services (the " Intergovernmental Agreement"), Agreement No. 135565, between

the Oregon Health Authority ("OHA") and Josephine County ("County").

3. DEFINITIONS: As used in this Contract, the following words and phrases shall mean as follows:

3. 1 " County" means Josephine County, its officers, agents, and employees, by and through itsHealth Department and its officers, agents, and employees.

3.2 " Services" means those public health programs and services to be performed by Provideras described in Exhibit A, attached hereto and incorporated herein.

3. 3 " OHA" means the Oregon Health Authority of the State of Oregon.

3.4 " Intergovernmental Agreement" means that certain 2011- 2013 Intergovernmental

Agreement for the Financing of Public Health Services (the " IntergovernmentalAgreement"), Agreement No. 135565, between the Oregon Health Authority ("OHAS")

and Josephine County ("County"), as it may be amended from time to time.

3. 5 " Provider" means Siskiyou Community Health Inc., its officers, agents, and employees.

4. SERVICES: Provider shall provide or cause to be provided School- Based Health Center

Services for eligible clients as described in the Service Description attached hereto as Exhibit Aand incorporated herein.

4. 1 Criminal Background Checks: Provider shall ensure that criminal background checks

have been duly performed of all employees who will render Services under this Contract,and shall retain information on the results of such background checks in accordance with

the Records Retention provisions of this Contract.

4. 2 Licenses: Provider and its agents, employees, and subcontractors who perform

Services under this Contract shall hold all licenses, certificates, authorizations, and other

approvals required by applicable law to deliver Services, and shall maintain such licenses

1 — Provider Contract

and certificates in good standing for the duration of this Contract. Provider shall provide

County with copies of licenses and certificates upon request.

5. MONITORING: County shall monitor Provider' s delivery of Services and promptly report to OHAOHAwhen County identifies a major deficiency in Provider' s delivery of a Service or in Provider'scompliance with this Contract. County shall promptly take all necessary action to remedy anyidentified deficiency. County shall also monitor the fiscal performance of each Provider and shalltake all lawful management and legal action necessary to pursue this responsibility. In the event

of a major deficiency in Provider's delivery of Services or in Provider's compliance with thisContract, nothing in this Contract shall limit or qualify any right or authority of OHA under state orfederal law to take action directly against Provider.

6. RECORDS MAINTENANCE, ACCESS, AND CONFIDENTIALITY:

6. 1 Access to Records and Facilities: The County, OHA, the Secretary of State' s Office ofthe State of Oregon, the Federal Government, and their duly authorized representativesshall have access to the books, documents, papers and records of Provider that are

directly related to this Contract, the funds paid to Provider herein, or any Service deliveredhereunder for the purpose of making audits, examinations, excerpts, copies andtranscriptions. Provider shall permit authorized representatives of County and OHA toperform site reviews of all Services delivered by Provider pursuant to this Contract.

6.2 Retention of Records: Provider shall retain and keep accessible all books, documents,papers, and records that are directly related to this Contract, the funds paid to Provider,any Service delivered under this Contract, or any subcontracts for Services for a minimumof three (3) years or such longer period as may be required by other provisions of thisContract or applicable law following the termination of this Contract. If there areunresolved audit or other questions at the end of the three-year period, Provider shall

retain the records until the questions are resolved.

6. 3 Expenditure Records. Provider shall establish such fiscal control and fund accountingprocedures as are necessary to ensure proper expenditure of and accounting for thefunds paid to Provider under this Contract. In particular, but without limiting the generalityof the foregoing, Provider shall ( i) establish separate accounts for each type of service forwhich Provider is paid under this Contract and ( ii) document expenditures of funds paid to

Provider under this Contract for employee compensation in accordance with Office of

Management and Budget (OMB) Circular A-87 and, when required by County, utilizetime/activity studies in accounting for expenditures of funds paid to Provider under thisContract for employee compensation. Provider shall maintain accurate property records of

non-expendable property, acquired with Federal Funds, in accordance with OMB CircularA- 122.

6.4 Confidentiality: Provider shall maintain the confidentiality of client records as requiredby applicable state and federal law, including as applicable: ORS 433. 045, 433.075,

433.008, 433. 017, 433.092, 433.096, 433. 098 and 42 CFR Part 2. Provider shall create

and maintain written policies and procedures related to the disclosure of client

information, and shall make such policies and procedures available to County and OHAfor review and inspection as reasonably requested.

A. HIPAA: Provider shall ensure that clients' privacy is protected and that confidentialrecords are secure from unauthorized disclosure consistent with the confidentialityrequirements of 45 CFR parts 160 and 164, and consistent with other State or

Federal regulations governing privacy and confidentiality of mental health records.

2— Provider Contract

6. 5 Alternative Formats of Written Materials: In connection with the delivery of services,Provider shall:

A. Make available to a Client, without charge to the Client, upon the Client' s, the

County' s or OHA' s request, any and all written materials in alternate, ifappropriate, formats as required by OHA' s administrative rules or by OHA' s writtenpolicies made available to Provider.

B. Make available to a Client, without charge to the Client, upon the Client' s, County' sor OHA's request, any and all written materials in the prevalent non- Englishlanguages in the area served by Provider.

C. Make available to a Client, without charge to the Client, upon the Client' s, County' sor OHA's request, oral interpretation services in all non- English languages in the

area served by Provider.

D. Make available to a Client with hearing impairments, without charge to the Client,upon the Client' s, County' s or OHA's request, sign language interpretationservices and telephone communications access services.

For purposes of the foregoing, "written materials" includes, without limitation, all work

product and contracts related to this Contract.

7. INDEPENDENT CONTRACTOR: Provider is an independent contractor and not an agent of the

State of Oregon, the Oregon Health Authority, or County. Provider shall be responsible forpayment of all Social Security, and Federal and State taxes on any wages paid to Provider' semployees.

8. PAYMENT:

8. 1 County shall pay Provider the sum of Nine Thousand Five Hundred Dollars ($ 9, 500.00)

per month for Services provided under this Contract. Adjustments may be made uponreceipt of Amendments to the Intergovernmental Agreement and after receipt of finalfinancial statements from OHA as necessary.

8.2 The total amount paid to Provider under this contract is One Hundred Fourteen ThousandDollars ($ 114, 000.00).

8. 3 Payments shall be made according to the Financial Procedures Manual of OHA. Countymay suspend or withhold payments if Provider fails to comply with requirements of thisContract. Payments to Provider pursuant to this Contract shall be only for Servicesprovided in accordance with the provisions of the Services Description and theIntergovernmental Agreement.

8.4 Notwithstanding any other payment provision of this Contract, the failure of Provider tosubmit required reports when due, or to perform or document the performance of

contracted Services, may result in the withholding of payments by County. County shallnotify OHA when such payments are withheld.

8. 5 Limitations: County shall not be liable for any expenditure without statutoryappropriations pursuant to ORS 294. 305 et seq. ( Local Budget Law). County shall not beindebted or liable for any obligation created by this Contract in violation of the debtlimitation of Article XI, Section 10 of the Oregon Constitution.


9. EXPENDITURE OF FUNDS: Provider may expend the funds paid to Provider under thisContract solely on the delivery of Services, subject to the following limitations ( in addition to anyother restrictions or limitations imposed by this Contract):

9. 1 Provider may not expend on the delivery of Services any funds paid to Provider under thisContract in excess of the amount reasonable and necessary to provide quality delivery ofServices.

9.2 If this Contract requires Provider to deliver more than one service, Provider may notexpend funds paid to Provider under this Contract for a particular service on the delivery

of any other service.

9. 3 Provider may expend funds paid to Provider under this Contact only in accordance withfederal OMB Circular A-87 as that circular is applicable on allowable costs.

10. SUBCONTRACTORS: Provider may subcontract with other licensed service providers for thedelivery of Services. Provider shall include sections 1 through 12 of Exhibit H to theIntergovernmental Agreement in all permitted subcontracts under this Contract. Provider shall

provide County with a copy of all subcontracts.

11. INDEMNIFICATION:

11. 1 To the extent permitted by applicable law, Provider shall defend ( in the case of the stateof Oregon and the Oregon Health Authority, subject to ORS Chapter 180), save and hold

harmless the State of Oregon, the Oregon Health Authority, County, and their officers,employees, and agents from and against any and all claims, suits, actions, losses,damages, liabilities, costs and expenses of any nature whatsoever resulting from, arisingout of, or relating to the operations of Provider, including but not limited to the activities ofProvider or its officers, employees, subcontractors or agents under this Contract.

11. 2 To the extent permitted by Article XI, Section 7 of the Oregon Constitution and by theOregon Tort Claims Act, County shall indemnify Provider against liability for damage topersons and property arising from County' s negligence, wrongful acts, or omissions underthis Contract.

11. 3 Tort Claims: Provider and its subcontractors, employees, and agents are performing theservices under this Contract as Independent Contractors, and not as officers, employees,or agents of the State as those terms are used in ORS 30.265. Provider shall not be

deemed an agent of County under the Oregon Tort Claims Act.

12. INSURANCE:

12. 1 Professional Liability Insurance: Provider shall obtain and keep in effect during theterm of this Contract professional liability insurance which provides coverage of direct andvicarious liability relating to any damages caused by an error, omission or any negligentacts. Provider shall ensure professional liability coverage of not less than the amount of

1, 000, 000 per person per incident.

12. 2 Worker's Compensation Insurance: Provider, its subcontractors, if any and all

employers providing work, labor or materials under this Contract are subject employersunder the Oregon Worker's Compensation Law and shall comply with ORS 656.017,which requires them to provide workers' compensation coverage for all their subjectworkers. This shall include employers' liability insurance with coverage limits of not lessthan $ 100,000 each accident. Providers who perform the work without the assistance of


labor or any employee need not obtain such coverage.

12. 3 Automobile Liability Insurance: Provider shall obtain, at Provider' s expense, and

maintain in effect with respect to all occurrences taking place during the term of thisContract, automobile liability insurance with a combined single limit per occurrence of notless that $500, 000.

12. 4 General Liability Insurance: Provider shall obtain, at Provider's expense, and maintain

in effect with respect to all occurrences taking place during the term of this Contract,comprehensive or commercial general liability insurance covering bodily injury andproperty damage. This insurance shall include personal injury coverage and contractualliability coverage for the indemnity provided under this Contract. The combined singlelimit per occurrence shall not be less than $500, 000 or the equivalent. Each annual

aggregate limit shall not be less than $500, 000 when applicable.

12. 5 Proof of Insurance: Provider shall name the State of Oregon, the Oregon Health

Authority, the County, and their divisions, officers, and employees as additional insuredson any insurance policies required herein with respect to Provider's Services andactivities being performed under this Contract. Such insurance shall be issued by aninsurance company licensed to do business in the State of Oregon and shall contain a 30-day notice of cancellation endorsement. Provider shall forward to County certificates ofinsurance ( and if so requested by County, a copy of the policy of insurance) indicatingcoverage as required by this Contract prior to the commencement of the Services underthis Contract. In addition, in the event of unilateral cancellation or restriction by Provider' sinsurance company of any insurance coverage required herein, Provider shallimmediately notify County orally of the cancellation or restriction and shall confirm the oralnotification in writing within three (3) days of notification by the insurance company toProvider.

13. TERMINATION:

13. 1 No Cause: This Contract may be terminated by mutual consent of both parties, or byeither party upon thirty (30) calendar days' written notice. Termination under this sectionshall not affect the rights of the parties existing at the time of termination, and, if Provideris not in default, Provider shall be paid for all services performed prior to the date oftermination.

13. 2 For Cause: County may terminate this Contract, in whole or in part, effective upondelivery of written notice to Provider or at such later date as may be established byCounty, under any of the following conditions:

A. If funding to the County from the State is not obtained or is not continued at levelssufficient to pay for services authorized by this Contract;

B. If federal or state laws, statues, rules or regulations are modified, changed, or

interpreted in such a manner that the services are no longer allowable or

appropriate under this Contract;

C. If any license or certification required by law or regulation to be held by Provider toprovide the services under this Contract is for any reason denied, revoked,suspended, or not renewed;

D. If Provider fails to provide the services required under this Contract, and after

receipt of written notice from County, fails to correct such failure within ten ( 10)


calendar days or such other period as County may require. Written notice shallspecify the nature of the breach with reasonable particularity.

13. 3 Major Breach: Notwithstanding any subsection above, either party may declare a defaultimmediately upon the occurrence of a major breach by the other party. A major breach isone that substantially impairs the contractual relationship of the parties to provide theservices pursuant to this Contract, and includes, but is not limited to:

A. Acts or omissions that jeopardize or endanger the health, safety, or security of anypersons;

B. Misuse of funds;

C. Intentional falsification of records;

D. Malfeasance by either party's officers, employees, or agents;

E. Intentional refusal to comply with the provisions of this Contract; or

F. A pattern of continual minor breaches.

13.4 In the event of default, before either party may bring an action in any court concerning thisContract, such party may resolve the issue through negotiations or through other non-binding alternative dispute resolution. Pending final resolution of a dispute, or pendingtermination of this Contract, the parties shall proceed diligently with the performance ofthe services under this Contract unless otherwise notified in writing.

13. 5 If a default occurs and it is not resolved by alternative dispute resolution as above, theparty injured by the default may elect to terminate this Contract and pursue any equitableor legal rights and remedies available under Oregon law. Any litigation arising out of thisContract shall be conducted in the Circuit Court of the State of Oregon for Josephine

County.

13. 6 The rights and remedies of the parties provided herein are not exclusive and are inaddition to any other rights and remedies provided by law.

13. 7 Upon receiving a notice of termination, Provider shall immediately cease all activitiesunder this Contract, unless expressly directed otherwise by County in the notice oftermination. Further, upon termination, Provider shall deliver to County all documents,reports, records and other property as required in this Contract.

13. 8 Liability of County: The County's liability for monetary damages for breach of thisAgreement shall, in the aggregate, be limited to the amount of funds paid under thisAgreement. In no event shall the County be liable to Provider for any indirect, special orconsequential damages, notwithstanding any notice of the possibility of such damages.

14. COMPLIANCE WITH LAW: Provider shall comply with all state and local laws, regulations,executive orders and ordinances applicable to this Contract or to the delivery of serviceshereunder. Without limiting the generality of the foregoing, Provider expressly agrees to complywith the following laws, regulations and executive orders to the extent they are applicable to thisContract: a) All applicable requirements of state civil rights and rehabilitation statutes, rules, andregulations; b) All state laws governing operation of public health programs, including withoutlimitation all administrative rules adopted by OHA related to public health programs; c) All statelaws requiring reporting of Client abuse; d) ORS 659A.400 to 659A.409, ORS 659A.145, and all


regulations and administrative rules established pursuant to those laws in the construction,

remodeling, maintenance and operation of any structures and facilities, and in the conduct of allprograms, services, and training associated with the delivery of Services under this Contract.These laws, regulations and executive orders are incorporated by reference herein to the extentthat they are applicable to this Contract and required by law to be so incorporated.

14. 1 All employers, including Provider, that employ subject workers who provide services in theState of Oregon shall comply with ORS 656.017 and provide the required Workers'Compensation coverage, unless such employers are exempt under ORS 656. 126.

14. 2 In addition, Provider shall comply, as if it were County thereunder, with the federalrequirements set forth in Exhibit G to that certain 2011- 2012 Intergovernmental

Agreement for the Financing of Public Health Services between County and OHA,Agreement No. 135565, which Exhibit is incorporated herein by this reference. For

purposes of this Contract, all references in this Contract to federal and state laws are

references to federal and state laws as they may be amended from time to time.

14. 3 Provider understands that Provider may be prosecuted under applicable federal and statecriminal and civil laws for submitting false claims, concealing material facts,misrepresentation, falsifying data system input, other acts of misrepresentation, orconspiracy to engage therein.

14. 4 Nondiscrimination: No person shall be denied services or be discriminated against onthe basis of race, color, religion, national origin, sex, or duration of residence. No personshall be denied services or be discriminated against on the basis of handicap, diagnosticcategory, or age.

15. GOVERNING LAW, VENUE, CONSENT TO JURISDICTION: This Agreement shall be

governed by and construed in accordance with the laws of the State of Oregon without regard toprinciples of conflicts of law.

16. GRIEVANCE PROCEDURES: If Provider employs fifteen ( 15) or more employees to deliver theServices under this Contract, Provider shall establish and comply with employee grievanceprocedures. In accordance with 45 CFR 84.7, the employee grievance procedures must provide

for resolution of allegations of discrimination in accordance with applicable state and federallaws. The employee grievance procedures must also include "due process" standards, which, ata minimum, shall include:

a. An established process and time frame for filing an employee grievance;

b. An established hearing and appeal process;

c. A requirement for maintaining adequate records and employee confidentiality; and

d. A description of the options available to employees for resolving disputes.

Provider shall ensure that its employees and governing board members are familiar with the civilrights compliance responsibilities that apply to Provider and are aware of the means by whichemployees may make use of the employee grievance procedures. Provider may satisfy these

requirements for ensuring that employees are aware of the means for making use of theemployee grievance procedures by including a section in the Provider employee manual thatdescribes the Provider employee grievance procedures, by publishing other materials designedfor this purpose, or by presenting information on the employee grievance procedures at periodicintervals in staff and board meetings.


17. WAIVER: The failure of either party to enforce any provision of this Contract shall not constitutea waiver by that party of that or any other provision. No covenant, term or condition of this

Contract shall be deemed to have been waived by either party, unless the waiver is in writing, andexecuted by the party against whom the waiver is asserted.

18. SEVERABILITY: If any provision of this Contract is found by a Court of competent jurisdiction tobe invalid or unenforceable in any respect for any reason, the validity and enforceability of theremaining provisions of this Contract shall not be impaired.

19. FURTHER ASSURANCES: The parties agree to promptly execute and deliver any such furtherdocuments and instruments and to perform any such further acts as may be required to carry outthe intent and purpose of this Contract.

20. NOTICES: Any notice under this Contract shall be deemed to have been duly served if in writing,contained in a sealed envelope, and personally delivered or sent by first class mail as follows:

To Provider: To County:

Kurt Higuera, CEO Diane Hoover

Siskiyou Community Health Center, Inc. Josephine County Public Health125 NE Manzanita Ave. 715 NW Dimmick Street

Grants Pass, OR 97526 Grants Pass, OR 97526

541) 471- 3455 541) 474-5336

Any such notice shall be deemed conclusively to have been delivered to the addressee three (3)days after deposit in the U. S. Mail.

21. ASSIGNMENT: Provider shall not assign or transfer any interest in this Agreement without theCounty' s prior written consent. The provisions of this Agreement shall be binding upon and shallinure to the benefit of any successors and permitted assigns.

22. NO THIRD PARTY BENEFICIARY: The County and Provider are the only parties to thisAgreement and are the only parties entitled to enforce its terms. Nothing in this Agreementgives, is intended to give, or shall be construed to give or provide any benefit or right, whetherdirectly, indirectly or otherwise, to third persons unless such third persons are individuallyidentified by name herein and expressly described as intended beneficiaries of the terms of thisAgreement.

23. CONTRACT ADMINISTRATOR: The Public Health Director of Josephine County or designeeshall be the administrator of this Contract, and shall be the coordinating authority for Servicescontracted under this Contract.

24. AMENDMENT: This Contract shall not be waived, altered, modified, supplemented, or amended

in any manner without a duly executed Amendment. Any amendments to this Contract shall beeffective only when reduced to writing and signed by both parties as below.

25. INTEGRATION OF INTERGOVERNMENTAL AGREENT: This Contract shall be subject to all

terms and conditions of Intergovernmental Agreement Number 135565. In the event that any

term or provision of this Contract conflicts with the Intergovernmental Agreement, the applicableterms of the Intergovernmental Agreement shall control. The terms of the IntergovernmentalAgreement are available for review upon request, and are incorporated herein by this reference.

26. ENTIRE CONTRACT: This Contract and the attached Exhibit A constitutes the entire agreement


between the parties with respect to grant funds through the Intergovernmental Agreement. Thereare no promises, agreements, conditions or understandings, either oral or written, between theparties other than those set forth in this Contract. This Contract supersedes and cancels anyprior written or verbal agreement between the parties for similar services.

IN WITNESS WHEREOF, the parties have signed this Contract the day and year below written.

PROVIDER: COUNTY:

SISKIYOU COMMUNITY HEALTH JOSEPHINE COUNTY

CENTER, INC. BOARD OF COUNTY COMMISSIONERS

By: ucrS. Cassenelli, Chair

Simon Hare, Vice Chair

Don Reedy, Commissioner

Date: Vi// Date:

Fed ID# C! 3o4.2. 541,1 IA- 1'---/ 14D - I Y' ic lDiane Hoover, Public Health Director

Approved as to form:

L0_61. 01/4_,

County Legal Counsel


EXHIBIT A

PROVIDER CONTRACT

Program Element# 44: School Based Health Centers( SBHC)

1. School- Based Health Center(" SBHC") Services

a. Definitions Specific to SBHC

School-Based Health Center (" SBHC"): A facility located on school grounds thatdelivers acute, chronic, preventive and mental health services to school- aged children and iscertified in accordance with the Standards for Certification for School- Based HealthCenters( Department of Human Services).

b. Procedural and Operational Requirements.

i. The funds provided under this Agreement for SBI-IC Services shall only be used tosupport activities related to planning, oversight, maintenance, administration, operation,

and delivery of services within one or more SBIIC as required by the Department' sSBIIC finding formula.

ii. All SBHC Services must he delivered in accordance with the guidelines set forth in the

Standards for Certification for SHf-1C ( 2000, revised 2005, revised 2009), a copy ofwhich, including revisions, is available from Department or accessible on the Internetat.http:// www.oregon.gov/DIIS/ph/ ah/ shhc/certification.shtml. The Standards for

Certification for SBHC ( 2000, revised 2005, revised 2009) includes administrative,

operations and reporting guidance, and minimum standards and/ or requirements in theareas of: Certification Process, Sponsoring Agency/ Facility, Operations/ Staffing,Laboratory, Clinical Services, Data Collection/ Reporting, and Quality Assurance.

iii. Grantee must provide the oversight and technical assistance so that each SBIIC in its

jurisdiction meets the Standards for Certification for SBIIC ( 2000, revised 2005,

revised 2009).

iv. Grantee shall assure to the Department that all certification documentation and

subsequent follow-up items are completed by the requested date( s) in accordance withthe Department' s certification review cycle,

c. Reporting Obligations and Periodic Reporting Requirements

In addition to the reporting requirements set forth in Section 8 of Exhibit P of thisAgreement, Grantee shall assure that all SBIIC' s in its county jurisdiction:

i. Submit annual client encounter data in a form acceptable to the Department and inaccordance with the Standards for Certification for SRI-IC ( 2000, revised 2005,

revised 2009) no later than July 15th for the preceding service year ( July 1 June30), and

ii. Submit annual SBIIC Key Performance Measure( KPM) data in a form acceptableto the Department and in accordance with the Standards for Certification for SBHC

2000, revised 2005) no later than October 1st for the preceding service year( July 1

I 1of3

EXHIBIT A

PROVIDER CONTRACT

June 30). The current list of KPMs can be found at

http://www.oregon.gov/DHS/ph/ ah/ sbhc/ in the folder titled SBHC DataRequirements.

iii. Submit annual SBHC Billing, Revenue and Funding data in the form acceptable tothe Department no later than October l for the preceding service year( July 1- June30). The current data collection form can be found at

http://www.oregon.gov/ DHS/ph/ ah/ sbhc/ in the folder titled SBHC DataRequirements

iv. Submit annual SBHC hours of operation and staffing in the form acceptable to theDepartment no later than October 1S' for the current services year. The current data

collection form can be found at http://www.oregon. gov/DHS/ph/ ah/ sbhc/ in thefolder titled SBHC Data Requirements.

v. Submit completed annual patient satisfaction survey data no later than June 1s1.

2. SBHC Planning Grants( for specific Grantees in 2009-2011)

a. This section is applicable only to those Grantees who have received a Planning Grant fromDHS. Current and potential Grantees will be notified if the 2009 Legislature approves and

appropriates funds for SBHC Planning Grants.

b. An SBHC planning grant is one- time funds to assist the Grantee in developing a strategicplan for implementing SBHC Services in the Grantee county jurisdiction. The followingterms and conditions apply if the Department selects Grantee to receive a planning grant:

i. Phase I ( Dates to be determined) Strategic Planning

Grantee shall create and implement a collaborative strategic plan in partnership withcommunity agencies in order to develop, implement, and maintain SBHC Services toserve school- age children. This plan' s target must have the SBHC sites operational and

ready for certification by TBD. SBHC certification standards are available athttp://www.oregon.gov/DHS/ph/ ah/ sbhc/ certification.shtml. .

Grantee shall participate in monthly technical assistance calls at times mutually agreedto between DHS SBHC Program and Grantee Phase I Planning Grantees. In additioneach SBHC site will have at least one technical assistance visit by a DHS SBHCProgram staff member.

ii. By TBD, Grantee shall submit a final report and line item expenditure report brieflydescribing its activities and progress to date on the development of SBHC Servicestogether with a copy of its strategic plan and proposed implementation budget for PhaseH.

Page 12 of 3

EXHIBIT A

PROVIDER C ONTRACT

iii. Phase II( August 15, 2010-June 30, 2011) Strategic Planning

A.) Grantee shall implement the approved Phase I SBHC strategic plan and have the

planned SBHC Services operational and ready for certification by Spring 2011.Sites must become certified in Spring 2011 to maintain current funding and toreceive SBHC awards in accordance with the approved funding formula ineffect and contingent on funds provided by the legislature. SBHC certificationstandards are available at:

http:// www.oregon.gov/DHS/ ph/ ah/ sbhc/certification.shtml.

B.) Grantee shall participate in monthly technical assistance calls at times mutuallyagreed to between DHS SBHC Program and Grantee Phase II PlanningGrantees. In addition, each SBHC site will have at least one technical assistance

visit by a Department SBHC Program staff member.

iv. Advance Phase( July 1, 2010- June 30, 2011) Strategic Planning

A.) Grantee shall create and implement a collaborative strategic plan in partnershipwith community agencies in order to develop, implement, and maintain SBHCServices to serve school-age children. This plan' s target must have the SBHC

sites operational and ready for certification by Spring 2011. SBHC certificationstandards are available at

http:// www.oregon.gov/DHS/ph/ ah/ sbhc/ certification.shtml. .

B.) Grantee shall participate in monthly technical assistance calls at times mutuallyagreed to between DHS SBHC Program and Advance Phase Planning Grantees.In addition, each SBHC site will have at least one technical assistance visit by aDepartment SBHC Program staff member.

C.) Grantee must become certified in Spring 2011 to maintain current funding andto receive SBHC awards in accordance with the approved funding formula ineffect and contingent on funds provided by the legislature. SBHC certificationstandards are available at:

http://www.oregon.gov/DHS/ph/ah/ sbhc/ certification.shtml.

Page 13 of 3

OP ID: KIY

4WRO IDATE( MM/ DDIYYYY)

CERTIFICATE OF LIABILITY INSURANCE 10125111

THIS CERTIFICATE IS ISSUED AS A MATTER OF INFORMATION ONLY AND CONFERS NO RIGHTS UPON THE CERTIFICATE HOLDER. THISCERTIFICATE DOES NOT AFFIRMATIVELY OR NEGATIVELY AMEND, EXTEND OR ALTER THE COVERAGE AFFORDED BY THE POLICIESBELOW. THIS CERTIFICATE OF INSURANCE DOES NOT CONSTITUTE A CONTRACT BETWEEN THE ISSUING INSURER( S), AUTHORIZEDREPRESENTATIVE OR PRODUCER, AND THE CERTIFICATE HOLDER.

IMPORTANT: If the certificate holder is an ADDITIONAL INSURED, the policy(Ies) must be endorsed. If SUBROGATION IS WAIVED, subject tothe terms and conditions of the policy, certain policies may require an endorsement. A statement on this certificate does not confer rights to thecertificate holder In lieu of such endorsement(s).

PRODUCER 541- 773-5358 NAME; YeawProtectors Insurance, LLC PHONE FAX

Pilot Rock Ins Agency LLC ( CA) 541- 772- 1906 c No, Ext): 541- 842-2963 A/ c, No). 541- 772-1906

Po Box 4669 ADDRESS: [email protected], OR 97501 PRODUCER

R. Joe Hubbard cusroMERID SISKI- 5INSURER( S) AFFORDING COVERAGE NAIC*

INSURED Siskiyou Community Health INSURER A: American Economy InsuranceCenter, Inc. INSURER B: General Insurance Co. 24732

125 NE ManzanitaINSURER C: American States Ins Company 19704

Grants Pass, OR 97526-1400INSURER D:

INSURER E:

INSURER F

COVERAGES CERTIFICATE NUMBER: REVISION NUMBER:

THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIODINDICATED. NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO WHICH THISCERTIFICATE MAY BE ISSUED OR MAY PERTAIN, THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS,EXCLUSIONS AND CONDITIONS OF SUCH POLICIES. LIMITS SHOWN MAY HAVE BEEN REDUCED BY PAID CLAIMS.

INSR AWL SUBR POLICY EFF POLICY EXPTYPE OF INSURANCELTR INSR WVD POLICY NUMBER IMM!DDNYYYI IMMIDDIYWYI LIMITS

GENERAL LIABILITY EACH OCCURRENCE 1, 000,00C

05/ 06/ 11 05/06/12DAMAGE I RtnrIED

1, 000,00CA X COMMERCIAL GENERAL LIABILITY 02BP725969 PREMISES( Ea occurrence) $

CLAIMS- MADE X OCCUR MED EXP( Any one person) $ 10,000

PERSONAL& ADS INJURY $

GENERAL AGGREGATE $ 2, 000,00C

GEN' L AGGREGATE LIMIT APPLIES PER PRODUCTS- COMP/ OP AGG $

71 POLICY n PR4 IT LOC

AUTOMOBILE LIABILITY COMBINED SINGLE LIMIT $ 1, 000,00C

Ea accident)

B ANY AUTO 24CC279954 05/06/ 11 05/06/ 12BODILY INJURY( Per person) $

ALL OWNED AUTOSBODILY INJURY( Per accident) $

X SCHEDULED AUTOS PROPERTY DAMAGE

HIRED AUTOSPer accident)

NON- OWNED AUTOS

UMBRELLA LIAB X OCCUR EACH OCCURRENCE 5,000,00C

X EXCESSLIAB CLAIMS- MADE AGGREGATE 5,000,00CC 01CT114843 05/06/ 11 05/06/12

DEDUCTIBLE

RETENTION $

WORKERS COMPENSATION WC STAT U- I OTH-

AND EMPLOYERS' LIABILITYY/ N

TORY LIMITS I I ER

ANY PROPRIETOR/PARTNER/EXECJTIVEN/ A

E L EACH ACCIDENT

DOFFICER/MEMBER EXCLUDE

Mandatory In NH) E L DISEASE- EA EMPLOYEE $

If yes. descnbe underDESCRIPTION OF OPERATIONS below E L DISEASE- POLICY LIMIT $

DESCRIPTION OF OPERATIONS I LOCATIONS! VEHICLES ( Attach ACORD 101, Additional Remarks Schedule, it more space is required)

CERTIFICATE HOLDER CANCELLATION

0000000SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE

State of OregonTHE EXPIRATION DATE THEREOF, NOTICE WILL BE DELIVERED IN

Oregon Dept of Human ServicesACCORDANCE WITH THE POLICY PROVISIONS.

Josephine County Public Health715 NW Dimmick St AUTHORIZED REPRESENTATIVE

Grants Pass, OR 97526 R. Joe Hubbard

I

1988-2009 ACORD CORPORATION. All rights reserved.

ACORD 25( 2009/09) The ACORD name and logo are registered marks of ACORD

Terri Wharton

From: Larry GravesSent: Monday, November 07, 2011 12:06 PMTo: Linda McElmurry; Terri WhartonSubject: BCC Admin Agenda item for this ThursdayAttachments: 110711 Errata Final. pdf

I would like to place the Illinois Valley Airport Layout Plan ( IV ALP) approval on this Thursday' s BCC AdministrativeMeeting agenda.

The IV Airport Layout Plan has been much discussed in the past several months, and the IV Airport Advisory Board hasrecently approved the IV ALP with the addition of an Errata Sheet (attached) to be included with each of the 15 final

printed/ bound copies of the plan. The overall plan is comprised of seven large- format map pages and a final bound copy,currently posted on the Illinois Valley Airport page on the county' s websitehttp:// www.co. josephine. or.us/ Page. asp? NavID= 1427).

The IV AAB have spent many hours going over the final draft of this Airport Layout Plan, and I have coordinated theirreview with Kevin Latschaw and Bruce Fisher of the FAA as well as representatives of our Airport Engineering ConsultingFirm WH Pacific.

It is agreed by all so far that the Errata Sheet inclusion is a satisfactory solution to the otherwise intractable and costlyproblem of revising yet again the Layout Plan to include all the items on this Errata Sheet. Additionally, the money forthis effort, AIP Grant number 3- 41- 0011-003, is fully expended.

It is my hope that the Board will approve this Airport Layout Plan, and I will make myself( and the plan itself) available atthe Administrative Meeting to answer any questions the Commissioners may have during this meeting.

Larry GravesManager, Josephine County Airports1441 Brookside Blvd

Grants Pass, Oregon 97526

541- 955-4535 Office

541- 660-2169 Cell

541-479-8894 Fax

1

This Errata sheet dated 9/ 29/ 11, supersedes sections of the Illinois ALP where noted, and onlywith these Errata sheet corrections, is the ALP for Illinois Valley complete and valid for futureplanning."

1. Page 1- 5 Other Buildings. Replace" decommissioned" with historic smokejumper base.2. Page 1- 12 Controversy. Replace noise complaints" stopped" with declined.3. Page 1- 14 Table 1C. These are the 2007 rates and are no longer current.4. Page 2- 4, Second sentence, last paragraph. Delete: " The Airport's service area does overlap with

the Grants Pass Airport' s service area to the northwest"5. Page 2- 9 Table 2G " Preferred Based Aircraft Fleet Mix Forecast" Data is incorrect. Please note that

since 2011, a total of 22 aircraft are now based at IV Airport. Of this total all are single engine land,

with the exception of four ultra lights. These data bases should be increased from this current base forfuture projections.

6. Page 3- 10 ' Hangars' section, second paragraph, first sentence; data on number of airplanes based at IVis incorrect. Please note that since 2011, a total of 22 aircraft are now based at IV Airport. Of this total

all are single engine land, with the exception of four ultra lights. These data bases should be increasedfrom this current base for future projections.

7. Page 3- 11 ' Table 3C " Landside Facility Needs" Data is incorrect. Please note that since 2011, a total of22 aircraft are now based at IV Airport. Of this total all are single engine land, with the exception

of four ultra lights. These data bases should be increased from this current base for future projections.8. Page 4- 5 Second paragraph, last sentence. Replace" Alternative 2" with Both Alternatives 1 and 2.9. Page 4- 6 Table 4A. There is no information included to compare No- Build + Alternatives 1 & 2 with

Preferred Alternatives.

10. Page 4- 8 Fifth paragraph. As noted elsewhere, no tree removal would be needed.

11. Chap. 5 Sht. 2: ALP Location of Fueling Station is actually NW from Bldg. 16 ( Smokejumper Warehouse).12. Chapter 5, the approved " Airport Layout Plan" Sheet 2, Sheet 5, and Sheet Six. Needs to be corrected

to show Smoke Jumper Way remaining; the North half of the parking lot is to become the Museum' sParachute Jump Training Area / Historical Tower, and the access road from the North end of the ParkingLot does not need to be installed. Only the South half of the parking lot depicted on these maps is tobe developed as a Parking Lot coming off the entrance of Smoke Jumper Way. In addition, no trees on

the Historic East side are to be cut. Please note that unaccepted Alternative Plans have considered

these items which are rejected by the IV Airport Advisory Board, and BCC for inclusion in future planning.13. Page 6- 2 NW partial taxiway ( Phase 1) is planned for 201314. Page 6- 2 Phase II (2016- 2020) plans for construction of additional hangars.

15. Page 6- 4 Table 6A. NW partial taxiway ( Phase 1) is planned for 2013

End of Errata Sheet inputs.

Errata Sheet Approved

Illinois Valley Airport Advisory Board

Reviewed byLar '' raves, A' • ort Manager, Josephine County


Board of County Commissioners, Josephine County



Terri Wharton

From: Larry GravesSent: Monday, November 07, 2011 12:23 PMTo: Terri Wharton; Linda McElmurryCc: Roger Brandt

Subject: BCC Admin Meeting Agenda Item for this ThursdayAttachments: Smokejumper Heritage Tree draft letter of support.docx; Heritage Tree Nomination -

Siskiyou Smokejumper Tree - 1. pdf

I would like to add a brief presentation to the BCC regular Administrative Meeting Agenda for this Thursday.

Roger Brandt of the Illinois Valley Airport Smokejumper Museum has asked that the BCC support and approve of thenomination of a significant tree located at the Smokejumper Museum complex as part of the Oregon Heritage Tree

program. This is a tall Jeffery Pine located at the entrance to the Museum Complex, is over 150 years old, and is knownas " The Smokejumper Tree."

Please see the attached Nomination Form for the Oregon Heritage Tree Program. We are seeking a letter of supportfrom the County Commissioners to send along with this nomination form to the OHTP administrators (sample/ draft alsoattached).

Sincerely,

Larry Graves

Manager, Josephine County Airports1441 Brookside Blvd


541- 955-4535 Office

541- 660-2169 Cell

541- 479-8894 Fax

1

L 0:1I iV;'! i ii

stioyir

Josephine County Board of CommissionersSandi Cassanelli, Chair Simon G. Hare, Vice Chair Don Reedy, Commissioner

November 10, 2011

Oregon Heritage Tree Program

1500 Liberty St SE, Ste. 150Salem, OR 97302

RE: Support for Smokejumper Heritage Tree nomination

Dear Committee,

We have reviewed the proposed nomination for the Smokejumper Heritage Tree at

Illinois Valley Airport and want to extend our support for adding this tree to theOregon Heritage Tree program. As you can see from the nomination, this tree has

been a part of the Siskiyou Smokejumper Base history reaching back to its earliestdays when this site became Oregon' s first aerial firefighter base. The tree

represents an important aspect of Oregon' s rich history and deserves seriousconsideration for your Heritage Tree program.

Board of County Commissioners

S. Cassanelli, Chair

Simon G. Hare, Vice Chair Don Reedy, Commissioner

COURTHOUSE

500 N.If Sixth Street, Dept. 6, Grants Pass, Oregon 97526 Phone: ( 541) 474- 5221 Fax: ( 541) 474- 5105

Josephine County is an Equal Opportunity Employer and complies with Section 504 of the Rehabilitation Act of 1973

MOONOREGON HERITAGE TREE PROGRAM

NOMINATION FORMlita

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NAME OF TREE9-

s: 3Type of tree: Jeffrey Pine Pinus Jeffi•evi

r

Name: Smokejumper Tree5.

ieLOCATION OF THE TREE

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Josephine Countyd .

yy, Cave

Historic Siskiyou Smokejumper Base, t, P'.". 1 • k .. '' `''' Junction __,

Illinois Valley Airport, 4. 5 miles south of y, lb, ,^ 1', r?

Cave Junction, Oregon. mp •

Lat/ Long: 42. 103574,- 123. 681357 1.'

The red dot on the map to the right r

indicates the site of the tree. 1.

SmOkejumPerHeritage Tree v

r C,,..

ill, Detail mapThe perimeter of the historic Siskiyou Smokejumper Base is marked with a dotted line with the runway seennear the top of the photo and Highway 199 out of sight along the bottom edge.

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Oregon Heritage Tree Nomination October 2011

OWNERSHIP

The tree is located on land owned and managed by Josephine County.

PUBLIC ACCESS

The tree is situated adjacent to Smokejumper Way, the primary access road for Illinois Valley Airport. The site islocated adjacent to the airport tarmac, which makes the site accessable to pilots and owners of general aviation

aircraft.

Approximately one million travelers pass this site annually on Highway 199. This is the main travel route fromthe redwood coast of California to Interstate 5 where they might continue to Crater Lake National Park.

Wheelchair accessibility at this site is fair and considerable effort has been invested in improving accessibility.A wheelchair accessible, self-guided tour was recently completed in June 2011 as part of this effort. The self-guided tour route passes the Smokejumper Heritage Tree and a concrete pad would be installed to make the

OTE plaque wheelchair accessible if this tree is selected to be included in the program.

PHYSICAL DESCRIPTION

Age: Approximately 150 years

Date planted ( if known): This was part of the natural landscape that was retained as a landscape tree when

the smokejumper base was constructed.

Circumference: Approximately six feet at breast height

Height: Approximately 50 feet

Crown spread: Approximately 30 feet diameter

Health and condition: Very good health

HISTORY AND SIGNIFICANCE OF THE TREE

The Smokejumper Tree meets three of the four nomination criteria.

ASSOCIATED WITH EVENTS CONTRIBUTING TO OREGON HISTORY: World War II incendiary attacks

The tree is located on the grounds of Oregon' s first Aerial Firefighter

Base, which was also one of the first four bases established when the

smokejumping program began in the early 1940s. The base was establishedabout 20 miles from the site where a Japanese airplane dropped an

incendiary bomb near Brookings, Oregon in September 1942 ( see OTEBombing Tree Site). Forest fires require significant manpower and fir t

equipment to control and the realization that Japan intended to wage war

on American soil by starting fires may have been one of the contributingfactors for establishing a base at this location. Concerns heightened withthe balloon bomb attacks from 1944- 1946 ( see OTE Mitchell Monument

Shrapnel Tree).

The Cold War raised a new wave of concerns about nuclear attacks on

American soil. This was the era of air raid drills and backyard fallout

shelters. The Siskiyou Smokejumper Base was upgraded with construction

of new buildings and increased crew size. Many trees were removed but theSmokejumper Tree was spared.

The Aerial Firefighter Program, later to be known as smokejumping,involved the use of aircraft to carry firefighters into remote regions where Siskiyou Smokejumper Base, 1948.

they used parachutes to access wilderness fires that were most often started Photo by Al Boucher

Page 2 Smokejumper Tree- Siskiyou Smokejumper Base, Cave Junction, Oregon


by lightning. In this way a small crew of 2- 4 individuals could put out a fire while it was small and easy tocontrol. This prevented fires from growing into a size that required hundreds of firefighters, tons of equipment.and tens of thousand of dollars to control. It was an extremely low cost fire control strategy.

The Siskiyou Smokejumper Base is now the only one of the original four bases that is still standing in itsoriginal location with its original buildings to include the oldest smokejumper parachute loft in the nation. This

is a nationally significant historic site.

ASSOCIATED WITH A GROUP OF HISTORIC SIGNIFICANCE: Conscientious objectors

When the Siskiyou Smokejumper

Base was first established, the

majority of" able- bodied" menwere over seas fighting the war.The only individuals availablewho could step up to the rigorous

i

Yeademands of fire fighting

o4 6physical

were conscientious objectors, most 4 0

of which were Mennonites. The

largest number of these were farm

boys and many of them had never •: been in an airplane prior to beingaccepted into the smokejumper

program. Food and basic needs for ` ` ` 4'47r-

shelter and sanitation were provided The Siskiyou Smokejumper program began in 1943 during World War Twofor them but if they wanted when most " able bodied.' men were in overseas battlefields. The only workforce

spending money they had to do odd capable of the rigors offirefighting were conscientious objectors, mostlyjobs in the community. When the Menonites, and these individuals are the ones who started Oregon' s first

war ended, smokejumper jobs were smokejumper program. Photo: Photographer unknown, circa 1943.given to returning veterans, most ofwhich were airborne paratroopers.

The Siskiyou Smokejumper Base also has connections to individuals who were important in history. StuartRoosa, the astronaut who carried tree seeds to the moon on Apollo 14, worked here in the early 1950s ( seeOTE Moon Tree). Danny On was the first Asian American smokejumper who began at this base in 1946.Allen " Mouse" Owen is the smallest smokejumper in history and started at this base in the early 1960s. WillieUnsoeld, a famous mountain climber, also worked a season at this base before climbing Mt Everest.

REPRESENTS A UNIQUE ENTITY IN A COMMUNITY: The " Gobi Desert"

The Siskiyou Smokejumper Base is located on the Rough & Ready Creek alluvial fan, a geologic feature that isunique in the state of Oregon and likely the United States.

The Rough & Ready Creek alluvial fan is unusual because the watershed that feeds it is contained entirelywithin one of the largest mantle rock* outcrops in the united States. For this reason, the alluvial fan is composed

Mantle rock( peridiotite) was uplifted in this region along with a large slab ofocean crust around 150 million years ago. Asthese rocks were uplifted, water made its way down cracks and hydrated the mantle rock under high temperatures and pressure.

Hydrated mantle rock is called serpentine and you will often hear many people refer to the mantle rock outcrops of this region as theserpentine region", even though serpentine rock is not necessarily the prevalent rock to be found in this area. However this term has

become the vernacular and is used in this nomination to align with the language ofother literature. The most important thing to keep

in mind is the chemical makeup ofperidiotite and its serpentinized variants is essentially identical.



almost entirely of this type of rock, which is very low in essential plant nutrientsand contains relatively high concentrations of heavy metals such as chrome andnickel.

S1511111411,

Artificial arid conditions are created by the deep deposits of rock and gravel. s m,, 0, l l M! II' DA!!

which are ineffective at holding water from annual winter rain storms. About 60 r+ "" :

inches of rain falls in this region annually. f

lea;" ` _The combination of artificial arid conditions and poor nutrients are what create

i

the desert- like conditions that prompted smokejumpers to give the base and its

surrounding landscape the nickname of" Gobi Desert". The book cover ( right) is

from one of three publications documenting memoirs of Siskiyou SmokejumperBase crew members and helps to illustrate the importance of the base' s " Gobi"

nickname to the culture of this base. The term " Gobi" has been adopted by manylocal residents who grew up in the valley or have lived here for an extendedtime.

The connection of the " Gobi" to Jeffrey pine ecology is relevant to thisnomination because it highlights the tree' s tolerance to both arid conditions and

the nutrient poor soils created by mantle rock.

SPECIES SIGNIFICANCE - Jeffrey pine

In Oregon, Jeffrey pine is found only in the state' s southwest corner. It is tolerant of arid conditions, nutrientdeficient soils, and high concentrations of chrome and nickel-- conditions that define the serpentine alluvial

deposits of the Rough & Ready Creek alluvial fan. Jeffrey pine is commonly the dominant tree in serpentinesoils. At this time, there is no Jeffrey pine in the Heritage Tree program.

INTERESTING SIDE NOTES

This the site also has a significant connection to another Oregon Heritage Tree, the Apollo 14 Moon Tree

that grows on the capital grounds in Salem. The moon tree seeds were taken on their lunar voyage by asmokejumper who worked at the Siskiyou Smokejumper Base prior to becoming an astronaut. The SiskiyouSmokejumper Base is the place where the moon tree story begins. The Jeffrey pine woodland within view of thebase may have been partly responsible for inspiring Stuart Roosa to carry the seeds to the moon and give theworld a lasting living legacy of America' s accomplishments in aerospace history.

The Smokejumper Heritage Tree may be the only tree in Oregon that will be located on an airport where pilotsand private plane owners from all over the nation can walk from their planes to enjoy.

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The Smokejumper Heritage Tree is located at a site with unimpaired visibility to the north and south thanks to runway

clearance standards. This offers an opportunity to use the tree as a point where the public can learn about the nation' slargest mantle rock outcrops (all the mountains seen on the horizon) and the Rough & Ready Creek alluvial fan.



AN AERIAL VIEW OF THE TREE' S HISTORY

The following three photos show the changes in the landscape as the base was developed.

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The airport was constructed in 1940 and the photo above shows the area where the smokejumper base would be

constructed. Note there is a significant number of trees in this area. A pair ofaccess roads near Elwood Lane go to thetarmac very near to the location ofthe proposed heritage tree. Photo: Unknown photographer, circa 1940.

