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stage of thatI plan addresses whether or not it is technically feasible to develop a~ a~port 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 o~n~house were oonducted in order to pursue public input, concerns and co~ents. For one of those public meetings in particular, a special letter of invitation, in addition to normal publication, was sent to those property owners p~te~tially affected by airport develoI~ent. Several members of this Airport C~ission and City Council also toured airport facilities in the region that Were similar to what could be developed in Ramsey. Merland Otto stated that the Metro Region Airport System Plan is under the guidance of t~e Metro Council and implemented by the Metro Airports Commission. The metro sy~em includes Mpls./St. Paul International, 6 additional reliever airports, SouJLh St. Paul Municipsl 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 assu~e it will always be there to accomodate 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 econc~y, that number decreased to 12 aircraft in 1984; at the time of the Airport Commission's survey, there were 16 based aircraft. Assu~ing the airport is improved, it is expected that there will be a fluctuation in based aircraft over the next several years;'~ c~'~L~'~ ~ virtually close~ an alrport, after construction ls completed there would be ai quick rebound of based aircraft to match that of 1979; over the 20 year peri~, 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 ~ 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 3'8,000 annual operations at the end of that 20 year time period. Mr. Otto ~ated that Gateway would be a Basic Utility Stage II facility with a minimUm r~ay of 3300', non-precision approaches and land acquisition to acco~mod~~te clear zone requirements. Mr. Otto then~ade a slide presentation of the 3 airport layout plans that were considered~ Alternate A included the same north/south runway alignment as presentl~ ~xists; clearances could not be achieved over Cry. Rd. ~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 ~ount of fill but r~uires the relocation of Cry. Rd. #116. Alternate C shifted the primary r~Way .~ay fr~ the north/south alignment which did benefit the residents ~t required the closing of Cry. Rd. #56 at the existing intersection of Cty. Rd.~ #116; the primary runway would be 3300' in a east/west alignment but the los~ of wind coverage requires a second runway; this alternate was defeated because it would require closing Cry. Rd. #56 and the limited amount of airport f~ds makes it difficult to develop an airport with a crosswind August 21, 1985 Page 2 of 14