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By the end of the planning period, the ratio of annual demand to ASV will <br />reach 72S percent for the base case and 73.8 percent for the base case + diversion <br />scenario for the reliever system. This yields an average annual aircraft delay of <br />between 0.8 and 1.2 minutes for the system as a whole. It is important to note that <br />this is only an average and longer delays per operation aze possible. When possible <br />diversion from Minneapolis-St. Paul International is included, total system delay <br />increases to more than 6,190,000 minutes. The increase in operations at St. Paul <br />Downtown Airport accounts for much of the delay in the diversion scenario. <br />2, AIRCRAFT STORAGE CAPACITY <br />Limitations in existing aircraft storage capacity can also dictate the level of activity <br />an individual airport (or system) can support. For the Regional System Reliever Airports <br />Study, aircraft storage at each of the reliever airports was compazed to projected levels of <br />based aircraft (with and without diversion from Minneapolis-St. Paul International). Results <br />from this analysis provide a base case storage capacity from which various system <br />development scenarios can be developed. <br />(i) Existing Stora¢e Capaci -Base Case <br />Aircraft storage at each of the reliever airports was estimated based on <br />available conventional hangar, T-hangar, and tie-down storage capacity (see Table <br />III-4). To estimate the number of aircraft that could be accommodated by <br />rnnventional hangar space, an average storage requirement was developed per based <br />aircraft. At four of the system relievers, Anoka-Blaine, Airlake, Crystal, and Lake <br />Elmo, a storage ratio of 1,400 square feet was used to relate comventional hangar <br />footage to based aircraft storage capability. Higher density storage patterns at Flying <br />Cloud and South St. Paul airports yielded a ratio of 1,000 squaze feet per based <br />aircraft. At St. Paul Downtown, a storage ratio of 4,000 squaze feet per stored <br />aircraft was used to account for its large number of corporate hangars. Corporate <br />turboprop or turbojet aircraft are typically provided with relatively spacious storage <br />III-13 <br />