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y

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By 1959, about 20 years later, many of the trees and vegetation in the base have been removedfor the construction ofbuildings and training area. Trees on the other side of the runway( left) appear to have remained undisturbed. An arrowpoints to the proposed Smokejumper Heritage Tree. Photo: Al Boucher; 1959



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i . _.... • k,.-ey,„ ` may,.., , ru. ..- ir, -Nor- '+ , %- ,

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In the earl)' 1970s additional native pine trees have been removedfrom the grounds of the base. The trees marked by " 1"are on private land outside ofairport property. The trees marked by " 2" were removed in the 1980s and the trees markedby " 3" were removed in 2006. The proposed Smokejumper Heritage Tree is pointed out with an arrow. It eventuallybecame the only tree from the original forest left standing in the main operation area of the base. Photo: Doug Beck,circa 1970

WHY WAS THE TREE RETAINED?

There is no documentation to explain why this tree was not removed along with other trees over the course ofthe base' s history.

One possibility might be the tree was retained for shade or as a landscape feature.

ti

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The proposed Smokejumper Heritage Tree was located near the entrance to the mess hall, which was installed around

1948. The bath house and barracks ( visible on far right) can be seen in the background. This photo was taken around

1954 when the new mess hall was constructed( visible on far left). Photo: Jim Allen, Base Commander



Why was tree retained( continued)) t <:,..I ,.,';_ 4: "- -

i'i 44! 1,. - i.. ._ = if -•

A telephone insulator near the top of the tree t '' ,

circled in photo right) indicates the tree wasL , , e

used as a telephone pole in the earliest years ''"- ° .,„°-- .-'

of the base. A telephone was set up at the V , .,; ,* 4''` - airfield when smokejumper operations begain

rA '' • 1;

43

in 1943 ( Heintzelman, 1943) and it is likelyII' }

i+i arr

the line was installed directly from the Forest _ 1 ; ”

Service office to Cave Junction. Phone service 411,1" kiin the valley was still limited at that time. It x-Y

is understandable that the phone lines were

y #,^ i t t %:•• . •

strung from tree to tree rather than digging eholes to install telephone lines because

I A. pti :.

digging in the rocky soil of the alluvial fan r el 'gg g Y t

can be extremely difficult. Crews from Campw 1-,'

Oregon Caves ( see OTE Camp Oregon Caves " . wi•' ' r

Tree) were noted as installing phone lines in t' °_ ' . k,

different parts of the valley around this same •"-• ' f +

time (Illinois Valley News, 1940) and may F'' t` 1'' •

t'''`;4 t'

have helped with the installation of this line. A.

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it

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f..,V-' ; 4",t'' .--...., .,.', ,. s ,,,,. ',>. • . , ' '

t

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Smokejumper base mess hall circa 1952 looking northeast with parachute loft on right and proposed SmokejumperHeritage Tree pointed out with an arrow There appear to he powerlines coming in from the right( A), the direction ofHighway 199, and another power wire goes in the direction of the barracks. There is no visible wire coming from theheritage tree and it is assumed that by the time this photo was taken, the wire in the tree had been replaced by the wiresvisible in this image. Photo: USFS archives, circa 1952

Page 7 Smokejumper Tree - Siskii'ou Smokejumper Base, Cave Junction, Oregon


FORMAL RECOGNITION OF THE TREE

The significance of the historic smokejumper base was unrecognized until 2004. At this time, efforts began to

get the facility listed on the Register of National Historic Sites and while working on the nomination, manyhistoric photos of the base were obtained. It was from these historic photos that the tree was recognized and

used as a landmark to identify the location of historic buildings from the earliest part of the base' s history. Therehas been no previous effort to call attention to the proposed Smokejumper Heritage Tree.

SUPPORTING DOCUMENTATION

Borgias, Darren and Barbara Ullian, 1994. Rough & Ready Creek. Kalmiopsis, Vol. 4: 1994. Native PlantSociety of Oregon

Brandt, Roger, 2011. Interview with Al Boucher, base cook in 1947 and smokejumper into the late 1950s.

Discussed phone system at base in late 40s.

Brandt, Roger, 2005. Nomination to place Siskiyou Smokejumper Base on the National Register of Historic

Places. http:// www.highway 199.org/unique-places/ siskiyousmokejumper-base- museum/resources/

Burns, R.M.; B. H. Honkala, 1990. " Pinus Jeffreyi". Silvics of North America. U. S. Department ofAgriculture.

Agriculture Handbook 654. http:// www.na. fs. fed.us/pubs/ silvics_manualNolume_ I/ pinus/jeffreyi.htm.

Heintzelman, Jack, 1943. Annual Report Smokejumper Project. Region 6, Siskiyou National Forest, Cave

Junction, Oregon

Illinois Valley News, 1940. Southern lads accustom selves to CCC Life in the west, Illinois Valley News, May9, 1940, Pg 3.

Photographs: US Forest Service archives and private collections of former smokejumper crew members to

include: Al Boucher, Jim Allen, Doug Beck, Gary Buck

TREE OWNERSHIP & PROTECTION STATUS

Josephine County is the present owner of the property where the tree is located.

OWNER SUPPORT

Support letter attached

CURRENT PROTECTION MEASURES

Please check the current protection measures in place at time of nomination.

Easements

There are no known or foreseeable public easement issues that threaten the tree.

Conservation

This is a recreational site. There is no expectation that the tree will require any special conservation mea-sures.

NOMINATION PREPARED BY:

Roger Brandt, SecretarySiskiyou Smokejumper Base Museum

PO 2350, Cave Junction, OR 97523

541 592- 4316

[email protected]

Date Submitted: November 2, 2011



RECENT PHOTOS OF THE SMOKEJUMPER TREE

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This recent photo of the proposed Smokejumper Heritage Tree was taken near the front door of the visitor center. The selfguided, wheelchair accessible loop route can be seen going to the white-colored parachute loft in the distant right. Themain part of the museum will be in the parachute loft. The airport tarmac can be seen behind the sign near the center ofthe photo. This tree may be unique in the Heritage Tree Program because it will be accessible by both drivers on Highway199 and pilots visitingfrom major metropolitan areas ofthe western states.

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Photo above left looks northeast taken from Smokejumper Way with the historic parking area seen in the foreground andvisitor center( historic mess hall) in the right background. The arrow points out the proposed Smokejumper Heritage

Tree. The image on the right shows the tree from a different angle looking almost due east with the visitor center in thebackground.



PHOTOS FOR IDENTIFICATION

Jeffrey Pine, Pinus jeffieyi, Grey. & Balf. 30- 80 ft ( 10- 25 m) in height; thick, straight trunk; crown spreadingbut symmetrical, branches widely spaced, thickening with age; bark thick, reddish brown (darker thanPonderosa Pine), deep furrows with typically narrow plates, inner surface pink to brown, vanilla odor; threeneedles per fascicle, blue- green, 4. 5- 7 in ( 12- 18 cm) long, visible rows of stomates; male catkins l in ( 2- 3 cm)long; female cones subterminal. 4. 5- 6 in ( 12- 15 cm) in length, inturned prickles on needle scales, young conespurple, turning russet brown when ripe, long oval; seeds 3- 4. 5 in ( 8- 12 cm) long, with wings l in ( 2- 3 cm) inlength. Hall, Clarence A., 1991. Natural history of the White- Invo Range, University ofCalifornia Press, Los Angeles. pg97. http:// publishing.cdlib.org/ucpressebooksh' iew?docld= ft3t1nb2pn& chunk.id= d0e7991& toc. depth= l&brand= eschol

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Conesfrom the nominated tree: Spines point inward

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Needles and catkins from nominated tree.

Page 10 Smokejumper Tree - Siskiyou Smokejumper Base, Cave Junction, Oregon

ILLINOIS VALLEY AIRPORTCave Junction, Oregon

2011 AIRPORT LAYOUT PLAN UPDATE

Prepared for:

ry

Prepared by:

WHPaciflc

Adopted by the Josephine County Board of CommissionersAugust 2011

Table of Contents

Illinois Valley AirportCave Junction, Oregon

2011 AIRPORT LAYOUT PLAN UPDATE

Chapter One — INVENTORY 1- 1

Background Data 1- 1

Airport Location& Access 1- 1

Area Topography 1- 2

Climate 1- 2

Community and Airport History 1- 2

Existing Facilities 1- 3

Airfield Facilities 1- 3

Runway1- 3

Taxiways and Taxilanes 1- 3

Aprons and Aircraft Parking 1- 4

Airfield Lighting1- 4

Airport Navigational Aids 1- 4

Visual Approach Aids 1- 4

Instrument Approach Aids 1- 4

Other NAVAIDS 1- 4

Landside Facilities 1- 5

Hangars 1- 5

Other Buildings 1- 5

Aviation Services 1- 5

Airport Access and Vehicle Parking 1- 5

Airport Support Facilities 1- 5

Emergency Services 1- 5

Airport Maintenance 1- 5

Airport Fencing 1- 5

Utilities 1- 6

Airport Signage 1- 6

Other Support Facilities 1- 6

Airspace 1- 6

Land Use Planning and Zoning 1- 6

Existing On- Airport Zoning and Land Use 1- 7

Illinois Valley Airport ii Table of Contents

Surrounding Area Land Use 1- 7Protection of Airport Airspace 1- 7

Ownership/ Control of Runway Protection Zones 1- 8Environmental Inventory 1- 8

Human Factors 1- 9Noise 1- 9Land Use 1- 9

Social Impact and Induced Socioeconomic Issues 1- 9

Historic Properties, Cultural Resources ( Section 106 Resources) 1- 9

Recreational Lands ( Section 4( f)) Resources 1- 10

Wild and Scenic Rivers 1- 10

Farmland Preservation 1- 10

Light and Glare 1- 10

Natural Factors 1- 11

Air Quality 1- 11

Water Quality 1- 11

Plants and Animals 1- 11

Wetlands and Floodplains 1- 11

Energy Supply and Natural Resources 1- 11

Solid Waste 1- 12

Hazardous Materials 1- 12

Construction Impacts 1- 12

Controversy 1- 12

Environmental Conclusion 1- 12

Aviation Activity Data 1- 13

Based Aircraft 1- 13

Aircraft Operations 1- 13

Airport Financial Data 1- 13

Airport Operating Revenues & Expenses 1- 13

Rates& Charges 1- 14

Chapter One — Tables

1A. Zoning Designation Definitions 1- 8

1B. Airport Revenues and Expenses 1- 14

1C. Rates and Charges 1- 14

Chapter One — Exhibits

1A. Location & Vicinity Map after page 1- 2

1B. Existing Airport Facilities after page 1- 3

1 C. Pavement Condition Map after page 1- 3

1 D. Pavement Section Map after page 1- 3

1 E. Airspace after page 1- 6

1 F. Zoning Map after page 1- 7

1G. Environmental Designations after page 1- 9

Illinois Valley Airport 3 Table of Contents

Chapter Two — AERONAUTICAL ACTIVITY FORECAST 2- 1National Aviation Trends and Forecasts 2- 2Regional Aviation Trends and Forecasts 2- 4Regional Socioeconomic Trends and Forecasts 2- 5Based Aircraft Forecast 2- 6

Historical Based Aircraft Data 2- 7Based Aircraft Forecast Through 2029 2- 9

National Piston Growth Rate Model 2- 9National Growth Rate Model 2- 9

State Plan Forecast 2- 9Terminal Area Forecast 2- 9

Population- Related Model 2- 9

Linear Trend Model 2- 9

Preferred Forecast 2- 9Aircraft Operations Forecast 2- 10

Historical Aircraft Operations Data 2- 10

Aircraft Operations Forecast Through 2029 2- 11

Operations Fleet Mix 2- 12

Critical Aircraft and Airport Reference Code 2- 14

Peak Demand Forecast 2- 14

Summary of Forecasts 2- 15

Chapter Two — Tables

2A. FAA General Aviation Forecasts, Average Annual Growth Rates Through 2025 2- 4

2B. Historical and Projected Populations 2- 52C. Per Capita Personal Income History 2- 5

2D. Comparison of Population and Aircraft Registration 2- 6

2E. Historical Based Aircraft at Illinois Valley Airport 2- 72F. Comparison of Based Aircraft Forecasts 2- 8

2G. Preferred Based Aircraft Fleet Mix Forecast 2- 9

2H. Historical Aircraft Operations 2- 10

2I. Comparison of Aircraft Operations Forecast 2- 12

2J. Preferred Aircraft Operations Forecast 2- 13

2K. Preferred Operations Fleet Mix Forecast 2- 13

2L. Preferred Peak Operations Forecast 2- 15

2M. Summary of Preferred Airport Aeronautical Activity Forecasts 2- 15

Chapter Two — Exhibits2A. Graphic Comparison of Based Aircraft Forecasts 2- 8

Chapter Three — AIRPORT FACILITY REQUIREMENTS 3- 1

Background 3- 1

Airport Planning and Development Criteria 3- 1

Airfield Requirements 3- 3

Airfield Capacity 3- 3


Airfield Design Standards 3- 3

Runway Orientation 3- 4

Runway Length 3- 5

Runway Width 3- 6

Runway Pavement Strength 3- 6Taxiways 3- 6Airport Visual Aids 3- 7

Pavement Markings 3- 7

Airfield Signage 3- 7

Airport Lighting 3- 7Beacon 3- 7Visual Glide Slope Indicators 3- 7

Runway and Taxiway Lighting 3- 8

Radio Navigational Aids & Instrument Approach Procedures 3- 8

Radio Navigational Aids 3- 8

Instrument Approach Procedures 3- 8

Other Airfield Recommendations 3- 9

Traffic Pattern 3- 9

Wind Indicator/ Segmented Circle 3- 9Weather Reporting 3- 9

Landside Requirements 3- 9

Hangars 3- 10

Aprons and Aircraft Parking 3- 10

Airport Access 3- 11

Aviation Services 3- 11

Support Facility Requirements 3- 11

Emergency Services 3- 12

Airport Maintenance 3- 12

Airport Fencing 3- 12

Utilities 3- 12

Storm Drainage 3- 12

Aviation Fueling Facilities 3- 13

Land Use Planning& Zoning Recommendations 3- 13

Chapter Three— Tables

3A. Airfield Design Standards 3- 5

3B. Runway Length Requirements 3- 6

3C. Landside Facility Needs 3- 11

Chapter Four — AIRPORT DEVELOPMENT ALTERNATIVES 4- 1

Summary of Facility Requirements 4- 1

Airfield Requirements 4- 1

Landside Requirements 4- 2

Development Alternatives 4- 2

No-Build Alternative 4- 3


Development Alternative 1 4- 3Development Alternative 2 4-4

Comparison of Alternatives 4- 4

Environmental Screening of Alternatives 4- 5No-Build Alternative 4- 5Development Alternative 1 4- 5Development Alternative 2 4- 8

Master Plan Concept 4- 8

Chapter Four — Tables4A. Development Alternatives- Environmental Constraints and Impacts 4- 6, 4-7

Chapter Four— Exhibits4A. No-Build Alternative after page 4- 34B. Alternative 1 after page 4- 3

4C. Alternative 2 after page 4-4

4D. Master Plan Concept after page 4- 8

Chapter Five — AIRPORT LAYOUT PLAN 5- 1

Airport Layout Plan Drawing Set 5- 1

Cover Sheet 5- 1

Airport Layout Plan Drawing 5- 1

Airspace Plan Drawing 5- 2

Primary Surface 5- 2

Approach Surface 5- 2

Transitional Surface 5- 2

Horizontal Surface 5- 3

Conical Surface 5- 3

Inner Portion of the Runway 18/ 36 Approach Surface Drawing 5- 4

Airport Land Use Plan and Noise Contour Drawing 5- 4

Airport Property Map forthcoming

Chapter Five — Exhibits5A. Graphical Depiction of FAR Part 77 Imaginary Surfaces 5- 3

Chapter Five — Plan SheetsCover Sheet after page 5- 4

Airport Layout Plan Drawing after page 5- 4

Airspace Plan Drawing after page 5- 4

Inner Portion of the Runway 18/ 36 Approach Surface Drawing after page 5- 4

Airport Land Use Plan and Noise Contour Drawing after page 5- 4

Airport Property Map forthcoming


Chapter Six — CAPITAL IMPROVEMENT PLAN 6- 1

Capital Improvement Projects 6- 1Phase I( 2011- 2015) 6- 1

Phase II( 2016- 2020) 6- 2

Phase III (2021- 2031) 6- 2

Project Costs 6- 3

Funding Sources 6- 3

Chapter Six — Tables

6A. Illinois Valley Airport Proposed Capital Improvement Projects (2011- 2031) 6- 4

APPENDICES

Appendix A—Glossary of Terms: Definitions and Acronyms A- 1

Appendix B —Planning Advisory Committee Meeting Summaries B- 1

Appendix C— Federal Aviation Administration Correspondence C- 1

Appendix D— Additional Background Information D- 1


Chapter One Airport Layout Plan Update

INVENTORY Illinois Valley Airport

The purpose of the Illinois Valley Airport (Airport) Layout Plan Update is to provide a means fordocumenting the Airport' s short- and long- term needs. It will identify any issues needingconsideration, the current physical condition of the Airport, its anticipated growth and proposed

development to accommodate that growth.

Inventory is the first of several key planning tasks, which are all documented in chapters of theMaster Plan Update. The Inventory included a physical inspection of existing facilities,meetings with the Airport Director, and a review of previous studies and other data available.

This chapter provides a summary of the Airport' s background ( i.e., location, history), existing

airfield and landside facilities, airspace, land use and zoning, environmental issues, and historicalaviation activity and financial data. The information gathered as part of this initial step is thefoundation for various analyses completed in the subsequent chapters of this plan. An accurate

inventory helps produces aviation demand forecasts that are reasonable and aids in identifyingfuture facility development needs.

BACKGROUND DATA

Airport Location & Access

The Airport is located approximately four miles southwest of the City of Cave Junction inSouthwestern Oregon. The Airport is within the boundaries of Josephine County (County). It is

located 12 miles north of the Oregon- California border, about 240 straight-line miles south of the

Illinois Valley Airport I- 1 Chapter One- Inventory

Portland Metropolitan area. The Airport property consists of approximately 175 acres. The

majority of the County is rural and has abundant recreational opportunities. The Airport is

accessed by the Redwood Highway ( US 199), which connects the community of Cave Junctionto Grants Pass, about 35 miles to the northeast, and which intersects to the coastal Highway 101at Crescent City, California, to the southwest. Exhibit 1A shows a map of the region andAirport vicinity.

Area Topography

The airport property is on a large flat area that appears to have been created by previous coursesof the Illinois River and Rough and Ready Creek. The Siskiyou and Rogue River NationalForests border the Airport environs. The majority of Josephine County is rural, and includesthree wild and scenic rivers, as well as numerous other rivers and watersheds.

The Airport is located in a valley and sits at 1, 394 feet above Mean Sea Level ( MSL). Lands

immediately to the north, east and west of the Airport are of similar elevations whereas to thewest terrain begins to rise more quickly. Further out from the Airport terrain with peaks

reaching to 5, 000 MSL feet are located within a 10- mile radius.

Climate

The Cave Junction area experiences moderate weather, with four distinct seasons. Winter

temperatures are generally in the high 40s ( Fahrenheit) and summer temperatures generally rangefrom 70 to 90 degrees Fahrenheit. Annual rainfall averages 80 inches, with the majority of itoccurring from November through February. The mean maximum temperature in the hottest

month ( July) is 92.0 degrees.

Community and Airport History

Josephine County is named after Josephine Rollins, who was the first white woman to settle inSouthern Oregon. It is mountainous with two predominant valleys ( Rogue and Illinois). Three

scenic rivers, the Rogue, Applegate, and Illinois, flow through the County and provide for a vastarray of recreational opportunities.

A gold mining rush first populated the County in the 1850s. By the 1860s, however, many of thegold miners left the area after gold was discovered in the British Columbia area. Today, theCounty' s principal industries are lumber, tourism and agriculture.

The Airport, constructed in19401,

was first used as a US Forest Service smokejumper base and

training facility. In 1953, the 4, 200- foot runway was paved, along with the main apron, and inthe 1960s the runway was extended 1, 000 feet. In 1981, the smokejumper base was relocated to

Redmond, Oregon. Five years later the County leased the Airport from the Forest Service, and itwas outright deeded to the County in 1988. The deed included an agreement that the Forest

Service would retain one building and a small area of land west of the runway.

Previous planning documents indicate 1943; Airport Management has determined this was an error.

Illinois Valley Airport 1- 2 Chapter One- Inventory

Additional historical information regarding the smokejumper base was provided and is includedin Appendix C, Additional Background Information.

Josephine County owns and operates the Airport, along with the Grants Pass Airport in GrantsPass. One full- time Airport Director oversees both airports for the County.

EXISTING FACILITIES

Existing facilities at the Airport are divided into three categories: airfield, landside and supportfacilities. Airfield facilities include areas such as runways, taxiways and aprons. Landside

facilities include areas such as hangars, airport buildings and auto parking. Support facilities

include emergency services, utilities and miscellaneous facilities that do not logically fall intoeither airfield or landside facilities. Exhibit 1B shows the existing facilities at the Airport.

Airfield Facilities

Airfield facilities include pavements used for the movement of aircraft ( i. e., runways, taxiways,

taxilanes and aprons). In fall of 2005, the Airport' s Pavement Condition Index ( PCI) was

updated. The condition of the Airport pavements were rated on a scale of 0- 100 with 0 being anunusable paved surface and 100 reflecting a just-constructed paved surface. Generally, ratingswith a PCI above 70 require only preventative maintenance in the short term, while ratingsbetween 40 and 70 require major rehabilitation and ratings less than 40 typically requirereconstruction. Exhibit 1C depicts the pavement condition map for the Airport. At the time the

PCI was updated, pavement sections were documented. Pavement sections describe how

individual sections of pavement were constructed. In general, the runway pavement consists of aslurry seal, on top of two inches of asphalt, on top of four inches of a crushed aggregate base.Other airport pavements are built with similar construction, but do not have a slurry seal.Exhibit 1D provides a detailed graphic of the existing pavement sections at the Airport.

Runway. The Airport has one paved runway, on the alignment of 18- 36. The total pavement

length is 5, 200 feet and the width is 75 feet. The runway pavement surface is asphalt. In the fallof 2005, the runway was given a PCI rating of 70- 100, which is considered very good andexcellent. The pavement strength of the runway is rated for 20,000- pound Single Wheel GearSWG) 2 aircraft and 30,000 pounds for Dual Wheel Gear aircraft.

The threshold for Runway 18 has been displaced by 400 feet to provide obstruction clearance forthe Runway' s approach surface due to penetrations from trees, the airport fence and AirportDrive. With the displacement, the takeoff distance available is 4,930 feet.

Taxiways and Taxilanes. Taxiways are constructed primarily to facilitate aircraftmovements to and from the runway.

Single Wheel Gear is the term used to describe aircraft with one wheel per strut. Dual Wheel Gear describes

aircraft with two wheels per strut. An aircraft' s landing gear configuration and gross weight are critical componentsin airfield pavement design and are often used to characterize pavement strength.


Runway 18- 36 lacks a parallel taxiway, but has three paved connector taxiways to supportoperations at the Airport. These connectors link the runway to hangars at the northwest andsoutheast areas of the Airport. The PCI rating for both taxiways is excellent. There are

additional non- standard taxiways with paved to access some of the hangars.

Aprons and Aircraft Parking. There are two asphalt aircraft aprons located on the east sideof the runway. The northern apron consists of seven tiedown positions and the southern apronhas nine, for a total of 16 tiedown positions. PCI ratings for the apron areas are very poor andfailed ( scores of 24 and below) and asphalt is not maintained due to proximity to the runway.Both aprons are directly accessed by connectors to the runway.

Airfield Lighting. Airfield edge lighting systems are categorized as low, medium or highintensity. The color of the lights is also important as it indicates to pilots where they are in theairport environment. For example, runway edge lights are white and taxiway edge lights areblue.

At the Airport, the only lighting system is a low intensity system for the runway, which is pilotcontrolled. This low intensity runway lighting ( LIRL) system was installed by direct bury.There is no edge lighting for the taxiways.

Airport Navigational Aids. Airport Navigational Aids, or NAVAIDS, provide navigational

assistance to aircraft for approaches to an airport. NAVAIDS either are classified as visual

approach aids or instrument approach aids and the former providing a visual navigational tool,and the latter being an instrument-based navigational tool. The types of approaches available at

an airport are based on the NAVAIDS provided. The subsequent sections describe existingNAVAIDS at the Airport.

Visual Approach Aids. Each runway end has a two-box Visual Approach SlopeIndicator ( VASI). However, the Runway 18 and 36 VASI system is out of serviceindefinitely, as they need to be relocated to meet FAA criteria. A VASI gives glide slopeinformation to a pilot on final approach by displaying sequences of red and white coloredlights. The glide slope provides a pilot with vertical guidance while approaching therunway. Based on the lights displayed, a pilot can then make the necessary altitudeadjustments to ensure the correct glide slope is being followed for a safe landing.

Instrument Approach Aids. There are no published instrument procedures at the

Airport.

Other NAVAIDS. There is a lighted wind tee and segmented circle located on the west

side of Runway 18- 36 at approximately the midfield point. Unlighted wind cones are

located both runway ends. A rotating beacon is also located west of the runway nearmidfield.

The closest source of real- time weather reporting for pilots is the Automated WeatherObservation System ( AWOS), which is located near the Airport' s beacon tower. The

information transmitted from the Super-AWOS is available through the Internet and


phone line, and only to pilots flying within radio range, as the data does not currentlytransmit to the FAA.

Landside Facilities

Hangars. There are six hangar buildings at the Airport — two T-hangars ( six units each) and

four conventional box hangars. All hangars are privately owned and managed. Except for five

small hangars outside the eastern portion of the Airport, all hangars are located on County-owned property. The Airport Director is currently drafting through- the- fence agreements withthose parties whose hangar is off-airport property.

Other Buildings. Along the east side of the Airport, nine additional buildings exist. Eight of

these buildings are part of the decommissioned smokejumper base. The airport buildings include

a bunkhouse ( used by the Lions Club), restrooms, mess hall ( renovated as a restaurant), dispatch

office ( now miscellaneous storage), parachute loft ( leased by an airport tenant), and

smokejumper warehouse located north of the parachute loft. Two airport caretaker residences

are near the Airport' s entrance from US 199.

Aviation Services. The Airport currently hosts aviation maintenance and camping.Currently, no fuel is available for sale at the Airport nor is there any official flight training.

Airport Access and Vehicle Parking. Access to the Airport is via US 199, Redwood

Highway. Airport Drive is along the Airport' s northern boundary and provides access to the twoT-hangar units and the adjacent industrial park.

There are approximately 30 unmarked gravel automobile parking spaces at the Airport in front ofand north of the restaurant building. Hangar tenants typically park their vehicles in or near theirhangars while flying.

Airport Support Facilities

Emergency Services. There are no Aircraft Rescue and Firefighting (ARFF) facilities

available at the Airport. The Cave Junction Rural Fire Protection District provides emergencyservices. The Josephine County Sherriff' s department provides law enforcement services.

Airport Maintenance. Airport maintenance is provided by the County. During winteroperations, the Airport has an agreement with the Oregon Department of Transportation to clear

the runway, taxiways and other airport surfaces of snow.

Airport Fencing. The Airport has partial perimeter fencing and the County is undertaking aproject in 2009 to complete the perimeter fence with vehicle gates. There are no vehicle gates at

the Airport' s two entrances and access is uncontrolled.

The dispatch office is leased by the Smokejumper Museum, as of 2011.4 The fencing project is scheduled for completion in 2011.


Utilities. Utilities available at the Airport include electricity provided by Pacific Power andLight ( PP& L), water provided by individual wells and telephone provided by local franchisecompanies. Septic needs are met by individual septic tanks and drain field systems.

Airport Signage. Guidance signs to the Airport are located along US 199. Signs are

maintained by the Oregon Department of Transportation.

Other Support Facilities. A " shovel ready" industrial park, with access roads, utilities andrough grading, is located at the northwest corner of the airport property. A PP& L substation is

located across Hwy 199 at the southeast corner; while located on airport property, it does notprovide aircraft access to the Airport. At this time, there are no tenants or buildings.

AIRSPACE

The FAA is responsible for the control and use of navigable airspace within the United States.

Aircraft in flight, whether approaching or departing an airport, are subject to varying degrees ofFAA control depending on location and meteorological conditions. These levels of control are

called airspace classes. The alphabet characters A through G distinguish classes. Each class has

its own unique shape and rules that govern such things as visibility minimums and cloudclearances.

The Airport is located in Class G airspace up to 1, 200 feet above ground level ( AGL). At 1, 200

feet AGL, Class E airspace begins. Class G airspace is considered uncontrolled, in that pilots are

not required to communicate with air traffic controllers; however, regulations regarding visibilityminimums and cloud clearances still apply. Class E airspace is controlled and although there areno communication requirements while operating in the airspace for VFR, there are for IFR. Air

traffic control traffic advisory services are available on a workload-permitting basis for VFR butalways for IFR. The Airport' s airspace is depicted on the Klamath Falls sectional chart ( see

Exhibit 1E). The Airport is located southwest of the Grants Pass Airport (28 nm) and northeast

of the Jack McNamara Field in Crescent City (44 nm).

LAND USE PLANNING AND ZONING

The following land use and zoning discussion focuses on four areas:On- airport zoning and land use.Surrounding area land uses.Protection of airport airspace to prevent hazards and land uses that may interfere with thesafety of aircraft operations.

Ownership/control of airport runway protection zones to enhance the safety of people andproperty on the ground.

Federal, State, Regional, County, and City land use regulations need consideration whenreviewing existing land uses for airport compatibility and when planning for future developmentat and around an airport.


Federal regulations are also concerned with airspace protection ( 14 CFR Part 77) and noiselevels, particularly for areas that fall within the 65- decibel ( dBA) noise contour line. 14 CFR

Part 77, Objects Affecting Navigable Airspace, establishes obstruction standards used to identifypotential adverse effects to air navigation and notice standards for proposed construction.

Imaginary surfaces are the basis for protecting the airspace around runways. There are five

imaginary surfaces: primary, approach, transitional, horizontal and conical. Definitions of each

imaginary surface will be discussed in Chapter Four, Airport Layout Plan. These surfaces

should be kept clear of all obstructions.

FAA guidelines state that before FAA grants can be received the airport sponsor must provideassurances that appropriate actions have been ( or will be) taken, to the extent reasonable, to

restrict the use of land adjacent to or in the immediate vicinity of the Airport to those that arecompatible with normal airport operations.

Existing On-Airport Zoning and Land Use

The Airport is a public use airport and Josephine County is the planning and building permitauthority for the Airport. The Airport' s existing zoning classifications are found in the JosephineCounty Rural Land Development Code ( RLDC). An airport overlay zone, which mirrors FederalAviation Regulation (FAR) Part 77 imaginary surfaces, is included in the development code.

Zoning at the Airport consists of Rural Industrial ( RI). This zone, along with surrounding zones,is depicted on Exhibit 1F. The definition of the RI designation, as defined in the RLDC is to

provide areas for the development of small- scale industrial uses that are essential to a balanced

economic base in the county and do not require full urban services.

Surrounding Area Land Use

The Airport is surrounded primarily by rural industrial, rural residential, agricultural and forestland uses. These uses are shown on Exhibit 1F. To the north of the Airport, most areas arezoned RI and Serpentine ( S). To the east, the uses are RI and Rural Residential 5 acre ( RR5).

Forest Commercial ( FC) dominates zoning to the south. Zoning to the west is Woodlot ResourceWR) and Farm Resource ( FR).

Table lA provides definitions for the on-Airport and surrounding area zoning designations.

Protection of Airport Airspace

Josephine County has established an Airport Overlay Zone to protect the Airport and its airspacefrom hazards to air navigation, such as tall structures and other non- compatible land uses. An

overlay zone can restrict the height of buildings and other structures or trees. Airport overlayzones also can restrict any land use that would create such hazards as electrical interference withairport radio communications, cause glare, impair visibility near the Airport or would attractwildlife.


Table 1A. Zoning Designation DefinitionsDesignation Definition

Rural Industrial (RI) Provides areas for the development of small- scale industrialuses which are essential to a balanced economic base in the

county and do not require full urban services.Serpentine ( S) A designation for lands underlain by serpentinite or

peridotite geologic units. This zone is designed to provide

for the beneficial use of such lands as distinguished from

other land types in the County. Residential uses are allowedin this zone.

Rural Residential 5 Acre ( RR5) Provides a classification for lands already committed toresidential development or for lands, which have been

excepted from the statewide planning goals on agriculture andforest lands. The minimum lot size is five acres.

Forest Commercial ( FC) and These designations are intended to implement the Goals andWoodlot Resources ( WR) - both Policies of the Josephine County Comprehensive Plan byreferred to as " Forest Zones" conserving and protecting lands for forest use.Farm Resource (FR) The purpose is to conserve agricultural land most appropriate

for farm use and provide uses for lands not capable of farmingwithout creating conflicts with suburban expansion.

Ownership/Control of Runway Protection Zones

Runway Protection Zones ( RPZs) are designated areas off runway approaches that enhance theprotection of people and property on the ground and are trapezoidal in shape. RPZ dimensionsare determined by the aircraft approach speed and runway approach visibility minimums. The

FAA strongly encourages airport sponsors to either own or exercise land use control within theRPZs. If an airport does not own the RPZs in fee, control of obstructions to airspace can beachieved through avigation easements. The County does not control the property within theAirport' s RPZs. Small portions of each RPZ are controlled by avigation easements; however,the majority of land has no easement.

ENVIRONMENTAL INVENTORY

The purpose of this section is to summarize the environmental setting of the Airport and identifyany potential environmental constraints.

Environmental constraints for airports typically fall into two general categories: human

environment and natural environment. Human factors that can constrain airports include existingsettlements and incompatible noise, land use, social or socioeconomic conditions, historic andcultural resources, recreational resources, light and glare, and the general controversial nature ofairports. Natural environmental elements include various aspects of air quality, water resources,fish and wildlife, hazardous materials, energy and other resource issues. Exhibit 1G portrays theAirport' s environmental designations.


Human Factors

Noise. The Airport currently supports about 2, 900 aircraft operations ( 2008 FAA TerminalArea Forecast), mostly single engine aircraft. The typical threshold of concern is when the 65

DNL contour extends over noise sensitive land uses. Another threshold of significance is 90,000annual adjusted propeller operations. The current usage of the Airport is well below this. The

Airport Director reported that about 10 years ago, there were a large number of complaints

regarding noise caused by ultralights; however, as the use of these aircraft has declined, thecomplaints have diminished substantially.

Land Use. The majority of the area surrounding the Airport is rural industrial. Land alongHighway 199 is zoned industrial, as is the land at the northern end of the Airport, including aCounty- owned industrial park. The south end of the Airport abuts the Rough and Ready CreekBotanical Wayside, managed by Oregon State Parks. The Airport and the land to the east, acrossthe highway is zoned Rural Industrial. Land to the west of the Airport is Wooded Resource,

which allows very low-density homes. North of the Airport, property is zoned Serpentine, whichallows residences, with special provisions associated with the soil conditions. The land to the

west of the Airport is owned and managed by the US Bureau of Land Management for thebotanical resources on the land.

Social Impact and Induced Socioeconomic Issues. Social impacts are typically relatedto relocation of businesses, residences or the alteration of established patterns of life ( e. g.

roadway changes, new facilities that divide a community, et cetera.) Any property acquisitionassociated with the current master planning process is not likely to result in relocation ofresidences or businesses.

Socioeconomic issues include the potential for the Airport to provide an economic attraction to

the community, including on- airport jobs, off-airport jobs that are supported by the Airport, orsome attraction that provides incentive to use the Airport. In the past, there has been a restaurant

located at the Airport. The County is seeking a new operator for the The industrial

park was developed to attract businesses and provide revenue to support the Airport. The

County is hopeful that as economic conditions change, tenants will develop this property. The

Airport also has existing and proposed hangar space that provides rental income to the County.There appears to be additional land along the highway and adjacent to the industrial park thatcould be developed as hangar space.

Environmental Justice is a specific aspect of socioeconomic impact that addresses whether a

facility places a disproportionate burden on a population that is otherwise subject to perceiveddiscrimination or other burden, for example a low- income or ethnic minority community. Theredo appear to be populations meeting this definition within the immediate airport vicinity.

Historic Properties, Cultural Resources (Section 106 Resources). The site has been

in Airport use since 1940. It is not apparent that any historic or cultural resource studies havebeen performed on the site.

5 As of 2011, the Smokejumper Museum is leasing this facility.


The airport buildings include remnants of a former smokejumper base. Eight of these structures

are listed on the National Register of Historic Places because of their age and regionalsignificance. More research would need to be done before any alterations or removal of thebuildings is proposed.

Recreational Lands ( Section 4(f)) Resources. Rough and Ready Flats is managed byBLM for listed plant species unique to serpentine soils. The area includes property adjacent tothe west and south airport fences. The botanical site consists of a 19 acre Oregon State ParkRough and Ready Creek Botanical Wayside), an 1, 164 acre BLM Area of Critical

Environmental Concern and a 1, 560 acre U.S. Forest Service Botanical Area. A rocked trail

originates at the parking area, traverses the state park and leads to Rough and Ready Creek onBLM land. The majority of the area lacks designated trails and can only be explored by foot.Additional background information regarding the Rough and Ready Forest State Park is includedin Appendix C.

The Illinois Valley area is a popular recreation destination. The West Fork Illinois River,

popular with recreational users, is approximately one mile southeast of the Airport. The OregonCaves National Monument is approximately 14 miles to the east. The Kalmiopsis Wilderness

boundary is roughly 10 miles west of the Airport. The northern boundary of the SiskiyouWilderness is roughly 15 miles southeast. Red Buttes Wilderness western boundary is about 20miles east.

Airport activity currently has some level of noise impact on users of these recreational areas.With the exception of possibly the Botanical Wayside, the DNL 65 contour does not encroach onthese areas.

Wild and Scenic Rivers. The Illinois River, from the boundary of the Siskiyou NationalForest ( approximately 8 miles north of the Airport), downstream to its confluence with the

Rogue River, is part of the Wild and Scenic River system. The Chetco River is designated Wild

and Scenic, from its headwaters ( over 15 miles northwest of the Airport) to the Rogue River-Siskiyou National Forest boundary. All of these rivers are a substantial distance from theAirport.

Farmland Preservation. There does not appear to be any active farming near the Airport.Federal and state laws require the review of any airport action that would remove farmland, asdefined by soil classification or actual use, from active or potential agricultural use. Anyproperty acquisition that would result in a loss of farmland would need to be evaluated using theprocedures outlined by the Natural Resource Conservation Service.

Light and Glare. On- airport lighting is focused for visibility to aviators, without creating adisturbance or distraction. Any additional facilities will need to consider the impact of light orglare, including the use of windows or roofing material, on aviation. Similarly, residences andother sensitive receptors are located some distance from the Airport. Any additional lighting orstructures will need to be focused such that light or glare is not projected into the community.


Natural Factors

Air Quality. According to the Oregon Department of Environmental Quality, the Airport isoutside of any designated air quality area. Any construction impacts will need to consider theimpact of particulate material on the local environment, including water quality and otherresources. Currently, the Airport does not generate a significant amount of surface traffic, andthat is anticipated to continue in the future. There are no " air quality hot spots" for surface

transportation facilities in the airport vicinity.

Water Quality. At this time, no water quality permit is required. Any additions to impervioussurfaces or changes in drainage plans for the Airport must be evaluated.

The Airport averages approximately 80 inches of rainfall per year. The soil is relatively welldrained. Rainwater and snowmelt typically run off the paved surfaces and infiltrate into the soil.

Plants and Animals, Including Endangered and Threatened Species and EssentialFish Habitat (MSA resources). The Airport is adjacent to the Rough and Ready CreekBotanical Wayside. This area is preserved because of the unique vegetation. Nearly 50 speciesof wildflowers and other plants occur on this site. Nearly one quarter of those have either a stateor federal designation for rare, threatened, sensitive or endangered. In addition, it is believed

that some form of threatened or unique plant species were identified by the BLM on the Airport,near the cross- airport ditch. Further research will be needed before additional ground-

disturbances occur outside of the existing maintained area.

Rough and Ready Creek and the Illinois River are recreational fishing rivers. ODFW' s Fish

Finder shows cutthroat trout, winter steelhead and rainbow trout present in the river.

Much of the Airport area is maintained by brushing. This continued disturbance may limit thelikelihood of any endangered plants being on the Airport. Because of the adjacent botanical

area, a detailed plant survey is recommended at the time a project is identified and undergoing aNational Environmental Policy Act review.

Wetlands and Floodplains. There do not appear to be any wetlands on the Airport property.An informal pedestrian survey was conducted, which is not a formal wetland delineation.Generally, the area is well drained and not suitable for wetlands.

On- line FEMA floodplain mapping was not available for this area. Parts of the Airport may bewithin the floodplain of Rough and Ready Creek.

Energy Supply and Natural Resources. This category focuses on the impact of airportactions on energy and natural resources used in construction materials. In general, construction

materials are not in short supply. Fuel for construction equipment is available nearby. At one

time, the Airport had a fueling station. The decommissioning of this fuel source causes basedaircraft to fly elsewhere to acquire fuel, resulting in some inefficiency in fuel use. The site has

adequate electrical supply to provide power to navigation aids and security lighting on theAirport.

Illinois Valley Airport 1- 1 I Chapter One- Inventory

Solid Waste. In general, general aviation airports do not generate significant amounts of solidwaste. Often materials include food and beverage containers, or packaging for aircraftmaintenance products. Food containers may create a bird and rodent attractant.

During construction, pavement materials are often recycled into the new pavement, reducing theneed for disposal.

Plans for future activity at the Airport should consider the manner in which waste is collectedand removed.

Hazardous Materials. The former fueling station for the US Forest Service ( USFS) was

decommissioned and the underground tank removed. The Airport also has a USFS explosives

bunker, which is anticipated to be decommissioned in or around 2010. Any liability forcontamination would lie with the USFS.

There is potential for additional contamination anywhere maintenance or fueling takes place,because of accidental spills. No exploration of this has occurred on the Airport. The old

Parachute Loft building, currently used by airport tenants, may have potential for contaminationbased on historical use and unknown history of tenants.

Any areas where construction is proposed would need to undergo some level of due diligence,such as a " Phase One Environmental Site Assessment" to identify any history of possiblecontamination.

Construction impacts. Construction impacts typically include temporary noise, dust ortraffic impacts, as well as the potential for erosion and water quality impacts associated withmaterial spills, associated with construction. Once construction activities are identified,

construction timing, phasing and mitigation measures need to be considered.

Controversy. Controversy is typically associated with off-airport impacts. During the historyof the Airport, noise has been the only substantive off-airport issue, and noise complaintsstopped when ultralight activity declined a few years ago.

There has been local controversy over the Airport' s reference code ( ARC) designation. The

ARC will be discussed in later chapters and the report will recommend the existing and ultimateARC at the Airport.

Other Issues. A water-rights canal crosses Airport property. It branches west of the runwaywith one branch flowing north and one flowing east, under the runway, to provide water to themill across the highway. The mill uses the water for its log ponds and process water. The mill

provides minor maintenance of the ditch and keeps culverts clear when needed.

There do not appear to be significant environmental issues associated with this Airport.

Additional research on endangered plants and animals, as well as cultural resources will beneeded at the time a project is defined.

Illmo s Valley Airport 1- 12 Chapter One- Inventor}'

AVIATION ACTIVITY DATA

There are two primary measures of aviation activity at a general aviation airport: based aircraftand aircraft operations. Each activity type is discussed below.

Based Aircraft

Based aircraft are the number of aircraft that are stored at an airport, either in a hangar or tieddown on either a paved apron surface or a grassy area designated for such a use. The FAA' s

Terminal Area Forecast ( 2008) indicates there are 10 based aircraft at the Airport, while theFAA' s Master Record ( 2006) reports five. Discussions with airport management, tenants and

attendees at the first public meeting identified 16 aircraft currently based at the Airport.

According to airport management, aircraft based at the Airport are all single engine, piston-powered Cessna and light sport category aircraft.

Aircraft Operations

Annual operations are the total number of aircraft takeoffs and landings occurring at the Airportin a year. A touch- and- go, which occurs during pilot training, counts as two operations. Touch-and- go operations are categorized as local, along with other operations that remain within 20miles of an airport. Operations not categorized as local are categorized as itinerant. Below is themost recent information regarding aircraft operations at the Airport. The year 2006 is the most

recent FAA Master Record and 2007 is the most recent year with published data for the TerminalArea Forecast:

FAA Airport Master FAA Terminal Area

Record (Form 5010) Forecast

Air Taxi 0 0

General Aviation Local 3, 500 1, 376

General Aviation Itinerant 2, 500 7, 790

Military 0 0

Total 6,000 9, 166

AIRPORT FINANCIAL DATA

The following subsections provide a brief summary of historical financial information for theAirport.

Airport Operating Revenues & Expenses

Table 1B shows the Airport' s recent revenues and expenses. Operating expenses haveconsistently exceeded revenues. Discussions with the County have indicated that the Airport has

IIlinoi, Valley Airport 1- 13 Chapter One- Inventory

never been financially self-sufficient without some form of subsidy ( see interfund subsidy lineitem of operating revenues).

Table 1 B. Airport Revenues and Expenses

2005- 06 , 2006- 071

2007- 08 2008- 09 *

actual) actual) actual) actual)

Operating RevenuesGrants 5, 443 $ 68, 350 $ 611 $ 63, 318

Charges for Services 25, 255 $ 22, 395 $ 23, 359 $ 16, 653

Interfund Subsidies 37, 000 $ 37, 000 $ 37,000 $ 37, 000

Interest Earned 1, 552

Equity Transfer InMiscellaneous 21) $ 1, 457 $ 3, 095

Beginning Fund Balance 35, 225 $ 24, 000

Total Operating Revenues $ 102, 902 $ 129,202 $ 60,970 $ 145,618

Operating ExpensesSalaries and Wages 16, 138) $ 16, 590) x, $ 17, 334) $ 23, 801)

Taxes and Benefits 7, 154) $ 6.438)' 5, 853) $ 8, 242)

Materials and Services 64, 230) $ 18, 856)I $

18, 480) $ 28, 776)

Interfund Charges and Transfer $ 4, 000)

Capital Outlay 441) $ 70, 124)' $ 1, 422) $ 68, 383)

ContingencyTotal Operating Expenses $ 87,963) $ ( 112,008) $ 43,090) $ ( 133, 202)

Operating Income $ 14, 939 , $ 17, 194 $ 17, 880 $ 12, 416

Source: Josephine County, February 2009. * Data for 2008-09 provided January 2011.

Rates & Charges

The County has the authority to update the rates and fees annually, as outlined in the JosephineCounty Airports Rates and Charges Policy. The current rates, as of September 2007, are shown

in Table 1C.

Table 1C. Rates and Charges

Description Daily Monthly Annually

County Hangars & Tie Downs

Tie Down 2. 00 15. 00

Long Term Auto Parking 10. 00

Private Hangar Site Leases

Development Rate 0.25 / sq ftPrevailing Rate 0. 383/ sq ft

Commercial/ Business Site Leases

Development Rate 0. 25 / sq ftPrevailing Rate 0.415/ sq ftExclusive Use Ground Rate 0. 13/ sq ft

Commercial Fuel Flow 0. 05/ gal


Chapter Two Airport Layout Plan Update

AERONAUTICAL ACTIVITY FORECAST Illinois Valley Airport

Aviation demand forecasts help to determine the size and timing of needed airportimprovements. This chapter indicates the types and levels of aviation activity expected at theIllinois Valley Airport (Airport) during a 20- year forecast period. Projections of aviation activityfor the Airport were prepared for the near-term ( 2014), mid-term ( 2019) and long-term ( 2029)timeframes. These projections are generally unconstrained and assume the Josephine CountyDepartment of Airports ( County) will be able to develop the various facilities necessary toaccommodate based aircraft and future operations. The methodology followed is fromForecasting Aviation Activity by Airport (GRA, Incorporated, 2001, July), which is the Federal

Aviation Administration' s ( FAA) recommended guidance for airport forecasting.

