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1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />� 1 <br />1 <br />1 <br />Mr. Otto explained that Gateway North Industrial Airport has a two -runway <br />layout with the primary runway being northwest/southeast with overruns of <br />760' and 320'. There is a maximum take -off distance of 3580' and 3260' <br />landing distance. The Airport is recognized as playing a role in the <br />regional system as a minor airport to serve light twin and single engine <br />aircraft. <br />Mr. Otto stated that there are a number of areas in the environmental <br />assessment that based on forecasts. In 1984, when the Airport Master <br />Plan Study was initiated, there were 12 based aircraft and it was <br />anticipated that it would remain at that level until the airport was <br />improved. There are now 27 based aircraft at Gateway, which is ahead of <br />original projections but the forecasts for the 1990 time frame are in the <br />ballpark. In 20 years, the forecast for based aircraft at Gateway is 50. <br />The types of aircraft that would be based at Gateway are predominantly <br />going to continue to be single engine aircraft and a moderate number of <br />light twin engine aircraft; no jets are forecasted to be based at Gateway. <br />Current operations (takeoffs and landings) are estimated at 20,000/year; <br />over the 20 year period, it is forecasted that operations will increase to <br />approximately 40,000/year. With improvements at Gateway, there would be a <br />shift from training operations to a greater number of itinerant types of <br />operations. <br />Mr. Otto stated that the Airport Master Plan considered three layouts for <br />Gateway North. Airpot. The first alterantive involved a 3300' runway and <br />safety zones providing minimum clearances over Cty. Rd. #116 and the <br />railroad tracks; this alternative would have a runway profile resembling a <br />'V' in order to attain necessary clearances. The second alternative <br />involved shifting the runway to the north in order to provide clearances <br />over the railroad tracks; in so doing, Cty. Rd. #116 would require <br />realignment to it's orignally planned alignment years ago. The third <br />alternative researched was reorienting the primary runway to an east/west <br />direction in order to lessen the impact on frontage property along Hwy. #10 <br />and residents to the north; this alternative would have required the <br />development of a crosswind runway. After the airport master plan was <br />developed, a parcel of property to the southeast became available and <br />Council authorized researching a fourth alternative utilizing that parcel <br />in order to lessen the impact on residents to the north; this alternative <br />required acquisition of sane of the mobile have park and would cost as much <br />or more as the preferred layout in the second alternative described above. <br />That preferred layout includes acquisition of 230 acres, including 19 <br />residential hones, 2 commercial establishments and 6 home occupations and <br />the realignment of Cty. Rd. *116. <br />Mr. Otto stated that an environmental assessment analyzes 15 categories <br />but tonight's public hearing will focus on the 3 most significant areas: <br />noise, land use and socio-econanic. <br />Based on the type of aircraft that will be at Gateway, the number of <br />operations that will occur, the time of day they will occur and runway <br />utilization patterns, the forecasted noise levels are at 55-60 idn. <br />Fifty-five to sixty ldn are normally acceptable noise levels and ir. almost <br />Airport Commission Public Hearing/April 14, 1968 <br />Page 2 of 5 <br />7-3 <br />