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Lawrence aviation board reviews master plan update, CIP priorities and funding gaps
Summary
At an informational orientation, airport staff told the Lawrence Aviation Advisory Board the 2025 master plan update and associated airport layout plan will guide a new capital improvement list but funding from FAA and state programs will limit what can be built in the near term.
The Lawrence Aviation Advisory Board met in an informational session to review the airport master plan update, the airport layout plan and the board’s capital improvement priorities, and to discuss how federal and state funding rules shape which projects move forward.
Why it matters: The master plan and ALP determine which projects are eligible for FAA and state grants and set the airport’s 10–15 year development priorities. Staff said those documents also influence what the city will be willing to match and what outside grant programs will consider eligible for funding.
Staff member Melissa said the airport’s master plan update began in January and is expected to take 12 to 18 months, with staff and consultants aiming to complete the update this fall. Melissa said the update will produce the list of capital improvement projects the FAA and state review when they consider grants. "It does take some time ... we typically take 12 to 18 months," Melissa said.
Airport staff emphasized three funding streams that determine what projects the city can afford to submit: FAA Airport Improvement Program (AIP) grants, the Kansas Airport Improvement Program (KIP), and a limited pot of federal infrastructure funding provided by the Bipartisan Infrastructure Law. Staff said the airport has received a multi‑year allocation from the federal infrastructure law that provides an available annual amount for several years; staff described it as a finite, time‑limited source they are trying to use for projects such as apron rehabilitation and taxiway repairs.
Scott, an airport staff member, explained how the airport uses pavement condition index (PCI) scores and the master plan to set priorities. He told the board the airport’s ramp and taxiway surfaces have low PCI scores and that taxiway repairs and apron reconstruction are high near‑term priorities. "We are doing C and B with the apron project," Scott said when describing the link between the apron work and adjacent taxiway reconstruction.
Board members discussed several projects the master plan and CIP will address, including rehabilitation of apron pavement, reconstruction or rehabilitation of taxiways, runway repairs and pavement lighting. Staff identified taxiway D extension and apron rehabilitation among the projects they plan to pursue for grant funding and noted runway lighting and associated work can be expensive; staff said some grants cap awards and that state and federal programs are highly competitive.
Staff described how projects can be designed ahead of funding and then wait until a grant award is available. Scott described the process: the city will sometimes complete design work and then pursue construction funding later, noting the timing of grant awards and matching requirements affects how soon construction can occur.
The board was briefed on how CIP items interact with larger city budgeting and strategic priorities. Melissa said even when projects appear on the airport’s prioritized list, the city must weigh airport matches against competing general‑fund needs such as streets, fire and police when deciding how much local match to commit.
Next steps: staff said the updated master plan and airport layout plan (ALP) will be completed as chapters are finalized and that Garver and FAA planners will continue stakeholder meetings. The board will be asked to review proposed CIP priorities and to provide recommendations to staff and the city commission. The board’s next regular meeting was announced for June 4, 2025.