The primary objective of a forecasting effort is to define the magnitude of change in aviationactivity that can be expected over time. Because of the cyclical nature of the economy, it isvirtually impossible to predict with certainty year-to- year fluctuations in activity, especiallywhen looking 20 years into the future. However, trends can be identified and used to study long-term growth potential. While a single line is often used to express the anticipated growth, it is

important to remember that actual growth may fluctuate above and below this line. Forecasts

serve only as guidelines and planning must remain flexible to respond to unforeseen aviationfacility needs and the economic/external conditions giving rise to those needs.

The Airport will likely continue to serve the type of aircraft it has historically served— small

maximum gross takeoff weight of 12, 500 pounds), single engine piston aircraft. The

Illinois Valley Airport 2- I Chapter Two- Aeronautical Activity Forecast

recommended future Airport Reference Code ( ARC) will be addressed after the preferred

forecasts are developed.

Forecasts for the following aviation activity parameters are presented in this chapter:

Based Aircraft, including fleet mix: The number and type of based aircraft help determinethe future aircraft hangar, tiedown apron and auto parking facility requirements.

Aircraft Operations, including annual, peak, local vs. itinerant and fleet mix: This

information helps in analyzing runway capacity and determining runway, taxiway andnavigation aid requirements. The critical aircraft is derived from the fleet mix. The critical

aircraft and its airport reference code determine many airfield design requirements, such asrunway length, pavement strength, runway and taxiway width, and safety clearances neededfor the runway and taxiways. The aircraft operations forecast provides some of the input for

the computer modeling that estimates future aircraft noise exposure. An operation is countedas an aircraft either landing or taking off (i. e., an aircraft landing then taking off counts astwo operations).

Prior to projecting future activity at the Airport, national and regional aviation trends andforecasts were reviewed. Socioeconomic trends in the southern Oregon area were also analyzed

to identify how they might affect aviation demand at the Airport.

NATIONAL AVIATION TRENDS AND FORECASTS

In the 1990s, general aviation ( GA) in the United States of America was growing, due not onlyto an expanding economy, but also to the General Aviation Revitalization Act (GARA) of 1994.GARA set an 18- year limit on the liability of GA aircraft and component manufacturers,spurring production of single engine piston aircraft. This aircraft type has accounted for the

majority of the nation' s GA activity.

The terrorist attacks of 9/ 11 dampened GA activity with their effect on the national economy andthe imposition of new aviation security restrictions. While the piston aircraft component of GA

suffered in the aftermath of 9/ 11, the business, or corporate, segment of GA has grown. This

growth is partly due to security measures implemented at commercial service airports and theincreased personal travel times that have resulted. Business aircraft usage provides employee

timesavings, increased enroute productivity, minimized time away from home, enhanced

industrial security, enhanced personal safety, and management control over scheduling.

Many of the nation' s employers who use GA are members of the National Business AircraftAssociation ( NBAA). The NBAA' s Business Aviation Fact Book 2004 indicates that

approximately 75 percent of all Fortune 500 businesses operate GA aircraft and 92 of theFortune 100 companies operate GA aircraft. Business use of GA aircraft ranges from small,

single- engine aircraft rentals to multiple aircraft corporate fleets supported by dedicated flightcrews and mechanics. General aviation aircraft use allows employers to transport personnel and

air cargo more efficiently than commercial passenger flights. Businesses often use GA aircraft

to link multiple office locations or to reach existing and potential customers. Business aircraft

Illinois Valley Airport 2- 2 Chapter Two- Aeronautical Activity Forecast

use by smaller companies has escalated as various chartering, leasing, time- sharing, fractionalownership, interchange agreements, partnerships and management contracts have emerged.Fractional ownership arrangements have experienced rapid growth. NBAA estimated that 2, 591

companies used fractional ownership arrangements in 1999; by 2004 that number had grown to6, 217 companies, more than doubling over the five year period. However, their usage at the

Airport is unlikely.

FAA Aerospace Forecasts Fiscal Years 2009-2025 describes aviation trends and forecasts

growth in GA aircraft, hours flown and pilots. Active GA pilots are projected to increase to

509,900 in 2025, which is a 0.5% annual increase over the forecast period. Additionally, thenumber of GA hours flown is expected to increase by 1. 8% annually over the same period.Overall, the GA fleet is projected to increase by 1. 0% annually over the forecast period, with thegreatest increase coming from the turbine-powered fleet ( fixed wing and rotorcraft).

Fractional, corporate and on- demand charter flights offer an alternative to traditional commercial

air travel. The business/ corporate side of GA is expected to continue growing faster thanpersonal/ sport use, resulting from corporate safety/ security concerns and increase flight delays atmany commercial airports. The steady growth of the turboprop and turbojet fleet is an exampleof the demand expected in this sector of GA.

A component of the growth in the business/ corporate sector is the growing market for the new,relatively inexpensive ( between $ 1 and $ 2 million) microjets. These microjets, also called verylight jets ( VLJs), were thought to revolutionize the aviation industry by supporting true " air taxi"service. However, recent events, such as the bankruptcy of Eclipse and the collapse of DayJetl,have lowered industry expectations of the aircraft' s induction into the GA fleet. As such, the

FAA has decreased the forecast for the VLJs to 4, 875 aircraft by 2025, which is only 1. 7% of the

total GA fleet.

The FAA projects high growth for the new category of Sport Aircraft ( 5. 0% through 2025). In

2005, the Sport Pilot Rule was issued, requiring a driver' s license rather than a medicalcertificate, a factor that may draw older pilots back into aviation.

Overall, rotorcraft (helicopters) and fixed-wing turbine aircraft are projected to increase at higherrates than fixed-wing piston aircraft. Increased utilization of aircraft is projected for the future,

resulting in higher growth rates for hours flown than for the number of aircraft. Table 2A

presents the FAA' s forecast growth rates for GA aircraft and hours flown.

DayJet was an air taxi operator formed in 2002 in Florida that launched a" per- seat, on- demand" jet service

throughout the southeastern U. S. using a fleet of Eclipse 500 VLJ aircraft.


Table 2A. FAA General Aviation Forecasts, Average Annual Growth Rates

through 2025

Aircraft Category Aircraft Hours Flown

Total GA 1. 0% 1. 8%

National Piston Growth Rate 0. 1% 0. 4%

National Turbine Growth Rate 3. 2% 3. 6%

Total Piston Fixed Wing 0. 0% 0. 2%

Single Engine 0. 1% 0. 5%

Multi-engine 1. 0% 1. 5%

Total Turbine Fixed Wing 3. 5% 3. 9%

Turboprop 1. 4% 1. 3%

Turbojet 4. 8% 5. 2%

Total Rotorcraft 3. 0% 2. 9%

Piston 3. 9% 3. 9%

Turbine 2. 5% 2. 6%

Experimental 2. 2% 2. 5%

Sport Aircraft 5. 0% 7. 1%

Note: Average annual growth rates are for the period 2008 through 2025.

Source: FAA Aerospace Forecasts Fiscal Years 2009-2025, Tables 27 and 28.

REGIONAL AVIATION TRENDS AND FORECASTS

While broad industry trends influence aviation activity at individual airports, regional and localfactors may have a greater influence.

The Oregon Aviation Plan ( OAP) 2 describes the following trends that would fuel aviationdemand:

Continued migration into the state - new residents will depend on air transportation to

maintain ties with family and friends.

Continued increases in socioeconomic indicators, such as total employment, per capita

income and retail sales.

Statewide, GA operations have been projected to grow at an average annual growth rate of 1. 6%,

with based aircraft expected to increase at an annual rate of 1. 2%. At the Illinois Valley Airport,the OAP forecasts a 1. 27% annual growth for based aircraft and 2. 09% annual increase for

aircraft operations.

According to the OAP, there are no other public airports within the Airport' s 30- minute servicearea ( 30- minute by car). The Airport' s service area does overlap with the Grants Pass Airport' sservice area to the northwest. The Airport' s service area is cutoff to the west and south due to

forests and terrain.

Oregon Department of Aviation. ( 2008, February). Oregon Aviation Plan


REGIONAL SOCIOECONOMIC TRENDS AND FORECASTS

Aviation activity at an airport is usually tied closely to the local and regional economy. As

population around the airport grows, airport activity grows. Aviation activity has alsotraditionally been linked to employment and income factors because of the discretionary natureof personal and business travel as well as the recreational nature of some GA activity.

The Airport is located in Josephine County and its 30- minute service area is almost completelycontained within the County. A small portion of the service area extends into California;however, the area is sparsely populated due to terrain and forestlands. As such, only JosephineCounty' s socioeconomic data is pertinent to the Airport. Table 2B presents historical andprojected populations for Josephine County. This table also presents average annual growthrates for population.

Table 2B. Historical and Projected PopulationsYear I Josephine County Year Josephine County

Historical Population Average Annual Growth Rates

1970 35, 746 Historical Population

1980 58, 855 1970- 1980 5. 11%

1990 62,649 1980- 1990 0. 63%

2000 75, 726 1990- 2000 1. 91%

Projected Population Projected Population

2010 84, 186 2000- 2010 1. 06%

2020 94,385 2010- 2020 1. 15%

2030 105, 552 2020- 2030 1. 12%

Source: Historical Population Data- US Census Bureau: Projected Population Data - Office ofEconomic Analysis,Department of Administrative Services, State of Oregon, April 2009

Josephine County is projected to grow at a slightly lower rate than the State of Oregon, whichexperienced an annual growth rate of 1. 2% from 2000 to 2008.

Higher income usually correlates with GA activity. Annual growth of per capita personal

income in Josephine County has increased at the same rate as the state of Oregon, as shown inTable 2C. However, the County' s growth is lower than the nation' s average.

Table 2C. Per Capita Personal Income History

County 1980 1990 2000Annual Growth

1980-2000Josephine County 7, 815 14, 624 21, 445 5. 2%

State of Oregon 10, 113 18, 010 28,097 5. 2%

U. S. 10, 114 19,477 29, 845 5. 6%

Source: US Bureau ofEconomic Analysis, 2009

Portland State University. ( 2009, March). 2008 Oregon Population Report. Retrieved from

http:// www.pdx.edu/ sites/ www.pdx. edu. prc/ fi les/ media_assets/ PopRpt08c.pdf


As depicted in Table 2D Josephine County has a significantly higher rate of registered aircraft topopulation than the State of Oregon as a whole. Low- density development and the proximity ofoutdoor recreation opportunities may all contribute to the popularity of general aviation inJosephine County.

Table 2D. Comparison of Population and Aircraft Registration

Area PopulationRegistered Registered Aircraft per

Aircraft 1, 000 Population

Josephine County 83, 290 285 3. 4

State of Oregon Totals 3, 791, 075 9, 521 2. 5

Source: Population as of July 1, 2008, estimated by Portland State University' s Population Research Center.Registered aircraft data from FAA Civil Aviation Registry, March 30, 2009.

In recent years, unemployment in Oregon has been higher than the U. S. as a whole. In March2009, Oregon' s unemployment was 12. 1%, compared to 8. 5% for the U. S. Unemploymentin Josephine County was 15. 8%, indicating the relative instability of its economy. For the last 20years or so, Oregon has been moving from a resource- based economy to a more mixedmanufacturing and marketing economy, with an emphasis on high technology. The high- tech

sector has grown in the Portland metro area, while more rural parts of the state have been lesssuccessful at changing to a new economy. 5 Some areas of Josephine area reflect a typical trendof many small communities whose economic base has been shifting from the timber industry.

The US Census 2005- 07 American Community Survey reports total employment in JosephineCounty was 32, 197. Of these jobs, 74% were in private industry, 14% were self-employed and

11% were in federal, state or local government. The leaders in industry jobs were educationservices, healthcare and social assistance ( 6, 590); retail trade ( 5, 093); manufacturing ( 4,217);and construction ( 3, 294).

BASED AIRCRAFT FORECAST

The based aircraft forecast begins by presenting historical numbers of based aircraft. Then,

various forecast models prepared for the Airport are analyzed and the preferred forecast forbased aircraft and fleet mix through 2029 is presented.

Historical Based Aircraft Data

Table 2E indicates historical numbers of based aircraft from 1983 through 2008, as reported inthe FAA' s 2008 Terminal Area Forecast. Airport management and tenants; however, report theactual based aircraft number is 12, which was confirmed with hangar counts. As such, the

models not based on the Terminal Area Forecast will show a base of 12 aircraft in 2009.

All of aircraft based at the Airport are single engine piston. There are approximately eightultralight aircraft based at the Airport.

4

Seasonally adjusted. Information from Bureau of Labor Statistics, http:// www.bls. gov/ lau/.5 Oregon Bluebook, http:// bluebook.state. or.us/ facts/ economy/economy. htm


Table 2E. Historical Based Aircraft at Illinois Valley Air" ort

YearSingle Multi- Other

Total YearSingle Multi- Other

TotalEngine Engine ( Ultralights) Engine Engine ( Ultralights)

1983 5 0 0 5 1996 13 2 5 20

1984 5 0 0 5 1997 10 1 5 16

1985 5 0 0 5 1998 10 1 5 16

1986 7 0 0 7 1999 10 1 5 16

1987 6 0 0 6 2000 13 1 5 19

1988 6 0 0 6 2001 10 1 5 16

1989 5 0 0 5 2002 6 0 12 18

1990 7 2 0 9 2003 5 0 13 18

1991 13 2 0 15 2004 6 0 12 18

1992 13 2 0 15 2005 10 0 12 22

1993 13 2 0 15 2006* 10 0 12 22

1994 13 2 5 20 2007 10 0 12 22

1995 13 2 5 20 2008** 10 0 12 22

Does not match based aircraft from FAA' s Airport Master Record( 5010 Form) for 2006, which is 5 single engine

and 12 ultralight aircraft.

Partial calendar year figure with no significant changes anticipated through year-end.

Source: 1980-2008, FAA Terminal Area Forecasts, 2008.

Based Aircraft Forecast Through 2029

Six different forecasts or forecasting models were analyzed to provide a range of the possiblenumbers of based aircraft. The average annual growth rates for these seven models ranged from

0. 10% to 2. 69%, as shown in Table 2F. Please note, the 2009 based aircraft numbers varydepending on source. Airport management reports 12 based aircraft, so all models except for theTerminal Area Forecast and the State Plan models use that number as a basis for the forecast.

The Terminal Area Forecast reports 22 based aircraft in 2009, the state plan reports 22 based

aircraft in 2005 and 24 in 2010. Additionally, the past based aircraft history is from the TerminalArea Forecast, so it may not accurately represent historical data.

The preferred forecast was derived by a simple averaging of the six possible forecasts,which resulted in an average annual growth rate of 1. 25%. Each forecast method is

described and evaluated, and the methodology for selecting the preferred forecast is given, in theparagraphs to follow. Exhibit 2A graphically compares these forecasts. While the exhibit

presents the forecasts as increasing year-by-year according to average growth rates, actualgrowth will occur in steps, as hangars are constructed and made available for based aircraft.


Table 2F. Comparison of Based Aircraft Forecasts

2014 2019 2029 Average Annual Growth Rate

National Piston Growth Rate 16 16 17 0. 10%

National Growth Rate Model 17 18 20 1. 00%

State Plan Forecast 26 28 31 1. 27%

Terminal Area Forecast 24 26 30 1. 35%

Population- Related Model 17 18 20 1. 10%

Linear Trend Model 28 32 39 2. 69%

Preferred Forecast 17 18 21 1. 25%

Note: Base year was 2009 with 16 aircraft for most forecasts. Terminal Area Forecast, State Plan Forecast and

Linear Trend Model used different base years and different numbers of based aircraft in the base_year.Source: WHPacific, Inc., 2009.

Exhibit 2A. Graphic Comparison of Based Aircraft Forecasts

45

40

35 —

30

25

20

15

10

5

0 - - - - - --

m In N m -+ CO vi IN m ,--. rn Ln N C r+ m Ln IN Ci r1 rn Ln N mCO CO 00 00 O O O O C N N N N N

Cl C1 C1 C, CD O O O O O O C O O O O O O Oe-- 1 1-- 1 e- 1 N N N N IN N N N N N N IN IN N N

Linear Trend Model National Piston Growth Rate Model

National Growth Rate Model State Plan Growth Rate Model

Terminal Area Forecast Population- Related Model

Preferred Forecast

Source: WHPacific, Inc., 2009.

National Piston Growth Rate Model ( 0. 10% Average Annual Growth)All of the airplanes based at the Airport now and in the past have been piston- powered. It is

reasonable to assume that the based aircraft at the Airport may grow at the rate forecast forpiston airplanes nationwide, shown in Table 2A.


National Growth Rate Model ( 1. 00% Average Annual Growth)

The FAA' s projected growth rate for the national GA fleet shown in Table 2A. One potential

problem with this model is that local influences on the number of based aircraft at the Airport are

not considered.

State Plan Forecast (1. 27% Average Annual Growth)

The average annual growth rate for Illinois Valley in the Oregon Aviation Plan is 1. 27%. Unlike

the National Growth Rate Model, this model accounts for local socioeconomic factors that mayaffect the number of based aircraft.

Terminal Area Forecast (1. 35% Average Annual Growth)

The FAA' s Terminal Area Forecast for the Airport, prepared in 2008, shows an annual growth

rate from 2007 ( its base year) to 2025 of 1. 35%. The Terminal Area Forecast appears to be

based upon the forecasts prepared in the 1992 Master Plan Update ( which were not updated for

the 2001 update). The reasoning behind the forecast is 17 years old and need updating.

Population- Related Model ( 1. 10% Average Annual Growth)The population of Josephine County is projected to grow at an annual rate of 1. 11% from 2000 to

2030. Both the population of Josephine County and the number of based aircraft at the Airporthave been growing since 1980. Based aircraft at the Airport might reasonably be expected togrow at the same rate as the population within its service area.

Linear Trend Model (2. 69% Average Annual Growth)

The linear trend model projects a straight- line continuation of the historical trend into the future,

using Terminal Area Forecast based aircraft data from 1983 through 2007.

Preferred Forecast ( 1. 25% Average Annual Growth)

The average of the previous forecasts represents a 1. 25% average annual growth rate from 16

based aircraft to 21 aircraft in 2029— a reasonable scenario for planning airport development.The average of the forecast reflects local, regional and national trends that will likely impact theAirport' s growth.

Consistent with the demand shown, the fleet mix of aircraft will likely remain the same andsingle engine piston-powered aircraft will still be the predominant aircraft at the Airport. Table

2G presents the based aircraft fleet mix forecast. The Airport' s ability to accommodate aircraftwith wingspans up to 79 feet should be attractive to the owners of multi-engine and turbineaircraft, which tend to be larger than single engine aircraft. As such, a modest increase for multi-

engine aircraft is included.

Table 2G. Preferred Based Aircraft Fleet Mix Forecast

YearSingle Multi-engine

TurbojetUltralight/

TotalEngine ( Piston & Turboprop) Light Sport

2009 8 0 0 8 16

2014 9 0 0 8 17

2019 9 1 0 8 18

2029 11 1 0 9 21



AIRCRAFT OPERATIONS FORECAST

This section begins with a review of historical trends in aircraft operations. Previous aircraft

operations forecasts are reviewed and the preferred aircraft operations forecast is explained and

presented. Other forecast information presented in this section includes operations fleet mix,

critical aircraft and Airport Reference Code, local vs. itinerant operations, and peak activity.

Historical Aircraft Operations Data

Table 2H presents the history of annual aircraft operations according to the FAA' s TerminalArea Forecast. Operations are divided into two basic categories: itinerant and local. Local

operations are defined as touch- and- go, or training operations, as well as any other operationsthat stay within 20 miles of the Airport. All other operations are categorized as itinerant. All

operations at the Airport are considered GA at this time. A large increase in operations is

reported from 1999 to 2000. The cause of the increase is not known and as a result, the

operations data is questionable.

Table 2H. Historical Aircraft Operations _

ItinerantTotal

ItinerantTotal

YearGA

Local GA Airport YearGA

Local GA Airport

Ops Ops

1990 1, 500 200 1, 700 2000 7, 000 1, 300 8, 300

1991 1, 500 200 1, 700 2001 7, 326 1, 340 8, 666

1992 1, 500 200 1, 700 2002 7, 379 1, 340 8, 719

1993 1, 500 200 1, 700 2003 7, 432 1, 340 8, 772

1994 1, 500 200 1, 700 2004 7, 485 1, 340 8, 825

1995 1, 500 200 1, 700 2005 7, 539 1, 340 8, 879

1996 1, 500 200 1, 700 2006* 7, 590 1, 340 8, 930

1997 1, 507 200 1, 707 2007 7, 790 1, 376 9, 166

1998 1, 517 200 1, 717 2008** 7, 843 1, 411 9, 254

1999 1, 527 200 1, 727

Does not match annual operations from FAA' s Airport Master Record( 5010 Form) for 2006, which is 6,000.

Forecast numbers from Terminal Area Forecasts, FAA, 2008

Source: Terminal Area Forecasts, FAA, 2008.

The Oregon Department of Aviation ( ODA) periodically places an acoustical counter, whichrecords the sound of aircraft takeoffs, at non- towered airports around the state. However, the

acoustical counter data at the Airport is incomplete. According to ODA' s website, only onecount occurred, but the date range is not given. The data for that one sampling estimated 890annual operations. This information will not be useful as a secondary source for operations data.

In an attempt to account for the type of operations occurring at the Airport, flight plan recordswere purchased and two tenant interviews were conducted. Although there are no instrument

approaches to the Airport, many operators of larger aircraft file Instrument Flight Rules ( IFR)flight plans regardless of weather conditions. The reason for this may be due to a company' soperations specifications or the pilot may be IFR rated and prefer to fly IFR since they may

Illinois Valley Airport 2- 1( 1 Chapter Two- Aeronautical Activity Forecast

receive additional air traffic control services. Records were purchased from GCR to account for

the number of IFR flight plans filed to or from the Airport. From 1990 to 2008, 43 IFR flight

plans had been filed. Some of these operations were in ARC B- II aircraft. Airport tenants

reported few multi-engine aircraft operations. Operations from Citation jets and Gulfstream

aircraft into the Airport were reported, but the frequency of this type of operation is rare. The

most common multi- engine operations were reported to be in light twins, with the largest beingthe Beechcraft King Air (ARC B- II). However, the frequency was reported to be anywhere fromthree to four operations yearly to once per month. Air life missions at the Airport occur in

helicopters based at the Rogue Valley International Airport ( Medford). Additionally, tenantsreported the Airport is rarely used by any aircraft from December to April due to poor weatherand visibility.

Overall, the information gathered from IFR flight plan records and tenant interviews indicate

sparse operations from multi-engine aircraft of any size. The majority of operations occurring atthe airport are single engine.

Other measures of activity were sought to identify trends in traffic levels at the Airport. The

amount of fuel sold over a period is often used as a measurement of activity levels, but is notapplicable to the Airport since no fuel is sold there.

Aircraft Operations Forecast Through 2029

The national FAA forecasts presented in Table 2A indicate that GA aircraft usage will increase.

While the fleet is projected to grow 1. 0% per year, hours flown are projected to grow 1. 8% per

year. For the piston fleet, the hours flown are projected to grow 0.4% annually, while thenumber of piston aircraft is projected to grow only 0. 1% annually. Based upon these differencesin growth rates, it would be logical to assume that aircraft operations will grow at a higher rate

than based aircraft nationally.

Comparing the Terminal Area Forecast historical aircraft operations and based aircraft records inTables 3I and 3F, respectively, the Airport' s operations per based aircraft ratio has been as highas 542 ( in 2001) and has low as 85 from 1994 to 1996. On average, the Terminal Area Forecast

operations per based aircraft average is 273. However, the Terminal Area Forecast historical

data for based aircraft seems to be overstated, so the actual ratio is likely to be higher.

In using the operations per based aircraft ratio, the FAA has recommended using 250 operationsper based aircraft to estimate operations at rural/ remote airports with little itinerant traffic.

Alternatively, the ratio of 450 operations per based aircraft is recommended to estimate

operations at very busy reliever airports.

Table 2I presents three forecasts for aircraft operations: Terminal Area Forecast, Linear Trend

Forecast and Average Operations per Based Aircraft Forecast.

The FAA' s Terminal Area Forecast projects an average annual growth of 2. 04% through 2025

and is slightly lower than the Oregon Aviation Plan' s forecast for the Airport ( 2. 09%). The

Terminal Area Forecast used data from the out- dated Master Plan Update ( 1992) and is most


likely not the most accurate source, as it seems overstated when compared to the Airport' sMaster Record.

The Linear Trend Forecast projects a straight- line continuation of the historical trend ( as reportedin the Terminal Area Forecast) for each component of aircraft operations, resulting in thefollowing growth rates:

GA itinerant 4.25% average annual growth

GA local 4.41% average annual growth

Total operations 4. 15% average annual growth

The Linear Trend Forecast shows growth more aggressive than anticipated, when put in contextof the regional socioeconomic forecasts. Utilizing this forecast would most likely overstateoperations. The validity of the Linear Trend Forecast is also questionable, given the unexplained381% increase in operations between 1999 and 2000.

Using the ratio of 273 operations per based aircraft from the preferred forecast, the annualaverage growth would be 1. 37%.

The preferred aircraft operations forecast uses the FAA' s guidance of 250 Operations perBased Aircraft for rural airports. This was chosen as the preferred forecast because it does

not rely on the accuracy of the Terminal Area Forecast data, which gives no explanation for thelarge increase of operations between 1999 and 2000.

To project annual operations in the future, the preferred forecast for based aircraft numbers were

multiplied by 250.

Table 21. Comparison of Aircraft Operations Forecasts

YearTerminal Area

Linear TrendOperations per Preferred

Forecast Based Aircraft Forecast2009 9, 485 10,483 4, 368 4, 000

2014 10,643 13, 447 4, 641 4, 250

2019 11, 800 16, 411 4, 914 4, 500

2029 14, 300 21, 747, 5, 733 5, 250

Average

Annual 2. 04% 4. 15% 1. 37% 1. 37%

Growth

Source: WHPacific, Inc., 2009. Operation data front Terminal Area Forecast, except for columns Operations perBased Aircraft and Preferred Forecast. Operations per Based Aircraft used forecasted based aircraft fromTable3G.

Table 2J presents the breakdown of the preferred forecast for aircraft operations. Following thetable is an explanation of how the breakdown was determined.


Table 2J. Preferred Aircraft Operations Forecast

Year Air Taxi GA Itinerant GA Local Military TotalItinerant

2009 0 3, 160 840 0 4, 000

2014 85 3, 273 893 0 4, 250

2019 135 3, 420 945 0 4, 500

2029 263 3, 885 1, 103 0 5, 250


Air taxi operations have never been listed at the Airport. The Airport' s distance from

employment center and major recreational attractions may have contributed to this. However,

tourism is rising in the region and that is likely to attract air taxi operations. As such, an increasein air taxi operations is shown in the forecast.

The reported split between itinerant and local operations has been roughly 80% itinerant and

20% local for the last ten years. The preferred forecast assumes future GA operations will be

similarly divided between itinerant and local, which will account for summer fire season activity.

Military aircraft do not currently utilize the Airport and are not projected to utilize the facilitiesover the forecast period.

Operations Fleet Mix

Many transient aircraft use the Airport today and this situation is not anticipated to change in thefuture. Because of transient aircraft traffic, the fleet mix for aircraft operations is not the same as

the fleet mix for based aircraft. For example, while there are no helicopters based at the Airport,

there are many helicopter operations that occur during busy fire seasons. Helicopter operations

are assumed to be 95% of all firefighting operations. The number of firefighting operations wasassumed and held constant, as such the share of helicopter operations decreases throughout the

forecast period.

Table 2K presents the estimated current ( 2009) and projected future operations fleet mix. The

current fleet mix was estimated from interviews with Airport users. Table 2L indicates that

current operations include mostly single engine piston aircraft. Occasional use by multi- enginepiston aircraft, turboprops and helicopters is anticipated.

Table 2K. Preferred Operations Fleet Mix Forecast

Single Engine Multi-Engine Turboprop/Year

Piston Piston TurbojetHelicopter

2009 81. 15% 0. 50% 0. 25% 18. 10%

2014 81. 70% 0. 70% 0. 50% 17. 10%

2019 81. 70% 1. 15% 1. 00% 16. 15%

2029 83. 10% 1. 35% 1. 50% 14.05%



Critical Aircraft and Airport Reference Code

Based upon the estimated operations fleet mix in Table 2L for 2009, there are over 500 annualoperations in single engine piston aircraft ( 3, 246) now. By 2029, the annual number ofoperations by multi- engine piston, turboprop and turbojet aircraft is only projected to reach 1502. 86% of 5, 250). For existing and future conditions, the recommended Airport Reference Code

is B- I ( small).

The ARC designation of B- I ( small) represents aircraft with a maximum gross takeoff weightless than 12, 500 lbs, with wingspans less than 49 feet and approach speeds less than 121 knots.

It is recommended, based on this ARC, the County consider commissioning a global positioningsystem ( GPS) instrument approach to accommodate operations. The approach could be either a

straight in or circle to land. Neither type of approach has an advantage over the other, except if a

company' s operations specifications prohibit circle to land approaches.

Peak Demand Forecast

As airport activity often fluctuates from month to month, day to day, and hour to hour, airfieldand landside facilities are traditionally designed to accommodate reasonable peak levels of use.Interviews with Airport users have resulted in some consensus about the peaks and valleys ofairport use. The Airport is busier in the summer than in the winter, and it is busier on the

weekends than during the week.

In preparing the peak demand forecast, it was useful to review the peaking characteristicsreported for the Grants Pass Airport. The general aviation based aircraft fleet mix and the type

of activities that occur at Grant Pass are somewhat similar to those at Illinois Valley, althoughGrants Pass does have an instrument approach and some larger based aircraft.

The peaking characteristics at the Grants Pass Airport were:

An estimated 13% of annual operations are projected to occur during the peak summer monthAugust).

The design day operations are the peak month operations divided by 31 days.The peak hour is estimated to be 20% of the design day.

For the Illinois Valley Airport, an estimated 17% of annual operations are projected to occur

during the peak summer month. This increase is due to the fact that recreational aircraft tend to

be more seasonal and the Illinois Valley Airport has more operations of this kind than GrantsPass. Design day operations are the peak month operations divided by 31 days and peak hour is20% of the design day.

Table 2L presents the operations forecasts resulting from peak demand factors described above.


Table 2L. Preferred Peak Operations Forecast

2009 2014 2019 2029

Annual Operations 4000 4250 4500 5250

Peak Month 680 723 765 893

Design Day 22 23 25 29

Peak Hour 4 5 5 6


SUMMARY OF FORECASTS

The long-term growth of the Airport will be influenced by national and regional trends outlinedwithin this chapter. The elements of the aeronautical activity forecast for the Airport aresummarized in Table 2M.

With this forecast data, the next step in the master planning process is to calculate the ability ofexisting facilities to meet the forecasted demand. Additionally, the next chapter will identifyneeded enhancements of airside and/ or landside facilities to accommodate forecasted demand.

Table 2M. Summary of Preferred Airport Aeronautical Activity ForecastsForecast Element 2009 2014 2019 2029

BASED AIRCRAFT

Single Engine Piston 8 9 9 11

Ultralight/ Light Sport 8 8 8 9

Multi- engine ( Piston & Turboprop) 0 0 1 1

Total 16 17 18 21

AIRCRAFT OPERATIONS

Air Taxi 0 85 135 263

GA Itinerant 3, 160 3, 273 3, 420 3, 885GA Local 840 893 945 1103

Total 4, 000 4, 250 4, 500 5, 250

OPERATIONS FLEET MIX

Single Engine Piston 3, 246 3, 472 3, 677 4, 363Multi-engine Piston 20 30 52 71

Turboprop/Turbojet 10 21 45 79

Helicopters 724 727 727 738

Total 4, 000 4, 250 4, 500 5, 250

PEAK DEMAND( OPERATIONS)

Peak Month 680 722 765 893

Average Day/ Peak Month 22 23 25 29Peak Hour 4 5 5 6


Chapter Three Airport Layout Plan Update

AIRPORT FACILITY REQUIREMENTS Illinois Valley Airport

In this chapter, existing airport facilities are evaluated to identify their functionality, condition,compliance with design standards, and capacity to accommodate demand projected in ChapterTwo.

The objective of this effort is to identify, in general terms, what facilities are needed and theadequacy of the existing airport facilities in meeting those needs. Where differences between

existing and needed facilities are noted, this chapter identifies when those additional facilitiesmay be needed. Once the facility requirements have been established, alternatives for providingthese facilities will be created.

BACKGROUND

Airport Planning and Development Criteria

Airport planning and development criteria are often defined by both federal and state agencies.The FAA provides specific guidance concerning dimensional standards and many state agenciesprovide generalized guidance based on facilities offered and aircraft activity levels. Both sets of

planning criteria are discussed below.

The Oregon Department of Aviation (ODA) has created general guidelines in the Oregon

Aviation Plan ( OAP) for airport planning and development based on the roles, or categories, ofairports within the statewide system. The OAP identified five airport categories, each with its

Illinois Valley Airport 3- l Chapter Three- Facility Requirements

own set of performance criteria. The categories are based on factors such as the Airport' s

function, the type and level of activity at the Airport, and the facilities and services available.The categories are:

Category I— Commercial Service Airports

Category II—Urban General Aviation Airports

Category III—Regional General Aviation Airports

Category IV —Local General Aviation Airports

Category V—RAES ( Remote Access/ Emergency Service) Airports

The Illinois Valley Airport ( Airport) is classified as Category IV — Local General Aviation

Airport. The function of this category is to support primarily single engine aircraft, but airportsin this category are capable of accommodating smaller multi- engine general aviation ( GA)

aircraft. The OAP identified two deficiencies at the Airport for meeting Category IV minimumand desired criteria, which are the lack of a parallel taxiway and 100LL fuel service.

The FAA specifies design standards by Airport Reference Code ( ARC) and instrument approachvisibility minimums. In the previous chapter, it was determined that the ARC at the Airport is B-I ( small), which is exemplified by the Beech Baron 58P, which has an approach speed of 101knots, wingspan of 37. 8 feet, tail height of 9. 1 feet, and maximum takeoff weight of 6,200pounds.

The ARC is a coding system used to relate airport design criteria to the operational ( AircraftApproach Category — AAC) and the physical characteristics ( Airplane Design Group — ADG) of

the airplanes intended to operate at an airport. An AAC of B represents aircraft with an approachspeed between 91 and 121 knots. An ADG of I represents aircraft with tail heights less than 20feet and wingspans less than 49 feet. The ARC of B- I ( small) indicates the aircraft' s maximum

takeoff weight is 12, 500 lbs or less.

The Airport does not have an instrument approach and the runway is classified as visual. For

determining airport design criteria, instrument approach visibility minimums are divided intothree categories:

Visual and not lower than onemile

Not lower than 3/4- mile

Lower than 3/4- mile

Josephine County (County) and several airport users have indicated that an instrument approachprocedure at the Airport would be desirable. New technology allows instrument approachesusing the Global Positioning System ( GPS) to be implemented at a minimal cost, in terms ofnavigational aids and cockpit equipment. For many small general aviation airports, however, thecost of upgrading facilities ( e. g., larger safety area, installing lights) to the minimum

requirements for the different approach visibility categories is a significant constraint toestablishing an instrument approach. This chapter presents the requirements of meeting all theinstrument approach visibility minimums listed above, to aid in assessing the feasibility of aninstrument approach. The actual minimums achievable will depend on FAA evaluation of the

Illinois Valley Airport 3- 2 Chapter Three- Facility Requirements

obstructions, including high terrain, around the Airport.

AIRFIELD REQUIREMENTS

As discussed in Chapter One, airfield facilities are those that are related to the arrival, departure

and ground movement of aircraft. Airfield facility requirements are addressed for the followingareas:

Airfield CapacityAirfield Design Standards

Runway Orientation, Length, Width, and Pavement StrengthTaxiways

Airport Visual Aids

Airport LightingRadio Navigational Aids & Instrument Approach Procedures

Other Airfield Recommendations

Airfield Capacity

A demand/capacity analysis measures the capacity of the airfield configuration by determiningits Annual Service Volume (ASV). This measure is an estimate of an airport' s maximum annual

capacity based on factors such as aircraft mix and weather conditions, among others. FAA

Advisory Circular ( AC) 150/ 5060- 5, Airport Capacity and Delay, provides guidance on

determining an airport' s ASV. The annual capacity of a single runway configuration, without aparallel taxiway, is approximately 205, 000 operations ( takeoffs, landings and trainingoperations). The forecast projects annual operations of 5, 250 by 2029 — well below the

maximum capacity of the existing airfield system.

In addition to ASV, Airport Capacity and Delay also provides guidance on determining peakhour capacity. For the Airport, the peak hourly capacity during VFR conditions is 63 operations.The forecast projects six peak hour operations by 2029 ( only 9.5% of the VFR hourly capacity).Therefore, the Airport is expected to have sufficient hourly capacity throughout the 20- yearplanning period.

Airfield Design Standards

FAA AC 150/ 5300- 13, Airport Design, sets forth the FAA' s recommended standards for airport

design. A few of the more critical design standards are those for runways and the areas

surrounding runways, including:

Runway Safety Area ( RSA)Object Free Area (OFA)

Obstacle Free Zone ( OFZ)

Runway Protection Zone ( RPZ)

The RSA is a defined surface surrounding the runway that is prepared or suitable for reducingthe risk of damage to airplanes in the event of an airplane undershoot, overshoot, or an excursion

Illinois Valley Airport 3. 3 Chapter Three- Facility Requirements

from the runway.

The OFA is an area on the ground centered on the runway or taxiway centerline that is providedto enhance the safety of aircraft operations. No above ground objects are allowed except for

those that need to be located in the OFA for air navigation or aircraft ground maneuveringpurposes.

The OFZ is a volume of airspace that is required to be clear of objects, except for frangible items

required for the navigation of aircraft. It is centered along the runway and extended runwaycenterline.

The RPZ is defined as an area off each runway end intended to enhance the protection of peopleand property on the ground. The RPZ is trapezoidal in shape and centered about the extended

runway centerline. The dimensions of an RPZ are a function of the runway ARC and approachvisibility minimums. The FAA recommends that RPZs be clear of all residences and places of

public assembly ( churches, schools, hospitals, etc.) and that airports own the land within the

RPZs.

In addition to these design standards, the FAA provides recommended dimensions for runwaywidth, taxiway width, taxiway safety areas and others. It is important to note that while these are

FAA recommendations, ODA generally follows the same criteria. Table 3A compares the

Airport' s existing dimensions to the recommended design standards for Airplane Design GroupADG) I ( small) based on a specific approach category. One column reflects dimensions based

on visual approaches and another column reflects dimensions based on approach visibilityminimums lower than 3/4 statute mile.

As shown in Table 3A, the existing dimensions ( except for blast pads and RPZs) meet theminimum standard for approaches with visibility minima of visual and not lower than 3/4 statutemile. If an approach with minima lower than 3/4 statute mile were to be installed, the Airport

would be deficient in many design standards. The County should strive to acquire avigationeasements in the RPZ areas to protect the approaches from incompatible land uses.

Runway Orientation

For the operational safety and efficiency of an airport, it is desirable for the primary runway to beoriented as close as possible to the direction of the prevailing wind. This reduces the impact of

crosswind components during landing or takeoff.

The FAA recommends providing a crosswind runway when the primary runway configurationprovides less than 95 percent wind coverage at specific crosswind components. The 95 percent

wind coverage is computed on the basis of crosswinds not exceeding 10. 5 knots for aircraft inADG I.

The Airport has a single runway oriented north- south ( Runway 18/ 36). Wind coverage at 10. 5

knots of cross wind is 99. 3%, according to data recorded over a period from 1985 to 1990. The

runway meets the FAA' s recommendation for wind coverage.


Table 3A. Airfield Design Standards

ADG I (small) ADG I (small)

Existing Visual and NotLower than 3/4

Dimensions lower than 3/

statute milestatute mile

Runway Width 75' 60' 75'

Runway Centerline to Parallel N/A 150' 200'

Taxiway Centerline SeparationRSA 150' 120' 300'

Width

Length beyond runway end ( 18/ 36) 400'/ 315' 240' 600'

OFA 250' 250' 800'

Width

Length beyond runway end ( 18/ 36) 400'/ 315' 240' 600'

OFZ 250'/ 250' 250' 300'

Width

Length beyond runway end ( 18/ 36) 200' 200' 200'

Precision OFZl/

N/A N/A 800'

Width

Length N/A N/A 200'

RPZ 500' x 700' x 250' x 450' x 1, 000' x 1, 750' x

Inner Width x Outer Width x 1, 000' 1, 000' `/ 2, 500'

Length

Runway Blast PadsLength 0' 60' 60'

Width 0' 80' 95'

Runway Shoulder Width 10' 10' 10'

Taxiway Width N/A 25' 25'

Taxiway Safety Area Width N/ A 49' 49'

Taxiway Object Free Area Width N/A 89' 89'

Source: FAA Advisory Circular 150/5300- 13

Notes: r/ A Precision OFZ( POFZ) is a volume ofairspace above an area beginning at the runway threshold, at thethreshold elevation and is in effect only when the following three conditions are met: Vertically guided approach,reported ceiling below 250' and/or visibility less than 3 mile, an aircraft on final approach within two miles ofrunway threshold.21

If an instrument approach with visibility minimums between 3/4 mile and I mile is implemented, the recommendedRPZ size is 1, 000' x 1, 510' x 1, 700.

Runway Length

Runway length requirements for an airport are based on several factors such as airport elevation,mean maximum temperature of the hottest month, runway gradient, airplane operating weights,runway surface conditions ( i. e., wet or dry), and others. FAA Advisory Circular 150/ 5325- 4B,Runway Length Requirements for Airport Design, and the FAA' s Airport Design ComputerProgram were consulted for guidance on recommended runway length at the Airport.

Both the Advisory Circular and the computer program classify aircraft based on weight. For

small" airplanes ( those with maximum takeoff weights 12, 500 pounds), the classifications are


further divided into two additional categories - small airplanes with fewer than 10 passenger

seats and small airplanes with 10 or more passenger seats. The computer program, using site-specific data, reflects runway length recommendations by grouping general aviation aircraft intoseveral categories, reflecting the percentage of the fleet within each category. Table 3B

summarizes the FAA' s generalized recommended runway lengths for the Airport.

Table 3B. Runway Length Requirements

Airport and Runway DataAirport elevation 1, 394 feet

Mean daily maximum temperature of the hottest month 92° F

Maximum difference in runway centerline elevation 40 feet

Wet and slippery runways

Runway Lengths Recommended for Airport DesignSmall airplanes with less than 10 passenger seats

To accommodate 75 percent of these small airplanes 3, 000 feet

To accommodate 95 percent of these small airplanes 3, 570 feet

To accommodate 100 percent of these small airplanes 4,210 feet

Small airplanes with 10 or more passenger seats 4,570 feet

Source: FAA' s Airport Design Computer Program, Version 4.2D, AC 150/5325-4B, Runway Length Requirementsfor Airport Design.

The current runway length of 5, 200 feet accommodates 100% of the small aircraft fleet. The

runway length is forecast to be adequate for the remainder of the planning period.

Runway Width

The current runway width of 75 feet exceeds the FAA' s recommended standard of 60 feet forADG I ( small) aircraft and runways with visual approaches. It is recommended that the 75- foot

width be maintained, in the event of an instrument approach with minimums lower than 3/4 statute

mile visibility.

Runway Pavement Strength

The most important feature of airfield pavement is its ability to withstand repeated use by themost weight-demanding aircraft that operates at an airport. The pavement strength rating ofRunway 18/ 36 is 20,000 pounds single wheel gear ( SWG). This strength rating will be adequatethrough the planning period, although occasional maintenance will be needed to preserve thisstrength.

Taxiways

The Airport does not currently have a full- length parallel taxiway. A full- length parallel taxiwayprovides a safe, efficient traffic flow and eliminates the need for aircraft to back taxi before take-

off or after landing. The FAA recommends a parallel taxiway for nonprecision instrumentapproaches with visibility minimums of one mile or more and requires a parallel taxiway for


instrument approaches with visibility minimums lower than one mile.

Similar to runway width, taxiway width is determined by the ADG of the most demandingaircraft to use the taxiway. ADG I recommendation for taxiway width is 25 feet.

Runway centerline to parallel taxiway centerline separation distance is another importantcriterion to examine. The recommended distance is based on satisfying the requirement that nopart of an aircraft on a taxiway or taxilane centerline is within the runway safety area orpenetrates the runway OFZ. For the Airport, the recommended separations is 150 feet for ADG Ivisual runways and 200 feet for ADG I runways with lower than 3/4 mile visibility minimums.

There are three connector taxiways between the runway and aircraft parking and storage.Connectors to the runway ends will be required if a parallel taxiway is built. More taxiwayconnectors may be required in the future to provide access to new hangar and aprondevelopment.

Airport Visual Aids

Airports commonly include a variety of visual aids, such as pavement markings and signage toassist pilots using the airport.

Pavement Markings. Runway markings are designed according to the type of instrumentapproach available on the runway. FAA Advisory Circular 150/ 5340- 1J, Standards for AirportMarkings, provides the guidance for airport markings. Basic ( visual) markings are currently inplace on Runway 18/ 36. If a nonprecision approach were to be implemented, the runwaymarkings would need to be upgraded to nonprecision markings.

There are hold markings on all taxilanes adjoining the runway. The purpose of hold markings isto ensure that aircraft waiting for arriving or departing aircraft to clear the runway are not in theRSA. Existing hold lines at the Airport are adequate if the Airport only has a visual ornonprecision approach. If a precision approach were pursued, the separation would need to

increase by 50 feet to 175 feet.

Airfield Signage. The Airport currently has hold signs on taxilanes adjoining the runway.The existing signage is adequate for the existing airfield layout. Future additional taxiways and

aprons will require additional signs.

Airport Lighting

Beacon. The Airport' s rotating beacon is adequate for the planning period.

Visual Glide Slope Indicators. As discussed in Chapter One, the Airport has two-box

VASIs on both runway ends. The VASI system is out of service indefinitely, as they need to berelocated to meet FAA siting criteria. It is recommended that the County relocate the VASIsystem.


Runway and Taxiway Lighting. Airport lighting systems provide critical guidance to pilotsat night and during low visibility conditions. Runway 18/ 36 is equipped with direct bury, lowintensity runway lighting (LIRL). It is recommended that this system be upgraded to a medium

intensity runway lighting system ( MIRL) during the planning period to accommodate aninstrument approach.

Runway identification lighting provides the pilot with a rapid and positive identification of therunway end. The most basic system involves runway end identifier lights ( REILs). Currently,there are no REILs installed at the Airport. If a nighttime instrument approach procedure wereimplemented, REILs would aid pilots in locating the runway ends quickly. It is recommended

that REILs be installed at both runway ends.

If an instrument approach with visibility minimums lower than 1 mile were implemented, aninstrument approach lighting system would be required.

Effective ground movement of aircraft at night is enhanced by the availability of

taxiway/ taxilane lighting. Airport taxiways and taxilanes are lined with edge reflectors, which

will be adequate until medium intensity taxiway lights are needed to aid pilots at night andduring low visibility.

The Airport is equipped with pilot-controlled lighting (PCL). PCL allows pilots to turn runwaylighting on and control its intensity using the radio transmitter in their aircraft. The PCL system

is energy-efficient and should be maintained throughout the planning period.

Radio Navigational Aids & Instrument Approach Procedures

Radio Navigational Aids. There are no radio navigational aids at the Airport; however, the

Rogue Valley International Airport ( Medford) has a VOR/DME ( Very High Frequency Omni-Directional Range/ Distance Measuring Equipment), which can be used to guide a pilot to theAirport.

Instrument Approach Procedures. There are currently no instrument approach aidsavailable at the Airport. Visual approaches are used on both runway ends.

