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1995-07-12 ARC Packet1. Call to Order 2. Roll Call 3. Q 5. C.� CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION AGENDA JULY 12, 1995 Approval of June 14, 1995 Meeting Minutes. � �` i �' � � /\ i �O� ; �' �. � � - I �'_ 'I � Presentation • � a. Installation of Honeywell Global Positioning Satellite System at MSP Invited Guests John Foggia, MAC, and Hal Pierce, Honeywell b. Status Report on Implementation of Corridor Crossing Procedure Invited Guest John Foggia, MAC � ; j Acknowledge Receipt of Various Reports/Correspondence: i a. MASAC Technical Advisor's Report for May, 9 995 (Available Wednesday) �� i b. MASAC General Meeting Minutes from May, 1995 (Available Wednesday) , � , c. NOISE Newsletter for June, 1995. � � d. Richfield Part 150 Buy-Out Update for June, 1995. , � �I e. U.S. News Report on Air Traffic Safety from June 26, 1995. 1 Unfinished and New Business: a. � - i Discuss Metropolitan Council Planning Process Related to ; Collaborative Airport Planning (Continued from June 14th 'Meeting). � Discuss Presentation to City Council Scheduled for July 18, 1995. � I 7: Verbal Updates: a. Update on Northern Dakota County Airport Relations Coalition Meeting Held on June 21, 1995. 8. Other Comrr�ents or Concerns. 9. Adjourn. Auxiliary aids for disabled persons are available upon request at least 120 hours in advance. If a notice of less than 120 hours is received, the City of Mendota Heughts will make every attempt to provide the aids, however, this may not be possible on short notice. Please contact City Administration at 452-1850 with requests. i CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION MINUTES JUNE 14, 1995 The regular meeting of the Mendota Heights Airport Relations Comrr held on Wednesday, June 14, 1995, in the City Hall Large Conferen 1101 Victoria Curve. The meeting was called to order at 8:00 o'clo following members were present: Beaty, Fitzer, Olsen, Stein and Su Commissioners Leuman and Olin were excused. Also present were i Administrator Tom Lawell and Senior Secretary Kim Blaeser. PRESENTATION OF AIRPORT RELOCATION OPTIONS - REMOTE RUNWAY CONCEPT sion was Room, P.M. The si. Administrator Lawell introduced Mr. John Richter and Mr. Henry Snyder, proponents of relocating either all or part of MSP to a location in Dakota County. � Mr. Snyder explained that the communities south of the river have the idea that by relocating the airport, it automatically means more noise in their communities. He stated that this is not the case and that it will depend upon the layout of the runway.system. ! , � Mr. Snyder discussed his Strategic Vision of moving tfie airport � He stated that he is concerned about the economics of the Twin Cities area. Mr. Snyder stated that the Twin Cities is in a global economy. He �explained that global businesses require world class air service. He stated that high tech global businesses also need around the clock air cargo capabilities. He stated this is not possible at MSP. Snyder stated that global business needs to be able to use the full range of today's biggest intercontinental planes for non-stop service which are not possible now because MSP's runways are too short. � Mr. Snyder explained that since the opening of Atlanta's Hartsfield International Airport, the state of Georgia has attracted over 1400 international businesses who brought with them over a hundred�thousand new jobs. Mr. Snyder stated that Burlington Northern, a lifelong Twin Cities business, moved to Fort Worth, Texas because it needed a centrally located city with excellent air service. He cited several other companies who 1 relocated because better air service was needed. Mr. Snyder explained that the Twin Cities are just as close to world markets as Atlanta or Dallas-Ft. Worth. � Mr. Snyder explained that over the four years ending in 1993, operations at MSP were up five percent per year and passenger load was up six percent per year. Mr. Snyder reviewed statistics regarding MSP activity from 1986 through 1993. Mr. Snyder stated that the Metropolitan Airports Commission believes that the airport will need to be expanded. He