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<br />. <br /> <br />. <br /> <br />. <br /> <br />etc In the case of Gateway, a figure of $35/day was used for a conservative <br />number of transient p:lssengers expected for the year 1989 (which would be a low <br />traffic year because of the ongoing airport construction), and a direct <br />economic benefit of approximately $11,000 is forecasted. Once construction is <br />complete, transient activity will increase significantly and the economic <br />benefit in the following year would rise to $115,000 with forecast activity. <br /> <br />Mr. Otto stated that airport developnent will not act as a magnet to bring <br />business into a community but when businesses are analyzing sites they <br />consider what a community has to offer in the way of labor pool, schools, <br />transportation facilities, utility systems. If a canmunity has another <br />service to offer, like an airport, that community has a leg up on competition. <br />In many instances, even if a business is not using aircraft, the CMIlers and/or <br />employees do use aircraft. <br /> <br />Mr. Otto stated that after the plblic hearing process, the final Airport <br />Master Plan study is subnitted to the approving agencies7 what is needed from <br />the City is a decision or signal to those approving agencies that the City is <br />serious about developing an airport. <br /> <br />It is then the cormnunity's obligation to develop an airport zoning plan to <br />protect that area around the airport fran further developnent which could <br />restrict utilization of the airport. Mr. otto stated that the zOning <br />ordinance would address height limitations7 already to be considered are two <br />radio towers and the hill at the landfill. Mr. Otto stated that the elevation <br />of the landfill hill is proposed at 1020', which is the same elevation as the <br />horizontal surface in the height zoning7 it would be in the city's best <br />interest to fight any proposed expansion of that landfill which would exceed <br />that elevation and even attempt to get it reduced. Height limitations are <br />normally not a major issue7 there is more controversy connected with land use <br />safety zoning. Prior to obtaining any Federal or State p:lrticip:ltion, the City <br />would have to begin working on zoning for an airport. In Gateway's case, Clear <br />Zone A extends 2200' fran runway end and is an area where no developnent should <br />occur 7 currently, this zone would encompass 14 hanes and 2 commercial <br />structures. All of these structures oould be allowed since they are beyond the <br />1000' mark but they are non-canpatible uses and should be aCX}uired anyway. <br />Zone B restricts type and density of develOpnent7 developnent would be <br />restricted to sites 3 acres and larger and uses not normally attracting large <br />crowds. Everything currently in the oorth end of Zone B would be non- <br />conforming uses as the p:lrcel sizes are one acre or less. Those hanes <br />developed prior to 1978 may be exempted fran Zone B regulations and cannot be <br />oonsidered non-conforming useS7 they oould be brought into oonformance by <br />enlarging the p:lrcel sizes or merging the p:lrcels together 7 this action would <br />result in 9 develoI8ble lots being contained in that portion of Zone B. <br /> <br />Mr. otto stated that FAA is very determined that if the airport is developed in <br />Ramsey that the landfill not be allowed to expand. <br /> <br />Mr. Darryl Fults referred to Clear Zone B and inquired as to when moratorium <br />or zoning should begin. <br /> <br />Mr. otto replied that if a city is oonmitted to proceeding with an airport, or <br />even oontinuing with the study, it is important to send a signal indicating so <br />May 15, 1985 <br /> <br />Page 5 of 11 <br />