Global Positioning System ( GPS) technology provides the Airport with the capability ofestablishing new instrument approaches at minimal cost since there is no requirement for theinstallation and maintenance of costly ground- based transmission equipment. The FAA is

proceeding with a program to transition from existing ground-based navigational aids to asatellite- based navigation system utilizing GPS technology. The FAA commissioned the Wide

Area Augmentation System ( WAAS) in July 2003. WAAS refines GPS guidance for enroute

navigation and approaches. General aviation, corporate, air taxi, and regional airline operatorsare expected to benefit from this augmentation to GPS signals. The FAA is certifying newapproaches at the current rate of about 300 per year, nationally.

Lower than 3/4 mile visibility minimums are now possible with GPS. To be eligible for an

instrument approach, the airport landing surface must meet specific standards as outlined in FAA


AC 150/ 5300- 13, Airport Design. Airport Design states that airports having runways as short as2, 400 feet could support an instrument approach if the lowest Height Above Touchdown ( HAT)is based on clearing a 200-foot obstacle within the final approach segment. However, runways

less than 3, 200 feet are protected to a lesser extent by Title 14 of the Code of FederalRegulations ( CFR), Part 77, Objects Affecting Navigable Airspace. Part 77 surfaces are further

defined in Chapter Five. It is noted there are several penetrations to the surfaces including trees,power lines, buildings and terrain. If these penetrations are not removed, there will be

constraints on the type of approach the Airport could get.

The County should identify and remove obstructions as necessary to provide clear airspace andmake way for a nonprecision GPS approach to the Airport. The existing runway length meetsthe minimum 3, 200- foot length requirement for this type of approach and therefore would not

require an adjustment to the lowest Height Above Touchdown elevation as described above. A

straight- in nonprecision approach requires a cleared threshold siting surface slope of 34: 1 ( versusthe 20: 1 slope required for a visual approach). Initial examination indicates that the threshold

siting surface dimensions required by this type of approach would not be clear of penetrationsdue to trees near the Airport.

Final determination of feasibility of implementing an instrument approach procedure would needan expensive survey meeting rigorous FAA standards and then an evaluation by the FAA FlightProcedures Office. A cursory evaluation by the FAA in 2000 concluded straight- in, WAAS-aided procedures were probably feasible to both runway ends.

Other Airfield Recommendations

Traffic Pattern. The current traffic pattern requires left hand traffic for Runways 18 and 36.

The existing traffic pattern procedure is adequate.

Wind Indicators/Segmented Circle. The existing lighted windcone and segmented circleare located on the west side of the runway at about midfield. These facilities are adequate and

should be maintained throughout the planning period. There are also two supplemental

windcones, one near each runway end.

Weather Reporting. Real- time weather reporting at the Airport is supplied via AutomatedWeather Observation System ( AWOS). The information transmitted from the Super-AWOS is

available through the Internet and phone line, and only to pilots flying within radio range, as thedata does not currently transmit to the FAA. It is recommended the Super-AWOS be upgraded

to transmit data to the FAA.

LANDSIDE REQUIREMENTS

Landside facilities are those facilities necessary for handling aircraft on the ground, and thosefacilities that provide an interface between the air and ground transportation modes. Landside

requirements are addressed for the following facilities:

Hangars


Aprons and Aircraft ParkingAirport Access & Vehicle ParkingAviation Services

Hangars

The utilization of hangars varies as a function of local climate, security, and owner preferences.The trend in general aviation aircraft is toward higher performance, higher value aircraft.

Therefore, many aircraft owners prefer enclosed hangar space to outside tiedowns. In planningfor hangar development, the number and type of aircraft to be based at an airport is analyzed.

Hangar development should be based upon actual demand trends and financial investment

conditions, not solely on forecasts.

At the Airport, all of the 16 based aircraft are currently stored in hangars. Consequently, it isassumed all future based aircraft will need hangar storage, creating a need for five additionalhangar spaces by 2029.

Hangar facilities at an airport typically consist of some combination of T-hangars andconventional hangars. T-hangars typically store one aircraft in one unit, while conventionalhangars can store more than one aircraft in one large enclosed structure. In order to determine

the number of T-hangars versus conventional hangars, the following assumptions were made:

All multi-engine aircraft will be stored in conventional hangars.

5% of all single engine aircraft stored in hangars will be stored in conventional hangars,

while the remaining single engine aircraft will be stored in T-hangars.

Applying these assumptions, three additional T-hangars will be needed and two additionalconventional hangars will be needed by 2029. For space planning purposes, a ratio of 1, 200square feet per aircraft is used for T-hangar development, resulting in a total of 3, 600 square feetof building area. Conventional hangar sizes generally range between 1, 400 to 3, 600 square feetper aircraft. For planning purposes at the Airport, a ratio of 2, 500 square feet will be used,resulting in a need for 5, 000 square feet of conventional hangar building area. Table 3C

summarizes the hangar development needs for each milestone year.

Aprons and Aircraft Parking

Currently, there are 16 tiedown positions at the Airport. No based aircraft are presently stored intiedowns. As noted earlier, due to the desire for aircraft owners to store their aircraft in hangars,

it has been assumed that no based aircraft will be stored at tiedowns throughout the planningperiod. Transient aircraft typically use tiedowns during the short time they visit an airport,although hangar storage for transient aircraft is a service many FBOs provide.

The FAA has developed an approach for determining the number of tiedowns needed fortransient aircraft operating at an airport. The following general methodology was taken fromAirport Design, Appendix 5, Change 10 and is based on peak operations calculations:


1. Peak Day Operations ( from Chapter Two)2. Divide by 2 ( 50% of operations are departures)

3. Multiply by 50% ( assumes 50% of the transient airplanes will be on the apron duringthe peak day)

Using this methodology, the Airport will need to have transient tiedown space for eight aircraftby 2029, meaning the Airport has adequate tiedown space for the planning period.

Table 3C. Landside Facility NeedsExisting

Conditions 2014 2019 2029

2009

Based Aircraft 16 17 18 21

Total Hangar Units 16 17 18 21

Total T-Hangars ( units) 12 13 13 15

Total Square Feet 15, 600 15, 600 18, 000

Total Conventional Hangars 4 4 5 6

Total Square Feet 10, 000 12, 500 15, 000

Tiedown Positions 16 16 16 16

Transient Aircraft Tiedown 6 6 6 8

Requirements

Source: WHPacific, Inc., 2009

Note: Square footages for hangars are building area only and do not include areas needed for taxilanes betweenhangars.

Airport Access

Access to the Airport is via US 199 and Airport Drive. Access to the Airport is sufficient for the

planning period. Approximately 30 unmarked gravel automobile parking spaces are available atthe Airport.

Aviation Services

As discussed in Chapter One, there are no Fixed Base Operators ( FBOs) currently operating atthe Airport. As aviation activity grows, an FBO business may be attracted to the Airport. The

FBO may lease existing building(s) or prefer to lease land and construct a new facility. In the

planning of the Airport' s landside area, it is recommended that at least one acre be designated fora FBO facility. The FBO site should be located with easy access and visibility from the airfieldand should have adjacent land available for future expansion.

SUPPORT FACILITY REQUIREMENTS

Facilities that are not classified as airfield or landside are known as Support Facilities. The

following support facilities were evaluated:


Emergency ServicesAirport Maintenance

Airport FencingUtilities

Storm Drainage

Aviation Fueling Facilities

Emergency Services

There are no Aircraft Rescue and Firefighting ( ARFF) facilities available at the Airport, nor doesFAA require them. The Cave Junction Rural Fire Protection District provides emergencyservices. The Josephine County Sherriff' s department provides law enforcement services.

Airport Maintenance

Airport maintenance is adequately provided by the County with equipment stored off-airport.No changes are recommended.

Airport Fencing

The County is undertaking a fencing project in 2009 to complete the perimeter fence, withvehicle gates. This fencing should be adequate throughout the planning period.

Utilities

Utilities available at the Airport include electricity, water, telephone and septic. Extensions of

electricity, water and telephone to future facilities will be required, as needed. New septic

systems will be required for buildings with sanitary facilities.

Storm Drainage

The need for additional hangars and taxiways has been identified. These facilities will increase

the Airport' s existing impervious surfaces. These additional surfaces must be evaluated to

ensure that the requirements of the 1200-Z' stormwater discharge permit are met. Because a

specific layout for future development has not been defined yet, the exact amount of increasedimpervious surface is to be determined. The alternatives analysis will provide additional details

regarding stormwater impacts of each alternative. The analysis will also include Department of

Environmental Quality (DEQ) requirements, water treatment and detention.

The federal Clean Water Act mandates jurisdictional control of the quality of stormwater runoff. This mandatedprogram is found in the Code of Federal Regulation part 122. 26. The Airport may fall under the scope of theseregulations and may need to apply for a National Pollution Discharge Elimination Permit( NPDES) for the dischargeof rain water to the surface water system. In Oregon. this is typically referred to as a 1200-Z General Permit.


Aviation Fueling Facilities

Fuel is not available for sale at the Airport. Airport users have indicated that one of the most

important improvements that could be made to the Airport is the installation of a fueling facility.

For some GA airport sponsors, the major source of revenue at an airport is profit from sellingfuel. The first entry into fuel sales for a small general aviation airport is usually a self-servicefacility, wherein revenues gained from fuel sales can be used toward facility operation andimprovement. In the event that an FBO begins operating at the Airport, fee structuring will beneeded. It is important to note that even when airport sponsors are not the fuel vendor, airport

sponsors still derive revenue from fuel flowage fees imposed on vendors.

LAND USE PLANNING & ZONING RECOMMENDATIONS

In general, the Airport meets all State and County land use requirements. Even so, there are

several items the County should work towards with regard to land use and zoning around theAirport. Recommendations are provided below.

Zoning Code:

Consider rezoning the underlying designations within the Airport property as " Airport" toensure that only compatible uses occur within the Airport property boundary. The

rezoning would be based on Oregon Administrative Rules Division 13, Airport Planning,which provides guidelines for local government land use compatibility to encourage andsupport the continued operation and vitality of Oregon' s airports.

Comprehensive Plan:

Adopt the final Airport Layout Plan, by reference, into Josephine County' sComprehensive Plan.

Adopt a title notice or similar requirement to inform purchasers of property within onemile of the Airport that their property is located adjacent to or in close proximity to theAirport and their property may be impacted by a variety of aviation activities. Note that

such activities may include but are not limited to noise, vibration, chemical odors, hoursof operations, low overhead flights, and other associated activities.


Chapter Four Airport Layout Plan Update

DEVELOPMENT ALTERNATIVES Illinois Valley Airport

The preceding chapter identified deficiencies of the Illinois Valley Airport with respect toexisting and anticipated aeronautical demand, which are consistent with current Federal AviationAdministration ( FAA) design standards and State of Oregon development guidelines. This

chapter presents several development alternatives that focus on meeting the Airport' s facilityneeds for the long- term future ( 2029 and beyond).

While the development alternatives focus on meeting aeronautical demand projected for 2029, itis prudent to consider the ultimate potential of airport property. By doing so, the planningdocuments remain flexible and functional, considering the possibility that unforeseen events orincreases in user demand occur. Consequently, the alternatives highlight possible airfield andlandside uses that could meet facility needs projected to occur after 2029.

SUMMARY OF FACILITY REQUIREMENTS

The preceding chapter, Facility Requirements, identified development needs to accommodateforecasted aeronautical activity. These are summarized below.

Airfield Requirements

Most of the land within the Runway Protection Zone ( RPZ) is not controlled by the Countyin either fee simple or easement to ensure land use compatibility.

The Airport should have a full- length parallel taxiway, located with at least 150 feet betweenrunway and taxiway centerlines, with connectors to aircraft parking and storage.

Illinois Valley Airport 4- I Chapter Four- Airport Development Alternatives

The runway markings should be upgraded if an instrument approach is implemented.

Relocate the visual approach slope indicators ( VASIs) or install Precision Approach Path

Indicators ( PAPIs) to meet FAA siting criteria.

Upgrade the runway lighting system to medium intensity runway lighting (MIRL) system.

Runway End Identifier Lights (REILs) should be installed at both runway ends.

If an instrument approach is implemented, an approach lighting system may be required bythe FAA, depending upon the type of approach.

It is recommended the Super-Automated Weather Observation System ( AWOS) be upgraded

to transmit data to the FAA.

Landside Requirements

To meet 2029 demand, five additional T-hangars will be needed.

Two conventional hangars are required to meet 2029 demand.

While the current area of parking apron is large enough to meet forecasted demand, thelocation of the current parking apron may not be the most desirable. Alternative locations forthe parking apron have been identified, for both paved and grass tiedowns.

At least one acre should be reserved for a Fixed-Based Operator( FBO) facility.

Install a self-service card-lock fueling system.

DEVELOPMENT ALTERNATIVES

Three alternatives for the long- term future development of the Airport are presented in thischapter:

No-Build Alternative, which assumes maintenance of existing facilities and no expansion ofairfield or landside facilities.

Alternative 1 concentrates development on the eastern portion of the Airport, with access via

an east parallel taxiway.

Alternative 2 concentrates development on the western portion of the Airport, with access via

a west parallel taxiway.

The two development alternatives depict additional hangar expansion, aviation- related business

reserves, airport compatible commercial/ industrial reserves, a new place for helicopter parking,

Illinois Valley Airport 4- 2 Chapter Four- Airport Development Alternatives

and the acquisition or easement of land within the building restriction lines and RPZs. Each

alternative also depicts land reserved for a future FBO.

No- Build Alternative

Exhibit 4A illustrates the No- Build alternative. By showing the consequences of not developingthe Airport, the County has a method for assessing advantages and disadvantages of developmentalternatives.

As shown in Chapter 2, Aeronautical Activity Forecast, the Airport is expected to experienceincreased demand. If no development were to occur, the Airport would not be able to supportforecasted aeronautical uses and demands. The No-Build alternative would not optimize the

Airport' s potential. Safety deficiencies would remain, namely the need to back taxi due to thelack of a full parallel taxiway. The Airport would not meet the FAA' s requirement for control ofthe RPZs and would continue to lack an instrument approach and fuel sales, which wouldconstrain the future use and revenue generation of the Airport. Without improved access and

vehicle parking for the Smokejumper Base, its growth as a tourist attraction would be hampered.The opportunity for unsafe vehicle, pedestrian, and aircraft interaction around the SmokejumperBase would not be mitigated.

While the No-Build alternative is essentially a do-nothing option, it does not mean that therewould be no financial impact to the Airport. Most prominently, there would still be a costassociated with maintaining the current pavements and facilities. Without additional sources of

revenue, the Airport would continue to need financial subsidy, since income from leases andother sources falls short of covering operating expenses.

Development Alternative 1

Development Alternative 1, illustrated by Exhibit 4B, concentrates development on the easternportion of the Airport. Alternative 1 encompasses the facility requirements previously outlined.As with both build alternatives, Alternative 1 incorporates development well beyond the

projected 20- year need. A main component of Alternative 1 is the closure of the existing accessroad and the construction of a new access road along the Airport perimeter that leads to a newvehicle parking area. By re- arranging access, the Airport can remain secure for airport users,while making the Smokejumper Base easily accessible to the public. Pedestrian trails to the

botanical wayside are also provided to enhance the Airport' s attractiveness to tourism.

Airfield. Airfield developments for Alternative 1 are outlined below.

Full parallel taxiway east of the runway.The helicopter operations area remains in its current location.

Control and protection of runway protection zone by acquisition or easement.

Landside. The landside development features proposed in Alternative 1 include:

New access from Highway 199.


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Self-service card- lock fueling system.Reserves on the western portion of the Airport for future airport and commercial/ industrialdevelopment.


Development Alternative 2' s main distinguishing feature is a full parallel taxiway west of therunway system ( see Exhibit 4C). Consistent with the taxiway' s location, the majority of futuredevelopment is shown on the western portion of the Airport.

Airfield. Airfield development elements in Alternative 2 include:

Full parallel taxiway west of the runway.The helicopter operations is located to the northeastern portion of the airport property.Control and protection of runway protection zone by acquisition or easement.

Landside. Alternative 2 consists of the following landside developments:

Increased vehicle parking for airport users and tourists on the east side.Grass tiedown area and pedestrian path on the east side.

Reserves for FBO, T-hangars, conventional hangars, and aviation- related businesses.

Self-service card- lock fueling system, with a temporary location shown east of the runwayand a permanent location on the west side.

Alternative 2 meets the facility requirements outlined in Chapter Three. As with Alternative 1,

this alternative has land available for development in the event demand exceeds the aeronautical

activity forecast.

COMPARISON OF ALTERNATIVES

Detailed costs estimates were not prepared for each alternative, rather the alternatives arecompared in order of magnitude. Alternative 2 would likely have the highest total capital cost,with Alternative 1 costing slightly less, since Alternative 2 has more areas shown for potentialdevelopment. However, the cost of the two development alternatives to the County might not beappreciably different if the cost of constructing tenant facilities is borne by the tenants. The

taxiway on the west side ( Alternative 2) would likely cost more than the taxiway on the east sideAlternative 1) due to more variable terrain, but a parallel taxiway would probably not be built

until an AIP grant for up to 95% of the construction cost could be obtained, which would limit

the County' s cost. In addition, Alternative 1 includes the cost of a new access road that is notincluded in Alternative 2. The No- Build Alternative has the lowest capital cost of all the

alternatives, as it would only maintain the existing pavements and facilities.


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If aviation activity grows to justify the development shown, Alternative 2 would provide greaterrevenue potential than Alternative 1. The No-Build Alternative would provide no new revenue

potential.

With both Alternatives 1 and 2, some aircraft would need to cross the runway to use the paralleltaxiway. Alternative 1 would limit those crossings to the north runway end, for aircraft based inthe T-hangars on the west side. According to FAA guidance, runway crossings are safer iflocated at runway ends than at other points along the runway. Alternative 2 would place the

taxiway on the side opposite from some based aircraft.

ENVIRONMENTAL SCREENING OF ALTERNATIVES

Each alternative was analyzed to assess its relative environmental impact, as well as identify anyenvironmental constraints that may prohibit development. The results of this analysis is

presented in Table 4A.

Each alternative presents an array of environmental opportunities and constraints. The followingdiscussion summarizes the potential environmental concerns associated with each alternative.

No- Build Alternative

The No-Build Alternative does not propose any new use designations on the airport. It includes

only maintenance for the next 20 years. The No-Build Alternative does not present land use

compatibility concerns, noise concerns or direct threats to plant and animal communities. In

terms of overall impact, this alternative has the least impact to the existing natural and builtenvironments.


This alternative designates new reserve and development areas in the area currently used fordeveloped airport activities. It includes a helicopter operations area at the northern end of the

developed area. The industrial park area in the northwest corner of the airport remains for future

industrial development.

This alternative includes obtaining easements or ownership of the Runway Protection ZoneRPZ) on both runway ends. The southeast end is in Oregon State Parks and US Bureau of Land

Management ownership, which could require additional consultation under Section 4( 0. There

is no feasible and prudent alternative for the location of the RPZ and the need for the airport to

control the RPZ.

Ultimate development of the reserve land could increase impervious surface significantly.Because the soil is very pervious, and the area is relatively dry, stormwater issues may not besignificant.


Table 4A. Development Alternatives - Environmental Constraints and Impacts'

ImpactCategories2

No-Build Alternative Alternative 1 Alternative 2

Comment Score Comment Score Comment Score

Air Quality No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Potential for unique

Biotic Resources No apparent issues. 1 No apparent issues. 1 plant species in T- 2

Hangar Reserve.

Land Use Impacts No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Construction Impacts No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Potential for Potential for

Section 4(f)Resources No apparent issues. 1constructive use issue

2constructive use

2with avigation easement issues with avigation

on SE end. easement.

Potential for unique

plant species in T-Threatened and Endangered Species No apparent issues. I No apparent issues. 1 2

Hangar Reserve

Area.

Energy Supplies, Natural ResourcesNo apparent issues. 2 No apparent issues. 2 No apparent issues. 2

and SustainabilityEnvironmental Justice No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Farmlands No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Low potential forLow potential for

Hazardous Materials No apparent issues. 1 unidentified material on 2unidentified material

2

old smokejumper base. on old smokejumper

base.

The small italic number in each cell represents the qualitative rank of each alternative for the specific category. Where all alternatives are approximately equal,a score of 2 was assigned. A score of 1 represents the least impacting alternative; a score of 4 represents the greatest impact. The scores are totaled at the bottomof this table, which in turn provides a subjective ranking of the four alternatives.2 The analysis covers 21 impact categories examined according to FAA Order 1050. 1E and guidance from the Council on Environmental Quality.


Table 4A. Development Alternatives - Environmental Constraints and Impacts, Continued

Impact Categories No-Build Alternative Alternative 1 Alternative 2

Comment Score Comment Score Comment Score

Tree removal andTree removal and

Historical, Archaeological and CulturalNo apparent issues. 1 development may need 2

development may 2Resources need historical

historical clearances. clearances.

Induced Socioeconomic Impacts No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Light Emissions and Visual Effects No apparent issues. I No apparent issues. 1 No apparent issues. 1

Energy Supply& Natural Resources No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Noise No apparent issues. 1 No apparent issues. 1 No apparent issues. 1

Social Impacts No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Solid Waste No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Water Quality No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Wetlands No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Cumulative Impact No apparent issues. 2 No apparent issues. 2 No apparent issues. 2

Controversy No apparent issues. 1 No apparent issues. 2 No apparent issues. 2

Total ranking 34 38 40


In general, this alternative appears to have few impacts, primarily associated with tree removaland new development near the Smokejumper Base ( listed on the National Register of Historic

Places). The alternative would not significantly change the existing noise footprint. It would

allow the County to continue to market the industrial park area for non- airport uses, as well asthose desiring an airport location. This alternative has the least environmental impact of the

two build alternatives.


This alternative places the helicopter area at the mid-north end of the airport. T-hangar and

conventional hangar reserves, and future FBO space are located near the County' s industrial parkarea. Future conventional hangar reserve and airport- related business areas are on both sides of

the runway, at the northern end of the airport.

This alternative also includes obtaining easements or ownership of the Runway Protection ZoneRPZ) on both runway ends. The southeast end is in Oregon State Parks and US Bureau of Land

Management ownership, which could require additional consultation under Section 4( f). There

is no feasible and prudent alternative for the location of the RPZ and the need for the airport to

control the RPZ.

This alternative has more area designated for reserve use than in Alternative 1. Ultimate

development of the reserve lands could increase impervious surface significantly, and thereforeincrease stormwater runoff and risk for water quality issues.

This alternative would likely have less impact on the Smokejumper Base Historic District, asonly tree removal would occur.

This build alternative is slightly greater in terms of overall environmental impact of thetwo alternatives.

MASTER PLAN CONCEPT (PREFERRED ALTERNATIVE)

The two development alternatives and No- Build were presented to the County, PlanningAdvisory Committee ( PAC), and members of the public on January 25, 2010. Based on

comments made at that meeting, the County selected a Preferred Alternative ( see Exhibit 4D).The Preferred Alternative, or Master Plan Concept, is based on various components of each of

the alternatives presented in this chapter, as well as a few additional components not previouslydepicted. The Preferred Alternative is the basis for the Airport Layout Plan in Chapter 5. The

proposed Preferred Alternative is summarized below.

Airfield.

Phased development of a western full-parallel taxiway ( Phases I and II) and a partial-parallel taxiway stub east of the runway (Phase 1II).The helicopter operations area remains in its current location.

Control and protection of runway protection zone by acquisition or easement.


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OPOCl.wa ILLINOIS VALLEY AIRPORT PREFERRED ALTERNATIVE EXHIBIT 4Da

hN00

Landside.

Current access from Highway 199.Increased vehicle parking for airport users and tourists, with access to the airport.Grass tiedown area south of the aircraft parking apron.FBO location on the west side of the Airport for development.

Reserves for T-hangars, conventional hangars, and aviation- related businesses.

Self-service card-lock fueling system, with interim and ultimate locations identified.Reserves on the western portion of the Airport for future airport and

commercial/ industrial development.

Pedestrian path on the east side for people to access the Botanical Wayside.

The above- described Preferred Alternative mirrors the PAC' s unanimous recommendations. Theintent of the layout is to allow phases of development to occur, as demand dictates. Initial

growth would be on the west side of the Airport. Development east of the runway would occurin the long-term, with the taxiways phased in appropriately.


Chapter Five Airport Layout Plan Update

AIRPORT LAYOUT PLAN Illinois Valley Airport

The Airport Layout Plan ( ALP) drawings are a pictorial representation and summarization of the

efforts made in this planning process. The previous chapters supply the basis for the Airport' sfuture airport layout as shown in the drawing set. In order for improvement projects to be

eligible for Federal Airport Improvement Program Grants, the projects must appear on a Federal

Aviation Administration (FAA)-approved ALP.

AIRPORT LAYOUT PLAN DRAWING SET

The following paragraphs describe the specific elements found on each sheet within the ALPdrawing set.

Cover Sheet (Sheet 1)

The cover sheet shows a sheet index to the airport layout plan drawing set, and provides pertinentinformation such as the airport sponsor, airport name, grant number the project is funded

through, location and vicinity maps, and date the plan was completed.

Airport Layout Plan Drawing (Sheet 2)

The airport layout plan depicts the current airport layout and proposed improvements to the

Airport for the 20- year planning period and beyond. Descriptions of the improvements and costsover the next 20 years are included in Chapter Six, Capital Improvement Plan. The Airport

Illinois Valley Airport 5- I Chapter Five- Airport Layout Plan

Layout Plan Concept, as selected by the County in consultation with the Planning AdvisoryCommittee ( PAC), was the basis for determining the proposed improvements at the Airport. TheALP is a development guide; the timing of development depends upon when it is needed and canbe funded.

Runway approach visibility minimums, runway protection zones, runway object free area,runway safety area and other standard airport dimensions are shown in the plan and in the runwaydata tables. Other tables include an airport data table, buildings/ facilities table, modifications tostandards, and a non- standard conditions and disposition table. The wind rose depicts wind

coverage for the runway alignment.

Airspace Plan Drawing ( Sheet 3)

This drawing shows the Part 77 Imaginary Surfaces for the future layout of the Airport with aUSGS topographic map as the background. Part 77 defines five distinct surfaces, each with a

different size and shape. The dimensions of these surfaces are based on the type of runway andthe type of approach ultimately planned for the Airport. Each imaginary surface and itsdimension as it applies to the Airport are defined below and are depicted in Exhibit 5A for

reference.

Primary Surface. The primary surface is rectangular, centered on the runway, extends 200 feetbeyond each end of the runway, and has a width that varies according to airport- specific criteria.The elevation of the primary surface corresponds to the elevation of the nearest point of therunway centerline. The width of the primary surface of Runway 18/ 36 is 250 feet.

Approach Surface. The approach surface is centered on the extended runway centerline, startat each end of the primary surface ( 200 feet beyond each end of the runway), and has a width

equal to that of the primary surface. Approach surfaces slope upward and outward from the

runway ends.

The ultimately planned approach surfaces at the Airport reflect nonprecision approaches toRunways 18 and 36.

The nonprecision instrument approach surface, with minimums not lower than 1 mile ( small

aircraft exclusively), to Runways 18 and 36 has an inner width of 500 feet extending outward5, 000 feet to an outer width of 2, 000 feet at a slope of 20: 1.

The Runway Protection Zones ( RPZs) are not Part 77 surfaces, but mirror the inner portion of theapproach surfaces on the ground. The RPZs for the Runway 18 and 36 approach have adimension of 250 feet by 1, 000 feet by 450 feet, which protects the approach with minimums notlower than 1 mile (small aircraft exclusively).

Transitional Surface. The transitional surface is a sloping 7: 1 surface that extends outwardand upward at right angles to the runway centerline from the sides of the primary surface and theapproach surfaces.

Illinois Valley Airport 5- 2 Chapter Five- Airport Layout Plan

Horizontal Surface. The horizontal surface is a flat, elliptical surface at an elevation 150 feet

above the established airport elevation. The extent of the horizontal surface is determined byswinging arcs of a 5, 000-foot radius from the center of each end of the primary surface.

Conical Surface. The conical surface extends and upward from the horizontal surface at a

slope of 20: 1 for a horizontal distance of 4,000 feet.

Exhibit 5A. Graphical Depiction of FAR Part 77 Imaginary Surfaces

2C' APPROACH

StARFACE

4 111011111MISIMIIIMINE111111111111111111110bb-

1° 471.IIt-..:

IIIIIIiiiiiiiw

PRNb14Y

The Part 77 surfaces are the basis for protecting airspace around an airport; therefore, it is ideal tokeep these surfaces clear of obstructions whenever possible. The FAA decides is any of theobstructions to Part 77 surfaces are hazardous to aviation. The obstruction data tables on Sheets

3 and 4 identify each obstruction and their location, along with the disposition to address thedescribed obstruction.


The CIP prioritizes obstruction removal in the following manner: on-Airport obstructions, off-Airport obstructions within the approach surface, and off-Airport obstructions within the

transitional surface. The negotiation and purchase of avigation easements will be necessary priorto the removal of any off-Airport obstructions.

Inner Portion of the Runway 18/36 Approach Surface Drawing (Sheet 4)

This drawing provides a plan and profile view of the runway, the RPZs and approach surfaces.Obstructions within the approach and transitional surfaces are indicated in the profile view.

Airport Land Use Plan and Noise Contour Drawing (Sheet 5)

A land use plan has been developed for the Airport and the surrounding area. This plan includesthe land uses on and around the Airport per the Josephine County Rural Land DevelopmentCode.

Land uses around airports should be compatible with airport operations. Aircraft noise is also a

major concern. Land uses and their associated activities that are of greatest concern to airports

include:

Nearby LightingGlare, Smoke and Dust Emissions

Bird Attractions and Landfills

Airspace Obstructions

Electrical Interference

Concentrations of People

Any of these activities can create safety concerns for airport users and people on the ground.They may also be impacted by airport operations. The airport sponsor should work with the localland use agency( s) to ensure that land uses around the airport are compatible with airport

operations.

According to the noise contours developed, based on FAA and Oregon Department of

Environmental Quality noise standards, no compatibility issues are expected.

Airport Property Map — Exhibit A (Sheet 6)

This drawing provides a history of the County' s airport property acquisition by showing andlisting all land transaction history.

The Consultant is currently working with the County to complete this exhibit.


Mir" DE.

JOSEPHINE COUNTY, OREGON

ILLINOIS VALLEY AIRPORTAIRPORT LAYOUT PLAN

A. I.P. #3-41- 0011- 003AUGUST 2011

SHEET DESCRIPTION

SHEET 1 COVER SHEET

SHEET 2 AIRPORT LAYOUT PLAN

SHEET 3 AIRPORT AIRSPACE PLAN

SHEET 4 INNER PORTION OF THE APPROACH SURFACE PLAN

SHEET 5 LAND USE PLAN- CURRENT NOISE CONTOURSff, o„,,?

w

SHEET 6 LAND USE PLAN- 2015 NOISE CONTOURSM

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SHEET 7 EXHIBIT A' PROPERTY MAP

LOCATION MAP

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if \ ill UCillloN( PROJECT"` WY w. 1M" POT,; sPROPDEO AF>

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REPORT

SzPOS

NORm A ILLINOIS VALLEY AIRPORT CAVE JUNCTION. OR 1

FA„,,,,, opy,,, v THE LW TED STATES TO PART C PATE N ANY DEVELOPMENT DEP C TED THERE N AIRPORT LAYOUT PLAN077' DOT S T IND PATE THAT THE PROPOSED NUE OPMENT T ENV RONMENT ATLI901 RUA BASS Fe. sol

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i IsANIE

OPTING ON TPE NAY1f,NAL REGISTRY Of HISTORI,PROPER', LINEA, root 11, yoner Pei st i ARY10ioRloant.

4' 0%: 444."':',:" 44., SANE AIRPORT REEEPENCE PONT 1ARP1 * I

SAME RUHRAY CENTERLINE SAMEr-----707- 1,, 70------,-, PRIMAR SURFACE SAME

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AVIATION COMPATIBLE INDUSTRIAL OP u01,11.1 NONE

IPINDURTRIAL PARS I= SAYE

1 . . APSMOREPIMPER BASE BUILDINGS SAME

SHEET INFO RENSIONS PFIEFT NOMRFR

YYR. ARR. THE PREPARATION Of THIS DOCUMENT MAY HAVE BEEN PUPPORTED IN RAPT

AIRPORT LAYOUT PLANq WHPatlI1CTHROUGH THE AIRPORT IMPROVEMENT PROSE,. FINANCIAL ASSISTANCE EROM THE

FEDERAL A YIATION AMIN' S TEIAT1ON/ RROJECT NUMBER 111 Ss 11 ARS, AS PROVIDED

UNDER TITLE 411 LI P C SE, TION1i1R1 THY CONTENTS 00 NOT NEU SSAPIl YREEL FCT THE Of f ICI, VIEWS OR POL10, OE THE FA,A ACCEPTANCE 0F THIS REPORT

MOOED BY SAAL NO P r DATE RPMARKP

DRAWN . 1

ILLINOIS VALLEY AIRPORT, CAVE JUNCTION, OR 2BY THE FAA DOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PAPT OF APPROVE D

Adi6kL44' '1;

1; 7' 6";:i1171' S'S" Ef011 Syfi 0771

THE IN!. STATES TO PARTICIPATE IN ANY DEVELOPMENT DEPICTED THEREIN NOR

DOES IT INDICATE THAT THE PROPOSED DEVELOPMENTIY

ENVIPONMENTAILiLAST EDIT en 7111/ AIRPORT LAYOUT PLAN

SHEETPURL!, A NSSUBMITTAL 034253 34253 CX ALP MC 1 300

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LAS3 DISTANCE DISTANCE AMOUNT OF AIRPORT

1-4,

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333-

z.-" 6 OBSTRUCTONS NO rr.,. PART 77 SURFACE REV FROM RAft FROM MY PENETRATION PROPERTY DISPOMION

END EST1MMDL

HI BUDDING TRANSITION. 14001 355 FEET 51 YES OBSTRUCTION LIG.

333.---

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3/

4''';" ii,\ :.,.. ., , 3••_, .,-•,, HANGAR TRANSITIONAL _ T., 325 FEET 19: YES MSTRUCTION 3. 10

38RL3' BADING TRANSITIONAL 13373 320 FEET 103 YES OBSTRUCTION LIGHT

3.- • • 4 36047 - :-..''''

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BUILDINGBUILDING

MANSITIONAL 1 Mt_ 355 FEET

TRANSITION. 13953 330 FEET

Ai YES OBSTRUCTOR LIGHT

OBSTRUCTION LIGHT33. , .:"..

o, .,. of. I C.-- \ BUDDING TRANSITIONAL . 1304, 26•3 FEET let WS OBSTRUCTION LIGHT

BUDDING W4ANSITIONAL III. 350 FEET 4/ YESy OBSTRUCTION LIC,H1

R BUILD*. TRANSITIONAL . 13943 2Rn FEE13

OBSTRUCTION LIGHT

k:. :;-' --.._'' , ,'- . 1 BUILDING NUNSITIONA, 139. 235 FEET 1. YES OBSTRUCTION LIGHT

WAG. . NSITION. 119, .. 50 FEET 19: NO OBSTRUCT. L. HT

A - I' ' 4... -• 3 -

HORTfONDA3 SUR.. ESE, Ii34' z, ' ,

I 3313. 11 PRI.. 11873 . 05 FRET . 20: , OBSTRUCT.. LIGHT

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13 A . -\ 1 T HANGAR TRANSITIONAL 13753 355 FEET St 1E5 OBSTIGH, TION L. H11

I

TRE

TREES PRIMO, 14. 200 FEET 255 FEET 303 YES REMO,

I ES PRIMA. 1410: 70, 00 FEET 200 FEET 301 WS REMOVE4 . 3

15 1\( r• ,\

I TREES PPM*. 1053- 180 FEET 303 YES REMO,4,'.

3•3/

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4. 3 3., w '---- A..' 1 TREES PRIMARY . laoat, 240 FEET 103 YES REMOWI - 9...a.,,,,. lions.' 4.711, 1,, NIP,tir,4nie„,11",",,- ,...., 1ES RELADVEz'•(•' „......

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1:1 TREES PRIMARY 13903 210460 FEET .

1 BUDD,. APPROACH( RW: 18) 13753 85 FEET 255 FE. 83 NO OBSTRUCTION LIGHT 3REMOVE

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43 4

t • : '_,., 2 TREES TRANSITIONAL 14, 1. 250 4, 1 FEE T WY FEEL 10 301 YES REMO,

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TREES . APPROACH OW. 36( 14333 800 PE. 28t NO REMOVEs PR MDT. 2. E , .. ,, 0 . 4 A ,,, RUNWAY PROTE4ST • . , ,,, -, . - 4-:- z,', 5 3'.., A ,,..,

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43,/ :- '

Az-•'' ''''."7-1. 2, TREES PRIORI/ TRANSITIONAL 1410: 240 MS FEET 303 LES REMOVE( LOWER

3 • • • 34 3 , EV 3.

233 ''-,„.% ki, -. pro,up suarge 1,i,',• ',.. ., ' ---- ' 3 TREES PRIMARY/TRANSITIONAL 140,, 240430 FEET 301 / ES REMOVE 1 LOWER

3 TREES PRIMARYRRANSITIONAL , 09t 240 270 FEET 3, 1ES REMOVE( LOWER4

3. 3 ,-• : 4 ".''''3 '

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Chapter Six Airport Layout Plan Update

CAPITAL IMPROVEMENT PLAN Illinois Valley Airport

Through the evaluation of the facility requirements, identification of the Airport Layout PlanConcept, and the development of the Airport Layout Plan, the improvements needed at theIllinois Valley Airport over the next 20-year period have been determined. The Capital

Improvement Plan ( CIP) provides the basis for planning the funding of these improvements.

CAPITAL IMPROVEMENT PROJECTS

The CIP develops both the timeline for airport improvements and estimated costs for those

improvements. The plan is divided into three phases: Phase I ( 2011- 2016), Phase II (2017- 2021),

and Phase III (2022- 2031).

The anticipated plan for the Airport follows. As many of these projects are demand-based ( i. e.,hangar construction) the actual timing of construction is estimated. Funding for these projectshas not yet been committed and the actual costs may vary depending upon final constructioncosts. The date of implementation may also vary due to funding availability.

Phase I ( 2011- 2015)

Since Phase I represents the near- term future, which is more certain than the long- term future,Phase I development projects are identified by individual year, rather than a multi- year period.Projects in this phase include:

Illinois Valley Airport 6- 1 Chapter Six- Capital Improvement Plan

2011

Perimeter fencing (completion)Pavement Maintenance Program ( PMP)

Install of Medium Intensity Runway Lights ( MIRLs), Runway End Identifier LightsREILs) and Precision Approach Path Indicators (PAPIs), and relocate Rotating Beacon

Installation of a temporary ( interim) self-service card- lock fueling system

2012

Tiedown apron reconstruction

Construction of two conventional hangars and associated taxilanes

2013

Overlay Runway 18/ 36

2014

PMP

Construct northwest partial- parallel taxiway (Phase I)

2015

Acquisition of the Runway 18 Runway Protection Zone ( RPZ)Acquire avigation easement for the Runway 36 RPZConstruction of one row ( six units) of T-hangars and associated taxilanes

Phase II ( 2016-2020)

Phase II projects include:

Complete western parallel taxiway (Phase II)

Develop grass tiedown area

Install nonprecision circling approach with minimums not lower than 1 mileExpansion of the vehicle parking area and access road realignmentPMP ( 2017 and 2020)

Phase III ( 2021- 2030)

Phase III is the last ten years of the planning period. Projects falling within this timeframeinclude:

Construct eastern partial- parallel taxiway stub ( Phase III)Update Airport Layout Plan

Install self-service card- lock fueling system at ultimate locationPMP ( 2023, 2026, and 2029)


PROJECT COSTS

A list of improvements and costs over the next 20 years are included in Table 6A. All costs areestimated in 2009 dollars. Total project costs include construction, temporary flagging andsigning, construction staking, testing, engineering, administration, and contingency, as

applicable. Power utilities are included in all new hangar projects. No water service cost wasadded for the hangar developments. For hangar development, site preparation and taxilane

access is assumed to be funded by the County, while private individuals would fund actualhangar construction. Private development costs, such as the costs associated with aviation-

related business and aviation compatible commercial/ industrial development, were not prepared

as they can vary greatly and do not have a financial impact to the County.

FUNDING SOURCES

The Airport is part of the National Plan of Integrated Airport Systems ( NPIAS), and is eligible toreceive federal Airport Improvement Program ( AIP) funding. Currently, small general aviationairports, like Illinois Valley, receive $ 150,000 in annual entitlements from the AIP and areeligible for discretionary AIP funding and state apportionment grants. Therefore, the majority offunding for airport improvement projects is likely to come from the Federal AviationAdministration (FAA). For projects eligible for FAA AIP funding, the FAA may fund up to 95%of the total project cost. The airport owner must contribute the remaining amount. AIP fundingis available for most capital projects, but at this time it is difficult to receive funding for revenue-producing items such as hangars, since airside needs must be met first.

The Airport is designated as a Category IV airport by the State of Oregon. As such, the Airport

is eligible for the State- sponsored Financial Aid to Municipalities ( FAM) discretionary grant andPavement Maintenance Program ( PMP). Under current legislation, FAM Grants are to beawarded annually for an amount not- to- exceed $ 25, 000 for projects including planning,development and capital improvement. However, the grant program is on hold until a time whenthe State can reinstitute the program. The PMP consists of annual funds of up to $ 1, 000,000

dedicated to preserving and maintaining pavements at eligible Oregon airports.

The State of Oregon currently has a grant program, ConnectOregon, which is on its third year offunding. The ConnectOregon initiative was developed to fund non- highway multi-modaltransportation projects. If the ConnectOregon program continues, certain airport- related projects

may be eligible for application. Currently, there are two grant types available: one that matchesup to 80% of a project and another that matches the 5% local amount needed for FAA AIP

projects.

Other funding may come directly from the County or other sources, such as economic

development agencies or private entities.


Table 6A. Illinois Valley Airport P Capital Improvement Projects (2011 - 2030)

Funding SourceProject Description AirportmOwnor

Total FAA*( 95%) ODA*( 95%) Private

Phmme(% 11' 2V16)

2011

Perimeter Fencing 549.250 27. 403 521. 783

Pavement Maintenance Program ( PMP) 124. 000 6, 200 117.800

Install MIRL, RBL, PAPI& Relocate Rotating Beacon 550.000 27. 500 522.500

Self-service card- lock fueling system ( interim) 39,000 39' 0002012

Tiedown Apron Reconstruction 644.000 32. 200 611. 800

Conventional hangars&» edt i| 45'* 4O------' 345,44o2013

2014

Runway 18/ 36 Overlay 2. 000, 000 100. 000 1, 800, 000

PMP 124. 000 6. 200 117. 000Construct northwest Phase I) 1, 007, 000 50, 350 956, 650

2015

Acquisition of R18 RPZ 174. 000 8. 700 165. 300

Avigation Easement for R36 RPZ 38. 000 1. 850 37. 050

1-hangars& associated taxilanes ( one row, six units) 352. 000 100.400 251. 000

Subtotal Phase I 5, 947.690 360,963 $ 4,715,088 $ 235, 600 636.040

Phase IU( 301G' 2D20)

Complete western partial- parallel taxiway( Phase II) 1. 007. 000 50.350 956.050Grass tiedown area 41. 000 2. 050 38,950

Instrument Approach Survey 50. 000 2. 500 47.500

Vehicle Parking Expansion& Access Road Realign. 200. 000 10. 000 190.000

PMP( 2017) 124. 000 6. 200 117.800

PMP< 2O2O> 238. 000 11. 800 220. 100

Subtotal Phase II 1, 660,000 $ 83.000 $ 1. 233.100 $ 343,900

Phase III( 2021- 2030)

Construct eastern partial- parallel taxiway( Phase Ill) 1. 007. 000 50.350 858.650

Update Airport Layout Plan 150.000 7, 500 142. 500

Self- service card- lock fueling system ( ultimate) 470.000 476.000

PMP ( 2023) 124.000 8. 200 117.800

PMP ( 2026) 124.000 6. 200 117.800

PNP( 2028) 238,000 11. 900 220. 100

Subtotal Phase III 2119,000 $ 558,150 $ 1, 099,150 $ 461, 700

Cumulative Total 9.726,690 $ 1, 003. 113 $ 7, 047,338 $ 1, 041, 200 636. 040

Eligibility for FAA or ODA funding does not insure that funds will be available or granted for the project.


Appendix A

GLOSSARY OF TERMS AND ACRONYMS

Airport Layout Plan Update Illinois Valley Airport

DEFINITIONS

ACCELERATE — STOP DISTANCE AVAILABLE (ASDA). See declared distances.

AIR CARRIER. An operator, which: ( 1) performs at least five round trips per week between

two or more points and publishes flight schedules which specifies the times, days of the week,

and places between which such flights are performed; or ( 2) transport mail by air pursuant to acurrent contract with the U. S. Postal Service. Certified in accordance with Federal Aviation

Regulation ( FAR) Parts 121 and 127.

AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC). A facility established to provideair traffic control service to an aircraft operating on an IFR flight plan within controlled airspaceand principally during the enroute phase of flight.

AIR TAXI. An air carrier certificated in accordance with FAR Part 135 and authorized toprovide, on demand, public transportation of persons and property by aircraft. Generallyoperates small aircraft for hire for specific trips.

AIRCRAFT. An aircraft is a device that is used or intended to be used for flight in the air.

AIRCRAFT APPROACH CATEGORY. A grouping of aircraft based on 1. 3 times the stallspeed in their maximum certificated landing weight. The categories are as follows:

r Category A: Speed less than 91 knots.Category B: Speed 91 knots or more, but less than 121 knots.Category C: Speed 121 knots or more, but less than 141 knots.Category D: Speed 141 knots or more, but less that 166 knots.Category E: Speed greater than 166 knots.

AIRPLANE. Means an engine- driven fixed-wing aircraft heavier than air that is supported inflight by the dynamic reaction of the air against its wings.

Illinois Valley Airport A- 1 Appendix A- Glossary of Terms

AIRPLANE DESIGN GROUP ( ADG). A grouping of aircraft based upon relative wingspanor tail height (whichever is most demanding). The groups are as follows:

Group Tail Height ( ft) Wingspan ( ft)

1 20 49

II 20 - < 30 49 - < 79

III 30 - < 45 79 - < 118

IV 45 - < 60 118 - < 171

V 60 - < 66 171 - < 214

VI 66 - < 80 214 - < 262

AIRPORT. An airport is an area of land or water that is used or intended to be used for the

landing and takeoff of aircraft, and includes its buildings and facilities, if any.

AIRPORT ELEVATION. The highest point on an airport' s usable runway expressed in feetabove mean sea level ( MSL).

AIRPORT LAYOUT DRAWING ( ALD). The drawing of the airport showing the layout ofexisting and proposed airport facilities.

AIRPORT REFERENCE CODE (ARC). A coding system used to relate airport designcriteria to the operational ( Aircraft Approach Category) to the physical characteristics ( AirplaneDesign Group) of the airplanes intended to operate at the airport.

AIRPORT REFERENCE POINT ( ARP). The latitude and longitude of the approximate

center of the airport.

AIRPORT TRAFFIC CONTROL TOWER ( ATCT). A central operations facility in theterminal air traffic control system, consisting of a tower, including an associated instrumentflight rule ( IFR) room if radar equipped, using air/ground communications and/ or radar, visualsignaling, and other devices to provide safe and expeditious movement of terminal air traffic.

ALERT AREA. See special- use airspace.

ANNUAL INSTRUMENT APPROACH ( AIA). An approach to an airport with the intent to

land by an aircraft in accordance with an IFR flight plan when visibility is less than three milesand/ or when the ceiling is at or below the minimum initial approach altitude.

APPROACH LIGHTING SYSTEM ( ALS). An airport lighting facility, which provides visualguidance to landing aircraft by radiating light beams by which the pilot aligns the aircraft withthe extended centerline of the runway on his/her final approach and landing.