explained that whatever construction is required, labor and materials costs are almost identical anywhere in the area. He explained that by adding another runway at MSP will not solve the capacity problem. He explained that because the site is so small (3,000 acres - the second smallest air field in the country) the location of a new runway is such that we have to essentially write off the terminal and parking that is there, build new facilities on the northwest side of the property, and then build a new road network to get in and out. „' Mr. Snyder explained that expansion at MSP will cost, conservatively, another S2 billion to tear down hundreds of homes, insulate thousands of others against a portion of the noise, tear down four major hotels and remove all that tax revenue from the tax rolls. Mr. Snyder explained that with a new airport in Rosemount, with six runways in an L configuration, the total number of impacted residents will be 2,200, as compared to a quarter of a million should MSP be expanded. Mr. Richter stated that the City of Atlanta owns the A�lanta airport and that the City of Atlanta receives minimal air noise as most of the growth has occurred north of Atlanta. Mr. Snyder explained his Remote Runway Concept as follows: a. Keep the existing terminal and parking facilities exactly where they are. Passengers will park and check in and out exactly where they do today. b. Build a new set of runways at the Rosemount Experimental Station of the University of Minnesota. It's completely within the recommended site aa�ea selected by Met Council, and is close to the Twin Cities. The public already owns 7300 acres of flat land there (previously donated to the State), saving millions in land costs. Mr. Snyder explained that easements will need to be acquired on another 3-8,000 2 acres to allow for a proper noise buffer zone. c. Build a high speed rail link connecting the airfield to the present MSP terminal - a train every 6 minutes in each direction. Build a ravine bridge over the Minnesota River south of MSP to connect directly with the pr�sent terminal. Mr. Snyder explained that the� total cost of trains, spares, new track, right-of-way and the bridge (about 5240 million as of 1994) is far less than the 51.5�billion required for building the otherwise needed huge new highway network. i d. Build only whatever terminal facilities are needed at the new site to take care of the hub and spoke passengers. Full services will exist only a few minutes away by high speed train. II e. Sell, lease or give one runway at the present MSP site to� Northwest for their maintenance base operations, thus avoiding hundred of millions in moving costs which NWA cannot afford and does not want to spend even if it coy,ld afford to do so. ', � � f. Develop the balance of MSP site to the highest and best use. g. All the businesses along the strip and all the neighbors stl ut. iYP Nothing would change except the noise, which would go away. h. Force the MAC to end its sweetheart char es to its tena Its and 9 , , begin charging the airlines and other airport businesses at rates which are at least equal to those in most other major airports. ;I Chair Beaty inquired how freight aircraft will be handled. Mr. ; responded that they would access the remote runway site and will be distributed via truck. cargo Mr. Snyder stated that the with the Remote Runway Concept Plan, there is space available in Rosemount to construct a new airport and that flights can come and go any time of the night. i � Regarding runway configuration� Mr. Snyder explained that the runway configuration is an FAA approved, most efficient runwa The problem with this runway configuration is that noise is sent place. Snyder stated that with the L configuration, less people' with air noise. He stated that three runways are operated at on � Mr. Richter submitted pictures of the new Denver airport. He di � 3 � 'inwheel � system. all over the ��re affected : time. cussed how specific companies have moved closer to the new Denver airport and that airport noise is not an issue. In response to a question from Administrator Lawell regarding walking time and