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Paul International by ZA08. C+f these diverted aircraft, 14 aze expected to relocate <br />to Flying Cloud Airport and two aze expected to move to St. Paul Downtown Airport. <br />With this relocation, the percentage of existing storage capacity in use at Flying <br />Cloud would increase from 104 percent with no diversion to 107 percent with <br />diversion from Minneapolis-St. Paul International by the end of the planning period. <br />This increase in based aircraft has little impact on storage capacity at individual <br />airports or the reliever system (see Table III-6). <br />3, SiTrdM_ARY OF SYSTEM DEFICfFNC_fF_S <br />Analysis of the individual reliever system airports and the reliever system as a whole <br />indicates that demand for operations and aircraft storage are fast approaching existing <br />capacity. Currently, one airport (Anoka County-Blaine) is operating at more than 80 <br />percent of operational capacity. Even wiffiout additional general aviation diversion from <br />Minneapolis-St. Paul International, three other airports (Crystal, Flying Cloud, and St. Paul <br />Downtown) will be approaching or have surpassed 60 percent of their available operational <br />capacity by 1998, the midpoint of the planning period. By the end of the planning period, <br />three airports aze projected to exhibit demand in excess of 80 percent of available capacity. <br />This increase in operational demand throughout the system is depicted in Exhibit III-2. <br />Typically, airports should begin planning for ways to increase capacity when annual <br />operations reach 60 percent of ASV. When the ratio of annual operations reaches 80 <br />percent of ASV, capacity-enhancing facilities or operational strategies should already be in <br />place. <br />As demand increases at each of the reliever airports, average annual delay <br />experienced by aircraft will also increase. Currently, only Anoka County-Blaine Airport is <br />experiencing an average annual delay level greater than one minute. By the end of the <br />planning period, St. Paul Downtown and Flying Qoud airports will experience an average <br />annual delay per aircraft in excess of one mimtte. Possible diversion from Minneapolis-St. <br />Paul International could increase delay significantly at St. Paul Downtown without the <br />addition of capacity enhancements. Total system delay, which is currently estimated at <br />III-17 <br />