APPROACH MINIMUMS. The altitude below which an aircraft may not descend while on anIFR approach unless the pilot has the runway in sight.


AUTOMATIC DIRECTION FINDER ( ADF). An aircraft radio navigation system, which

senses and indicates the direction to a non-directional radio beacon ( NDB) ground transmitter.

AUTOMATED WEATHER OBSERVATION STATION ( AWOS). Equipment used to

automatically record weather conditions ( i. e. cloud height, visibility, wind speed and direction,temperature, dew-point, etc.).

AUTOMATED TERMINAL INFORMATION SERVICE ( ATIS). The continuous broadcast

of recorded non- control information at towered airports. Information typically includes windspeed, direction and active runway.

AZIMUTH. Horizontal direction expressed as the angular distance between true north and the

direction of a fixed point (as the observer' s heading).

BASE LEG. A flight path at right angles to the landing runway off its approach end. The baseleg normally extends from the downwind leg to the intersection of the extended runwaycenterline. See Traffic Pattern.

BEARING. The horizontal direction to or from any point, usually measured clockwise fromtrue north or magnetic north.

BLAST FENCE. A barrier used to divert or dissipate jet blast or propeller wash.

BUILDING RESTRICTION LINE ( BRL). A line that identifies suitable building arealocations on the airport.

CIRCLING APPROACH. A maneuver initiated by the pilot to align the aircraft with therunway for landing when flying a predetermined circling instrument approach under IFR.

CLASS A AIRSPACE. See Controlled Airspace.

CLASS B AIRSPACE. See Controlled Airspace.

CLASS C AIRSPACE. See Controlled Airspace.

CLASS D AIRSPACE. See Controlled Airspace.

CLASS E AIRSPACE. See Controlled Airspace.

CLASS G AIRSPACE. See Controlled Airspace.

COMPASS LOCATOR ( LOM). A low power. low/medium frequency radio-beacon installedin conjunction with the instrument landing system at one or two or the marker sites.

CONSULTANT. WHPacific, Inc.


CONTROLLED AIRSPACE. Airspace of defined dimensions within which air traffic control

services are provided to instrument flight rules ( IFR) and visual flight rules ( VFR) flights in

accordance with the airspace classification. Controlled airspace in the United States is

designated as follows.

CLASS A. The airspace from 18, 000 feet mean sea level ( MSL) up to but not including60, 000 MSL( flight level FL600).

CLASS B. Generally, the airspace from the surface to 10, 000 feet MSL surrounding thenation' s busiest airports. The configuration of Class B airspace is unique to

each airport, but typically consists of two or more layers of airspace and isdesigned to contain all published instrument approach procedures to the

airport. An air traffic control clearance is required for all aircraft to operate

in the area.

CLASS C. Generally, the airspace from the surface to 4, 000 feet above the airportelevation ( charted as MSL) surrounding those airports that have anoperational control tower and radar approach and are served by a qualifyingnumber of IFR operations or passenger enplanements. Although

individually tailored for each airport, Class C airspace typically consists of asurface area with a five nautical miles ( nm) radius and an outer area with a

10 nm radius that extends from 1, 200 feet to 4, 000 feet above the airport

elevation. Two-way radio communication is required for all aircraft.

CLASS D. Generally, that airspace from the surface to 2, 500 feet above the airportelevation ( charted as MSL) surrounding those airports that have anoperational control tower. Class D airspace is individually tailored andconfigured to encompass published instrument approach procedures. Unless

otherwise authorized, all persons must establish two- way radio

communications.

CLASS E. Generally, controlled airspace not classified as Class A, B, C or D. Class Eairspace extends upward from either the surface or a designated altitude to

the overlying or adjacent controlled airspace. When designated as a surface

area, the airspace will be configured to contain all instrument procedures.

Class E airspace encompasses all Victor Airways. Only aircraft followinginstrument flight rules are required to establish two-way radio

communications with air traffic control.

CLASS G. Generally, that airspace not classified as Class A, B, C, D or E. Class G

airspace extends from the surface to the overlying Class E airspace

CONTROLLED FIRING AREA. See special- use airspace.

CROSSWIND. Wind flow that is not parallel to the runway of the flight of an aircraft.


CROSSWIND LEG. A flight path at right angles to the landing runway off its upwind end.See Traffic Pattern.

DECLARED DISTANCES. The distances declared available for the airplane' s takeoff run,

takeoff distance, accelerate- stop distance and landing distance requirements. The distances are:

TAKEOFF RUN AVAILABLE ( TORA). The runway length declared available andsuitable for the ground run of an airplane taking off.

TAKEOFF DISTANCE AVAILABLE ( TODA). The TORA plus the length of anyremaining runway and/ or clearway beyond the far end of the TORA.

ACCELERATE — STOP DISTANCE AVAILABLE (ASDA). The runway plusstopway length declared available for the acceleration and deceleration of anaircraft aborting a takeoff.

LANDING DISTANCE AVAILABLE ( LDA). The runway length declared availableand suitable for landing.

DISPLACED THRESHOLD. A threshold that is located at a point on the runway other thanthe designated beginning of the runway.

DISTANCE MEASURING EQUIPMENT ( DME). Equipment ( airborne and ground) used to

measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid.

DNL. The 24- hour average sound level, in A-weighed decibels, obtained after the addition often decibels to sound levels for the periods between 10 pm and 7 am as averaged over a span ofone year. It is the FAA standard metric for determining the cumulative exposure of individualsto noise.

DOWNWIND LEG. A flight path parallel to the landing runway in the direction opposite tolanding. The downwind leg normally extends between the crosswind leg and the base leg. Also

see Traffic Pattern.

EASEMENT. The legal right of one party to use a portion of the total rights in real estateowned by another party. This may include the right of passage over, on or below property;certain air rights above property, including view rights; and the rights to any specified form ofdevelopment or activity, as well as any other legal rights in the property that may be specified inthe easement document.

ENPLANED PASSENGERS. The total number of revenue passengers boarding aircraft,including originating, stop- over, and transfer passengers, in scheduled and non- scheduledservices.


FINAL APPROACH. A flight path in the direction of landing along the extended runwaycenterline. The final approach normally extends from the base leg to the runway. See Traffic

Pattern

FIXED BASE OPERATOR ( FBO). An FBO typically offers the following services ( or acombination thereof): aircraft charter operation. aircraft rental, aircraft storage, flight training,aircraft sales/ leasing, aircraft component maintenance, aircraft parts sales, and aircraft

maintenance.

FRANGIBLE NAVAID. A navigational aid which retains its structural integrity and stiffnessup to a designated maximum load, but on impact from a greater load, breaks, distorts, or yields insuch a manner as to present the minimum hazard to aircraft.

GENERAL AVIATION. That portion of civil aviation that encompasses all facets of aviation

except air carriers holding a certificate of convenience and necessity. and large aircraft

commercial operators.

GLIDE SLOPE ( GS). Provides vertical guidance for aircraft during approach and landing.The glide slope consists of 1) electronic components emitting signals which provide vertical

guidance by reference to airborne instruments during instrument approaches such as ILS; or 2)visual ground aids, such as VASI, which provide vertical guidance for VFR approach or for the

visual portion of an instrument approach and landing.

GLOBAL POSITIONING SYSTEM (GPS). A system of 24 satellites used as reference points

to enable navigators equipped with GPS receivers to determine their latitude, longitude and

altitude.

HELIPAD. A designated area for the takeoff, landing and parking of helicopters.

HIGH- SPEED EXIT TAXIWAY. A long radius taxiway designed to expedite aircraft turningoff the runway after land ( at speeds up to 60 knots), thus reducing runway occupancy time.

INSTRUMENT APPROACH. A series of predetermined maneuvers for the orderly transfer ofan aircraft under instrument flight conditions from the beginning of the initial approach to alanding or to a point from which a landing may be made visually.

INSTRUMENT FLIGHT RULES ( IFR). Rules governing the procedures for conductinginstrument flight. Also a term used by pilots and controllers to indicate type of flight plan.

INSTRUMENT LANDING SYSTEM ( ILS). A precision instrument approach system, which

normally consists of the following electronic components and visual aids: 1) localizer, 2) glide

slope, 3) outer marker, 4) middle marker and 5) approach lights.

LANDING DISTANCE AVAILABLE (LDA). See declared distances.

Illinois Valle}• Airport A- 6 Appendix A- Glossary of Terms

LOCAL TRAFFIC. Aircraft operating in the traffic pattern or within site of the tower. oraircraft known to be departing or arriving from the local practice areas, or aircraft executingpractice instrument approach procedures. Typically. this includes touch- and- go trainingoperations.

LOCALIZER. The component of an ILS, which provides course guidance to the runway.

LOCALIZER TYPE DIRECTIONAL AID ( LDA). A facility of comparable utility andaccuracy to a localizer. but is not part of a complete ILS and is not aligned with the runway.

LORAN. Long range navigation, an electronic navigational aid which determines aircraftposition and speed by measuring the difference in the time of reception of synchronized pulsesignals from two fixed transmitters. Loran is used for enroute navigation.

MICROWAVE LANDING SYSTEM ( MLS). An instrument approach and landing system thatprovides precision guidance in azimuth, elevation, and distance measurement.

MILITARY OPERATIONS AREA (MOA). See special- use airspace.

MISSED APPROACH COURSE ( MAC). The flight route to be followed if, after an

instrument approach, a landing is not effected, and occurring normally when the aircraft hasdescended to the decision height and has not established visual contact or when directed by airtraffic control to pull up or to go around again.

MOVEMENT AREA. The runways, taxiways, and other areas of an airport which are utilized

for taxiing/hover taxiing, air taxiing, takeoff. and landing of aircraft, exclusive of loading rampsand parking areas. At those airports with a tower, air traffic control clearance is required for

entry onto the movement area.

NAVAID. A term used to describe any electrical or visual air navigational aid, light, sign. andassociated supporting equipment.

NOISE CONTOUR. A continuous line on a map of the airport vicinity connecting all points ofthe same noise exposure level.

NONDIRECTIONAL BEACON ( NDB). A beacon transmitting nondirectional signalswhereby the pilot of an aircraft equipped with direction finding equipment can determine his/ herbearing to and from the radio beacon and home on, or track to, the station. When the radio

beacon is installed in conjunction with the Instrument Landing System marker, it is normallycalled a compass locator.

NONPRECISION APPROACH PROCEDURE. A standard instrument approach procedure

in which no electronic glide slope is provided, such as VOR, TACAN, NDB or LOC.

OBJECT FREE AREA ( OFA). An area on the ground centered on a runway, taxiway ortaxilane centerline provided to enhance the safety of aircraft operations by having the area free of


objects, except for objects that need to be located in the OFA for air navigation or aircraft ground

maneuvering purposes.

OBSTACLE FREE ZONE ( OFZ). The airspace below 150 feet above the established airport

elevation and along the runway and extended runway centerline that is required to be kept clearof all objects, except for frangible visual NAVAIDs that need to be located in the OFZ becauseof their function, in order to provide clearance for aircraft landing or taking off from the runway,and for missed approaches.

OPERATION. A takeoff or landing.

OUTER MARKER (OM). An ILS navigation facility in the terminal area navigation systemlocated four to seven miles from the runway edge on the extended centerline indicating to thepilot that he/ she is passing over the facility and can begin final approach.

PRECISION APPROACH. A standard instrument approach procedure, which provides

runway alignment and glide slope ( descent) information. It is categorized as follows:

CATEGORY I. A precision approach which provides for approaches with a decisionheight of not less than 200 feet and visibility not less than 1/2 mile orRunway Visual Range ( RVR) 2400 with operative touchdown zone andrunway centerline lights.

CATEGORY II. A precision approach, which provides for approaches with a decisionheight of not less than 100 feet and visibility not less that 1200 feet RVR.

CATEGORY III. A precision approach, which provides for approaches with minima

less than Category II.

PRECISION APPROACH PATH INDICATOR ( PAPI). A lighting system providing visualapproach slope guidance to aircraft during a landing approach. It is similar to a Visual Approach

Slope Indicator( VASI) but provides a sharper transition between the colored indicator lights.

PRECISION OBJECT FREE ZONE ( POFZ). An area centered on the extended runway

centerline, beginning at the runway threshold and extending behind the runway threshold that is200 feet long by 800 feet wide. The POFZ is a clearing standard, which requires the POFZ to bekept clear of above ground objects protruding above the runway safety area edge elevationexcept for NAVAIDs). The POFZ applies to all new authorized instrument approach

procedures with less than % mile visibility.

PROHIBITED AREA. See special- use airspace.

REMOTE TRANSMITTER / RECEIVER ( RTR). See remote communications outlet. RTRs

serve ARTCCs.


RELIEVER AIRPORT. An airport to serve general aviation aircraft, which might otherwiseuse a congested air-carrier served airport.

RESTRICTED AREA. See special- use airspace.

RNAV. Area Navigation — airborne equipment, which permits flights over determined tracks

within prescribed accuracy tolerances without the need to overfly ground- based navigationfacilities. Used enroute and for approaches to an airport.

RUNWAY. A defined rectangular area on an airport prepared for an aircraft landing and takingoff Runways are normally numbered in relation to their magnetic direction, rounded off to thenearest 10 degrees. The runway heading on the opposite end of the runway is 180 degrees fromthat runway end. Aircraft can takeoff or land from either end of a runway, depending upon winddirection.

RUNWAY BLAST PAD. A surface adjacent to the ends of runways provided to reduce the

erosive effect ofjet blast and propeller wash.

RUNWAY END IDENTIFIER LIGHTS ( REIL). Two synchronized flashing lights, one oneach side of the runway threshold, which provide rapid and positive identification of theapproach end of a particular runway.

RUNWAY GRADIENT. The average slope, measured in percent, between the two ends of a

runway.

RUNWAY PROTECTION ZONE ( RPZ). An area off the runway end to enhance theprotection of people and property on the ground. The RPZ is trapezoidal in shape. Its

dimensions are determined by the aircraft approach speed and runway approach type/ minima.

RUNWAY SAFETY AREA ( RSA). A defined surface surrounding the runway prepared orsuitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot orexcursion from the runway.

RUNWAY VISUAL RANGE ( RVR). An instrumentally derived value, in feet, representingthe horizontal distance a pilot can see down the runway from the runway end.

RUNWAY VISIBILITY ZONE ( RVZ). An area on the airport to be kept clear of permanent

objects so that there is an unobstructed line-of-site from any point five feet above the runwaycenterline to any point five feet above an intersecting runway centerline.

SEGMENTED CIRCLE. A system of visual indicators designed to provide traffic pattern

information at airports without operating control towers.

SHOULDER. An area adjacent to the edge of paved runways, taxiways or aprons providing atransition between the pavement and the adjacent surface; support for aircraft running off the


pavement; enhanced drainage; and blast protection. The shoulder does not necessarily need to bepaved.

SLANT-RANGE DISTANCE. The straight line distance between an aircraft and a point on theground.

SPECIAL USE AIRSPACE. Airspace of defined dimensions identified by a surface areawherein activities must be confined because of their nature and/ or wherein limitations may beimposed upon aircraft operations that are not a part of those activities. Special- use airspaceclassifications include:

ALERT AREA. Airspace that may contain a high volume of pilot training activities oran unusual type of aerial activity, neither of which is hazardous to aircraft.

CONTROLLED FIRING AREA. Airspace wherein activities are conducted under

conditions so controlled as to eliminate hazards to nonparticipating aircraftand to ensure the safety of persons or property on the ground.

MILITARY OPERATIONS AREA (MOA). Designated airspace with defined verticaland lateral dimensions established outside Class A airspace to

separate/ segregate certain military activities from instrument flight ruleIFR) traffic and to identify for visual flight rule ( VFR) traffic where these

activities are conducted.

PRHIBITED AREA. Designated airspace within which the flight of aircraft isprohibited.

RESTRICTED AREA. Airspace designated under FAR 73, within which the flight ofaircraft, while not wholly prohibited, is subject to restriction. Most

restricted areas are designated joint use. When not in use by the usingagency, IFR/VFR operations can be authorized by the controlling airtraffic control facility.

WARNING AREA. Airspace, which may contain hazards to nonparticipating aircraft.

STANDARD INSTRUMENT DEPARTURE ( SID). A preplanned coded air traffic control

IFR departure routing, preprinted for pilot use in graphic and textual form only.

STANDARD TERMINAL ARRIVAL ( STAR). A preplanned coded air traffic control IFR

arrival routing, preprinted for pilot use in graphic and textual or textual form only.

STOP-AND- GO. A procedure wherein an aircraft will land, make a complete stop of therunway, and then commence a takeoff from that point. A stop- and- go is recorded as twooperations: one operations for the landing and one operations for the takeoff.


STOPWAY. An area beyond the takeoff runway, no less wide than the runway and centered onthe extended centerline of the runway, able to support an airplane during an aborted takeoff,without causing structural damage to the airplane, and designated for use in decelerating theairplane during an aborted takeoff.

STRAIGHT- IN LANDING / APPROACH. A landing made on a runway aligned within 30degrees of the final approach course following completion of an instrument approach.

TACTICAL AIR NAVIGATION ( TACAN). An ultra-high frequency electronic air navigationsystem, which provides suitably-equipped aircraft a continuous indication of bearing anddistance to the TACAN station.

TAKEOFF DISTANCE AVAILABLE (TODA). See declared distances.

TAKEOFF RUN AVAILABLE (TORA). See declared distances.

TAXILANE. The portion of the aircraft parking area used for access between taxiways andaircraft parking positions.

TAXIWAY. A defined path established for the taxiing of aircraft from one part of an airport toanother.

TAXIWAY SAFETY AREA ( TSA). A defined surface alongside the taxiway prepared orsuitable for reducing the risk of damage to an airplane unintentionally departing the taxiway.

TETRAHEDRON. A device used as a landing indicator. The small end of the tetrahedronpoints in the direction of landing.

THRESHOLD. The beginning of that portion of the runway available for landing. In some

instances the landing threshold may be displaced.

TOUCH- AND-GO. An operation by an aircraft that lands and departs on a runway withoutstopping or exiting the runway. A touch- and- go is recorded as two operations: one operation forthe landing and one operation for the takeoff.

TOUCHDOWN ZONE (TDZ). The first 3, 000 feet of the runway beginning at the threshold.

TOUCHDOWN ZONE ELEVATION (TDZE). The highest elevation in the touchdown zone.

TOUCHDOWN ZONE ( TDZ) LIGHTING. Two rows of transverse light bars located

symmetrically about the runway centerline normally at 100- foot intervals. The basic system

extends 3, 000 feet along the runway.

TRAFFIC PATTERN. The traffic flow that is prescribed for an aircraft landing or taking offfrom an airport. The components of a typical traffic pattern are the upwind leg, crosswind leg,downwind leg, and final approach.

Illinois Valley Airport A- I l Appendix A- Glossary of Terms

UNICOM. A nongovernmental communication facility, which may provide airport informationat certain airports. Locations and frequencies of UNICOMs are shown on aeronautical charts

and publications.

UPWIND LEG. A flight path parallel to the landing runway in the direction of landing. See

traffic pattern.

VECTOR. A heading issued to an aircraft to provide navigational guidance by radar.

VERY HIGH FREQUENCY / OMNIDIRECTIONAL RANGE STATION (VOR). A ground-

based electronic navigation aid transmitting very high frequency navigation signals, 360 degreesin azimuth, oriented from magnetic north. Used as the basis for navigation in the national

airspace system. The VOR periodically identifies itself by Morse code and may have anadditional voice identification feature.

VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION / TACTICAL AIRNAVIGATION ( VORTAC). A navigation aid providing VOR azimuth, TACAN azimuth andTACAN distance- measuring equipment ( DME) at one site.

VICTOR AIRWAY. A control area or portion thereof established in the form of a corridor, the

centerline of which is defined by radio navigational aids.

VISUAL APPROACH. An approach wherein an aircraft on an IFR flight plan, operating inVFR conditions under the control on an air traffic control facility and having an air traffic controlauthorization, may proceed to the airport of destination in VFR conditions.

VISUAL APPROACH SLOPE INDICATOR ( VAST). An airport lighting facility providingvertical visual approach slope guidance to aircraft during approach to landing by radiating adirectional pattern of highintensity red and white focused light beams, which indicate to thepilot whether or he or she is on path. Some airports serving large aircraft have three- bar VASIsthat provide two visual guide paths to the same runway.

VISUAL FLIGHT RULES ( VFR). Rules that govern the procedures for conducting flightunder visual conditions. The term VFR is also used in the United States to indicate weather

conditions that are equal to or greater than minimum VFR requirement. In addition, it is used bypilots and controllers to indicate type of flight plan.

Wide Area Augmentation System (WAAS). The Wide Area Augmentation System

WAAS) uses a system of ground stations to provide necessary augmentations to the GPSStandard Positioning Service ( SPS) navigation signal. A network of precisely surveyed groundreference stations is strategically positioned across the country to collect GPS satellite data.Using this information, a message is developed to correct any signal errors.

WARNING AREA. See special- use airspace.


ACRONYMS / ABBREVIATIONS

AC. Advisory circularATIS. Automated terminal information

ADF. Automatic direction finder service

ADG. Airplane design group AVGAS. Aviation gasoline ( typically 100low lead ( LL))

AFSS. Automated flight service station

AWOS. Automated weather observationAGL. Above ground level station

AIA. Annual instrument approach BRL. Building restriction line

AIP. Airport improvement program CFR. Code of Federal Regulations

ALS. Approach lighting system CIP. Capital improvement program

ALSF-1. Standard 2,400- foot high- DME. Distance measuring equipmentintensity approach lighting system withsequenced flashers ( Cat I configuration) DNL. Day-night noise level

ALSF-2. Standard 2, 400- foot high- DWL. Runway weight bearing capacity forintensity approach lighting system with aircraft with dual wheels per strut

sequenced flashers ( Cat II configuration)

DTWL. Runway weight bearing capacityAPV. Instrument approach procedure with for aircraft with dual- tandem type landingvertical guidance gear

ARC. Airport reference code EAA. Experimental Aircraft Association

ARFF. Aircraft rescue and firefighting FAA. Federal Aviation Administration

ARP. Airport reference point FAM. Financial Aid to Municipalities

ARTCC. Air route traffic control center FAR. Federal Aviation Regulation

ASDA. Accelerate- stop distance available FBO. Fixed base operator

ASR. Airport surveillance radar FY. Fiscal year

ASOS. Automated surface observation GA. General Aviation

station

GPS. Global positioning systemATCT. Air traffic control tower

I1Lnois Valley Airport A- 13 Appendix A- Glossary of Terms

GS. Glide slope

NM. Nautical mile (6, 076. 1 feet)HIRL. High- intensity runway edge lighting

NOTAM. Notice to airmenIFR. Instrument flight rules

NPIAS. National plan of integrated airportILS. Instrument landing system systems

IM. Inner marker NPRM. Notice of proposed rulemaking

LDA. Landing distance available ODA. Oregon Department of Aviation

LIRL. Low- intensity runway edge lighting ODALS. Omnidirectional approach

lighting systemLMM. Compass locator at middle marker

OFA. Object free areaLOC. ILS localizer

OFZ. Object free zoneLOM. Compass locator at ILS outer marker

OM. Outer marker

LORAN. Long range navigationOPA. Oregon Pilots Association

MALS. Medium- intensity approachlighting system PAC. Planning Advisory Committee

MALSR. Medium- intensity approach PAPI. Precision approach path indicator

lighting system with runway alignmentindicator lights PFC. Passenger facility charge

MIRL. Medium- intensity runway edge PCL. Pilot- controlled lightinglighting

PLASI. Pulsating visual approach slopeMITL. Medium- intensity taxiway edge indicator

lightingPMP. Pavement Maintenance Program

MLS. Microwave landing systemPOFA. Precision object free area

MM. Middle marker

PVASI. Pulsating/ steady visual approachMOA. Military operations area slope indicator

MSL. Mean sea level RCO. Remote communications outlet

NAVAID. Navigational aid REIL. Runway end identifier lights

NDB. Nondirectional radio beacon RNAV. Area navigation


STWL. Runway weight bearing capacityRPZ. Runway protection zone for aircraft with single-wheel tandem type

landing gearRTR. Remote transmitter/receiver

TACAN. Tactical air navigation

RVR. Runway visibility rangeTDZ. Touchdown zone

RVZ. Runway visibility zoneTDZE. Touchdown zone elevation

SALS. Short approach lighting systemTAF. Terminal Area Forecast

SASP. State Aviation System Plan

TODA. Takeoff distance available

SEL. Sound exposure level

TORA. Takeoff run available

SID. Standard instrument departureTRACON. Terminal radar approach

SM. Statute mile ( 5, 280 feet) control

SRE. Snow removal equipment VAST. Visual approach slope indicator

SSALF. Simplified short approach lighting VFR. Visual flight rules

system with sequenced flashersVHF. Very high frequency

SSALR. Simplified short approach lightingsystem with runway alignment indicator VOR. Very high frequency omnidirectionallights range

STAR. Standard terminal arrival route VORTAC. VOR and TACAN collocated

SWL. Runway weight bearing capacity for WAAS. Wide Area Augmentation System

aircraft with single- wheel type landing gear

Illinois Valle} Airport A- 15 Appendix A- Glossary of Terms

Appendix B

PLANNING ADVISORY COMMITTEE -

MEETING SUMMARIES


Illinois Valle} Airport B- 1 Appendix B— PAC Summaries

Illinois Valley Airport -Airport Layout Plan Update

Meeting #1 SummaryJanuary 13, 2009

Illinois Valley Airport, Restaurant Building6: 00— 7: 30 p. m.

Attendees:

Josephine County Department of Airports: Alex Grossi, Airport Manager

Public Advisory Committee: Bill Gettle, Ed Russell, Tony Paulson, Keith Hill, and Don Moore

Liaison Commissioner: Sandi Cassanelli

WHPacific, Inc: Rainse Anderson and Sarah Lucas

General Public: Refer to attached sign in sheet.

Welcome and Introductions Alex Grossi opened the meeting at 6: 05 pm by introducing theAdvisory Committee members and WHPacific staff.

Purpose of the ALP Update Rainse Anderson, Project Manager, gave an overview of the project' s

purpose. The intent is to update the 2001 Illinois Valley Airport LayoutPlan ( ALP) and Narrative Report. This document is over 7 years old

and needs to be updated to reflect new facilities, current projectionsof airport activity, new environmental and other regulatory

constraints, and to plan for an appropriate mix of land uses to support

projected aviation and non- aviation needs and the long- term financialhealth of the airport.

This project will provide the airport with revised ALP drawings and a

Capital Improvement Program ( CIP) that will provide the airport with a

method and proposed schedule for correcting identified airport designdeficiencies. It is the intent of this study to update existing drawingsand provide a review of existing and long- range needs of the airport.Specific items that will be addressed within the narrative report

include a review of the historic buildings on the Airport and how theymay affect future development, along with a detailed discussion of theappropriate Airport Reference Code ( ARC). The ARC dictates the

Federal Aviation Administration' s ( FAA' s) design and safety standardsfor the Airport.

Project Components Sarah Lucas, Project Planner, presented the Master Plan Components,which are Inventory and Data Collection; Aeronautical ActivityForecast; Facility Requirements; Airport Alternatives; ALP Drawings;

F:\ 1osephme County\\0342$3 Mor, aoemcnt\ Mcctinos\ PAC# 1 Summary ! V.doc Pafle 1 of 3

and CIP. The ALP drawings consist of the following: Airport LayoutPlan, Airport Airspace Plan, Inner Portion of the Approach Surface

Drawing, Land Use and Noise Contour Drawing, and Airport PropertyMap. Each component represents a chapter in the Master Plan.

Advisory Committee members will receive draft chapters 2 weeks inadvance of public meetings, in order for them to review and provide

input.

The 18- month project schedule is included in the Advisory Committeemember' s project binder. This schedule allows for review time from

the Committee, in addition to the County and Federal AviationAdministration ( FAA).

Roles of the Advisory The Committee will serve as an advisor to the County. The County hasCommittee final authority over the Master Plan. The Committee is asked to

provide input, based on specific knowledge of the members, to helpproduce a document that incorporates a wide range of interests.

The Committee is asked to bring comments and concerns of the publicforward at the meetings for discussions. It is also requested the

Committee help in " rumor control" to reduce misconceptions aboutthe Plan' s intent.

Comments from the Committee can be discussed during the meeting,

or at anytime between meetings by contacting the County orWHPacific.

Inventory WHPacific conducted a physical inventory of the airport on the day ofthe meeting. A draft Inventory Chapter will be drafted and providedto the Committee in the next few weeks.

Some of the items gathered are:

Runway 18/ 36— 4, 807' x 75'

No parallel taxiway

No instrument approach

9 box hangars

2 T- hangar, for a total of 12 individual units

12 based aircraft

SuperAWOS weather reporting

Nearby obstructions (trees)

This information, along with other information such as leaseinformation, will be included in the draft Inventory chapter.

P:\ loephmc County'\ 034253\,Manaaement\ Meetu; as\ P4C# 1 Summary ! V. doe Page 2 of 5

Open Discussion The following comments were made by members of the AdvisoryCommittee:

Bill Gettle—

Current ALP has many mistakes. Please e- mail the old ALP to

committee members for them to mark- up and comment on.

Ed Russell—

Development of the westside and industrial park are priority.Electricity is still needed at industrial park. The Airport and

the industrial park need to be connected.

The eastside lacks space for any development

The historical buildings and recreation opportunities ( both on

and off airport) are assets.

We need to ask ourselves what is" useful" to the community.

The Airport serves as an alternate for many people in theevent of coastal or valley fog, but there isn' t any fuel available.

Are the forecasts prepared in real- time? Yes, they are.

Does the National Plan of Integrated Airport Systems ( NPIAS)

have something to do with the Airport Reference Code ( ARC)?No.

Don Moore—

The facility is underused

More hangar space is needed

The USFS bunker is obsolete ( County has requested that thebunker and the property be relinquished to them).

The following comments were presented by members of the publicresponses in italics):

Does the FAA permit modifications to standards? Yes, in some

instances, like if they change their design standards. This is

not the same; however, if the airport moves from one ARCdesignation to another. In the case of changing designationsthe FAA asks you to do what you can about meeting thestandards.

The trees are beneficial to the airport for activities like

camping.

The Plan should consider that the Airport is unique and has

national significance. First, it is the only smoke jumper base inits original condition. Second, the mantle rock creates an

alluvial fan that makes the soil artificially arid and creates aunique environment. Third, it is the only place of its kind inthe US with three wilderness areas, and three wild and scenic

P \ losephl c County\ 034253\ 1 0,,, aaer cnt\ Mectings'\PAC t-'1 Summary IV.doc Page 3 of S

rivers within 10 miles.

This Airport is an attractive destination for many pilots due toits beauty and recreational potential. People don' t move herefor jobs, so the focus shouldn' t be economic development.

Fuel is needed at the Airport

Is there a direction the consultants have been asked to head

towards in the Plan? No, the Plan will be guided from input.

The B- II classification changed the airspace from Class G to

Class E.

Can the Airport keep young people in the area? Yes, it is a

welcoming and friendly place for training. If services areprovided, that would create jobs. The Airport could also

increase job opportunities in tourism, but the industrial

potential is questionable. This is a great place to raise

families. ( Response from public members)

300 people have soloed here in the last 17 years with no

fatalities. The light sport realm is very attractive to people inthe lower economic brackets.

Is it the County' s intent on doing something pre-meditated orwill input be heard? The ALP is the County' s roadmap. The

Commissioners want the Airport to be economically viable.Input will be heard; however, extreme options on either side

will not be entertained. FAA design standards must be

considered and development will be demand driven.

Cheryl Johnson offered her facilitating expertise to help createa Mission and Vision statement for the Airport.

Has WHPacific done work at the Airport previously? Yes,

WHPacific has worked at the Airport twice as the State' s

engineer for the Pavement Maintenance Program.

Will the inventory chapter include the environment (botanicalwayside, rare plants, etc.)? The Airport could be an asset to

the botanical attraction. Yes, the inventory chapter doesinclude a review of the natural and built environments.

Louise Gettle talked about how her family' s aircraft

maintenance business brings people in from Nevada,

California, and other regional airports but everyone stops in

California or elsewhere to buy fuel. Bringing fuel to the airportis essential.

The nature of the airport is very important. We need expert

advice from people who are thinking for us. Plans for the

smoke jumper base have been put on hold because vehicle

parking has been taken away.

A suggestion was made to turn the runway into the parallel

P\ losephrne County\ 034253\ Management\ Meetinas\ PAC>; 1 Sura nary IV.doc Page 4 of 5

taxiway and construct the runway west of that.

Why did the 2001 plan include an eastside taxiway and the1992 plan didn' t? Those plans were prepared by different

consultants and the decision making process is unknown.

What is the difference between a B- I and B- II airport? The

Plan will include a discussion on this, but the setbacks are

mainly determined by the type of approach planned at anairport.

We' ve just been talking for years; it is time to do something.

Is the industrial park going to be part of the Plan? Yes, it is a

component.

Other than fuel, it would seem that car rental is necessary.

Especially if we market the tourism side of the Airport.

There are many intangible values to the Airport, such asfirefighting.

Will the County make hangar leasing easier? Yes, the process

is more streamlined than before and review time has been

reduced.

Leases, like for the Lions Club and the Loft, make the County

money. The Loft alone is$ 3, 000 per year.

P.\ Josephine County\ 034253\ 1. io aaement\ Meetmasl F' AC a1 Summary IV.doc Pane 5 of 5

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Illinois Valley Airport - Airport Layout Plan Update

Meeting #2

July 14, 2009

Illinois Valley Airport, Restaurant Building5: 30— 7: 00 p. m.

Attendees:

Josephine County Department ofAirports: Alex Grossi, Airport Manager

WHPacific, Inc: Rainse Anderson, Sarah Lucas and Sara Funk

Planning Advisory Committee( PAC): Bill Gettle, Ed Russell, Tony Paulson, Keith Hill, Don Moore

and Bob Schumacher

Welcome and Alex Grossi opened the meeting at 5: 35 pm by introducing the AdvisoryIntroductions Committee members and WHPacific staff.

Project Update Rainse Anderson reported the project team has prepared and submitted draft

Chapters 1, 2 and 3 to the County, Federal Aviation Administration ( FAA) andPAC Members. The FAA has approved Chapter 2, Aeronautical ActivityForecast.

Inventory Sarah Lucas presented a brief review of Chapter 1, Inventory.

Aeronautical Activity Sara Funk and Sarah Lucas presented Chapter 2, Aeronautical Activity Forecast.Forecasts The purpose of the forecast is to determine the types and levels of aviation

activity expected at the Airport during a 20-year planning period. The methodused to prepare the forecast is to utilize national and regional aviation trends

and forecasts; review regional socioeconomic trends and forecasts; and

examine various FAA- approved forecasting models.

The Preferred Based Aircraft Forecast was chosen by selecting the average ofsix different forecasting models. An average annual growth rate ( AAGR) of

1. 27% was selected for based aircraft at the Illinois Valley Airport.

The Preferred Aircraft Operations Forecast is based on 250 operations per

based aircraft ( FAA guidance for rural GA airports). Using this guidance,operations are expected to grow at 1. 37% AAGR over the planning period.

Chapter 2 also presents the Critical Aircraft, which is used for planning

Illinois Valley Airport- PAC# 2 Meeting Summary Page 1 of 4

purposes, as the most demanding aircraft performing at least 500 annualitinerant operations at the Airport. The Airport' s Critical Aircraft was identified

as the Beech Baron 58P, which represents an airport reference code of B- I

small).

Facility The project team discussed Chapter 3, Facility Requirements. The intent of

Requirements this chapter is to identify the adequacy of existing facilities and outline whatnew facilities may be needed to meet the projected demand. By utilizing

planning criteria defined by FAA and the Oregon Department of AviationODA), the requirements are developed.

Facility needs identified in the chapter are:

Parallel taxiway

100LL fuel sales

Runway protection zone control

Visual glide slope indicators

Upgrade runway lighting to medium intensity runway lighting ( MIRL)

Install taxiway and taxilane edge reflectors

GPS approach ( straight- in or circling)

Upgrade SuperAWOS to transmit data to FAA

Three additional T- hangars by 2029

Two additional conventional hangars by 2029

Grass overflow tiedown area

Fixed base operator( FBO) reserve

Rezone airport property to " Airport"

The PAC members had an opportunity to give input on their perceived needsat the Airport. They were: 220- V power was promised as part of industrialpark but never installed, T hangars need more electricity, and parallel taxiway

should be on the west of the runway.

Airport Alternatives PAC members gave input on items the alternatives should include. These

Discussion items are:

Fuel location available midfield on east side for short-term, but

should be on west side in the long-term.

Need to have a helicopter fueling area.

Explosives bunker will be turned back to County.

BLM land purchases not possible ( as previous ALP considered).

A runup on a west side taxiway would bother the Wayside.


Must blend general aviation and historic properties coherently.

A helicopter staging area, with the necessary setbacks, should beidentified.

Perimeter Fence Alex Grossi gave an update on the perimeter fence project. The design for the

Project Update project was just completed by KPFF Engineers.

The project includes complete installation of a perimeter fence with access

gates. Please see the accompanying presentation for project details.

Some tenants were concerned about the proposed project and how it will

impact their access. The County will work with them to remediate theseconcerns.

A lengthy discussion regarding fencing and airport access followed. It was

agreed safety and security of the airport is essential, but that a plan must

allow for use by the airport and historical area.

Next Meeting Date The next meeting will be to discuss the airport alternatives. The meeting willand Time be held in September. Notice will be sent once the date, time and location is

set.

Public Comment The following comments were made by public attendees:

The forecast reports 85 operations of air taxi in 2014. This is not valid.

Forecast growth seems inconsistent with 26% unemployment in the

County.

A lot of what was presented makes sense, but an east side parallel

taxiway does not. An east side taxiway would crowd fire operations.The west side is preferred.

It was asked of the County how long it will be until the AWOS data istransmitted to the FAA.

Why is it important for the County to rezone? Rezoning is

recommended to ensure only compatible land uses are allowed at the

Airport. Some rural industrial uses may not be compatible with airportoperations. The state also recommends this through the Airport

Planning Rule( OAR 660-013).

Where did the number for ultralights come from? The number of

ultralight and light sport aircraft should be separated.

The plan should acknowledge the attraction of the smokejumper base

museum and plan development to preserve the historic nature of the

airport.


Fuel sales should be on the same side of the parallel taxiway. Growthwill be on the west side.

Museum should have access from the highway and airport.

A pedestrian gate to the adjacent botanical wayside should be

incorporated into the fencing plan.

The meeting adjourned at 8: 00 pm.


Illinois Valley Airport - Airport Layout Plan Update

Meeting #3

January 25, 2010Illinois Valley City Hall

5: 30— 7: 00 p. m.

Attendees:

Josephine County Department ofAirports: Alex Grossi, Airport Manager

WHPacific, Inc: Rainse Anderson and Sarah Lucas

Planning Advisory Committee: Bill Gettle, Ed Russell, Tony Paulson, Keith Hill and Don Moore

Public Attendees: 25 members of the public signed in ( see attached sheet)

Welcome and Alex Grossi opened the meeting at 5: 30 pm by introducing the PlanningIntroductions Advisory Committee ( PAC) members and WHPacific staff.

Project Update Rainse Anderson reported the project team has prepared and submitted draft

Chapter 4, Airport Development Alternatives, to the County, Federal AviationAdministration ( FAA) and PAC Members.

The intent of this meeting is to select a preferred alternative that will ultimatelybecome the basis of the Airport Layout Plan ( ALP). The preferred alternative

can be a hybrid of the alternatives presented.

Prior to continuing with the meeting, Ed Russell, PAC member, read a

statement regarding his concerns about the Airport. For details of that

statement, please contact Mr. Russell.

Draft Chapter 4— Rainse and Sarah Lucas presented the following: Chapter 4 presents severalAirport development alternatives that focus on meeting the Airport' s facility needs forDevelopment the long- term future ( 2029 and beyond). The Airport' s needs are based on the

Alternatives recommendations presented in Chapter 3, Facility Requirements. Alternatives

consider the ultimate potential of the airport property.

A summary of the Chapter 3 facility requirements was presented to the PAC:

Airfield: based on B- I( small) design standards

Ensure land use control of the Runway Protection Zones ( RPZs) throughacquisition or avigation easement

Construct full- length parallel taxiway

Upgrade runway markings for instrument approach

Relocate visual approach slope indicators( VASIs)

noes Valley Airport—Airport Layout Plan Upoate, PAC Meeting P3 January 25. 2010

P\ lo, ephmc Ccunto',03- 1J53\ fv9ar ner! ce,) t',/ 19eehnos' iPAP# 5 Summon; / 0 does.

Upgrade runway lighting system to medium intensity runway lighting ( MIRL)

Install runway end identifier lights ( REILs)

Install approach lighting system, as appropriate

Upgrade SuperAWOS ( Automated Weather Observation System) to transmit

data to FAA

Landside:

Construct five T- hangars and two conventional hangars

Relocate tiedown apron, identify locations for paved and grass parking

Reserve land for locating a Fixed- Base Operator( FBO) facility

Install a self-service fueling station

Two alternatives, in addition to the no build alternative, were presented ( and

are attached for reference). A brief overview of the alternatives follows:

No Build Alternative:

Maintenance of existing facilities

No expansion of airfield or landside facilities

Airport would not be able to support forecasted aeronautical uses and

demands

No full- length parallel taxiway, safety concerns

Uncontrolled RPZs

No self-service fuel

There would still be a financial impact to the County for maintenance

Alternative 1:

Airfield Components

Full- length parallel taxiway east of the runway

Control and protection of the RPZs

Designated helicopter operations area

New access from Highway 199

Landside Components

Increased vehicle parking for airport users and tourists

Grass tiedown area and pedestrian paths

Reserve areas for FBO, T-hangar and conventional hangars, aviation- related

business and aviation compatible industrial or commercial development

Self-service card- lock fueling system

Alternative 2

Airfield Components

Full- length parallel taxiway west of the runway

Control and protection of the RPZs

Illmoos Valley Airport— Airport Layout Plan Upcate, PAC Meeting# 3 January 25, 2010P\ Jot ph! nc County; trr os\ PAC# 5 Summary IL' don.

Designated helicopter operations area

Landside Components

Increased vehicle parking for airport users and tourists

Grass tiedown area and pedestrian paths

Reserve areas for FBO, T- hangar and conventional hangars, aviation- related

business and aviation compatible industrial or commercial development

Self-service card- lock fueling system, with temporary location

Financial Impact of Alternatives

Detailed cost estimates were not prepared. Order of magnitude capital costs

used to analyze impact.

Alternative 2 would likely have highest capital cost

Depicts the most areas for potential development

Alternative 1 would have second highest capital cost

Less area shown for potential development than Alternative 2

No- Build Alternative would have the least capital cost

Maintain only existing pavements and facilities

Environmental Screening

A high- level environmental screening of each alternative was prepared, basedon the 21 impact categories presented in FAA Order 1050. 1E and guidance from

the Council on Environmental Quality, per the National Environmental PolicyAct.

The review found that Alternative 2 would have the greatest environmental

impact due to increase development reserve areas, with Alternative 1 having a

slightly less impact. The no build alternative would have the least

environmental impact, as it only maintains existing facilities.

Airport Questions from PAC members are presented, with responses in italics.

Alternatives

DiscussionCan automobiles park in front of the restaurant in Alternative 1?

PAC comments)Parking would be restricted to the new parking lot for airport visitors.

Does the location of the building restriction line ( BRL) affect the smokejumperbase?

No.

General Comments from PAC Regarding a Preferred Alternative

Relocated of the access road in Alternative 1 would likely involve tree

removal and they are concerned about that.

A taxiway on the east side is a good idea, since that' s where development

will most likely begin.

An S- curve access road from the proposed parking lot, keeping south of the

linois Valley airport— Airport Layout Plan Update PAC Mecong e3 January 25. 2010P\ Jo< eptirc Ccunty' OP1! 53\\Moroacma%t'\ YiEetinos\ PACK SU o! y IV( for`

ditch, and meeting back up with the existing access road is a consideration.

Would like to see the alternatives combined, with a partial parallel taxiway

on the east and an ultimate full parallel taxiway on the west.

The airport will be able to provide for jobs and the economy on the west side

and tourism on the east side.

An eastern taxiway could help the County avoid potential lawsuit withprivate hangar owners.

As a result from the PAC discussion and hearing comments from the public, thePAC agreed on a preferred alternative that includes:

West parallel taxiway( full length)

East partial parallel taxiway( south end)

S- curve road, as stated above

Two fuel locations( interim and ultimate)

Location of the grass tie down closer to the restaurant building

Airport Questions and comments from members of the public are presented, with

Alternatives responses in italics( where appropriate).

Discussion

public comments) We haven' t heard anything about left turning preferences for visionconsiderations in locating a taxiway. The dominant flow of traffic is landing

Runway 36. This would be a good argument for a western parallel taxiway.

Prefer Alternative 2, since it allows the smokejumper base to remain with largeset backs. The southeast end of the Airport is good for community

involvement, such as model airplane flying or an observatory with walkingtrails.

The consultant reminded the audience that, as an airport, it would be unwise

to introduce public recreation spaces that could become potential liabilities to

the County.

Alternative 2 presents greater concerns environmentally, due to the potentialof more development.

What is the agenda for the Airport' s use?

The County' s primary goal is to provide a safe Airport that provides economicopportunities for the community.

The environmental comparison table to difficult to understand.

Illinois Valley Airport- Airport Layout Plan Updatc, PAC Mcetrng# 3 January 2y, 2C' 15

P\ JosephinePoLio ti 0 4 253\,Monunenroot\ Meetinpa\ PAP« Summurp IV don

The road behind the smokejumper base ( Alternative 1) is a problem

aesthetically and safety-wise ( fire truck access, etc).

The vehicle parking area should be designed to promote traffic flow.

If the County is concerned about revenue generation, they should focus onbrining the smokejumpers back.

The federal government makes all decisions regarding the smokejumpers; theCounty has no say.

Did the environmental screening consider the noxious weed alyssum?

Yes, further recommendations of best management practices will be includedwithin the report.

Ultimate vision of the Airport should include a taxiway on the west side.

Fuel should be located mid-field.

What are the funding sources for the proposed projects?

For all Airport Improvement Plan ( AIP)-eligible projects, the current fundinglevel is 95% FAA and 5% County. The Oregon Department of Aviation also has agrant program that could provide for part of the County' s match. Currently, theCounty receives$ 150,000 of entitlements from the FAA. Cost estimates for thepreferred alternative are forthcoming.

The Airport can be an economic engine.

As a community, we must ask what is right and not compromise. As such,

Alternative 2 ( taxiway on the west) is most appropriate.

Next Meeting Date The next PAC meeting will present the ALP and Capital Improvement Plan ( CIP).and Time It is tentatively scheduled for the third week in April.

Illinois Valley Airport— Airport Layout Plan Update, FAC Meeting# 3 January 25, 2010P blot pL reCounty\ 034%53 Monuaemen t\\Meetiens\ PAC1;3Summery_ IV dou'.

Illinois Valley Airport- Airport Layout Plan Update Meeting# 3

January 25, 2010

Illinois Valley City Hall5: 30- 7: 00 p. m.

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07/ 29/ 2007 AC I 50/ 5070- 6B Change 1

APPENDIX F - AIRPORT LAYOUT PLAN DRAWING SET

The following list provides general guidelines in preparing the Airport Layout Plan drawing set.The individual sheets that comprise the Airport Layout Plan drawing set will vary with eachplanning effort. During the project scoping activities, planners must determine which sheets willbe necessary. Checklists from FAA Regional and District Offices and many state aviationoffices may supplement the guidance provided in this Appendix. Since these checklists are

comprehensive, not all items will be applicable to a specific project.