baggage availability, Mr. Snyder stated that luggage will be handled as they are now and that additional walk time depends upon terminal design. He stated that trains could stop at each concourse. Mr. Snyder stated that possibly five trains could be running at any one time. Commissioner Surrisi arrived at 9:12 o'clock P.M. Commissioner Olsen inquired about the cost to construct the new airport. Mr. Snyder stated the cost would be less than the free standing airport. He stated the costs would be cheaper to start over as opposed to adding over and over again. APPROVAL OF MINUTES Commissioner Olsen moved approval of the May 10, 1995 minutes. Commissioner Stein seconded the motion. AYES: 5 NAYS: 0 ACKNOWLEDGE R�CEIPT OF VARIOUS REPORTS/CORRESPONDENCE _� Chair Beaty inquired if staff had received information regarding GPS. Administrator Lawell informed the Commission that he intends to invite a representative from Honeywell to attend an upcoming Airport Relations Commission meeting. Chair Beaty stated he would like the Commission to discuss the pros and cons of moving the airport in further detail. The Commission acknowledged receipt of the MASAC Technical Advisor's Report for April, 1995. Chair Beaty noted that there were only 57 Mendota Heights complaints in April. He stated that this is the lowest number of complaints in a long time. Commissioner Fitzer suggested that the City inquire with Mr. Bruce Wagoner regarding why he is not enforcing the 105 degree runway heading. � � Chair Beaty stated thafi he would like to campare aircraft that have been hushtcitted with aircraft that has not. The Commission acknowledged receipt of the MASAC General Meeting Minutes from April 25, 1995 and the MASAC Operations Committee Minutes from May 12, 1995. _ � The Commission acknowledged receipt of the SMAAC Newsletter from May, 1995. Chair Beaty stated that the SMAAC should be informed of fihe Narthern Dakota County Airport Coalition Commission. � The Cammission acknowledged receipt of the Richfield Sun Current Article frorn May 31, 1995 on 4-22 Runway Extension. Chair Beaty suggested that the Airport Coaiition consider discussing this issue and sending �a letter regarding their opinion. � The Commission acknowledged receipt of the NtJISE Newsletter for May, 1995. Commissioner Surrisi,suggested that a member fram the� Commission consider attending the Noise Conference for 1995. Administrator Lawell explained that Councilmembers usually attend conferences. He� stated that the Mayor and himself had attended a conference in Seattle in 1994 regarding aircraft noise. Administrator Lawell stated he would inquire with the Council regarding sending a representative to the conference. Commissioner Surrisi suggested that Administrator Lawell consiiier attending the conference atso, � I The Commission acknowledged receipt af the Part i50 Buyout ;Update from May.1995. - � i , The Commission acknowledged receipt of the Northern Dakota County Airport Relations {NDCARCy letter sent ta NWA President John �asburg, dated June 1, 1995. Commissioner 5urrisi suggested that any �additional � correspondence sent the President o# NWA should carbon copy Mr. Chris Clouser, Head of Public Relations. ' MtSCELlANEOUS � Regarding Close In vs Distant Departure Procedures, Administrator Lawell summarized the status of this issue before the MASAC Operations Committee, artd the collective position of NQCARC. He stated that NWA has aiready designed bath procedures for each aircraft type it flies and that each airport is able to designate which procedure will be ftown off each runway �nd. Administrator Lawell stated that Mark Salmen has�indicated - � � �� that the airline is already using, as its standard, the Close In Procedure. Commissioner Surrisi stated that the City should research specific aircraft capability of reaching higher altitudes at departure time. Administrator Lawell stated that Mr. Ron Globb, FAA, has stated that eventually all aircraft reach a specific altitude at the same time. Commissioner Surrisi stated that she would send departure information to Administrator Lawell. � DISCUSS STATUS OF NIGHTTIME NOISE ABATEMENT PROCEDURE - RUNWAY 