Laserfiche WebLink
does it allow for the possibility of diversion of based aircraft and operations from <br />airports reaching critical levels of operational delay (80 percent of operational <br />capacity). <br />Alternative 1 is illustrated is Eslubit Nom. <br />1. Operational Demand <br />With Alternative 1, Anoka County-Blaine Airport is projected to reach <br />approximately 137 percent of its operational capaaty by the end of the <br />planning period. St. Paul Downtown and Flying Cloud are expected to <br />approach 100 percent and 80 percent of their operational capacities, <br />respectively. Crystal Airport will surpass 75 percent of iu operational capacity <br />by 2008. The reliever system as a whole will be operating at 74 percent of <br />its total operational capacity by 2008. <br />The number of operations projected for each reliever airport in <br />Alternative 1 is presented in Table N-4. This table provides a comparison <br />of the number of operations at each airport to the estimated ASV. Because <br />no airside improvements are included in this alternative, the ASVs are the <br />same as those developed in the facility requirements analysis (see Chapter <br />~• <br />2. System Delay <br />With Alternative 1, the total delay experienced by the reliever system <br />will approach 6.2 million minutes annually by the end of the planning period. <br />This translates to more than 4.4 minutes of average delay for each aircraft <br />operation in the system. The average delay tune varies widely from reliever <br />to reliever. At Anoka County-Blaine, the average annual delay per aircraft <br />operation is estimated at 15 minutes by the end of the planning period. With <br />St. Pau! Downtown approaching 100 percent of its operational capacity, <br />average delay per aircraft is approximately 2.8 minutes. Airports with an <br />operational level below 80 percent of capacity will experience less than one <br />minute of delay per each operation. <br />3. Preliminary System Cost <br />Because Alternative i does not include airside improvements for the <br />existing reliever airports or the addition of new system airports, no <br />development costs, other than the construction costs of additional aircraft <br />storage and general maintenance facilities, are associated with this alternative. <br />Because each alternative must accommodate the same number of system based <br />aircraft, this cost is assumed to be relatively equal among all alternatives. The <br />N-17 <br />