1. Airport Layout DrawingSponsor/Consultant

Yes No N/A FAA

a. Sheet size —Minimum 24" x 36" X

b. Scale— Within a range of 1" = 200' to 1" = 600' X

c. North Arrow X

1) True and Magnetic North X

2) Year of the magnetic declination X

3) Orient drawing so that north is to the top or leftX

of the sheet

d. Wind rose X

1) Data source and the time period covered X

2) Include individual and combined coverage for: X

a) Runways with 10. 5 knots crosswindX

12

knots

b) Runways with 13 knots crosswind X

c) Runways with 16 knots crosswind X

d) Runways with 20 knots crosswind X

e. Airport Reference Point (ARP)— Existing andultimate, with latitude and longitude to the nearest X

second based on NAD 83

f. Ground contours at intervals of 2' to 10', lightly Xdrawn

g. Elevations ( Existing and Ultimate to 1/ 10 of a foot) X

1) Runway X

2) Displaced thresholds X

3) Touchdown zones X

4) Intersections X

5) Runway high and low points X

6) Roadways where they intersect the RPZ edgesX

and extended runway centerlines

7) Structures on Airport— If a terminal area plan is

not included, show structure top elevations on this X

sheet

h. Building limit lines —show on both sides of theX

runways and extend to the airport property line of

Illinois Valley— ALP Checklist Page 1 of 8

07/ 29/ 2007 AC I 50/ 5070- 6B Change 1

RPZ

i. Runway Details (Existing and Ultimate) X

1) Dimensions— length and width within the outlineX

of the runway2) Orientation— Runway end numbers and true

Xbearing to nearest 0.01 degree

3) Markings X

4) Lighting—Threshold lights only X

5) Runway Safety Areas— Dimensions may beX

included in the Runway Data Table6) End Coordinates— Note near end (existing and

Xultimate) of each runway end, to nearest 0.01 second

7) Displaced threshold coordinates, to the nearestX

0.01 second

8) Declared Distances— For each runway directionif applicable. Identify any clearway/ stopway portions X

in the declared distances

j. Taxiway details ( Existing and Ultimate) X

1) Taxiway widths and separations from the runwaycenterlines, parallel taxiway, aircraft parking, and X

objects

k. RPZ Details ( Existing and Ultimate) X

1) Dimensions X

2) Type of property acquisition ( fee or easement) X

1. Approach slope ratio ( 20: 1; 34: 1; 50: 1) X

m. Airport Data Table (Existing and Ultimate) X

1) Airport elevation (MSL) X

2) Airport Reference Point data X

3) Mean maximum temperature X

4) Airport Reference Code for each runway X

5) Design Aircraft for each runway or airfieldX

component

n. Runway Data Table (Existing and Ultimate) X

1) Percent effective gradient X

2) Percent wind coverage X

3) Maximum elevation above MSL X

4) Runway length and width X

5) Runway surface type X

6) Runway strength X

7) FAR Part 77 approach category X

8) Approach type X

9) Approach slope X

10) Runway lighting (HIRL, MIRL, LIRL) X

11) Runway marking X

12) Navigational and visual aids X


07/ 29/ 2007 AC 150/ 5070-6B Change 1

13) RSA dimensions X

o. Title and Revision Blocks X

1) Name and location of the airport X

2) Name of preparer X

3) Date of drawing X

4) Drawing title X

5) Revision block X

6) FAA disclaimer X

7) Approval block X

p. Other X

1) Standard legend X

2) Existing and Ultimate airport facility andbuilding list

X

3) Location map X

4) Vicinity Map X

Remarks

Explanation forfields answered " No."

Sheet size is 22" x 34".

2. Airport Airspace DrawingSponsor/Consultant

Yes No N/ A FAA

a. Plan view of all FAR Part 77 surfaces, based onX

ultimate runway lengthsb. Small scale profile views of existing and ultimate

Xapproaches

c. Obstruction data tables, as appropriate X

d. Sheet size— same as airport layout drawing X

e. Scale— 1" = 2, 000' for the plan view; 1" = 1, 000'

for approach profiles; and 1" = 100' ( vertical) for X

approach profile

f. Title and revision blocks— same as the airportX

layout drawingg. Approach Plan View Details X

1) USGS for base map X

2) Show runway end numbers X

3) Include 50' elevation contours on all slopes X

4) Show the most demanding surfaces with solidX

lines and other with dashed lines

5) Identify top elevations of objects that penetrateany of the surfaces. For objects in the inner

Xapproach, add note " See inner portion of the approach

plan view for close- in obstructions."

6) For precision instrument runways, show balance X


07/ 29/ 2007 AC 150/ 5070- 6B Change 1

of 40,000' approach on a separate sheet.

h. Approach Profile Details X

1) Depict the ground profile along the extendedrunway centerline representing the composite profile,

Xbased on the highest terrain across the width and

along the length of the approach surface.2) Identify all significant objects ( roads, rivers, and

so forth) and tope elevations within the approachX

surfaces, regardless of whether or not they areobstructions

3) Show existing and ultimate runway ends andX

FAR Part 77 approach slopes.

Remarks

Explanation for fields answered " No."

3. Inner Portion of the Approach Surface DrawingSponsor/Consultant

Yes No N/A FAA

a. Large scale plan views of inner portions of

approaches for each runway, usually limited to X

the RPZ areas

b. Large scale projected profile views of inner

portions of approaches for each runway, usually X

limited to the RPZ areas

c. Interim stage RPZs when plans for interim runways

extensions are firm and construction is expected in X

the near future

d. Sheet size— same as Airport Layout drawing X

e. Scale— 1" = 200'; vertical 1" = 20' X

f. Title and revision blocks —Same as for AirportX

Layout drawingg. Plan View Details X

1) Aerial photos for base maps X

2) Numbering system to identify obstructions X

3) Depict property line X

4) Identify, by numbers, all traverse ways withelevations and computed vertical clearance in the X

approach

5) Depict the existing and ultimate physical end ofX

the runways. Note runway end number and elevation6) Show ground contours, lightly drawn X

h. Profile View Details X

1) Depict terrain and significant items ( fences, X


07/ 29/ 2007 AC 150/ 5070- 6B Change 1

roadways, and so forth)

2) Identify obstruction with numbers on the planX

view

3) Show roads and railroads with dashed lines atX

edge of the approach

i. Obstruction Table Details X

1) Depict terrain and significant items ( fences, X

roadways, and so forth)

2) Identify obstructions with numbers on the planX

view


edge of the approach.

4) Prepare a separate table for each RPZ X

5) Include obstruction identification number and

description, the amount of the approach surfaceX

penetration, and the proposed disposition of the

obstructions.

Remarks


4. Terminal Area DrawingThe needfor this drawing will be decided on a case- by- case basis. For small airports, wherethe Airport Layout drawing is prepared to a fairly large scale, a separate drawing for theterminal area may not be needed.

Sponsor/Consultant

Yes No N/A FAA

a. Large scale plan view of the area or areas where

aprons, building, hangars, and parking lots are X

located

b. Sheet size— Same as Airport Layout drawing X

c. Scale— 1" = 50' to 1" = 100' X

d. Title and revision blocks— Same as for AirportX

Layout drawinge. Building Data Table— To list structures and show

pertinent information about them. Include space X

and columns for:

1) A numbering system to identify structures X

2) Top elevation of structures X

3) Existing and planned obstruction markings X

Remarks


A Terminal Area Plan was not included in this project' s scope of work.


07/ 29/ 2007 AC 150/ 5070- 6B Change I

5. Land Use DrawingSponsor/Consultant

Yes No N/A FAA

a. Include all land uses ( industrial, residential, and so

forth) on and off the airport, to at least the 65 X

DNL contour

b. Sheet size— Same as Airport Layout drawing X

c. Scale— Same as Airport Layout drawing X

d. Title and revision blocks— Same as for AirportX

Layout drawinge. Aerial base map X

f. Legend ( symbols and land use descriptions) X

g. Identify public facilities ( such as schools, parks, X

and others)

h. Drawing details— Normally limited to existing andfuture airport features ( i. e. runways, taxiways,

Xaprons, RPZs, terminal buildings, and

navigational aids)

Remarks

Explanation forfields answered " No. "

6. Runway Departure Surfaces DrawingSponsor/Consultant

Yes No N/A FAA

a. Large scale plan views of departure surfaces for

each runway end that is designated primarily forinstrument departures. The one- engine

inoperative (OEI) obstacle identification surfaceX

OIS) should be shown for any departure runwayend supporting air carrier operations.

b. Large scale projected profile views of departure

surfaces for each runway that is designated X

primarily for instrument departures.c. Sheet size — Same as Airport Layout drawing X

d. Scale —Horizontal 1" = 1000'; vertical 1" = 100'

runway departure surfaces); and Scale— X

Horizontal 1" = 2000'; vertical 1" = 100' ( OEI

obstacle identification surfaces)

e. Title and revision blocks— Same as for AirportX

Layout drawingj. Plan View Details X

7) Aerial photos for base map X

8) Numbering system to identify obstructions X


07/ 29/ 2007 AC I 50/ 5070-6B Change 1

9) Depict property line, including easements X

10) Identify, by numbers, all traverse ways withelevations and computed vertical clearance in the X

departure surface

11) Depict the existing and ultimate physical endof the runways. Note runway end number and X

elevation

12) Show ground contours, lightly drawn X

k. Profile View Details X

4) Depict terrain and significant objects, includingX

fences, roadways, rivers, structures, and buildings

5) Identify obstructions with numbers of the planX

view


edge of the departure surface

1. Obstruction Table Details X

6) Depict terrain and significant objects, includingX

fences, roadways, rivers, structures, and buildings

7) Identify obstructions with numbers of the planX

view


edge of the departure surface

9) Prepare a separate table for each departureX

surface

10) Include obstruction identification number and

description, the amount of the departure surfaceX

penetration, and the proposed disposition of the

obstructions

Remarks


The Airport does not have any departure procedures.

7. Airport Property MapSponsor/Consultant

Yes No N/A FAA

a. Sheet size — Same as Airport Layout drawing X

b. Scale —Same as the Airport Layout drawing X

c. Title and revision blocks — Same as for AirportX

Layout drawingd. Legend X

e. Data Table X

1) A numbering or lettering system to identifytracts of land

X

2) The date property was acquired X


07/ 29/ 2007 AC 150/ 5070- 6B Change 1

3) The Federal aid project number under which itX

was acquired

4) Type of ownership ( fee, easement, federalX

surplus, and others)

f. Show existing and future airport features ( i. e.runways, RPZs, navigational aids and so forth) that

Xwould indicate a future aeronautical need for airport

property.Remarks

Explanation forfields answered " No."

The Airport Property Map is not yet complete. Will be submitted separately.The available wind rose indicates only a 12 knot crosswind component.


Appendix C

FEDERAL AVIATION ADMINISTRATION

CORRESPONDENCEAirport Layout Plan Update Illinois Valley Airport

Illinois Valley Airport C- i Federal Aviation Administration Correspondence

June 30, 2009

Mr. Alex Grossi

Airports Director

Josephine County Dept. of Airports1441 Brookside Boulevard

Grants Pass, OR 97526

Dear Mr. Grossi:

Airport Master Plan Update

Illinois Valley AirportFM Review Comments on Draft Chapters One and Two

AIP Project No. 3-41- 0011- 03

I have reviewed the Inventory and Aeronautical Activity Forecasts working paperssubmitted by the consultants for the Airport Layout Plan Update project for Illinois ValleyAirport. The report is generally well-done. My only specific review comments at this timeare as follows:

a. In general, aviation activity forecasts recommended appear to be reasonable.Your consultant' s recommended based aircraft forecasts in Table 3H, andoperations forecasts in Table 3N are approved.

b. We concur that the airport reference code (ARC) B- I Small is appropriate toestablish design standards for this airport.

If we can be of further assistance, please call at (425)-227-2641.

Sincerely,

Paul Holmquist

Airports Program Specialist

cc: Sarah Lucas, WHPacific

Appendix D

ADDITIONAL BACKGROUND INFORMATION


Illinois Valley Airport D- 1 Additional Background Information

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Illinois Valley Airport Layout Plan - 2009

Introduction

This paper provides a summarized explanation of the economic importance of the historic Siskiyou Smoke-jumper Base located on the east side of Illinois Valley Airport. This is the first smokejumper base in Oregonhistory and the last of the original four smokejumper bases in American history that is still standing in its origi-nal location. The site includes the oldest smokejumper parachute loft in North America and is known around theworld as the home of the Apollo 14 moon trees. The authenticity and integrity of the site represents a significanttourism marketing advantage for Josephine County.

Smokejumping - An American Innovation

The following summary provides a perspective on how the Siskiyou Smokejumper Base relates to the overallhistory of smokejumping.

Smokejumping is an American innovation that began !. r-.

when the first test jumps made in 1939 at Winthrop,Washington. The first smokejumper base was es-

tablished in the following year, 1940, at Missoula,Montana. Two more bases were established in 1943 I

one at McCall, Idaho and the other at Cave Junction,

Oregon, the base we know today as the Siskiyou r.

Smokejumper Base. M

During World War II, the crews at smokejumperbases across the nation were made up of conscientous tp,

objectors.objectors. At Siskiyou Smokejumper Base, the crew After II IVII, the Army gave two airplanes to the Siskivou Smoke-was mostly Mennonites from Pennsylvania. They jumper Base. The military emblem can be seen on the back of theconstructed an airplane hangar( the first structure at fuselage prior to being removed and replaced with Forest Service

emblems. The airplane is a Noorduvne Norseman.IV Airport), training area, and established the firstwarmup pad at the airport. After the war, smokejumper

crews were replaced by veterans, many of which had been military paratroopers. These war veterans construct-ed the parachute loft, a barracks, bathhouse, storage shed, well house, and kitchen.

At the beginning of 1950, the nation became increasinglyalarmed about Russia' s nuclear capability and the possibili-lty of an invasion by Russia. Staffing at smokejumper opera-tions across the nation were increased and bases increased in

size. At the Siskiyou Smokejumper Base, a new barracks was

added and the restroom and messhall were modernized, allV

of which happened in 1954. These are the buildings that are

presently in the southern part of the historic district. The su-pervisor residence near Highway 199 was constructed aroundthis same time and was the last building to be constructed forthe remainder of the Siskiyou Smokejumper Base history.

Siskiyou Smokejumper Base during its peak operat-ingyears. Photo taken 1973. Aircraft include hro Twin Siskiyou Smokejumper Base was the principle west coastBeech, DC3 and an L5 observation airplane.

Page 2 Historic Siskiyou Smokejumper Base - Roger Brandt 25 March 2009


aerial fire fighter station from 1943 through 1956. In 1957, two new bases were established at Redding, Cali-fornia and Redmond, Oregon. The Siskiyou Smokejumper Base continued to be one of the larger smokejumperoperations on the west coast with a crew of about 40 individuals until 1981 when the base was closed.

Historic Structures

The central building of any smokejumper operation isthe parachute loft because the life of every smokejumperdepended upon the work that is done in this building. Inthe early history of smokejumping, parachute lofts were adesigned to contain all the essentials of the fire fightingoperation to include parachute repair and packing, stor-

age, ready room for jump suits and equipment ready fora fire call, administration office, and fire dispatch. The

q

7`

parachute loft at the Siskiyou Smokejumper Base fol-

lowed this floor plan as were most other lofts construct

ed at that time Since then, the parachute lofts at other kfo_ s

bases have been dismantled and replaced with modern `

X

h

facilities. The parachute loft at Siskiyou Smokejumper

Base was never altered from its original floor plan and is Siskiyou Smokejumper Base parachute loft circa 1953. Flagpole is on the right with dispatch tower next to the office in the

now the oldest smokejumper parachute loft in the nation.

center of the picture.

The storage shed and well house southeast of the loftwere constructed at the same time as the loft. (1950).

The Administration Office, located directly south of the parachute loft, is the original Redwood Ranger Stationconstructed by Civilian Conservation Corps ( CCC) crews from Camp Oregon Caves in 1936 ( the Camp Oregon

Caves CCC also built the Illinois Valley Airport in 1940). The building was origi-

nally located in Cave Junction where it served as the administration office forsmokejumping operations before the loft was constructed. In 1962, the RedwoodRanger Station was moved to the Illinois Valley Airport where it served as theadministration building until the base was closed in 1981.

MI-TT The mess hall ( restaurant), barracks, and shower house were constructed in 1954.r They were originally shingle sided like the loft, storage shed, and well house.

7 `' The current plywood siding replaced the shingles in the mid 1980s. A fire inPY g p g

the mess hall kitchen burned down the north end of the building in 1962. It wasreconstructed in 1963.

The training area for the base is now occupied by two hangars immediately south1 of the shower house and barracks. The foundation and other remnants of the jump

7 tower in the picture to the left are located between these hangars and HighwaySiskiyou Smokejumper Base 199. There has been discussion of putting a parking lot in this area. Preservationjump tower( shock tower). This of the jump tower and its auxilliary components must be considered as critical tois the third of three toweres thatwere constructed at the base the preservation of the integrity and authenticity of the historic base.

during its 38 year history. Photocirca 1974. At the south end of the historic base and near where Smokejumper Way intersects

with Highway 199 are two supervisor residences. The oldest is on the north sideof Smokejumper Way and was constructed in 1948. The other is on the south side of Smokejumper Way andwas constucted in 1957.



The first warmup pad at the airfield was installed in 1946 and waslocated in front of the smokejumper hangar, both of which weresituated immediately north of the present- day tarmac. The hangar

r`has been removed along with a watchman cabin next to that build- P • ti.

4E

ing but the warmup pad remained in use throughout the historyof the smokejumper operation. The cabin, also known as the pilot - r_shack, can be seen on the right side of the 1973 photo on page 2.

A red observation plan can be seen parked on the warmup pad in Smokejumper crew all conscientous objectors,the background between the shack and tail of the DC3 ( yellow

installing warmup pad in 1946.stripe).

Apollo 14 Moon TreesStuart Roosa worked as a smokejumper at the Sis- Y" .."` ;`

kiyou Smokejumper Base in 1953 and later became # ',,. V n`--"

the command pilot of the Apollo 14 mission to the Vie'" ' moon. All astronauts were allowed to carry a small w ' °

z ''.

pack, about the size of a 12 ounce soda can inwhich Sri

they could carry anything they wanted to the moon. -..Roosa decided to carry tree seeds, about 500 in all, 1'

on his trip. These were later planted and becameknown as the moon trees. Most were distributed fr'' iduring the bicentennial of the United States to com-memorate the success ofAmerican space program. 3 •

To this date, the Astronauts and moon trees are44.,°.

the only living things on earth to have been to theal

moon. Roosa claimed that he had been inspired bythe forest-covered mountains of Josephine County Above left, Stuart Roosa at Siskiyou Smoke-to carry the seed to the moon. To this date, the Siskiyou Smoke- jumper Base. Right, Apollo 14 moon missionjumper Base is considered as the home of the moon trees. lift of

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Base when he came to plant a moon tree at this site.I t.a•.s o.•h Wang• rem+u. a-

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II, * Nat P• MOrna tau pair d.wama— A. 1 Left, a page,from the pamphlet handed out duringOP ttettn." tar ywa « f Roosts visit and tree planting.

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Individuals of Special Interest

The Siskiyou Smokejumper Base had several individuals who hold a special place '-"' -1in smokejumping history. Danny On was the first Chinese American smokejumper

and began working at the base in 1946 immediately after the war. Rito Avilla wasthe first Hispanic American smokejumper and began work at the base around the 4 isame time. Another smokejumper working at this base is believed to have been the A

w

first Native American to work as an Aerial Fire Fighter. j

Allan " Mouse- Owen, came to work at the base in the early 1970s and continues tobe the smallest smokejumper in history (4' 10-). He had to obtain a special waiver

Iifrom Congress to accomplish this as he did when he joined the Marines and becamethe smallest Marine in history.

If

Illiks liti

AtilliNi Danny On was the.first Asian

h.._ 3 r- American smokejumper inc /

history and began his smoke-1 , jumping career at Siskiyou

t r ! l¶ _ 6. { Smokejumper Base in 1946.i r w.r

Allan " Mouse" Owen was featured in a Life Magazine ( May 1966) as thesmallest Marine in the world ( left). Owen carried as much weight as any othersmokejumper crew member( Siskiyou Smokejumper Base, circa 1970 - right)

Glenda Marchant ( photo right) was the first female to be certified asa Smokejumper Parachute Loft Master Rigger, the individual whodoes inspections on parachutes and certifies them for use by smoke- _

f',

jumpers. Every parachute loft must have a Master Rigger, otherwise, .. r

parachutes must be shipped to a facility with a Master Rigger where 447".... -.

they are inspected, packed, and returned to the base.

The Tommy Smith memo- 4 /rial at the base of the flag csii., t r.,

pole commemorates the ' -«:

only smokejumper death " \to occur at the Siskiyou

Smokejumper Base in its 38 years of operation. Smith was returningfrom a fire and drowned while crossing the Illinois River.



Other Significant Events

The first airplane fatality at the Illinois Valley Airport may also be the first aviation fatality in smokejumpinghistory. This incident occurred in August 1944. During this time, the base used a constractor to fly crews to firesand this was the second year that this contractor had been flying for the Siskiyou Smokejumper Base. On theday of the accident, the crew had loaded into the plane to go to a fire and just as the plane lifted off the runway,the engine died. The pilot managed to glide the plane back to a safe landing and then worked on the plane whilethe crew waited outside. Once the problem was fixed, it was decided that the pilot would take the plane up for atest run before loading the crew and continuing to the fire. As the plane lifted off the runway the pilot climbedsteeply and when he was about 300 feet off the ground, the engine died. The plane came down and burst intoflames. The pilot was killed instantly.

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Illinois Valley Airport tarmack, circa 1943. The contractor airplane Wreckage ofthe contractor airplane. Illinois Valleya Fairchild) used to deliver smokejumpers is seen on the left. Airport, August 1944

Oregon' s First Jump 4

The first jump made by smokejumpers in Oregon were done by crews from the 4-4;.Siskiyou Smokejumper Base in 1943. 1:$. , R

h

Marvin Graeler, one of ten conscientous objectors assigned to the base, was the

first to of two people who jumped ( parachuted) into the present- day KalmiopsisWilderness to put out a lightning fire, 1-

t.

Getting into the air was the first problem, before any airplane could take off it had `, 4

to get permission or risk being shot down by military aircraft. The contractor plane „V",; used for flying them to fires also had a reputation of running poorly and more than '

f

once smokejumpers were ordered to prepare to evacuate the plane on the way tofires.

Marvin Graeler was the first to jump and as he approached the ground, his para-chute caught the branch of a tall fir tree and collapsed. His weight bent the branch

and the parachute slipped off sending him on a free fall. The parachute reopened just before he hit a tallmadrone tree where his foot got caught in a branch and flipped him upside down. He crashed through the

tree head first and stopped short of the ground when the parasol tangled in the tree. That was Oregon' s first

smokejumper parachute jump.



Siskiyou Smokejumper Base Timeline

1938 Severe fire season in southwest Oregon.

Gasquet airport is constructed by the Civilian Conservation Corps and is used by Forest Service air-craft to parachute supplies to fire crews.

1939 The first smokejumper test jumps are conducted at Winthrop, Washington. ( Cohen, 1983).

1940 Illinois Valley airport was completed in the spring of this year( Illinois Valley News, May 9, 1940). Theairport was built by the Oregon Caves Civilian Conservation Corps ( CCC) crew primarily for use byplanes in fire fighting work (Pfefferle, 1995; p119).

A fire on Little Chetco was supplied by air drops from Illinois Valley airport.

The first smokejumper base in American history is established near Missoula, Montana. (Cohen, 1983)

1942 The Civilian Conservation Corps ( CCC) program shuts down.

1943 Siskiyou Smoke Jumper operations established at Redwood Ranger Station, Cave Junction. Eleven

crew members were all recruited from the Civilian Public Service ( CPS). A parachute loft and tent

housing are constructed on site. ( Heinzelman, 1944) This is the first smokejumper base in Oregon his-

tory and in Region 6 of the U. S. Forest Service.

1944 The aircraft used for transporting smokejumpers, a Fairchild- 71, crashes at Illinois Valley airport kill-ing the pilot, Fred Frank. ( Grants Pass Courier, August, 3, 1944). This is possibly the first smokejump-er airplane crash and fatality in history. Contracted air services continued with Johnson Flying service.They provide a Travelaire and the Marine Corps in Eugene, Oregon agrees to provide a DC- 3 in theevent of a '` fire bust". ( Siskiyou Smokejumper Base Annual Reports, 1944)

A hanger constructed of poles and shingles is erected at the Illinois Valley airport. It is the first smoke-jumper structure constructed at the airport. (Siskiyou Smokejumper Base Annual Reports, 1944)

1945 The Army loans two Noorduyn Norsemen airplanes to Region 6 of the Forest Service to be stationedfull time at the Illinois Valley airport for use by smokejumpers. ( Siskiyou Smokejumper Base Annual

Reports, 1945)

The Forest Service uses a Vultee L- 5 plane for fire observation. ( Illinois Valley News, May 31, 1945)

1946 The Noorduyn Norseman C64 smokejumper plane and an L- 5 observation plane are stationed at IV air-

port. The Illinois Valley airstrip is graded and oiled. ( Illinois Valley News, March 28, 1946) This is the

first upgrade of the airstrip since it was constructed by the Civilian Conservation Corps ( CCC) in 1940.



Warm up pads for the airplanes, fuel tank and pit reel pumps are installed this year. Electricity isbrought out by the power company. A caretaker' s residence is moved to the field and will serve as aresidence for some of the crew. Access to the field is furnished by a new road just south of the Roughand Ready lumber mill. (Illinois Valley News, July 4, 1946) This road is the present-day Smokejump-er Way.

The effectiveness of the L- 5 observation plane results in the closure of 20 lookouts on the SiskiyouNational Forest. ( Illinois Valley News, July 4, 1946)

1947 The number of smokejumpers in the unit remained the same this year( Siskiyou Smokejumper BaseAnnual Reports, 1947).

Site for new base at Illinois Valley airport is staked out by operations foreman, Clif Marshall. ( Courson,2005)

A training center is developed to conduct parachute training for crews stationed at Cave Junction. Oneof the Noorduyn Norsemen airplanes and pilot are detailed to New Mexico. ( USDA 1978, History ofSmoke Jumping)

1948 Work begins on the new base at IV airport. The repair of chutes is still being done at Missoula, Mon-tana. The unit was increased to three squads with a total of 28 men. ( Siskiyou Smokejumper Base An-nual Reports, 1948).

A well is drilled at the airport and a water system is installed ( Illinois Valley News, June 10, 1948) Bill

Green assembles and installs the pump for the well. ( Green, 2005)

A Noorduyn Noorseman is used for jumpers and a Stimpson is used as an observation plane. ( Illinois

Valley News, June 24, 1948)

1949 The crew was moved to their new quarters at the airport consisting of one barracks, wash house andcook house. The last two were old CCC buildings from Grayback Forest Camp [ also known as theOregon Caves Camp]. ( Siskiyou Smokejumper Base Annual Reports, 1949)

Work begins on the foundation of the loft. (Looper, 2005)

Smokejumpers from Montana make a publicity jump on the lawn between the White House and Wash-ington Monument in Washington, DC. ( Cohen, 1983)

Several smokejumpers from the base in Montana are killed in the Mann Gulch Fire. ( Cohen. 1983)

1950 Construction of the loft begins and work was being done to landscape the area. The Noorduyn Norse-man was used for jumps and the L- 5 was used as the observation plane. ( Siskiyou Smokejumper Base

Annual Reports, 1950; Siskiyou National Forest History, 1950).



1951 Smokejumper operations have now completely moved to the airport. The base consists of a loft, messhall, wash house, barracks, tool shed, hangar and one supervisor residence. A busy fire season for theSiskiyou Smokejumper Base. The Noorduyn Norseman continues to be used as the jump plane andthe L-5 is still being used as an observation plane. A Fokker and Fairchild were leased as extra jumpplanes during fire busts. ( Siskiyou Smokejumper Base Annual Reports, 1951)

Crew digs sump well and constructs fire pump house ( Clarke, 2005)

Booster crews are brought in from Missoula and Winthrop to assist with fires. A total of 90 smoke-jumpers are operating out of the Siskiyou Aerial Project ( Siskiyou Smokejumper Base). ( Illinois ValleyNews, August 30, 1951)

An estimated twelve tons of supply cargo from the Siskiyou Smokejumper Base was dropped by para-chute to fires this season. This consisted of complete hot meals, lunches, water, bedding, tools, etc.Illinois Valley News, October 4, 1951)

Hot meals to be delivered to the field were prepared at the Siskiyou Smokejumper Base cook house andall supplies were packed in the base' s parachute loft. (Looper, 2005)

1952 The Noorduyn Norseman remains as the primary jump plane. ( Siskiyou Smokejumper Base Annual

Reports, 1952)

The saga of smoke jumping is dramatized in the Hollywood production of The Red Skies of MontanaCohen, 1983)

The Air Operations Handbook is produced by the Department ofAgriculture ( USDA) with comprehen-sive guidelines for the set up and administration of a smokejumper operation.

1953 The runway at Illinois Valley airport is paved. The Noorduyn Norseman continues to be used as thejump plane. ( Siskiyou Smokejumper Base Annual Reports, 1953)

The worse fire season since the inception of smoke jumping. (Cohen, 1983)

1954 A new cook house, barracks and wash house are constructed at the Illinois Valley airport. (Siskiyou

Smokejumper Base Annual Reports, 1954)

The Aerial Fire Depot is dedicated by President Eisenhower in Missoula, Montana signifying a signifi-cant increase in support for the smokejumper program. ( Cohen, 1983)

1955 The Noorduyn Norseman and Twin Beech are the primary jump planes this season. A new tool shedwas constructed. Project work consisted mostly of beautifying the project area. ( Siskiyou Smokejump-er Base Annual Reports, 1955)

1956 This was the busiest season ever for the local unit. The base was landscaped and buildings werepainted. The primary jump plane was the Twin Beech. . ( Siskiyou Smokejumper Base Annual Reports,1956)



1957 The new foreman residence was finished and landscaping was worked on by the crew. The twin beechremained the principal jump plane. ( Siskiyou Smokejumper Base Annual Reports, 1957)

A new base is established in Redding. ( Siskiyou Smokejumper Base Annual Reports, 1957) It is the

first in California history.

1964 The kitchen area in the smokejumper mess hall catches on fire and burns most of the north end of thebuilding.

1965 Mess Hall reconstructed

1968 Tommie Smith, the only smokejumper to die while on duty in the 38 years that the base was in opera-tion, drowns while crossing the Illinois River.

1970 Alan " Mouse" Owen works at the base from 1970— 1981. He is considered to be the smallest smoke-

jumper in history.

1971 Stuart Roosa, a smokejumper who worked at the Siskiyou Smokejumper Base in 1953 is the commandpilot of the Apollo 14 moon mission. He takes tree seeds with him to the moon and, when he returns.these are planted as part of an experiment.

1976 Stuart Roosa returns to the Siskiyou Smokejumper Base to plant a moon tree.

1979 The first annual Moon Tree Run is held at the Siskiyou Smokejumper Base

1981 The Siskiyou Smokejumper Base is shut down.

1986 The airport property and historic smokejumper base is transferred from the Forest Service to JosephineCounty. The moon tree planted by Stuart Roosa dies from lack of watering.

Sources

Cohen, Stan. 1983. A pictorial history of smoke jumping. Pictorial Histories Publishing Company, Missoula,Montana.

Collins, Stanley, ed. 2002. Book of Gobi. Siskiyou Smoke Jumper Base 1943 - 1981. Garlic Press

Heinzelman, Jack. 1943. Annual Report: Siskiyou Smokejumper Base

Looper, Orville, 2005. Interview with a former Siskiyou Base smokejumper

Pfefferle, Ruth, 1995. Golden days and pioneer ways. Bulletin Publishing Co. Grants Pass. Oregon.

Timeline compiled by Roger Brandt


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An Introduction to

Rough and Ready Forest State Park,

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25 March 2009 Submitted as a public comment document for the

updating of the Illinois Valley Airport Layout Plan:

Roger Brandt WH Pacific EngineeringPO 2350, Cave Junction, OR 97523 9755 SW Barnes Rd Ste 300541 592- 4316 Portland OR 97225


Introduction

This paper provides a summarized explanation of the economic importance of the Rough and Ready ForestState Park, located on the south side of Illinois Valley Airport. The geologic setting that makes the Rough andReady Forest unique is also the same factor that makes the Illinois Valley Airport unique. It is this uniquenessthat many residents feel makes this airport marketable on a national scale.

HistoryRough and Ready Forest State Park was established in 1937 as a result of efforts by members of the local Gar-den Club. They became aware of the botanical significance of this unique landscape as a result of their own selfeducation program. They began their efforts to establish a park during the Great Depression when" you couldn' trub two dimes together" in this community. Jobs were as scarce as money and the need for protecting the sitebecame more urgent as entrepreneurs looking for ways to make money began digging up rare plants to be soldas botanical novelties. The members of the Garden Club raised money and sent delegates to the Oregon capitolto push for the creation of a state park. In 1937, their dream was realized with the establishment of the 90 acreRough and Ready Forest State Park. Read the story about the Illinois Valley Garden Club and their involvementin establishing this park.

Almost immediately after the Rough and Ready Forest Wayside State Park was established, 78 acres was with-drawn and used for the construction of the Illinois Valley Airport. More recently, the relocation of the Highway199 bridge over Rough and Ready Creek has shaved off another segment of the State Park.

The women of the Illinois Valley Garden Club were ahead of their time. More than 20 years after the establish-ment of the Rough and Ready Forest Wayside State Park, the area was visited by Dr. Edgar Wherry, head of theDepartment of Botany at the University of Pennsylvania, who declared the Rough and Ready Creek drainage

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Page 2 Rough & Ready Forest State Park - Roger Brandt 25 March 2009


as having only one other area in the UnitedStates to compare with it; the famous" Pine

Barrens" of New Jersey.

sd

F Others have slowly realized this uniquenessand it is now understood that the Rough and

Ready Creek watershed is perhaps the mostsignificant in the state in terms of having thegreatest concentration of rare plants in Ore-

7 .h gon. One local naturalist described the area as

x a meeting ground of extremely divergent plantcommunities. For example: Rabbitbrush, a

idesert plant, grows beneath Port Orford cedar,

a coastal/ cool riparian tree. The same WesternThe upper Rough and Ready Creek watershed( foreground and background).

white pine you find on cold, snowy slopes atPhoto takenfrom the Mud Springs Trail near Rough and Ready Lakes.

Crater Lake can be found at the Rough and

Ready Creek' s headwaters, located 10 miles from Highway 199 at an elevation of about 4, 000 feet. Here youfind western hemlock and Port Orford cedar forests juxtaposed with open Jeffrey pine woodlands.

Why Rough and Ready Forest is Unique t

Rough and Ready Forest is situated on a geologiclandscape called an alluvial fan. An alluvial fan is

created when fast moving water in a narrow can-yon reaches the mouth of the canyon and slows

down as it spreads out in different directions. When

water slows down, the rocks that were carried by

fast moving water are deposited, usually in a fan- shaped arrangement around the mouth of the can-

yon. The rocks that make up the Rough and Ready k

Forest State Park came from Rough and Ready

about two miles west of Highway 199 and

the Illinois Valley Airport.

Rough& Ready Creek Canyon. The Kalmiopsis Wilderness is seen inThe Rough and Ready alluvial fan creates a corn- the distant background. Photo taken from Mud Spr Trail.bination of challenges for plant growth. The deepgravel deposits that make up the alluvial fan do not retain rain water so the ground quickly drains creating anartificial arid environment. In addition to this, the Rough and Ready Creek watershed is entirely contained withinone of the largest exposures of mantle rock in North America so the rocks that make up the alluvial fan are al-

most entirely made up of mantle rock. Mantlerocks do not contain many essential plantnutrients and the soil from the breakdown

of these rocks tends to be poorly suited fore",`. n supporting plant growth. Mantle rock also has

large quantities of chrome and nickel, which

may be toxic to some plants. The combina-v1

Rough& Ready Forest State Park near the south endlitY;" "' . of the Illinois Valley Airport runway.



tion of arid conditions, poor soils, and toxic metals

has resulted in the establishment of a community Rough and Ready creek Flood P a, n

of plants that are best suited for survival under Recent alluvial. ma .)

these extreme conditions. Many of the trees grow-Holocene anu, a) d: posts ,,,,,,,,-

1,. 1., rI` r l

ing on the alluvial fan tend to be dwarf versions of5

trees that would otherwise grow to 100- 200 feet ifilk.,"' "'""''°`°""" 1'qumalrnt to Laao do( ho

soil and water were not constraining factors. This f ,« teur,nF K) ac(

Mart( V. mccep. in) mix if)% ran

unique environment is what makes Rough and

Ready Forest State Park an unusual and oneof-a- kind place to visit for travelers in southern Oregon Mmoutha% Routh

qtr

and northern California. 4

Rough and Ready Creek Alluvial FanThe illustration to the right shows the shape and

age of deposits that make up the Rough and Ready

itaik...._

ffloyCreek alluvial fan ( flood plain). The age of Ho-

locene rocks are about 2, 000 years and the oldest

deposits are about 10, 000 years old. Illustration modi-fied from: Coleman. Robert G., 1997. Geological origin ofserpentine and its distribution in the Siskiyou Klamath coast

range mountains north of latitude forty one degrees, thirtyminutes. Proceedings of the First Conference on Siskiyou

Ecology, Kerby, Oregon, May 1997. Ed. Beigel, Jennifer K etal„ Siskiyou Regional Education Project

tt :: e rr r_

The geolgic map isV*..

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is a satellite imagek s4 helps to visualize

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the West Fork of the

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S state park is situat-

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ti- i_ section of the fan.

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Discussion

The Rough and Ready Creek alluvial fan is nationally unique and represents a marketing advantage for at-tracting tourism spending in Josephine County. Airport planning can play a significant role in strenghting thismarketing advantage or can inflict significant and long-term damage if careful consideration for tourism is notincluded in the core objectives of the Airport Layout Plan ( ALP).

There are two ways that the ALP can help the community capitalize on the advantages that the Rough andReady Creek alluvial fan represents to tourism dependent businesses.

1) Develop a tourism strategy in the ALP to facilitate the accessibility of the R& R Forest State Park to pri-vate airplane owners who travel for day trips or weekend excursions.

2) Assure that airport development does not detract from the integrity and authenticity of Rough and ReadyForest State Park for both private pilots and travelers on Highway 199.

The Illinois Valley Airport has the marketing advantage of being located adjacent to an Oregon State Park, a Bu-reau of Land Management Botanical Area, and is within two walking- miles of Rough and Ready Canyon, whichis qualified to be designated as a Wild and Scenic River. The Kalmiopsis Wilderness is located about ten hikingmiles from the airport on a trail through the wild and scenic Rough and Ready Canyon.

In addition to the unique outdoor recreation opportunities, the airport also is home to the historic SiskiyouSmokejumper Base, which is the last of the original four smokejumper bases in American history still standingin its original conditions and includes the oldest smokejumper parachute loft in the Nation. This is the home ofthe internationally famous Moon Trees from the Apollo 14 mission to the moon.

Conclusion

Illinois Valley Airport offers a unique marketing advantage to Josephine County. Planning for this airport needsto look beyond routine airport management to consider how the IV Airport can become more effective at capi-

talizing on our advantages and assuring the objectives of future airport development contributes to, rather thandetracts from, the elements that make this airport unique and marketable.

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15 May 2009 Submitted as a public comment docuate fib theupdating of the Illi isValley Airport 1 < ntt Flan:

FROM - TO:

R Brandt WH Pacific EngineeringPfl 2350, Cave Junction,-OR 97523 9755 SW BarnPs. Ste 300541: 592-4316 Portland OR 97225


Introduction

Illinois Valley Airport is not an ordinary landing field for several reasons and each of these represent an oppor-tunity for making this an airport of national significance and vital importance to Oregon' s Travel and HospitalityIndustry. Tourism has been repeatedly identified in community development documents and strategic plans asthe salient economic opportunity for Illinois Valley. For this reason as well as those listed below, the leadingobjective of the Airport Layout Plan( ALP) must focus on enabling Josephine County to capitalize on the factorsthat make this airport a oneof-a- kind marketing opportunity in the emerging and intensely competitive globaleconomy.

A Unique Opportunity

Within a 25 mile radius of the Illinois Valley Airportthere are three wilderness areas, three Oregon State F'"

Parks, one county park, two wild and scenic rivers.Oregon Caves National Monument, a National Recre-ation Area, two scenic byways, three National Forests, x

and three botanical areas. Also within this radius are

five wineries, the Josephine County Museum, GreatCats World ( largest and most diverse private collec-

tion of large cats in America), the Southern Oregon

University Field Station ( Siskiyou Field Institute), t

two tree house resorts, and several significant historic

sites including Oregon Caves Lodge ( considered to be - -of significance equal to the Yellowstone Lodge, Crater

t

Lake Lodge, Timberline Lodge, etc), the Siskiyou A trailhead into the Siskiyou Wilderness is located about 10Smokejumper Base ( Oregon' s first smokejumper base), miles from the Illinois Valley Airport.three historic stagecoach roads, the Nation' s largestchrome production region, and the site where the Oregon gold rush began including the site where the largestgold nugget in Oregon history was found. The 25 mile radius around Illinois Valley Airport encompasses theland of the Takilma Tribe as well as the home of both the View Master and Apollo 14 Moon Trees, the largest

serpentine rock alluvial fan in North America, the" do-main" of the Oregon Cavemen ( a 1922 tourism promotionorganization), the western edge of the historic State of Jef-ferson, and the location of bizarre historic events such as

the Siskiyou Nature Man Experiment.

The concentration and variety of marketing assets around

the Illinois Valley Airport represents an exceptional oppor-

tunity for attracting families that travel in their private air-plane and flying clubs and increase tourist spending in ourcommunity. The Illinois Valley Airport Layout Plan ( ALP)is a key element that will enable us to convert these mar-

The Wild and Scenic Illinois River corridor is 10 milesketing assets into jobs. It is critical that tourism becomes a

from the Illinois Valley Airport. major objective for the ALP during this planning cycle.

Page 2 Illinois Valley Travel and Hospitality Industry - Roger Brandt 15 May 2009


Strategic Planning

The ALP cannot be developed in isolation from other economic development efforts in the community and localregion without the risk of inflicting detrimental impacts on our ability to attract and retain visitor spending thatcan support and sustain hundreds of existing and new travel and hospitality jobs in Josephine County.

The development of the ALP must consider two factors:

1) How the resources on the airfield can be used to augment and support the Travel and Hospitality Industry.This includes making on- site resources such as the historic Siskiyou Smokejumper Base accessible to bothvehicle and air traffic in a way that is convenient and safe for travelers.

2) Assure the development strategy at the airport supplements rather than detracts from the natural and cul-tural attractions in the region.

The ability of tourist-dependent business owners and investors to develop and implement a strategy for attract-ing and retaining visitor spending is dependent upon the integration of natural and cultural heritage resourcesinto a marketing package that retains scenic integrity and exhibits a community interest in preserving naturaland cultural heritage. This is Josephine County' s ticket to job creation and the ALP is instrumental in enabling

or detracting from - the ability of the Travel and Hospitality Industry to create sustainable jobs and open thedoor for successful entrepreneurial business development in and around Illinois Valley.

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Rough and Ready Forest State Park is a nataionally significant natural area in the Illinois Valley and development at theIllinois Valley Airport can impose a detrimental impact on the future integrity and authenticity of this site, both criticalto attracting visitors to the region where they spend money in tourism dependent businesses. Careless development atthe airport will have a negative influence on the ability of the travel and hospitality industry to grow andprosper in thisregion.

Scenic integrity, preservation of Oregon' s natural and cultural heritage, and convenient visitor access to naturaland historic attractions are inseparable elements of an advancing tourism economy. It is critical that the ALPsets a course for airport development that avoids deterioration of the natural and cultural resources both insideand around the airfield.

The following referenced research and statistics will provide information on the considerations that the Traveland Hospitality Industry must take into account when developing a strategic plan for regional travel corridors.



An Introduction to Contemporary Travel Motivators

A recent survey conducted by the National Geographic Society in conjunction with the Travel Industry Associa-tion ofAmerica (TIA) indicates that a large sector of the travel and hospitality industry will be influenced by agrowing public interested in the human and natural attributes that make one place distinct from another( Stueve,2002). The survey grouped these individuals into a travel class they label as Geotourism. This group representsabout 55 million Americans, which is greater than one third of the total 154 million Americans who travel everyyear.

The survey indicated Geotourists share a general agreement that their travel experience is better when the des-tination preserves its natural, historic, and cultural sites. Over half( 53%) of Geotourist agree that their travel

experience is better when they have learned as much as possible about their destination' s customs, geographyand culture. The majority of these travelers are Baby Boomers (43%) and Senior Matures over 65 years ( 27%)

comprising together 70% of the Geotravel sector, about 38 million Americans. About 45% of Geotourists have a

college education.

The age of travelers is an impor-

tant consideration and the large

number of retired now entering thetravel market gives reinforcement

to the need for accessible, low im- 1011k47,rP

pact recreation. There are 50 mil-

lion disabled in the United Statesen t

and 60- 70% of these individuals

are '` Senior Matures" who are 65 aV a

years or older. Senior Matures v=

1111 /comprise 16% of all domestic trips

in America. " Junior Matures", age

55- 64, comprise 15% of domestic

trips and 45% are " Baby Boomers"whose first members reached age

55 in 2001 ( Rhoades, 2001).

Siskiyou Smokejumper Base reunion, June 2005

There is a large sector of the traveling population who are entering the age where disabilities will become aconcern and accessibility to recreation resources will become increasingly important. The senior market is ap-proaching explosive proportions and. in order to capture this market in Illinois Valley, it will be important forpublic land management agencies and private business to plan and develop activities and facilities to serve theneeds of mature travelers.

An insight to what types of activities might appeal to seniors can be found in a survey conducted by the Out-door Recreation Coalition of America (Marwick, 1997). which identified activities such as walking and observ-ing nature as being important senior activities. They also noted that walking was the top activity in the UnitedStates with bicycling, hiking and bird watching close behind. Hiking footwear ranked as the highest growth areaamong outdoor recreation retailers.



An interesting component of the survey noted there is an increasing interest in American society to reunite fami-lies and participate in activities that allow for group participation. As this trend becomes established, the grow-ing senior market will also have the potential to bring younger sectors of society into the travel market as partof the national trend to reunite families and do family oriented activities. Trails and accessible historic sites andnature experiences will be important in attracting these visitors to the Illinois Valley.

A summary of the recently completed National Survey on Recreation and the Environment (NSRE - producedby the USFS, ( ongoing)) was summarized in the quarterly newsletter from the America' s Byways ResourceCenter( Vistas, 2003). The NSRE reflects the results of 80,000 phone surveys and the Vistas summary providessome important insights for byway planners. Here are some excerpts from the survey:

Driving for pleasure in rural areas to include country roads, parks, forested areas or other natural settings, isone of the more popular recreation activities with more than 56% of the American public engaging in thisleisure pursuit. Walking, family gathering, swimming, viewing natural scenery, visiting a nature center/ na-ture trail, picnicking and sightseeing are more popular based on reported participation in the last year.

On their last pleasure trip when the traveler was not in a hurry, the most popular activities were those associ-ated with travel services and information provision to include scenic pullout (64%), walking around a smalltown ( 64%). roadside displays ( 50%), and/or visitor center( 49%).

About 63% of respondents preferred traveling a tree- lined road with unobstructed landscape views and unde-veloped green space complemented by scenic pullouts and overlooks.

Survey findings suggest that the public has dual priorities with how they would like public dollars investedat scenic pullouts to include protect the natural and historic resources and restrooms. Provision of educa-

tional information and short trails/walkways are slightly less important but still enjoy strong support amongrespondents of the survey.

Two thirds of pleasure drivers show an interest in utilizing roadside exhibits and historic markers and read-ing informational guides and educational pamphlets while en route.

The importance of roadside dis- i 1plays in the pleasure- driving experience is highlighted by the factthat over 80% of travelers would

spend 15 to 30 minutes on- site if

there were interesting things to seeor learn. The two most common

reasons for stopping at roadsideAO'displays were the scenic views and

to learn about the area.