22 STANDARD INSTRUMENT DEPARTURE (22 SID). Administrator Lawell explained that this subject was identified by the Northern DaBcota County Airp(irt Relations Coalition as one of their top three priorities for joint action. He explained that this issue has also been chosen by the MASAC Operations Committee as a topic which needs to be addressed during 1995 and discussions related to this topic began in April. Lawell explai�ed that the MASAC Operations Committee discussed the implementation of a Standard Instrument Departure (SID) procedure proposed to be flown during nighttime hours for departures utilizing Runway 22. He explained that these departures would route aircraft south along Cedar Avenue and then southwest along the Minne�ota River corridor. Lawell explained that another potential benefit to be gained by the implementation of the 22 SID is the precedent setting nature of the adoption itself. Lawell explained that unlike many airports across the country, MSP does not currently make use of noise abatement SIDs to any appreciable degree. He stated that the successful implementation of a 22 SID would hopefully open the possibility of enacting other SIDs at the airport, some of which might prove directly beneficial to Mendota Heights. The Commission was of the consensus that they would like the FAA to be comfortable with enacting the 22 SID. DISCUSS STATUS OF NON-SIMULTANEOUS DEPARTURE NOISE ABATEMENT PROCEDURE - CORRIDOR CROSSING PROCEDURE Lawell explained that in May, the Commission was informed of the status of 0 non-simultaneous aircraft departure procedure and its related environmenta review. He reminded the Commission that MAC Deputy director Nigel Finney has authorized the consulting firm of HNTB to conduct �the necessary review and to prepare the required environmental do1cumentation for FAA review. � � Lawell explained that on Wednesday, June 7th, he met with Mr. Foggia, the MAC staff member who is coordinating HNTB's work on this project to inquire about its status. Foggia explained that he would be meeting with an HNTB representative and that he would in touch with City officials. Lawell explained that since that date, Mr. Foggia informed the City that the FAA is uncomfortable in answering any questions regarding this matter as there is active litigation regarding the 4-22 runway expansion. '�Chair Beaty stated that the FAA should know that this item is of top priority ranking between the Northern Dakota County Airport Relation Commission. The Commission discussed sending correspondence to Washington officials, carbon copying the Minneapolis Tribune and St. Paul paper regarding this issue. Chair Beaty stated that he would inform the Coalition of�the City's stance. , DISCUSS METROPOLITAN COUNCIL PLANNING ; PROCESS RELATED TO COLLABORATIVE , � AIRPORT PLANNING i The Commission was of the consensus to table this item until their July 12th meeting. -. , REMINDER OF UPCOMING PRESENTATION TO THE ' CITY COUNCIL SCHEDULED FOR JULY 18, 1995 i � i Chair Beaty reminded the Commission of their presentation to the City Council scheduled for July 18, 1995. i 7 ADJOURNMENT There being no further business, the Airport Relations Commission moved to adjourn its meeting at 10:40 o'clock P.M. � Respectfully submitted, Kimberlee K. Blaeser Senior Secretary a A � , � PAGE 6 NiSP AiRPORT NEVYS �i�1��.�l��.�.N.l �� C�i.A►R HC1�LT�E A Growing Ziraditian of F�ne Foad Serving St. Faul's finest steaks far nearly half a ceritury 531 West 7th Street St. Paul,lVZN' S5102 224-7345 2Tte Best. In Steaf�,s �and Lobsters LAItGEST SELECTI4N C1F Gt:}LF EQUIPMENT IN TH� MIDWEST! �� We Carry A1t Majar BraruXs y. �' C�b� Wide variety of travel bags �� `��tv Mens and ladies appareZ � „/�.Q2t'AL"' •FR�E GIFf WITH ANX PURCHASH WHEN YOLJ MENTiON TkIIS AD! ON-STTE PGA PIZOFESSIONAL Lowted 3 minufes from the airpork at I-494 and PortTand in Bloomington 888�4248or888-GOLF•OPEN?DAY5AWEEK ' � �uN� s, tsss Warid`s First- MAC-Honey►we11 Satellitei S stem► ��I Y To �+Cuide P�lanes a�� c;urs r�c�,�,�«�a� .