Airport Master Plan October 1985

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stage of that plan addresses whether or not it is technically feasible to develop an airport over a 20 year time period at the Gateway site that would qualify for State and Federal funding; it also includes preliminary cost estimates for that airport development. Several special public meetings and an airport open house were conducted in order to pursue public input, concerns and comments. For one of those public meetings in particular, a special letter of invitation, in addition to normal publication, was sent to those property owners potentially affected ty airport development. Several members of this Airport Commission and City Council also toured airport facilities in the region that were similar to what could be developed in Ramsey. Harland Otto stated that the Metro Region Airport System Plan is under the guidance of the Metro Council and implemented by the Metro Airports Commission. The metro system includes Mpls./St. Paul International, 6 additional reliever airports, South St. Paul Municipal and 4 private facilities. Gateway North is the northwesterly most facility, is identified in the regional system plan but because it is privately owned they cannot assure it will always to there to acoanodate the demand as the region grows. Mr. Otto stated that Gateway North predominantly serves single and light twin engine aircraft. In 1979-80 there were 30 aircraft based at Gateway; over the years and largely due to the general economy, that number decreased to 12 aircraft in 1984; at the time of the Airport Commission's survey, there were 16 based aircraft. Assuring the airport is improved, it is expected that re will be a f uctuation ip based aircraft over the next several yearsrw constructio Zvi y. sesed irport; after construction is completed there would be a quick rebound of aircraft to match that of 1979; over the 20 3 year period, 50 based aircraft is projected with possibly 10% of those aircraft being multi -engine aircraft. Mn/Dot feels these projecttions are on the high side. Mr. Otto stated that the number of operations in 1979 was 46,400; this is an estimate and believed to be on the high side considering the number of based aircraft at that time. Mr. Otto stated that the plan projects a mid -range estimate of 38,000 annual operations at the end of that 20 year time period. Mr. Otto stated that Gateway would be a Basic Utility Stage II facility with a minimum runway of 3300', non -precision approaches and land acquisition to accommodate clear zone requirements. Mr. Otto then made a slide presentation of the 3 airport layout plans that were considered. Alternate A included the same north/south runway alignment as presently exists; clearances could not be achieved over Cty. Fc1. #116 and the railroad; 17' of fill would have been required at the south end and 7' of fill at the north end. Alternate B shifted the existing north/south runway alignment north and achieves adequate runway clearances with a minimum amount of fill but requires the relocation of Cty. Rd. #116. Alternate C shifted the primary runway away from the north/south alignment which did benefit the residents but required the closing of Cty. Rd. #56 at the existing intersection of Cty. Rd. #116; the primary runway would be 3300' in a east/west alignment but the loss of wind coverage requires a second runway; this alternate was defeated because it would require closing Cty. Rd. #56 and the limited amount of airport funds makes it difficult to develop an airport with a crosswind August 21, 1985 Page 2 of 14