Projections for Geotourism and travel

by seniors and their families comprisea large segment of the traveling popu-lation. Surveys indicate these individu-

als are interested in viewing scenery, Page Mountain is located on the Jefferson State Byway about 20 miles fromthe Illinois Valley Airport.



nature and want to have opportunities

for healthful exercise such as walkingand hiking. Information compiled fromvisitors who recently traveled in south-west Oregon ( Styne, 2001; Jaworski,

1'"P.""` 2003, Runyan, 2002; Stueve; 2002;

v el .c , vim?

Wetter,Wetter, 1994. page 9) disclose a high

interest in viewing scenery, hiking/4 1- walking, family oriented activities and4

educational experiences; a good indi-

cation that travel trends projected in

national surveys may already be under-way.

Cultural heritage travel is of special

interest to the ALP because of the

Siskiyou Smokejumper Base History Day, June 2005. historic Siskiyou Smokejumper Base

being located on airport property. This isone of the premiere heritage attractions

along the Highway 199 travel corridor and is significant for being the first Aerial Firefighter Base in Oregon his-tory and the last of the original four smokejumper bases in American history that is still standing in its originallocation with its original buildings. The site includes the oldest smokejumper parachute loft in North Americaand the base is considered to be the home of the Apollo 14 Moon Trees.

The following provides additional information on cultural heritage tourism.

Tourism: 2020 Vision is a forecast document produced by the World Tourism Organization ( WTO) and pre-dicts cultural tourism will be one of the five key tourism market segments in the future ( Endresen, 1999). In

the United States, heritage tourism is the third most popular activity after shopping and dining. Travelers whoengage in shopping and cultural or heritage tourism spend more, stay longer, and have a better travel experienceoverall (McCormick, 2007). These fact have not escaped the attention of many countries around the world whoare investing billions to attract tourists. Competition for tourist spending is increasing globally and this is result-ing a significant loss of market share in the United States. From 1992 to 2004, overall world tourism rose 52%,but the U. S. share of the total declined by 36%.

Communities in the United States will need to respond to global competition by enhancing the quality anddiversity of their marketable assets. They will need to find their niche in this competitive market by capitalizingon their `uniqueness' and novelty. Cultural heritage is where much of this uniqueness can be found.

Cultural tourism is expected to grow at 10 to 15 percent per year, making it one of the fastest growing sectors inthe tourism market. Generally, this travel sector is defined by people who travel specifically to see historic sites,visit museums, or attend cultural events such as concerts, plays and art exhibits and represents about 15% of the

total traveling public. However, it should be stressed that while some visitors will take entire vacations focusedon culture, many others will seek a mixture of cultural and nature experiences as part of a larger vacation plan.The approximate number of visitors who might be attracted to a cultural heritage site can be as high as 80% of

the traveling public ( Lord, 2002; Walker, 2005)



Private pilots are expected to be attracted to visit the same type of cultural and natural features as the rest of the

traveling public.

Economic Projections

The Travel and Hospitality Industry, sometimes collectively called the Tourism Industry, has been acknowl-edged both nationally and internationally as one of the world' s largest industries. In 2007, the Travel Industryin the United States generated $ 703 billion in total travel expenditures. including domestic and internationaltravelers and $ 1. 3 trillion in direct, indirect and induced travel expenditures, including international travelers'spending in the United States ( Travel Industry Association Research; McCormick, 2007). Direct travel spendingby resident and international travelers in the United States averages $ 1. 8 billion per day; $ 75 million per hour;

1. 2 million per minute; and $ 21, 000 per second ( Travel Industry Association Research; McCormick. 2007).

Tourism is a $ 7. 9 billion industry for Oregon and directly employs over 88, 000 Oregonians. Yet the broaderhospitality industry, to which tourism is intricately linked, is even billions of dollars larger and employs tens ofthousands of additional Oregonians ( Oregon State, 2007).

The following background information discusses travel sectors that could potentially be attracted to stop and en-joy Illinois Valley Airport. Referenced travel data and statistics helps to explain the potential economic benefitsthat this might bring to Josephine County.

Traffic on Highway 199

Highway 199, the road adjacent to the Illinois Valley Airport, represents a significant opportunity for improv-ing the local economy through tourist spending. The following information provides an estimate of the potentialincome that could be captured if travelers were encouraged to stay longer and participate in more activities inJosephine County.

During 2002, the Oregon Dept of Transportation counted 1, 008, 130 vehicles on Highway 199 near theCalifornia border. Forty-four percent of all vehicles traveled between June first and September 30. ( Jarworski,

2003). Approximately 30% of the total Highway 199 traffic (about 300, 000 vehicles) is considered to be vehi-cles occupied by tourist (Wetter, 1994: 37). The average number of people traveling in each vehicle is about 2. 5This number comes surveys including Oregon Caves National Monument= 2. 5 persons per vehicle ( Stynes,

2001) and Northern California Counties: Del Norte=2. 9, Shasta= 2. 6, Humboldt=2. 5, Modoc= 2. 8, Siskiyou-

Trinity=2. 9. ( California County Travel Report, 1997; Helton, 2003; 24)). Using this information, the total num-ber of visitors traveling Highway 199 annually can be estimated at about 750, 000.

Recent visitor profiles in four western states indicated that average expenditures per party varied from $ 86

to $ 143 ( Colorado=$ 143. 57, Iowa=$ 104. 50, New Mexico=$ 103. 00, Montana=$ 86. 00). The Colorado ex-

penditure estimates were higher due to larger party sizes and older and more affluent audience attracted tobyways and scenic drives. ( Sem, 2000). Average expenditures per party in northern California Counties: DelNorte=$ 131. 00, Humboldt=$ I53. 75, Modoc=$ 94.92, Shasta=$ 130. 00, Siskiyou- Trinity=$ 125. 00. ( Sheffield,

1998). Cultural heritage travelers spend an average of$ 70. 80 per person per day ($ 177 per vehicle per day)Walker, 2005).



From the information above it can be estimated that the ambient level of tourist dollars passing through IllinoisValley on Highway 199 every year is about 40 million dollars. This is enough money to support more than a1. 000 family wage jobs (at$ 32, 000/ year).

In addition to the sustainable income traveling through Josephine County on Highway 199, there are othertravel sectors that represent additional income sources if attractions are made to be accommodating to the needsof these travelers. This includes motor coach tours, families traveling in RVs, and families traveling by privateairplane.

Motor Coaches

More than 774 million people use motor coach tours each year. A fully- loaded motor coach ( 46 passengers)contributes an average of$5, 000 to $ 11, 000 per day to the local economy, spending money on meals, lodging,shopping, admission fees, souvenirs, and local taxes. More tour operators are offering one- day sightseeing tours,independent packages, event packages, and learning packages such as wine tasting, family, agricultural, and vis-its to historic sites. ( Sources: American Bus Association, www.buses. org, and National Tour Association, www.ntaonline.com)

R V and Travel Trailers

Americans are traveling shorter distances and on week-ends with less planning. Camping and RVing are corn-

4patible with " last minute" decisions. In 2004, 7+ million

U. S. households owned an RV ( 1- in- 12). By 2010, thenumber is projected to be 8 million households. The

largest and fastest growing segment of RV buyers is age35- 54. ( Source: RV Industry Association. www.GoRVing.org)

Private Airplanes

Aviation tourism is a new, exciting concept that will help spur economic growth for Oregon airports and theircommunities. Seventy four percent ( 74%) of pilots take vacations outside their home city or region each year.

kw Twelve percent ( 12%) of pilots take six or more

w.< vacations a year Thirty five percent ( 35%) take

those vacations use general aviation aircraft.

Upon arriving at their destination, pilots wantrental cars, lodging, fuel and food as well asactivities for them and their families (Travel

14 4

Oregon. 2005).

The airport is an " off ramp" to the interstate ofthe skies, the National Airspace System (NAS).

a transportation system that is independent from

that represented by Highway 199.



Use _.. of General Aviation

The illustration provides informa- Percentage

lion on the percentage ofliving hours of aviation

that are usedfor various activitiesUse hUUrs. flown Description

by private airplane pilots. Travel,for Personal 35.6 Use of aircraft for

pleasure is the top use for private air- pleasure orpersonal '

craft. Business and corporate traveltransportation and not •

business purposes.

are listed separately but these cat-

r"—

egories can both contribute to tourist

spending ifpilots andpassengers stay

in lodging at their destination, eatmeals, andpurchase incidental items

such as gifts, magazines, and other

nonbusiness related items.Instructional 16.6 Flying under the

supervision of a flight

instructor.

Corporate 11. 4 Use of aircraft owned or

leased by a corporationor business and flown bya professional pilot.

it

Business 11. 3 Use of aircraft In

connection with the

pilots occupation or

private business. t

Aar taxi;

air tours 7.6 Carrying passengers orcargo for hire using smallaircraft; commercial

sightseeing.4 ti

eV" SIP

From: GAO, 2001. General Aviation Status ofthe Industry, Related Infrastructure, andSafety Issues. United States General Accounting Office( GAO), Report to Congressio-nal Requesters. Washington DC. Page. 11



About one hundred and sixty six ( 166) million people fly in private aircraft each year( Anonymous) and about35% of the hours spent flying by these private pilots and passengers are for personal use and travel ( GAO,2001) Over 240,000 aircraft are classed as general aviation aircraft. Nearly 182, 000 of these are piston aircraftand 147, 000 are personally owned for personal activity (Global Insight, Campbell- Hill. 2002). The Federal

Aviation Administration ( FAA) expects the general aviation aircraft fleet to increase at an average annual rate of

0. 9 percent during the period from 2002- 2015 ( GAO, 2001).

For example, 436. 000 tourists annually choose to visit Pennsylvania via private or corporate aircraft. Thesetourists spend over $28.4 million annually for hotels, food, retail, and other items ( GAO,2001). This represents

a daily expenditure of about $ 140/ person.

More than half of private pilots have a personal income of over$ 100, 000; more than 30% earn more than

150, 000, and over 10% more than $250, 000 annually. Only 5% earn under$ 50, 000. A survey conducted byFlyguides quantifies the main reason that these affluent people climb on board an airplane and found that 90%are flying for, " Personal or recreational reasons" ( Flyguides Pilot Travel, 2004).

The future of private aviation was summarized in the FAA Aerospace Forecast for 2009- 2025. In this report

they predicted that the number of general aviation hours flown is expected to increase by 1. 8 percent yearly overthe forecast period from 2009- 2025. Much of this reflects a projected increase in flying by business and cor-

Figure 1: Composition of General Aviation Mot, 1999

Single-engine piston, eb.fl%

Aircraft with this type of engine we driven bypropellers. Examples of uses include personal

and business* ying, tight instruction, andaerial application. 7.:J* C•

Multiengine piston, 16% CL- ' 1

Propeller aircraft with two engines. Examples tof uses include corporals and business flyingand pubic use.

Turboprop. 2.6%

Aircraft driven by both jet must andpropealers. Examples of uses include busnesa

41\

i and cotporak ftymg and ail lath

Tutbaist, 3.2%

Aircraft powered by a turlx>ja engine.Examples d uses include corporate Nfing andail Sari

Motorman, 347E y - - 0 ° d.

Aircraft whose lift k derived pnncrpaliy from °-' ...4"... 6.-•`',

rotors. such as heloopters. Examples of uses 1 '-.,-,,,-

include retinal observation. pubic use, end

medical evacuation

Experimental, OA%y

Aircraft that do not have a speohc make and f

model, inddng aircraft: butt by amateurs fora, %#"

recreational purposes. used for extibiran

purposes such as military surplus artralt, andinvoked in research and development.

ty gar

Other, a1% J j h,« , . "`!

Refers a other aircraft not lecluied In above

categories

Source: FAA and the General Aviation Manufacturers Association.



porate aircraft as well as a relatively small annual increase in the use of piston aircraft. Hours flown by turbineaircraft( including rotorcraft) are forecast to increase 3. 6 percent yearly over the forecast period, compared with0. 4 percent for piston-powered aircraft( FAA, 2008).

There have been recent drops in the number of private airplanes, some of which may be due to cost of fuel andother factors. Since its peak in the early 1980s, the number of active private and recreational pilots in the UnitedStates has been dwindling, falling more than 15 percent over the past decade to 213, 366, according to the Fed-eral Aviation Administration. And since 2000, registered piston- engine planes, usually the first a new pilot trains

in, have fallen 4 percent to 163, 135. Last

year, General Electric Co. said it was get-

11, ting out of the recreational- aircraft business,

selling off what' s left of its related businessesto TransDigm. And last week, Cessna owner

Textron Inc. said it may sell its small- aircraftbusiness in response to the recession' s heavytoll on demand ( Hinton, 2009).

Regardless of the recent recession- related

drop in private aircraft, this sector stillrepresents a significant number of passenger

Flying car Photo from the Cafe Foundation, CafeFoundation.coin. capacity that will grow slowly but remainstable over the foreseeable future. Projections

for the future of aviation have not considered

recent interest and development of" flying cars" and advances in battery powered aircraft. Battery powered air-craft are virtually silent compared to contemporary piston and turboprop aircraft and, may lead to a future whereairport noise will cease to be an issue to communities.

Tourism is one of the largest industries in the world, and one of the fastest growing. A failure of airport sponsorsto become involved in tourism represents a failure to capitalize on the opportunities it presents in job creation,

economic development, cultural interchange, and cultural heritage management and a failure to help steer ittoward a sustainable path ( Endresen, 1999).

Airport Contributions to the Economy

Many authors in the popular press have recited the hypothesis that airports matter to economic development, butfew have attempted to put the hypothesis to a systematic test. In light of the many claims that have been madeabout the importance of airports to business and industrial activity, there is only fragmentary documentation thatdemonstrate this might be true ( Green, 2002; Gerber, 2007).

While there is a strong correlation between air traffic and economic growth, it is not entirely clear if airportslead to economic development or economic development leads to airport traffic. The lack of information has

resulted in describing the economic contributions of airports in conceptual terms rather than to quantify thosecontributions with publicly available data ( Allen, etal, 2006). This pattern of thinking has been prevalentthroughout the history of planning for the Illinois Valley Airport, especially the assumption that an airport wasnecessary to attract industrial development. Highlights of this history are summarized below.



After the smokejumper base Table 2

closed in 1981, a group of local Problems cited by manufacturers in the most rural counties, 1996business owners formed the I1- Airport access was one of the top fire problems associated withlinois Valley Economic Develop-

business location

ment Committee ( IVEDCO) and Problem Major problem Minor problem

began efforts to obtain the IllinoisPercent

Valley Airport with the idea thatthis would become a hub for at- Quality of local labor 33 41

tracting industrial development Environmental regulations 25 35State and local taxes 22 41

to Illinois Valley. The Commit- Attractiveness of area to managers and professionals 18 36tee formed prior to the airport Access to airport facilities and services 13 38

ownership being transferred from Access to training courses 12 39

the Forest Service to Josephine Interstates and major highways 11 21

County ( 1986) and, during that Quality of primary and secondary schools 10 26

time, decision making for the air- Access

access 9 14

port' s future was done without an

Accessand

major customers 9 34p Water and sewer systems 9 25apparent public presence ( exam-

ple: IVN, July 11, 1985). In theAccess to material suppliers 8 36Cost of facilities and land 8 32

first year the group was formed, Local roads and bridges 7 27it was suggested that tourism be Local cost of labor 7 28

one of the economic developmentAccess to machinery and equipment suppliers 6 33

objectives for the airport( IVN Access to information about markets 5 31June 17, 1982). However, the Access to financial institutions 4 23

decision was made among IVED- Prevailing local management- labor relations 4 26Police and fire protection 2 16

CO members that they would Access to legal services 2 24

support only the single objectiveof industrial development for the Nate: Table shows data for manufacturing businesses in nonmetro counties with urban population

less than 10,000, not adjacent to a metro area.airport' s future. Source: ERS analysis of the 1996 Rural Manufacturing Survey, weighted for stratification.

When the airport was transferred From: Gale and Brown, 2000. How Important Is Airport Accessfor Rural Business? Rural

to Josephine County, several America, September 2000, Vol 15, No 3. Page 23

of the IVEDCO members were

selected for the Airport Board. The first 10- 15 years that Josephine County owned the Illinois Valley Airport, theformer IVEDCO members were influential in retaining their objectives and vision for industrial development atthe primary purpose of the airport.

Industrial development has made no advancement during the entire 22 years that Josephine County has ownedthe Illinois Valley Airport, A possible reason for this might be the lack of a feasibility study to understand thestrengths and weaknesses that this community has to attract industry, what type of industry is our most promis-ing target, and the role that the airport will play to attract and retain new business or industry development.

There appears to have been no effort to investigate the priorities that businesses and industries look for in a

community and whether or not an airport is really that important to them.

Factors that were important to attracting new business and industry were discussed in a publication by GordonSloagett and Mike D. Woods titled Critical Factors in Attracting New Business and Industry in Oklahoma. Someof the factors they emphasized included the following:



Utilities

The availability of adequate energy, water, and waste water treatment at a reasonable price is basic in attract-ing new industries. Water is the most widely used natural resource in industry. The main concerns are with thequantity and quality of the water supply. In recent years, strict federal and state standards relating to environ-mental consequences of water use and waste water disposal have had an effect on industrial water consider-

ations. The attractiveness of a community can be greatly enhanced by providing industry adequate water sup-plies and effective waste water treatment.

Water is going to be a significant impairment with industrial development at Illinois Valley Airport. This is anissue that has been known since 1996 when three test wells were drilled before the industrial park was built

on airport property. One of the wells was a" dry" well and the other two hit water: one at 4 gallons per minute;the other draws 5 gpm ( IVN, September 26, 1996; IVN, May 5, 1999). The continued problems with securingenough water for aviation and industrial development on airport property was discussed during an Airport Boardmeeting at Illinois Valley Airport in May of 2001. The Airport Manager said the county was shopping for ad-ditional water rights for the airport. Currently, the airport is allowed a total of 5, 000 gallons a day, which means

Recreation, clean water; and

scenic landscapes are amongthe strongest values this

community has for attract-ing business and industry toJosephine County.

the number of employees allowed on site at the airport and industrial park will be limited in relation to the avail-

ability of water( IVN, May 23, 2001). There had also been an attempt to obtain water rights to use water from

the Rough and Ready Mill water ditch ( IVN, November 4, 1998).

Personal and Intangible Factors

Several communities may remain in the running at the end of the plant location evaluation process. It is at thispoint that the personal and intangible attributes of communities under consideration come into prominence.

These attributes can be described best in terms of community leadership and attitudes, housing, schools, recre-ation, shopping, and overall community image. Most large companies are also concerned about their corporateimage, and they want to be a good corporate neighbor. Their impressions of a potential location can be greatlyenhanced if community leaders create an image of acceptance, cooperation, and fairness. This is a much easiertask if community leaders can exhibit a history of creating a favorable environment for existing industrialplants.



The modern decision- making framework tends to increase the influence of desirable characteristics of a com-munity' s location and place to live and work more than would be expected in the owner-manager framework ofthe past. Worker productivity is always affected by these personal factors and can lead to attracting quality laborand management to a particular geographic area. Management is aware of these factors when considering plantlocation.

Skilled Labor

The rapid growth of service and high- technology industries makes this sector attractive for both its viability andfuture stability. Perhaps the most important factor for attracting these enterprises deals with the potential workforce. Service and high- technology industries demand skilled and/ or trainable productive labor.

Recommendations

Establish a workgroup to assess community advantagesbefore continuing work on the ALP

Airport Plon

The history of development at Illinois Valley Airport has been Dim Tiger

chronically devoid of research and comprehensive assessment r„

to understand the advantages this community offers to busi- krSo 1611 f airport wowtarttspo1a se{ 1rmagq tram Dam Tier of

nesses, industries, and people who might want to move here. tat nockyd. kNAmy.This includes a noticeable lack of public involvement in the war 666111id w' IbK tS.

production of both the 1992 Illinois Valley Airport MasterPlanP Y rP The drub neparl a( ulc 1. V. Ahp,or,and the 2001 Airport Layout Plan. sum plain hoskm ciariAnc41 smog

ialaes ai! bend Ure Rod.rilaietilcishbcdood Aro imicm sad wti

The absence of public input and the lack of structured research tibo Oct smow

on the has resulted in the production of an aimless airport bdargyPawed

temintad 6c lowpatioe Coolydevelopment strategy that has resulted in a history of unstruc- cantaissionon Mospi* ibratiss

tured and failed business development ideas for the Illinois s iP pa fl ia.wiMa pot banM i d+a

Valley Airport. Throughout the history of planning for this air-port, there has been little to no effort to diagnose what advan- imoh tbiea°

r rd

trui666*w, jnr

tages this community offers to business development and what altrdfar exponion m

businesses would be most interested in moving here because ofirLV`Aspot

OOP"g dieitY, Ori1 sir roc-

these advantages. There has been no apparent effort on behalf s" ba' d' d1irsovde iov_

of airport managers to understand what contemporary business Whoa,

and industry look for in a community as they make their deci- far. A _,.

sions of where to locate their enterprise. 4‘-

4-444%.11;

fivr

It is pointless to continue with ALP planning if there is4`""` "'`" " `

no understanding of how the airport can be set up to sup- There was little to no effort to

port the economic development that best fits the strengthssolicit public input during theproduction ofthe Illinois Valley

of this community. The lack of community involvementAirport Master Plan. Letters to

in

airport planning and the absence of scoping studies for identi- the Editor Illinois Valley News,

fying the strengths and weaknesses of this area has resulted in November 2, 1992

the past 17 years being predictably unproductive. We cannot



afford to continue on this course. An ALP devel-

oped around existing planning documents thatwere produced by a handful of individuals withonly vague efforts to engage the community inplanning is a guarantee that the next 17 years aregoing to continue to be as economically stagnant

Never let grantas the last 17 years.

funds dictate your The ALP needs to be put on hold so a work groupcan be organized to research and identify thevision. Develop primary advantages this community has to attract

your plans and and retain business and industry development .

then go after theA legitimate ALP could not be produced until we

understand the comparative advantages of this

money and re- community, the potential industries that would

sources to execute profit from locating to this area, and determinehow we are going to attract them by assuring the

them, not the oth- airport is set up to meet their needs.

er way around. Once this report is completed and target indus-

tries and businesses have been identified it will

Bill Lutrick be possible to return to the development of theSenior project manager, Flori- Airport Layout Plan with the objective of assur-da Aviation Planning Division

ing airport can best serve the needs and growthPost etas, 2006)

of the target enterprises and residents.

A work group of local residents and professionalmediators need to be formed to engage the corn-

munity in scoping meetings, conduct researchand gather data. Among the tasks that this workgroup will need to achieve will be to identifythe characteristics of the community that makesit a place where someone would want to live

and work. Some of the factors that need to be considered were discussed on page 12 of this comment letter and

include intangible factors such as community facilities and services, cultural qualities of the community, thecooperative spirit of community leaders, recreational facilities, and quality of schools ( Sloagett and Wood).

The work group will need to identify and accurately describe the area labor force. This involves much morethan the physical existence of labor. The type of labor, its age and sex structure, and skill levels are all important

considerations that need to be analyzed and documented. A labor survey will provide much of the needed infor-mation. Ideally, the " labor image- to be created is one of an adequate supply of productive labor at a reasonablecost to industry ( Sloagett and Wood).

The workgroup also needs to assess building sites and itemize the availability of adequate energy, water, andwaste water treatment at a reasonable price. This is basic in attracting new industries. Water is the most widelyused natural resource in industry. The main concerns are with the quantity and quality of the water supply. Inrecent years, strict federal and state standards relating to environmental consequences of water use and wastewater disposal have had an effect on industrial water considerations. The attractiveness of a community can be



greatly enhanced by providing industry adequate water supplies and effective waste water treatment( Sloagettand Wood).

Several communities may remain in the running at the end of the plant location evaluation process. It is at thispoint that the personal and intangible attributes of communities under consideration come into prominence.

These attributes can be described best in terms of community leadership and attitudes. housing, schools, recre-ation, shopping, and overall community image. Most large companies are also concerned about their corporateimage, and they want to be a good corporate neighbor. Their impressions of a potential location can be greatlyenhanced if community leaders create an image of acceptance, cooperation, and fairness. This is a much easiertask if community leaders can exhibit a history of creating a favorable environment for existing industrial andbusiness enterprise ( Sloagett and Wood).

Travel and Hospitality Industry must be a prominent objective of the ALP

On page two of this comment letter, a list of natural and cultural resources within a 25 mile radius of Illinois

Valley Airport was provided to illustrate that one of the advantages this airport has over others is it' s proxim-ity to family oriented recreation andeducational activities. This fact has

been pointed out in several commu- 4;

nity planning documents that weredeveloped with public input. Theyinclude the Community Develop- ment Organization ( CDO), 2001; f- Ob.Egret Communications, 1999; Koski,

2004; Jaworski, 2003; Preister,

1999; Wetter, 1994 and others.

The airport is surrounded by a rich1*

environment natural and cultural fea-

tures and, within the airport property,contains two distinctive marketing itassets of national significance that

can be used to make Illinois Valley Airshow at Illinois Valley Airport. Looking north toward the tarmac. Illinois

Airport an attractive destination for Valley News, September 8, 1993.

individuals driving vehicles or fly-ing in airplanes. For this reason, the Illinois Valley Airport represents significant opportunities for the local andregional Travel and Hospitality Industry including the following:

Strengthens the community's marketability and ability to attract new travelers to the region.

Provides a way to extend the time visitors spend in southern Oregon.

Opens an avenue_for widening the peak travel season into the shoulder seasons.

Create new marketing andpublicity opportunities.

Illinois Valley Airport planning must consider management of both vehicle and airplane traffic to include park-ing for small vehicles, tour and school busses, recreational vehicles, shuttles, wheelchair accessibility, the flow



of foot traffic into and out of the site. and other similar concerns that meet visitor expectations for a safe visit to

an authentic cultural heritage site.

Vehicle Parking t, 3

f • 3

Adequate parking must be set aside in the plan to accommo-date a variety of vehicles that might visit the historic smoke- 9, I:

jumper base, stop to watch airplanes, and/ or attend special t

events such as air shows. t

The size of the parking area will need to be large enough toaccommodate summer vehicle traffic from the month of June

through August. During this time there are approximately4.000 vehicles on Highway 199 daily, and from my personalexperience working eleven years at Oregon Caves NationalMonument, most of these vehicles are on the road with their

passengers engaging in activities between 10: 00am and4: 00pm. Research predicts that about 15% of the travelingpublic is interested in cultural events and historic sites. Other

research indicate a large portion of the traveling public willstop at a site for 10- 20 minutes if there is something uniqueto see. If 15% of the ambient summer traffic stops at the site,

most of which will be between the hours of 10: 00- 4: 00, it

might be expected that about 100 vehicles per hour will stopfor a short visit to the site. If their visit is short ( 20 minutes)

then it may be adequate to have parking for only 30- 40 vehi-cles. However, if visitors stay longer to enjoy the self guidedtour of the base, museum, and visitor center, their stay maybe longer( 30- 40 minutes) and this will lead to congestion in

the parking area if it is not large enough. It is also importantto note that many of these travelers are in RVs or towing a travel trailer and will need pull- through parking sites.Parking for tour busses will also need to be considered.

There will be many opportunities for holding special events at the airport and this will require the availabilityof an overflow parking area. During the valley' s first airshow in September 1993, the Josephine County Sheriffestimated there were 4, 000 vehicles parked in and around the airport by people who came to see the event( IVN,Oct 6, 1993).

It is suggested that parking for the historic smokejumper base and special event overflow parking be located onthe east side of the runway near the smokejumper base. The image to the right shows the entrance to Smoke-jumper Way in the lower right and the tarmac in the upper left. One site that has been proposed for parking isbehind the two hangars immediately south of the historic base. The area could be made larger if the adjacentprivate property ( green) was acquired. This area might be adequate for handling a fair number of vehicles butthere probably isn' t going to be enough space to include a turnaround for busses and vehicles towing trailers.For this reason, an access port is included to allow vehicles to return to Smokejumper Way and then to Highway199. Note: There are features of historic significance in the yellow area that must be preserved as the parking lotis designed and constructed.



Management of ambient visitor traffic is a separate issue from the parking that will be needed for special events.The grass- covered grounds of the smokejumper base have been used for reunions, weddings, staff picnics, and

fund raising events as well as for fly- ins, air shows, and the Moon Tree Run. Considerations for overflow park-ing is a must for this ALP update.

Airplane ParkingIt is the opinion of many local residents that once the airport is set up to provide consistent services and aunique attraction there will be an increasing interest by weekend flyers. air clubs, and others to fly to IllinoisValley to spend an hour, a day or a weekend.

The most appropriate location for airplane will be on the east side of the runway near the restaurant, picnicarea, and historic smokejumper grounds. This is where the main features of the airfield are located and is where

people are going to want to park their planes.

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The left image shows an aerial view of Ashland Airport with airplane parking along the right side ofthe picture.The image has been cropped at about 200 feet from the runway center line, the same distance as SmokejumperWay is locatedfrom the center line of the Illinois Valley Airport. runway. The right image shows how the aircraftcould be parked in the space between the taxiway and smokejumper way.

The configuration of the airport and FAA clearance standards will make it very difficult to fit a parking area inon this side of the airfield but I think that if we follow a layout model like the one used at Ashland Airport, it

might be possible to fit one row of planes between the taxiway and Smokejumper Way. This is illustrated in the



aerial photo ofAshland Airport, which has been cropped at about 200 feet from the center of the runway (thesame distance as Smokejumper Way is from the runway). Parking for airplanes can be seen along the right sideof the picture on the left. The illustration on the right shows how planes could be parked at Illinois Valley Air-port. Pilots would pull up next to the parking site, turn off the engine, and push the plane into the parking site. Iunderstand this procedure is not uncommon for other airports in the region.

The parking strategy described above may be adequate for a few aircraft but will not suit the needs of aircraftparking if we have an airshow. Airshows are America' s second largest live spectator sport, with 26 million an-nual visitors (Anonymous) and it would be logical to include consideration in the ALP for how visiting aircraftare going to be accommodated. Events such as this will give our community new marketing and publicity op-portunities that will build a positive community image andattract visitor spending in local businesses. The best solu- I - ,

F ,

tion I can think of for handling larger numbers of airplanes too—., .:---- mot, 14would be to extend this parking strategy for the entirelength of the east side taxiway, which could provide up to 7043. d; . 4

a mile of aircraft parking. A walkway would need to beincluded to provide wheelchair access and visitor access if ,...

s„

some of the parked airplanes are part of an airshow display. a,_ tr r

Fuel and Fixed Base Operator( FBO) Services 1* P ,

if

The Illinois Valley Airport was given to Josephine County 1/4%444

by the Forest Service in 1986 and ever since that time. for more than 22 years, business owners and users of the

airport have repeatedly pointed out that one of the primaryr i '

limiting factors for business development and attracting C f.

visiting aircraft has been the lack of fuel.r;

Based on the history of airport development since the 0production of the Draft Airport Management Plan in 1992, f

there is little optimism that expansion into the west side

of the airport is going to happen anytime soon. Therefore, Seven acres ofairport land that would be suitable for

the best location for providing an immediate solution afuel station is shown in yellow near the north end of

for an aviation fuel station and FBO site would be in the the Illinois Valley Airport runway.

seven acre parcel of airport land on the northeast side of

the runway. This land connects to Highway 199 and has immediate access to telephone lines and power. At aminimum, a card operated fuel station could be set up with plenty of room for expansion of services or perhapsa secure parking area for long term aircraft parking ( eg; visitors spending a week hiking in one of our wilder-ness areas).

Change designation of this airport from B-II to B- I

The 2001 Illinois Valley Airport Layout Plan ( ALP) is often referenced by some advocates of airport develop-ment as the most current and authoritative document for economic development at the airport and justification

for retaining Illinois Valley Airport as a B- II category landing field. However, as is explained in the documenta-



tion below, the 2001 ALP had very little to do with airport planning and more to do with obtaining a grant fordevelopment of an Airport Industrial Park.

The 2001 ALP for Illinois Valley Airport appears to have been produced for the single objective of convincingthe FAA to sign documents that were needed to clear the way for spending a $ 500,000 rural development grantfrom the US Department of Agriculture on the development of an industrial park at Illinois Valley Airport. The

following provides a summary of how the 2001 ALP was produced, the role the FAA played in authorizingthe spending of the industrial park grant money, and a discussion about known factors that represented signifi-cant obstacles and blocks against the construction of the industrial park but were not mentioned to the FAA orUSDA.

A local nonprofit community group and Josephine County applied for and received a $ 500, 000 grantfrom the Department of Agriculture to develop an industrial park on airport property. In order to moveforward with spending the grant, these grant sponsors needed to obtain permission from the FAA toestablish this industrial park on airport property where it would serve non aviation related businesses.This authorization was needed because such use of airport property was against the conditions placedon the airport when it was transferred from the Forest Service to Jospehine County in 1986 under

authority of a " 516" transfer( IVN. March 5, 1997).

The FAA apparently required the organizers of the grant to demonstrate that releasing this airportproperty for non aviation use would not have any impact on future airport expansion over the next 50years ( IVN, September 1, 1999). In addition to this, the organizers of the industrial park project had

two years to spend the grant money and as the end of the two year period approached. the Departmentof Agriculture threatened to take the money back ( IVN, November 8, 2000). The main hangup for

getting the approval was the production of the ALP.

The first person to start work on the 2001 ALP was the engineer who had been hired to work on the

design of the proposed Airport Industrial Park. He started working on this in 1998 after the grant wasawarded. However, members of the Airport Board thought"... it was inappropriate to have a person

not skilled in aviation or airport design working on the airport layout plan." ( IVN, October 6, 1999).

It was suggested that a consultant with aviation design experience be hired to assist the engineer butthe airport liaison at that time, Commissioner Jim Brock said, " Hiring a consultant has the potentialto slow things down" ( IVN, 20 December, 2000). Input for the ALP by the general public was virtu-

ally absent ( IVN, February 4, 1998) and Airport Board members questioned the board' s ability toadequately review and approve the document. They wanted to contact the FAA and ask that it recom-mend a person qualified to assist with the layout plan. However, the importance of getting the grant

money out weighted the importance of public input as was evident in the response one of the Jose-phine County employees at the meeting who said The more time that passes increases the chance thatthe grant money for the industrial project wold be taken back" ( IVN, September 1. 1999).

What happened next was not well documented but the engineer appeared to be unable to produce

the ALP as the deadline for spending the grant approached. The sponsors of the grant had to movequickly so they hired a different engineer with aviation design experience in November of 2000 and,in less than a month,on the first of December 2000, this engineer had the ALP in its final draft ( IVN,December 20, 2000).



From the available history of airport planning, it appears that the 2001 ALP was produced to dem-onstrate to the FAA that the loss of airport property for the industrial park would not impact airportdevelopment and progress over the next 50 years. To achieve this, large tracts of land were included in

the plan that were not necessarily available for airport expansion and the feasability of the industrialpark was questionable because of the lack of water.

One of the most significant problems with the 2001 ALP was the inclusion of about 72 acres of BLM land on

the southwest side of the airport. Acquisition of this land had been suggested in the 1992 Illinois Valley AirportMaster Plan and it later came to light that BLM appeared not to have been notified this land would be includedas part of the airport plan until after the plan was produced ( IVN, August 19, 1992). For the next two years

1993- 1994), there were efforts to obtain this land for proposed airport expansion through land swaps, one ofthem involving a three- way swap between Rough & Ready Lumber, Josephine County, and the Bureau of LandManagement ( IVN, March 31, 1993). After 1994, newspaper articles said little to nothing about the land acqui-sition and it appeared that the proposal to obtain 72 acres of BLM land located along the west side of the airporthad been abandoned.

Considering the failure to acquire this land since 1992, it was surprising that the land was included in the 2001ALP, especially in light of two other factors, both of which were well known when the ALP was produced.

It has been known since 1985 that there were mining claims on the 72 acres of land the county had pro-posed to acquire for airport expansion ( IVN, August 29, 1985; IVN, May 29, 1996). These claims were still

active at the time the ALP was updated in 2001.

In 1994. the BLM designated this land as part of an Area of Critical Environmental Concern ( ACEC) ( IVN,

June 1, 1994; IVN, April 9, 1997; BLM, 1998). Josephine County airport managers have known since 1986that the rare plant Microseris howelli is growing on BLM land in the proposed expansion area and thatthis has always been an obstruction for airport expansion ( IVN, October 3, 1985; IVN, October 2, 1986).

Despite these two factors that made it very unlikely if not impossible for this land to acquired, the 72 acreswas still included in the 2001 ALP.

The 2001 ALP proposed expanding the airport into private lands along the north end of the runway, whichincluded a need to purchase land and relocate a paved, two- lane road ( Airport Drive). The purpose of the ex-

tension was to accommodate larger aircraft although the purpose for doing this was not clear( there was nodocumentation that an industry with large planes would be interested in setting up their enterprise in this com-munity).

Historically, it is important to note that the 1992 Airport Management Plan, which first listed this expansion ofthe airport runway to the north, was produced about the same time that the Northwest Forest Plan was enacted,

resulting in a dramatic reduction in logging. This included a reduction of logging on O& C Lands ( Oregon and

California Railroad). a checkerboard of BLM land extending from Portland to the California border. Proceedsfrom timber harvesting on O& C lands were shared with countys in the O& C belt, often bringing in as much as12 million annually to each county. Land purchases and construction of roads would have been a minor ex-penditure with this income being given to the county each year. However, by 2001, O& C funds had dwindleddramatically, leaving Josephine County with no viable source of funding to purchase private property and payfor the relocation and paving of Airport Drive. This shortage of funding was a well known fact when the ALPwas updated in 2001 and the expansion of the airport to the north must have been done with full knowledge that

purchase of the land and relocation of Airport Drive would be seriously impaired by a lack of funding throughthe sources used in the past; O& C Funds.



It has been long known that there is not sufficient water at the industrial park for domestic and structural firefighting needs. The lack of water at this site first became evident in 1996 when three test wells were drilledduring a feasibility study for the industrial park. One of the wells was a" dry" well and the other two hit water:one at 4 gallons per minute; the other draws 5 gpm with a total output between all three wells below ten gallons

a minute ( IVN, September 26, 1996; IVN, May 5, 1999). The continued problems with securing enough waterfor aviation and industrial development on airport property was discussed during an Airport Board meeting atIllinois Valley Airport in May of 2001. At this meeting the Airport Manager said the county was shopping foradditional water rights for the airport; " Currently, the airport is allowed a total of 5, 000 gallons a day, whichmeans the number of employees allowed on site at the airport and industrial park will be limited in relation to

the availability of water" ( IVN, May 23, 2001- Note: The deadline for spending the grant was January 1, 2001,but five months later, there still was no adequeate water to operate the industrial park). There had also been

an attempt in 1998 to obtain rights to use water from the Rough and Ready Mill water ditch that runs near theproposed industrial park site. In November, 1998. the Airport Board raised concerns because the site application

that had been submitted to the county for approval of the industrial park was misleading the Josephine CountyPlanning Department to believe these water right had already been secured ( IVN, November 4, 1998). Ironi-

cally, the lack of water places a constraint on the maximum number of people who could legitimately be work-ing at the airport industrial park and this was not mentioned in projections for how many jobs this project wouldcreate ( IVN, 20 January, 1999).

The documentation above demonstrates that the 2001 Illinois Valley Airport Layout Plan was produced toobtain money for the Airport Industrial Park rather than set a course for realistic aiport development that wouldsupport community economic development. The plan appeared to have been designed to cover a period of 50years, which may help explain the exaggerated size and scope of airport expansion in the 2001 ALP. The planwas produced without the grant sponsors mentioning there were serious issues working against the feasibilityof the Airport Industrial Park to include inadequate water supply, sensitive plants and mining claims in areasproposed for expansion, and serious lack of funds to purchase land necessary for the expansion. Most important,is the lack of public input during this process, which has resulted in a predicable outcome of an airport plan thatthe public doesn' t want.

There is no legitimate reason for this airport to be designated as a B- II airport and using the 2001 ALP to justifyretaining this designation is basing our future on nothing but a document that was produced for no purpose otherthan to obtain grant money. Placing the airport in a B- II category has resulted in virtually no progress in airportdevelopment for more than 20 years. This airport is best suited for designation as a B- I airport and the new ALP

needs to focus on configuring the airport around this category or we will have nothing to expect from the next20 years other than more of the same failures we have endured over the past 20 years.

Conclusion

The ALP being produced by WH Pacific is the first in the history of the Illinois Valley Airport that has startedthe planning process by openly solicited input from the public rather than developing the plan and then ask-ing for public input after funding for refinement of the plan has been exhausted. Past plans for this airportwere closely controlled by small committees with little to no public input and the outcome of this has resultedin airport planning that is predictably out of step with the needs and strengths of this community. The CountyCommissioners have an opportunity to orient planning in a ne direction that makes the Illinois Valley Airportrelevant to the economic future of the local community and open the door for entrepreneurial enterprise to capi-talize on the influx of travel by private pilots and their passengers into this region.



There are some people in the community who belive the needs and objectives of of the Travel and HospitalityIndustry are not compatible with the needs of industries and businesses that may someday want to use the air-field. This a poorly informed sentiment and a good example of how wrong they are can be found at Ashland Air-port, a B- 1 airport that serves chartered flights, UPS/ FedEx freight, aviation related businesses ( Sky Research),private airplanes of various sizes, and business aircraft such as small corporate jets.

We do not need to be a B- II airport to succeed and, indeed, the attempts to make this airport a B- II airport has

resulted in more than 20 years of failed development. With 16. 5% unemployment in Josephine County, we can-not continue to go in this direction. The Illinois Valley Airport needs to be a B- I airport so we can get on withthe business of using this airport to attract tourist travel, business development, and other activities that willbring income to our community and create jobs.

Airport development will go no where until there is a solid understanding about the strengths and weaknesses ofthis community and what type of business and industry we can realistically attract. Without knowing this, thereis no realistic way to project what role the airport will play in supporting our strengths and weaknesses and air-port development will continue to be an aimless shot in the dark.

To this date, the only referenced documentation for how this airport can contribute to the economy of the localcommunity has been the information provided in this letter about the Travel and Hospitality Industry. I havenever seen a similar treatise that provides documentation on how this airport can be used to attract business and

industrial development in our region, what amount of money might be generated, and the stability of these busi-nesses and industries over the lifetime of an employee. Everything that has been said about the relationship ofthis airport to industrial development has been based on cogitation, opinion, and speculation. This is no way tomake achievable and relevant plans for our economic future.

The Travel and Hospitality Industry represents the most relevant option for making the airport a partner in thecommunity' s economic future. In the meantime,efforts should be invested in obtaining documentation andprojections for the types of industries and business that would realistically want to move to this region ( fits theircorporate image, provides a satisfying environment for employees, etc), and adjust airport planning accordingly.

Until other information can be obtained, the Travel and Hospitality Industry offers the most salient and docu-mentable foothold for design objectives in the Illinois Valley Airport Layout Plan.

References

Anonymous, . GA- Is Working for America, http:// www.gaservingamerica. org/how_work/work_cedar.ht

Bartlet, Gary and others, 2000(?). Scenic Illinois River Concept Development Plan, USFS Rogue and Siskiyou

National Forest, Grants Pass, Oregon.

BLM, 1998. Rough and Ready Area of Critical Environmental Concern. Draft Management Plan and Environ-mental Assessment. US Department of Interior, Bureau of Land Management( BLM), Medford District, Grants

Pass Resource Area.

Burnett, John and Heather Bender-Baker, 2001. Assessing the Travel- Related Behaviors of the Mobility- DiabledConsumer. Journal of Travel Research, August 2001; 40: 4- 11.

California County Travel Report, 1997. Selected Northern California Leisure Traveler Profiles. California Divi-sion of Tourism. California Trace and Commerce Agency, Sacramento, California CalTour website - http:// goca-

lif.gov



Community Development Organization ( CDO), 2001. Strategic Plan Update. Illinois Valley Community Devel-opment Organization, Non-profit 501 c3, Cave Junction, Oregon

Cook SD, E Stewart, and K Repass, 1992. Discover America: Tourism and the Environment. Washington, DC;

Travel Industry Association of America.

Cordell, Ken and Barbara McDonald. 1997. Emerging Markets for Outdoor Recreation in the United States.USDA Forest Service. http:// srs. fs.usda.gov/ trends/ sgmachl. pdf

Egret Communications, 1999. Actions Plan for Sustainable Nature and Culture Tourism in the Illinois River

Valley. Community Response Team. Cave Junction, Oregon.

Endresen, Kris, 1999. Sustainable Tourism and Cultural Heritage; A Review of Development Assistance and Its

Potential to Promote Sustainability. NWHO

FAA, 2008. FAA Aerospace Forecast Fiscal Years 2009- 2025. U. S. Department of Transportation Federal Avia-

tion Administration Aviation Policy and Plans, Washington DC

Flyguides Pilot Travel, 2004. Survey on the Wealth & Travel Habits Of America' s 600.000 General Aviation

Pilots. http:// flyguides.com/ survey/

Gale, Fred and Dennis Brown, 2000. How Important Is Airport Access for Rural Businesses? Rural America,Vol. 15, No. 3/ September 2000

GAMA, 2006. General Aviation Statistical Databook. General Aviation Manufacturers Association ( GAMA),

Washington DC, [email protected]

GAO, 2001. General Aviation Status of the Industry, Related Infrastructure, and Safety Issues. United StatesGeneral Accounting Office (GAO), Report to Congressional Requesters. Washington DC

Gerber, Rudolf, 2007. Discussion paper on General Aviation in the EC. International Council ofAircraft Owner

and Pilot Associations, Frederick, MD

Goldman, George, Anthony Nakazawa and David Taylor, 1994. Cost-Benefit Analysis of Local Tourism Devel-opment, WREP- 00147. http:// www.uaf.edu/ces/ publications/ freepubs/ WREP- 147. html

Green, Richard K. 2002. Airports and Economic Development. Department of Real Estate and Urban Land Eco-

nomics School of Business University of Wisconsin, Madison, Wisconsin

Harvey, Bob and Diane Kelsay, 1999. Action Plan for Sustainable Nature and Culture Tourism in the IllinoisRiver Valley. Egret Communications, Port Orford. Oregon.

Helton, David, 2003. Market Analysis and Development Strategy for Siskiyou Field Institute, ECONorthwest,Eugene, Oregon.

Hillard. Vicki, 2000. Resource Team Report for Cave Junction, Oregon. Oregon Downtown Development As-

sociation. Salem, Oregon.

Hinton, Christopher, 2009. Economy - Rural airports, flight schools and small businesses may take the biggesthit. Oregon Business News, OregonLive.com, The Oregonian, Portland, Oregon.

IVN, June 17 1982. IVEDC: Industry or tourism. Illinois Valley News, Cave Junction, Oregon.

IVN, June 24, 1982. Smokejumper drag strip. Illinois Valley News, Cave Junction, Oregon.

IVN, July 11, 1985. IVEDCO to develop plan for base. Illinois Valley News, Cave Junction, Oregon.

IVN, Octboer 3, 1985. IVEDCO gets positive progress report on airport. Illinois Valley News, Cave Junction,Oregon.



IVN, August 29. 1985. Jumper base industrial park may become a reality. Illinois Valley News, Cave Jun ction,Oregon.

IVN, August 19, 1992. Brouhaha with BLM at airport. Illinois Valley News, Cave Junction, Oregon. Tony Bet-chik.

IVN, March 31. 1993. Land swap for airport looks good. Illinois Valley News, Cave Junction, Oregon. TonyBetchik.

IVN, October 6, 1993. Measure 17- 1 bad news - airport board told. Illinois Valley News, Cave Junction, Or-egon. Maryanne Parsons.

IVN, June 1, 1994. Airport body cites eroneous information. Illinois Valley News, Cave Junction, Oregon.

IVN, May 29, 1996. Mining claims at airport hold up development pending resolution, Illinois Valley News.Cave Junction, Oregon. Mary Wertz.

IVN, September 26, 1996. Airport hangar/home project taking flight. Mary Wertz, Illinois Valley News, CaveJunction, Oregon,

IVN, November 4, 1998. Industrial park status outlined for directors of Illinois Valley Airport. Illinois ValleyNews, Cave Junction, Oregon. Sherry Hopper-Prebble

IVN, January 20, 1999. Infrastructure, develoipment plan pondered for IV Airport. Illinois Valley News, CaveJunction, Oregon. Sharon Silva.

IVN, May 5, 1999. Phase I of airport industrial park due to be done in fall. Illinois Valley News, Cave Juntion,Oregon. Sherri Hopper-Prebble.

IVN. September 1. 1999. IV Airport Board acts to ensure grant of$ 500,000 for industrial park will remain. Il-

linois Valley News. Cave Junction Oregon. Sherry Hopper-Prebble.

IVN, November 8, 2000. IV airport project on target', re: grant rules. Illinois Valley News, Cave Junction,Oregon. Pam Cooper.

IVN, December 20, 2000. Industrial park development at IV Airport maintains progress with final paperwork.

Illinois Valley News, Cave Junction, Oregon. Sherri Hopper.

IVN, May 23, 2001. Airport board reviews many developments. Sherry Hopper, Illinois Valley News, CaveJunction, Oregon.

Kane, Sharon P, 2003. Assessing the Economic Impact ofAthens- Ben Epps Airport Business Outreach Services,Small Business Development Center, Applied Research Division, University of Georgia, Athens, Georgia

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Committee on the Arts and the Humanities

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Jaworski, Kathi, 2003. Illinois River Valley Action Plan for Sustainable Tourism, 2003. Rural DevelopmentInitiatives. Inc. Eugene, Oregon.



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EXHIBIT IGILLINOIS VALLEY AIRPORT ENVIRONMENTAL DESIGNATIONS

This Errata sheet dated 9/ 29/ 11, supersedes sections of the Illinois ALP where noted, and onlywith these Errata sheet corrections, is the ALP for Illinois Valley complete and valid for futureplanning."

1. Page 1- 5 Other Buildings. Replace" decommissioned" with historic smokejumper base.2. Page 1- 12 Controversy. Replace noise complaints" stopped" with declined.3. Page 1- 14 Table 1C. These are the 2007 rates and are no longer current.4. Page 2- 4, Second sentence, last paragraph. Delete: ' The Airport' s service area does overlap with

the Grants Pass Airport's service area to the northwest"5. Page 2- 9 Table 2G " Preferred Based Aircraft Fleet Mix Forecast" Data is incorrect. Please note that

since 2011, a total of 22 aircraft are now based at IV Airport. Of this total all are single engine land,with the exception of four ultra lights. These data bases should be increased from this current base forfuture projections.

6. Page 3- 10 ' Hangars' section, second paragraph, first sentence; data on number of airplanes based at IVis incorrect. Please note that since 2011, a total of 22 aircraft are now based at IV Airport. Of this total

all are single engine land, with the exception of four ultra lights. These data bases should be increasedfrom this current base for future projections.

7. Page 3- 11 ' Table 3C " Landside Facility Needs" Data is incorrect. Please note that since 2011, a total of22 aircraft are now based at IV Airport. Of this total all are single engine land, with the exception

of four ultra lights. These data bases should be increased from this current base for future projections.8. Page 4- 5 Second paragraph, last sentence. Replace" Alternative 2" with Both Alternatives 1 and 2.9. Page 4- 6 Table 4A. There is no information included to compare No- Build + Alternatives 1 & 2 with

Preferred Alternatives.

10. Page 4- 8 Fifth paragraph. As noted elsewhere, no tree removal would be needed.11. Chap. 5 Sht. 2: ALP Location of Fueling Station is actually NW from Bldg. 16 ( Smokejumper Warehouse).12. Chapter 5, the approved " Airport Layout Plan" Sheet 2, Sheet 5, and Sheet Six. Needs to be corrected

to show Smoke Jumper Way remaining; the North half of the parking lot is to become the Museum' sParachute Jump Training Area / Historical Tower, and the access road from the North end of the ParkingLot does not need to be installed. Only the South half of the parking lot depicted on these maps is tobe developed as a Parking Lot coming off the entrance of Smoke Jumper Way. In addition, no trees onthe Historic East side are to be cut. Please note that unaccepted Alternative Plans have considered

these items which are rejected by the IV Airport Advisory Board, and BCC for inclusion in future planning.13. Page 6- 2 NW partial taxiway ( Phase 1) is planned for 201314. Page 6- 2 Phase II (2016- 2020) plans for construction of additional hangars.15. Page 6- 4 Table 6A. NW partial taxiway ( Phase 1) is planned for 2013

End of Errata Sheet inputs.


Illinois Valley Airport Advisory Board

Reviewed by IMOLar waves, A' . ort Manager, Josephine County





Terri Wharton

From: Larry GravesSent: Monday, November 07, 2011 12:23 PMTo: Terri Wharton; Linda McElmurryCc: Roger Brandt

Subject: BCC Admin Meeting Agenda Item for this ThursdayAttachments: Smokejumper Heritage Tree draft letter of support.docx; Heritage Tree Nomination -

Siskiyou Smokejumper Tree - 1. pdf

I would like to add a brief presentation to the BCC regular Administrative Meeting Agenda for this Thursday.

Roger Brandt of the Illinois Valley Airport Smokejumper Museum has asked that the BCC support and approve of thenomination of a significant tree located at the Smokejumper Museum complex as part of the Oregon Heritage Tree

program. This is a tall Jeffery Pine located at the entrance to the Museum Complex, is over 150 years old, and is knownas " The Smokejumper Tree."

Please see the attached Nomination Form for the Oregon Heritage Tree Program. We are seeking a letter of supportfrom the County Commissioners to send along with this nomination form to the OHTP administrators (sample/ draft alsoattached).

Sincerely,

Larry Graves

Manager, Josephine County Airports1441 Brookside Blvd


541- 955-4535 Office

541- 660-2169 Cell

541-479-8894 Fax

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J4F1-Josephine County Board of Commissioners

Sandi Cassanelli, Chair Simon G. Hare, rice Chair Don Reedy, Commissioner

November 10, 2011

Oregon Heritage Tree Program

1500 Liberty St SE, Ste. 150Salem, OR 97302

RE: Support for Smokejumper Heritage Tree nomination

Dear Committee,

We have reviewed the proposed nomination for the Smokejumper Heritage Tree at

Illinois Valley Airport and want to extend our support for adding this tree to theOregon Heritage Tree program. As you can see from the nomination, this tree has

been a part of the Siskiyou Smokejumper Base history reaching back to its earliestdays when this site became Oregon' s first aerial firefighter base. The tree

represents an important aspect of Oregon' s rich history and deserves seriousconsideration for your Heritage Tree program.

Board of County Commissioners


Simon G. Hare, Vice Chair Don Reedy, Commissioner

COURTHOUSE

500 N. W. Sixth Street, Dept. 6, Grants Pass, Oregon 97526 Phone: ( 541) 474- 5221 Fax: ( 541) 474- 5105

Josephine County is an Equal Opportunity Employer and complies with Section 504 of the Rehabilitation Act of 1973."

r°'lG°" 1 OREGON HERITAGE TREE PROGRAM

i NOMINATION FORMilla

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NAME OF TREE r i,,. _ 1Type of tree: Jeffrey Pine Pinus Jeffreyi

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Name: Smokejumper Treev

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LOCATION OF THE TREE 4 E )"; 9 s t

C" CaveJosephine County N

Historic Siskiyou Smokejumper Base, r + 1 , i,.

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i .,,,, ' Junc ion A..-Illinois Valley Airport, 4. 5 miles southofrCave Junction, Oregon. t

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Detail mapThe perimeter of the historic Siskiyou Smokejumper Base is marked with a dotted line with the runway seen

near the top of the photo and Highway 199 out of sight along the bottom edge.w

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OWNERSHIP

The tree is located on land owned and managed by Josephine County.

PUBLIC ACCESS

The tree is situated adjacent to Smokejumper Way, the primary access road for Illinois Valley Airport. The site islocated adjacent to the airport tarmac, which makes the site accessable to pilots and owners of general aviation

aircraft.

Approximately one million travelers pass this site annually on Highway 199. This is the main travel route fromthe redwood coast of California to Interstate 5 where they might continue to Crater Lake National Park.

Wheelchair accessibility at this site is fair and considerable effort has been invested in improving accessibility.A wheelchair accessible, self-guided tour was recently completed in June 2011 as part of this effort. The self-guided tour route passes the Smokejumper Heritage Tree and a concrete pad would be installed to make the

OTE plaque wheelchair accessible if this tree is selected to be included in the program.

PHYSICAL DESCRIPTION

Age: Approximately 150 years

Date planted ( if known): This was part of the natural landscape that was retained as a landscape tree when

the smokejumper base was constructed.

Circumference: Approximately six feet at breast height

Height: Approximately 50 feet

Crown spread: Approximately 30 feet diameter

Health and condition: Very good health

HISTORY AND SIGNIFICANCE OF THE TREE

The Smokejumper Tree meets three of the four nomination criteria.

ASSOCIATED WITH EVENTS CONTRIBUTING TO OREGON HISTORY: World War II incendiary attacks

The tree is located on the grounds of Oregon' s first Aerial Firefighter

Base, which was also one of the first four bases established when the

smokejumping program began in the early 1940s. The base was establishedabout 20 miles from the site where a Japanese airplane dropped an

incendiary bomb near Brookings, Oregon in September 1942 ( see OTE

1V.Bombing Tree Site). Forest fires require significant manpower and

equipment to control and the realization that Japan intended to wage war

on American soil by starting fires may have been one of the contributingfactors for establishing a base at this location. Concerns heightened with f, j`the balloon bomb attacks from 1944- 1946 ( see OTE Mitchell MonumentShrapnel Tree).

1

The Cold War raised a new wave of concerns about nuclear attacks on

American soil. This was the era of air raid drills and backyard fallout

shelters. The Siskiyou Smokejumper Base was upgraded with construction

of new buildings and increased crew size. Many trees were removed but theSmokejumper Tree was spared.

The Aerial Firefighter Program, later to be known as smokejumping.involved the use of aircraft to carry firefighters into remote regions where Siskiyou Smokejumper Base, 1948.

they used parachutes to access wilderness fires that were most often started Photo by Al Boucher

Page 2 Smokejumper Tree - Siskiyou Smokejumper Base, Cave Junction, Oregon


by lightning. In this way a small crew of 2- 4 individuals could put out a fire while it was small and easy tocontrol. This prevented fires from growing into a size that required hundreds of firefighters, tons of equipment.and tens of thousand of dollars to control. It was an extremely low cost fire control strategy.

The Siskiyou Smokejumper Base is now the only one of the original four bases that is still standing in itsoriginal location with its original buildings to include the oldest smokejumper parachute loft in the nation. This

is a nationally significant historic site.

ASSOCIATED WITH A GROUP OF HISTORIC SIGNIFICANCE: Conscientious objectors

When the Siskiyou Smokejumper

Base was first established, the

majority of" able- bodied" menwere over seas fighting the war.The only individuals available 4who could step up to the rigorousphysical demands of fire fighting i

were conscientious objectors, most

of which were Mennonites. The

largest number of these were farm 1

boys and many of them had never • Ibeen in an airplane prior to being t ---

i

accepted into the smokejumper

program. Food and basic needs for -

shelter and sanitation were provided The Siskiyou Smokejumper program began in 1943 during World War Twofor them but if they wanted when most " able bodied.' men were in overseas battlefields. The only workforce

spending money they had to do odd capable of the rigors offrrefighting were conscientious objectors, mostlyjobs in the community. When the Menonites, and these individuals are the ones who started Oregon' s fast

war ended, smokejumper jobs were smokejumper program. Photo: Photographer unknown, circa 1943.given to returning veterans, most ofwhich were airborne paratroopers.

The Siskiyou Smokejumper Base also has connections to individuals who were important in history. StuartRoosa, the astronaut who carried tree seeds to the moon on Apollo 14, worked here in the early 1950s ( seeOTE Moon Tree). Danny On was the first Asian American smokejumper who began at this base in 1946.Allen " Mouse" Owen is the smallest smokejumper in history and started at this base in the early 1960s. WillieUnsoeld, a famous mountain climber, also worked a season at this base before climbing Mt Everest.

REPRESENTS A UNIQUE ENTITY IN A COMMUNITY: The " Gobi Desert"

The Siskiyou Smokejumper Base is located on the Rough & Ready Creek alluvial fan, a geologic feature that isunique in the state of Oregon and likely the United States.

The Rough & Ready Creek alluvial fan is unusual because the watershed that feeds it is contained entirelywithin one of the largest mantle rock* outcrops in the united States. For this reason, the alluvial fan is composed

Mantle rock( peridiotite1 was uplifted in this region along with a large slab ofocean crust around 150 million years ago. Asthese rocks were uplifted, water made its way down cracks and hydrated the mantle rock under high temperatures and pressure.Hydrated mantle rock is called serpentine and you will often hear many people refer to the mantle rock outcrops of this region as the

serpentine region'', even though serpentine rock is not necessarily the prevalent rock to be found in this area. However; this term hasbecome the vernacular and is used in this nomination to align with the language of other literature. The most important thing to keepin mind is the chemical makeup ofperidiotite and its serpentinized variants is essentially identical.



almost entirely of this type of rock, which is very low in essential plant nutrientsand contains relatively high concentrations of heavy metals such as chrome andnickel.

Artificial arid conditions are created by the deep deposits of rock and gravel. m,,, v i4 A

which are ineffective at holding water from annual winter rain storms. About 60inches of rain falls in this region annually. FThe combination of artificial arid conditions and poor nutrients are what creater••r••• r•:*+'`'''''` e

the desert- like conditions that prompted smokejumpers to give the base and its r

surrounding landscape the nickname of" Gobi Desert"". The book cover ( right) isri

from one of three publications documenting memoirs of Siskiyou SmokejumperBase crew members and helps to illustrate the importance of the base' s " Gobi""

nickname to the culture of this base. The term " Gobi- has been adopted by many

local residents who grew up in the valley or have lived here for an extendedtime.

The connection of the " Gobi"" to Jeffrey pine ecology is relevant to thisnomination because it highlights the tree' s tolerance to both arid conditions and

the nutrient poor soils created by mantle rock.

SPECIES SIGNIFICANCE - Jeffrey pine

In Oregon, Jeffrey pine is found only in the state' s southwest corner. It is tolerant of arid conditions, nutrientdeficient soils, and high concentrations of chrome and nickel-- conditions that define the serpentine alluvialdeposits of the Rough & Ready Creek alluvial fan. Jeffrey pine is commonly the dominant tree in serpentinesoils. At this time, there is no Jeffrey pine in the Heritage Tree program.

INTERESTING SIDE NOTES

This the site also has a significant connection to another Oregon Heritage Tree, the Apollo 14 Moon Treethat grows on the capital grounds in Salem. The moon tree seeds were taken on their lunar voyage by asmokejumper who worked at the Siskiyou Smokejumper Base prior to becoming an astronaut. The SiskiyouSmokejumper Base is the place where the moon tree story begins. The Jeffrey pine woodland within view of thebase may have been partly responsible for inspiring Stuart Roosa to carry the seeds to the moon and give theworld a lasting living legacy of America' s accomplishments in aerospace history.

The Smokejumper Heritage Tree may be the only tree in Oregon that will be located on an airport where pilotsand private plane owners from all over the nation can walk from their planes to enjoy.

The Smokejumper Heritage Tree is located at a site with unimpaired visibility to the north and south thanks to runway

clearance standards. This offers an opportunity to use the tree as a point where the public can learn about the nation' slargest mantle rock outcrops (all the mountains seen on the horizon) and the Rough & Ready Creek alluvial_fan.



AN AERIAL VIEW OF THE TREE' S HISTORY

The following three photos show the changes in the landscape as the base was developed.

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The airport was constructed in 1940 and the photo above shows the area inhere the smokejumper base would beconstructed. Note there is a significant number of trees in this area. A pair ofaccess roads near Elwood Lane go to thetarmac very near to the location of the proposed heritage tree. Photo: Unknown photographer, circa 1940.

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B 1959, about 20 years later; many of the trees and vegetation in the base have been removed for the construction ofbuildings and training area. Trees on the other side of the runway( left) appear to have remained undisturbed. An arrowpoints to the proposed Smokejumper Heritage Tree. Photo: Al Boucher; 1959

Page 5 Smokejumper- Tree- Siskii•ou Smokejumper Base, Cave Junction, Oregon


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In the early 1970s additional native pine trees have been removedfrom the grounds of the base. The trees marked by " 1"are on private land outside ofairport property. The trees marked by " 2" were removed in the 1980s and the trees markedby " 3" were removed in 2006. The proposed Smokejumper Heritage Tree is pointed out with an arroww'. It eventuallybecame the only tree from the original forest left standing in the main operation area of the base. Photo: Doug Beck,circa 1970

WHY WAS THE TREE RETAINED?

There is no documentation to explain why this tree was not removed along with other trees over the course ofthe base' s history.

One possibility might be the tree was retained for shade or as a landscape feature.

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The proposed Smokejumper Heritage Tree was located near the entrance to the mess hall, which was installed around1948. The bath house and barracks ( visible on far right) can he seen in the background. This photo was taken around1954 when the new mess hall was constructed( visible on far left). Photo: Jim Allen, Base Commander

Page 6 Smokejumper Tree- Siskirou Smokejumper Base, Cave Junction, Oregon


Why was tree retained( continued)) tf,-... . ;,;- ;`.. ' •-

PA ?..A telephone insulator near the top of the tree

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circled in photo right) indicates the tree was

used as a telephone pole in the earliest years ° :- ., ,,. 47 ti`

Vileof the base. A telephone was set up at theI....

r ' airfield when smokejumper operations begain

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ate 4in 1943 ( Heintzelman, 1943) and it is likelythe line was installed directly from the Forest .Service office in Cave Junction, Phone service , i4!' ' I

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1fin the valley was still limited at that time. It 1

r. Eis understandable that the phone lines were w 1 ' [

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Ta ;•., ` fitstrung from tree to tree rather than diggingholes to install telephone lines because Y ' I

digging in the rocky soil of the alluvial fan ifa

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can be extremely difficult. Crews from Camp V` t'

Oregon Caves ( see OTE Camp Oregon Caves " . 4+'

Tree) were noted as installing phone lines indifferent parts of the valley around this same , '. '

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time ( Illinois Valley News, 1940) and may '' - i r I.fit, '

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is,have helped with the installation of this line. R r. '

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Smokejumper base mess hall circa 1952 looking northeast with parachute loft on right and proposed SmokejumperHeritage Tree pointed out With an arrow. There appear to he powerlines coming in_f-om the right (A), the direction of

Highway 199, and another power wire goes in the direction of the barracks. There is no visible wire coming from theheritage tree and it is assumed that by the time this photo was taken, the wire in the tree had been replaced by the wiresvisible in this image. Photo: USFS archives, circa 1952



FORMAL RECOGNITION OF THE TREE

The significance of the historic smokejumper base was unrecognized until 2004. At this time, efforts began to

get the facility listed on the Register of National Historic Sites and while working on the nomination, manyhistoric photos of the base were obtained. It was from these historic photos that the tree was recognized and

used as a landmark to identify the location of historic buildings from the earliest part of the base' s history. Therehas been no previous effort to call attention to the proposed Smokejumper Heritage Tree.

SUPPORTING DOCUMENTATION

Borgias, Darren and Barbara Ullian, 1994. Rough & Ready Creek. Kalmiopsis, Vol. 4: 1994. Native PlantSociety of Oregon

Brandt, Roger, 2011. Interview with Al Boucher, base cook in 1947 and smokejumper into the late 1950s.Discussed phone system at base in late 40s.

Brandt, Roger, 2005. Nomination to place Siskiyou Smokejumper Base on the National Register of HistoricPlaces. http:// www.highway 199. org/unique-places/ siskiyousmokejumper-base- museum/ resources/

Burns, R. M.; B. H. Honkala, 1990. " Pinus Jeffreyi". Silvics of North America. U. S. Department of Agriculture.

Agriculture Handbook 654. http:// www.na. fs. fed.us/pubs/ silvics_manualNolume_ I/ pinus/jeffreyi.htm.

Heintzelman, Jack, 1943. Annual Report Smokejumper Project, Region 6. Siskiyou National Forest, CaveJunction, Oregon

Illinois Valley News, 1940. Southern lads accustom selves to CCC Life in the west, Illinois Valley News, May9, 1940, Pg 3.

Photographs: US Forest Service archives and private collections of former smokejumper crew members toinclude: Al Boucher, Jim Allen, Doug Beck, Gary Buck

TREE OWNERSHIP & PROTECTION STATUS

Josephine County is the present owner of the property where the tree is located.

OWNER SUPPORT

Support letter attached

CURRENT PROTECTION MEASURES

Please check the current protection measures in place at time of nomination.

Easements

There are no known or foreseeable public easement issues that threaten the tree.

Conservation

This is a recreational site. There is no expectation that the tree will require any special conservation mea-

sures.

NOMINATION PREPARED BY:

Roger Brandt, SecretarySiskiyou Smokejumper Base Museum

PO 2350, Cave Junction, OR 97523

541 592- 4316

[email protected]

Date Submitted: November 2, 2011



RECENT PHOTOS OF THE SMOKEJUMPER TREE

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This recent photo of the proposed Smokejumper Heritage Tree was taken near the front door of the visitor center. The selfguided, wheelchair accessible loop route can be seen going to the white- colored parachute loft in the distant right. Themain part of the museum will be in the parachute loft. The airport tarmac can be seen behind the sign near the center ofthe photo. This tree may be unique in the Heritage Tree Program because it will be accessible by both drivers on Highway199 and pilots visiting from major metropolitan areas ofthe western states.

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Photo above left looks northeast taken from Smokejumper Way with the historic parking area seen in the foreground andvisitor center( historic mess hall) in the right background. The arrow points out the proposed Smokejumper HeritageTree. The image on the right shows the tree from a different angle looking almost due east with the visitor center in thebackground.



PHOTOS FOR IDENTIFICATION

Jeffrey Pine, Pinus jeffieyi, Grey. & Balf. 30- 80 ft ( 10- 25 m) in height; thick, straight trunk; crown spreadingbut symmetrical, branches widely spaced, thickening with age; bark thick, reddish brown (darker thanPonderosa Pine), deep furrows with typically narrow plates, inner surface pink to brown, vanilla odor; threeneedles per fascicle, blue- green, 4. 5- 7 in ( 12- 18 cm) long, visible rows of stomates; male catkins 1 in ( 2- 3 cm)long; female cones subterminal. 4. 5- 6 in ( 12- 15 cm) in length, inturned prickles on needle scales, young conespurple. turning russet brown when ripe, long oval; seeds 3- 4. 5 in ( 8- 12 cm) long, with wings 1 in ( 2- 3 cm) inlength. Hall, Clarence A., 1991. Natural history of the White- Invo Range, University ofCalifornia Press, Los Angeles. pg97. http://publishing.cdlib. org/ ucpressebooks/ view?docId ft3t1nb2pn& chunk. id= d0e7991& toc.depth= 1& brand= eschol

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Page 10 Smokejumper Tree- Siski}'ou Smokejumper Base, Cave Junction, Oregon

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BEFORE THE BOARD OF COUNTY COMMISSIONERS FOR JOSEPHINE COUNTY

STATE OF OREGON

In the Matter of Appointment to the

Josephine County Mental HealthAdvisory Board RESOLUTION 2011- 060

WHEREAS, it has come to the attention of the Board of County Commissioners that there is a vacancyon the Josephine County Mental Health Advisory Board; and

WHEREAS, it is both proper and necessary that the Board of County Commissioners fill said vacancy bymaking an appointment as provided herein;

NOW, THEREFORE, IT IS HEREBY RESOLVED, that the following person be appointed to saidJosephine County Mental Advisory Board with term expiring as hereinafter set forth.

Eric Osterberg, Representing Law EnforcementAppointed to a 4- year term; said term to expire on November 23, 2015

DONE and DATED this 23rd day of November, 2011

JOSEPHINE COUNTY BOARD OF COMMISSIONERS


Simon G. Hare, Vice Chair


ADVISORY COMMITTEE APPLICATION FOR BOARD APPOINTMENT

It is the applicant' s responsibility to keep the information on this form current.To advise the County of any changes please contact the Advisory Board Coordinator

by telephone at 474. 5221 or by e- mail at bcc(a co.losephine.or.us Vg

Applications will be discarded if no appointment is made after two years.

Name: G.(4 t L L S S' bcas-s.)

Date: r-N

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Home Phone: Work Phone: Email:311 IL •3708 5: y Y 51e5 C'$ r.1uS:5aLCa, 13oserkoke us

Occupation: L ` Employer: j6 ` _ rofa Stt VQ 4u/ \ o^, y Ort 2 c rx s

Please check box for eferred mailing address.

Work Address: S 10 t'w> 4

City/State/ Zip: c4- j5 Poo-s, OQ. 575./ 6Home Address 809 PLCo

City/ State/ Zip:G-cG(%\-s A.5.5 Z. 9 75%2 b

Do you live in Josephine County? Yes No If y55, do you live within the City limits? Yes 13No CityDo you own property in Josephine County? Yes No If yes, is it located within the City limits? Yes No

For how many years have you lived and/ or owned property in Josephine County? 31 years

Are you interested in serving on any specific Committee(s)? If yes, please indicate your preference

1st Choice: +M9.n , I 1-+ e, 11,11 v 2nd Choice:

Why would you like to serve on this Board?

A, C , ry, k CI ,Q

If not interested in any specific Committee(s), and you interested in a specific subject matter? Please check those areas in

which you are interested, or describe other areas not listed:

Human Services Housing Health Care Library Services Tourism Transportation

Bicycle/Pedestrian Planning Public Safety Other Areas

Have you served on any Josephine County E1committeespreviously? Yes ENo

If Yes, on which have you served? Il1r1 I / 4 ( 1 L Comma Oki-efts tt CAP\

How many hours per month would you be willing to commit for Committee work? 1 2 to 3 R/ 4 or more

Which days of the week are you available? ' Monday c/Tuesday / Wednesday !? Thursday riday

What time of day would be best for you to attend Committee meetings? Day / Night

OPTIONAL) Josephine County strives to meet its goals, and those contained in various federal and state laws, ofmaintaining a membership in its Advisory Committees that reflects the diversity of the community. Although strictly optionalfor Applicant, the following information is needed to meet reporting requirements and attain those goals.

Race: Caucasian African American Li Hispanic Asian . Other/

Sex: " Male I Female Age: y a_ Disabled? i Yes No

Persons needing a special accommodation to participate in an Advisory Committee should contactthe Advisory Board Coordinator by telephone at 474- 5221 or e- mail at bccaco.josephine.or.us

In the space below briefly describe or list the following: any previous experience on other Committees; your educational background;your skills and experience you could contribute to a Committee; any of your professional licenses and/or designations and indicate howlong you have held them and whether they are effective in Josephine County; any charitable or community activities in which youparticipate; and reasons for your choice of the Committee indicated on this Application. Please attach your resume, if one is available.

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References( you must provide at least one personal reference who is not a family member):

Name: . 14,.,..r.A- 1. e Telephone: SYI• y) Y- S ib5Address: Sio ri r.J y 1-1.: S 4-, - t r.\- 5 c) 0 55 O P. cj 75243

Name: J ,M 6-oocl ,r1 Telephone: syl. y), I • 51 S'c,

Address: 3t % 0vJ ° F" 5 r,,,,,_ A, G ,-x,.1,

5 Qo, Sj Of', 1 7526

IMPORTANT LEGAL REQUIREMENTS FOR ADVISORY COMMITTEE MEMBERSHIPAS A MEMBER OF AN ADVISORY COMMITTEE, YOU WILL BE OBLIGATED TO FOLLOW ANY APPLICABLE LAWS

REGARDING GOVERNMENT- IN- THE- SUNSHINE, CODE OF ETHICS FOR PUBLIC OFFICERS, AND PUBLIC RECORDSDISCLOSURE. THE CONSEQUENCES OF VIOLATING THESE APPLICABLE LAWS INCLUDE CRIMINAL PENALTIES, CIVIL

FINES, AND THE VOIDING OF ANY COMMITTEE ACTION AND OF ANY SUBSEQUENT ACTION BY THE BOARD OFCOUNTY COMMISSIONERS.

Will you be receiving any compensation that is expected to influence your vote, action, or participation on a Committee?Yes 14t/No If yes, from whom?

Do you anticipate that you would be a stakeholder** with regard to your participation on a Committee? Yes IuNo P

Stakeholder- a person, group, organization, or system who affects or can be affected by an organization's actions

Do you know of any circumstances that would result in you having to abstain from voting on a Committee due to voting conflicts?Yes / No If yes, please explain

Do you or your employer, or your wife or child, or their employers, do business ith Josephine County? I' Yes No

If yes, please explain in what capacity . S a,ry. U Po. rok Pr() 6, 1, 0. a f? F, w-.

Do you have any employment or contractual relationship with Josephine County that would create a continuing or frequently2 Nrecurring conflict with regard to your participation on a Committee? Yes o

If yes, please explain

All statements and information provided in this application are true_ to th: best of my knowledge.

Signature: z

Please return Application to Advisory Board CoordinatorJosephine County Board of County Commissioners500 NW 6th Street Dept. 6


Page 2 of 2

Eric E Osterberg809 Peco Rd


541- 761- 3708

RESUME

Objective

To be appointed by the Josephine County Board of Commissionersas member of the Josephine County Mental Health Advisory Board.

Employment

1 . Parole/ Probation Officer 2005- present

Josephine County Community Corrections Grants Pass, Oregon

As a Parole/ Probation officer I have numerous duties which

require me to interact with many different individuals . I work

with most judicial aspects of the court system and interact with

individuals such as judges, attorneys, law enforcement

personnel, court personnel, victims, and the probationer/ parolee

themselves . I work together with these individuals being verycareful of the HIPPA Rules to collaboratively establish a case

plan to successfully get the offender off supervision andprovide restorative justice for all .

My primary duty is to supervise individuals who have beenreleased from a custodial situation or individuals who have

received a sentence of probation for a particular crime and the

judicial system has decided this individual needs

supervision/ guidance to be a productive member of the community.

The case plan encompasses implementing a plan of action to helpoffenders return to a normal and acceptable behavior level so

they may function in the community in a positive productivemanner. These plans require them to abide by the law and many

times enter into programs such as drug and alcohol treatment,mental health treatment, anger management treatment and/ or life

skill and dual family therapy classes . It is my job to try anddetermine what the needs of the particular individual are and

what resources are available to help this individual turn theirlife around and be a productive member in the community. I also

support them by helping offenders find employment and stable

housing . I hold the offender accountable and see to it that theyattend recommended programs to better their lives . If they are

1

required to pay restitution or fines, to see to it that they

honor those obligations . I set up a payment plan for all of myclients who owe financial obligations . Along with assuring feesare collected, I try to establish other ways for my clients tomeet their obligations . If they are unable to fulfill a monetaryrequirement, I assign them to community service programs . In

cases where the offender refuses to comply with the conditions

of supervision they may have to be remanded to a custodialsetting to meet their obligation to society.

My position also requires me to be available to agencies whocome into contact with my clients at all times . This means I am

on call 24/ 7 . I currently expect to receive several calls on theweekend regarding my clients . If law enforcement, victims, or

the offenders family need to communicate with me I am available .Additionally I am responsible for supervising offenders in theirresidence and place of employment to assure they are complying

with their conditions of supervision. I interact with my clientson a constant basis to ensure their success . Furthermore I do

not hesitate to seek information or assistance from these

individuals to help in their success and attain a common goal ofsuccessfully completing supervision and turning their livesaround. I feel I have a superb working relationship with theoutside agencies that directly or indirectly affect my clients .To effectively supervise probationers/ parolee' s it is important

that I write accurate and detailed reports on their positive and

negative behaviors and actions . These reports are read and used

by judges and attorneys as recommendations for length of

sentences to jail or prison, conditions of supervision,

treatment programs, psychological evaluations and termination of

supervision due to successful completion of court ordered

conditions .

I am currently the Chairman for the Safety Committee for ourdepartment . I stay up to date with changing OSHA Rules andattend an all county safety meeting once a month. I have two

volunteers who assist me and together we conduct our own monthly

meetings to ensure our department is in compliance, which

prevents any monetary action being taken i . e . fines against our

department . Our department operates out of two buildings with an

additional small job shack at the Public Works Department . As a

team we continually provide updated safety information and/ ortraining if needed to all personnel in the department .

I am currently one of two firearms instructors for ourdepartment . Together we provide safety and training on the

2

proper use of a firearm to those individuals in our department

that choose to carry a weapon. There is a department policyaddressing the proper procedures for carrying a firearm andshooting while at the range . It is important that we as Range

Masters ( instructors) get that information out to the other

employees so everyone is aware of what is expected and required

from them. Department policies and procedures are written to

ensure safety, consistency and hopefully efficiency in the workplace .

Recently I was selected to assist and implement a new programfor individuals with mental health issues that may or may not beon parole or probation. These individuals present a unique

quandary for the judicial system. As in the past, these clients

have been over- looked and usually ended up in prison because noone had addressed the mental health aspect of the criminality.

As an agency we recognize this problem and have chosen toaddress it by providing trained individuals to help in thesesituations . From the moment an officer on the street ascertains

he is dealing with a mental health client, a system is in place

to assist the officer and the court system to better handle this

client and get him or her the proper treatment .

This program requires me to work with a team of individuals that

represent many facets of the community, i . e . , the Health

Department, District Attorneys Office, Corrections, Social

Services, Job Corps, Job Counsel, Community Corrections, and

other agencies in the private sector of the community. I am

currently on the Oversight Committee, the Steering Committee andthe Design Team. I work with these teams to assist and modify as

needed problems or concerns that may interfere with the successof this program. I have researched other states that have this

program in place and have visited other counties in Oregon to

see how they have implemented their own similar program. We have

devised a plan of action to help those individuals in need aswell as to address the needs of the people in the community thatwill be impacted by these individuals . I have enjoyed the

opportunity to be a part of this program and look forward tobeing a part of the team that is overseeing its success .

2 . Group Life Coordinator 1999- 2005

Josephine County Community Justice Grants Pass, Oregon

3

While working for the Juvenile Justice Center I was responsiblefor the care and supervision of the youth that were housed at

the facility. There are two main functions for the juvenile

facility. One, is the care and custody of youth that are wardsof the state and the other, is housing juveniles that areincarcerated for crimes . I was required to document all their

information when they came into the facility. I looked up their

criminal history and/ or was provided personal historyinformation by the Department of Human Services (DHS) that was

confidential . Detention youth were fingerprinted, photographed,

and checked for weapons and contraband prior to admittance . One

of my responsibilities was to make sure their needs were metsuch as food, clothing, hygiene, recreation, and education . The

children that are in states custody are in for various differentcircumstances and this required me to be aware of their needs

and special situations . I worked with them by helping them toset goals for their future, teach them life skills, and provide

support and encouragement when needed, along with consequences

when they showed unfavorable behaviors or actions . After 30 days

I was required to write an evaluation on the youth. This

evaluation provided DHS or the judge with grade level education,

behavior evaluation, peer interactions, and future

recommendations that would be in the best interest of the youth.

The young adults that were sent to the facility for criminalactions were kept in an incarceration setting. When working with

these youth they had the same needs but it was in a more

controlled setting . These youth needed the same attention and

positive influence as the shelter youth and for the most part

came from broken homes themselves . This was one of the most

rewarding departments I have worked in but unfortunately youcan not reach all of the troubled youth and sadly I currently

supervise or see many of them in my office now as adults .

3 . Construction Field 1992- 1999

Lead Supervisor/ Finish Carpenter/ Labor

In 1992 I started working for Butch Smith Construction in GrantsPass, Oregon. I began as a laborer and later promoted to finish

carpenter/ framer. My duties included setting forms, finishing

concrete, framing houses, setting windows, installinginterior/ exterior doors, installing base board and trim. We

built houses from the ground up. In those years I worked for

Butch I learned how to read blue prints, order materials and set

4

work performance goals . I interacted with other sub contractors

on the job and formed good working relationships with them. I

left Butch to continue my education . After earning my A. ADegree, I applied for a sign company out of Windsor California .I was offered a position with Seely Installations and beganinstalling sign packages across the United States for Wal- Mart,Calvin Kline and miscellaneous customers . After six

months on the job I made crew leader . As an example of my

duties, I would get an itinerary from my boss that may includeten Wal- Mart Stores in a certain state . I was given a company

American Express Card and would fly to my destination . I would

arrive at the store, introduce myself to the store manager and

check the inventory to make sure all the material was there .

The next day my team would arrive and I would delegate a certainarea of the store to each individual . Next we would begin

replacing all the hanging and vinyl signs in the store . I would

work directly with the store manager to make the transition ascomfortable as possible . I left Seely Installations to start a

family in Grants Pass . I did not want to put my children in daycare and my wife worked day shift for the Oregon State Police . I

took a swing shift at Masterbrand Cabinets in Grants Pass . I

worked there six months while volunteering at the Josephine

County Juvenile Department . After six months I was offered a

permanent position with the Juvenile department on swing shift .

I remember the director telling me " Eric do not let the grass

grow under your feet . Continue your education and I can see you

working your way up around here" . I went on to earn my BA

Degree and was promoted to adult parole/ probation officer . I

have recently attended Northwest Christian University for theMBA Program and Southern Oregon University for the MIM Program.Both of these programs although good programs conflict with my

work schedule . I am currently applying for the AIM Master' sProgram through The University of Oregon because their programappears to be a better fit for my career goals .

Education

1 . Second year student in the " Master' s in Business Management

Program, " through the University of Southern Oregon.

5

2 . B. A Degree in Liberal Studies, with a minor in Psychologyand a minor in Criminology. 2002- 2004 Eastern Oregon University

La Grande, Oregon

3 . A. A Degree in Fire Science 1994- 1996 Central Oregon

Community College Bend, Oregon

Skills

DPSST Parole/ Probation academy 2005

Juvenile Oregon Youth Authority Corrections Academy 2003Firearms Instructor Josephine County Community Corrections

Building Safety committee Josephine County Community CorrectionsMental Health Oversight Committee Josephine County CommunityCorrections

Mental Health Court Steering Committee Josephine CountyCommunity Corrections

Mental Health Court Design Teem Josephine County CommunityCorrection

Mental Health Court parole and probation officer

Computer programs/ Word processing software

Knowledge of general construction and power tools

Motivational Interviewing/ Reflective Listening trainingcertificate

Completing assessments and analysis of written and oralinformation

Coordinating services with partner agencies

Communicate effectively both orally and written with peers,supervisors, subordinates, other agencies and the general

public.

Knowledgeable in and continual training in evidence basedpractices

6

Josephine County, OregonBoard of Commissioners: Sandi Cassanelli, Simon G. Hare, and Dwight F. Ellis

Josephine County Courthouse500 NW 6th Street, Dept. 6/ Grants Pass, OR 97526

541) 474- 5221 / FAX (541) 474-5105

http:// www.co.josephine.or.us

To: Board of Commissioners

From: Linda McElmurry

Date: November 17, 2011

Subject: Advisory Board Update

R2011- 061

1. Emergency Medical Services Board ( EMS) - Advertised

Request that the Board of County Commissioners sign resolution 2011- 061 appointing BenKennedy, recommendation included from Public Health Director

b

BEFORE THE BOARD OF COUNTY COMMISSIONERS FOR JOSEPHINE COUNTYSTATE OF OREGON

In the Matter of an Appointment to the

Emergency Medical Services Board RESOLUTION 2011- 061

WHEREAS, it has come to the attention of the Board of County Commissioners that there is a

vacancy on the Josephine County Emergency Medical Services Board; and

WHEREAS, it is both proper and necessary that the Board of County Commissioners fill saidvacancy by making an appointment as provided herein.

NOW, THEREFORE, IT IS HEREBY RESOLVED, that the following person be appointed to said

Josephine County Emergency Medical Services Board; with term expiring as hereinafter set forth.

Ben V. Kennedy

Appointed to a 3-Year Term; said term to expire November 23, 2014

DONE and DATED this 23rd day of November 2011.

JOSEPHINE COUNTY BOARD OF COMMISSIONERS


Simon G. Hare, Vice Chair


Josephine County, OregonBoard of Commissioners. S. Cassanelli, Simon G Hare, Don Reedy

TTD# 1- 800- 735-2900 Diane L. Hoover, PhD, MPA,

Administrator

s Josephine County Public Health

JOSEPHINE COUNTY, OREGON715 NW Dimmick Street

iMENTEMEINEr Grants Pass, OR 97526541) 474-5325

Fax ( 541) 474-5353

E- mail:

publichealth@colosephine. or. us

DATE: November 14, 2011

TO: Board of Commissioners

FROM: Diane Hoover, Administrator

SUBJECT: Emergency Medical Services (EMS) Board Appointment

Attached is a Volunteer Application for membership on the Emergency Medical Services Board.Ben V. Kennedy is volunteering to serve on the EMS Board as a Member-at- Large.

I have reviewed the application and recommend that the Board of Commissioners approve and

appoint Ben V. Kennedy to the vacant At-Large position.

Thank you.

k\r0.-0A)

Partners In Prevention"

Josephine County is an Affirmative Action/ Equal Opportunity Employer and complies with Section 504 of the Rehabilitation Act of 1973"

ADVISORY COMMITTEE APPLICATION FOR BOARD APPOINTMENT

It is the applicant' s responsibility to keep the information on this form current. ex

To advise the County of any changes please contact the Advisory Board Coordinatorby telephone at 474-5221 or by e- mail at bccAcoJosephine.or.us j

Applications will be discarded if no appointment is made after two years.

Name: Ben V. Kennedy Date: 10/ 21/ 2011

Home Phone: 541- 621- 5986 Work Phone: 541- 450-6200 Email: bk_ 15 @Hotmaii.com

Occupation: Firefighter/EMT Paramedic Employer: City Of Grants Pass

Please check box for preferred mailing address.0 Work Address: 800 East Park Street

City/ State/ Zip: Grants Pass Oregon 97527

X Home Address: 147 SE Yorktown Road

City/State/ Zip: Grants Pass OR 97527

Do you live in Josephine County? X Yes o No If yes, do you live within the City limits? XYes @No CityDo you own property in Josephine County? B Yes X No If yes, is it located within the City limits? B Yes B No

For how many years have you lived and/or owned property in Josephine County? 5 years

Are you interested in serving on any specific Committee(s)? If yes, please indicate your preference

1st Choice: Josephine County EMS Board 2nd Choice:

Why would you like to serve on this Board?

I am very interested in EMS and I would like to help improve the EMS system in Josephine County.

If not interested in any specific Committee(s), are you interested in a specific subject matter? Please check those areas inwhich you are interested, or describe other areas not listed:

Human Services Housing Health Care _ Library Services Tourism TransportationBicycle/ Pedestrian Planning Public Safety Other Areas N/ A

Have you served on any Josephine County committees previously? DYes X No

If Yes, on which have you served? N/ A

How many hours per month would you be willing to commit for Committee work? 0 1 II 2 to 3 x 4 or moreWhich days of the week are you available? x Monday x Tuesday x Wednesday x Thursday x FridayWhat time of day would be best for you to attend Committee meetings? I] Day X Night

OPTIONAL) Josephine County strives to meet its goals, and those contained in various federal and state laws, ofmaintaining a membership in its Advisory Committees that reflects the diversity of the community. Although strictly optionalfor Applicant, the following information is needed to meet reporting requirements and attain those goals.

Race: X Caucasian African American Hispanic Asian Other

Sex: X Male Female Age: 31 Disabled? Yes X No

Persons needing a special accommodation to participate in an Advisory Committee should contactthe Advisory Board Coordinator by telephone at 474-5221 or e- mail at bcc@co. josephine.or.us

In the space below briefly describe or list the following: any previous experience on other Committees; your educational background;your skills and experience you could contribute to a Committee; any of your professional licenses and/or designations and indicate howlong you have held them and whether they are effective in Josephine County; any charitable or community activities in which youparticipate; and reasons for your choice of the Committee indicated on this Application. Please attach your resume, if one is available.

Please see attached resume

References( you must provide at least one personal reference who is not a family member):

Name: Jeremy Petronella Telephone: 541- 601- 4322

Address: 1590 West Harbeck Road Grants Pass OR 97527

Name: Craig Henslee Telephone: 541- 660- 8904

Address: 512 Lynel Ct. Grants Pass OR 97527

IMPORTANT LEGAL REQUIREMENTS FOR ADVISORY COMMITTEE MEMBERSHIPAS A MEMBER OF AN ADVISORY COMMITTEE, YOU WILL BE OBLIGATED TO FOLLOW ANY APPLICABLE LAWSREGARDING GOVERNMENT- IN- THE- SUNSHINE, CODE OF ETHICS FOR PUBLIC OFFICERS, AND PUBLIC RECORDSDISCLOSURE. THE CONSEQUENCES OF VIOLATING THESE APPLICABLE LAWS INCLUDE CRIMINAL PENALTIES, CIVILFINES, AND THE VOIDING OF ANY COMMITTEE ACTION AND OF ANY SUBSEQUENT ACTION BY THE BOARD OFCOUNTY COMMISSIONERS.

Will you be receiving any compensation that is expected to influence your vote, action, or participation on a Committee? DYes

X No If yes, from whom?

Do you anticipate that you would be a stakeholder** with regard to your participation on a Committee? 0 Yes X NoStakeholder- a person, group, organization, or system who affects or can be affected by an organization's actions

Do you know of any circumstances that would result in you having to abstain from voting on a Committee due to voting conflicts?DYes X No If yes, please explain

Do you or your employer, or your wife or child, or their employers, do business with Josephine County? I Yes X NoIf yes, please explain in what capacity

Pane 7 of 1

Do you have any employment or contractual relationship with Josephine County that would create a continuing or frequentlyrecurring conflict with regard to your participation on a Committee? DYes X NoIf yes, please explain N/ A

All statements and i formation provided in hi application are true to the best of my knowledge.

Signature:

Please return Application to Advisory Board CoordinatorJosephine County Board of County Commissioners500 NW 6th Street Dept. 6


Pa4P of

Ben Kennedy541) 621- 5986

147 S. E. Yorktown Dr.


Team Member, Dedicated, Self-Motivated, and Professional."

Objective: To be a Josephine County EMS Board Member.Educational Background:

Rogue Community CollegeAssociates in Applied Science, Fire and Science June 2007.

Umpqua Community CollegeEmergency Medical Services Degree September 2007.Southern Oregon UniversityBachelors of Science in Cultural Anthropology 2003.Prince William Sound Community CollegeMillwright I and II certified 1996- 98.

Experience:

Grants Pass Fire and Rescue

Engineer/ Paramedic 2007- Present.

Technical Rescue Team member 2004-present.

Emergency Medical Service Officer 2011.Forcible Entry lead Instructor 2011.Student Mentor 2007-present.

Student Firefighter 2004- 2007.

OFIA Fire Instructor

Rogue Interagency Training Conference 2009.Rogue Community CollegeEMT and Fire Science Instructor 2007-Present.

Certifications:

Fire Ground Leader, NFPA Firefighter II, Pumper Operator, Aerial

Operator, NFPA Hazardous Materials Operations, S- 190, S- 130, and L-180, S- 215, S- 290, Rope Rescue Technician I, II, III, Swift Water Rescue

Technician, Confined space Rescue Technician, Child Safety SeatSpecialist, EMT Paramedic, Advanced Cardiac Life Support, Pre HospitalTrauma Life Support, Pediatric Life Support, and Neonatal Life Support,NFA Leadership I, FEMA ICS 100, 200, IS 700, 800, and AWR— 160.

Community Involvement:

Firefighter Combat challenge 2008, 2009 and 2011 National qualifiers.

Relay for Life Team Captain.2010 Grants Pass Firefighter of the Year.

2008 Grants Pass Student Firefighter of the Year

Oregon EMS Unit Citation for Shan Creek Rescue.

0=' josephine county, oregon wbs.pdf · provider contract josephine county this contract is...

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