� u� ax ' Cffst:zspo:t aa &sih � ux a aueItica� dirated land'zng systaa fa G�nnuiraal airaalk. ha�7ed by t6c si�ort di�scta as "tbes grta[e.st kxp fawrd ia avietlon aLwe ��,��.. •'lheM�op�i�A�p�tscommts�n and iioaeyvietl. Iac.. rviit ins�i a Hoa- cyw�tUPalavs Sa�ilirt i�nd'u+8 SYstem ,�a u�a xo�y�ar � s�,a ars- 1an, ZY�cl.ink. st MSP' far sppraximutly 5350.00D. It sUould 6e inualkd by euly September ud catifud fa' commtirlel usebyJanuary. 'ilra Satettite iandin$ System (SLS. 2006?, s)aidd m ba tha Srst IaztGin8 systtm bucatif'yfarp�satga �in lhewald. also wiU be ustd u other MAGo�vned and operarcdaitpats in IhaTwin Citits memo- patitan a'a4. TFiE EQLJTPMENT is a box sp�conI- mauly taa uui a balf fai taii t2tat wiII ix P��ProF�Y.��B with Uuee snategirxlly posiaaud canes a4;o on the air�iat ProP�Y• it will v�eiify ud oorrecc saullite infamsfioa to pin- point pncLeety the tocadon oE aucratt monitaed by?A saW lites now circting the tatstt. Aimafe must be equigpa! vrith ele�- trontC equipmdtt t4 take advantage of Ihe �• . 'lUenewWuiPment,kmwnuaditia- e�itl BSobat Poationit�8 sYstcm (DC+PS� t�n �tlevieu air uxti'k no�e, can8auio� �nd weashet-nlazed deffiYg bY i��$ ai�a�tt wild vay pncise aavigasion daqt w atd approac]�es, lAttdings tnd akeaff's. 1,,� ��,� �� . itutelleiiat and cet#itcation procest r�t its cogutac mtesing In Jniy. BOTH sysums s� based od tht gtabel P�8 system C4PS? wii�ch y�ovides U�ceadimwsionaiposiJuoainfomudon2i4 Iwvro a Q�y� mywhae on erith. The land- ��nrw��uyw�u�s�oiw sive tochnoiogy, maiung tha Hawywdi/ Petaua sysiem uuema2y ntiabk and �Y � "CiPS Lsittxives �t the �rettest kepfawmdinavtstlona3Nxtheintrodua don dt thckt enyinc," awid lefhey Hamiel, MAC exacul£w dLructa. "Tha lacat-wrea t#PS gtound stetfan give,tiateeYtttfltogy necaSery W dai wiih aircxtkaolsaissues.si�speamanaSement ma. variecy o� �cicy i�u« u abouc oae-third tLc coss eEcompotinng technola 8� ' "7n the 'I`�vin Cides, the HoneywetU Palorus system will signif'ecantiy rodua ,�,�aR �iu ia neignbochooas uttsosme- tng t4e airports and help ns track ground v�hictes aoore offocfivcly," aatd FLmiel. "BY Providin8 Prxise land'm$ 8uiidance 8 for ait tYP� � aPP�ha. including 'auvGd approaches,' thc Saktlite Landing Systtm tttables aimraft W avoid tong, saaighFline pailis w iunways. This heips deaease Iho fi+eqtw�cy of at�taR flighta � usdthercsWiingnoiuInnaghborhoodsin � ttYose{prths. � • "iiONEYWELL is ihe tagit�! rlwice fa MAC bxsuse it o�us a compietc sys- ��- `,�„�a.�a � a�s,� �a x�K� :Insnliation af Ihe SIS-2000 is xheduled �to begin u the aiipact thia fatt. with £�dero1 Aviation Admirnstca3iois artification sac- pectod fn Jinuary 1996. Whon �ppraved. theSLS-2000,willbetheCustin thewaid hatiCkd for pesscnger secvica '11te Tn- ci3nic via4 using faur ground vehides� aill follaw ce:tifxaitioa of the SIS-2000. "HisWcicai3y. tnchno2ogicat advancbs in aviazion wcee ktt largezy ta ttic fedccai tovcmnwx. airaaR and avionics manu- fachurts, md the airline 3ndusuy," said Keith Ae1ae. vice presidont of rttarketing forHoncyweU'sBusinass u�d Cammutcr Aviaiwn Sysrems. "foday� a reai opporw. Aity exitts faaitports ia cnur thc devetop- ment uau and have a coape:ative impact onttttdirec6aneme�iztguclu�ologieswill Wce.17w MAC ag�r.emrnt mukt tho first saleofoursystem in theUnirodStates end iioneyweii'a fust�tver sale of TracLink." j BY USiNG sigi�ais seat from GPS sat- allius. the SI.S-204D somp�us exatmety aceurate navigation dafa. By plsei�g GPS a�at at vuious Gxtd. 8w$r+PhicallY uwryed locatitMs in the Wminai area. it aimpares si�uls w,u, tT�e cnx Cs�uvey«� positiod � ihe ground raeivtrs.11�is da- tamines thc uron rauiting fmm ausws- gliaic and other effxi4. This ttehniquc is a]led diftutndal L3PS (DCPS), ,�� thea hmmniuea w apptoachic�g �ire�f't 'I1�e iircnfYs an-boaM GPS equipman nacs this data ta product tuvigation infat- mation lhat is atxntate to withut 6vt feei haizanta!!y a�d siac feU v�niaUy. �YLe SI.S-20(10 will save si! runway eom within r� radius of 2D a 30 nauticat miia u �ll af MAC's aupoiss. This will S�P��PP��6iliry W many otdsa tunwaya whero wch tp�nech pm- ceduresmcamasUynotavailibk.AtMSP, tbe SIS-2�Q0 will provtde an added kvrl of apporch capebiliry becaux it b da dxned a be upgraded m high-Precision tmdin; �pptaches not eu�rently avaii• abtp.Tlilswlli dtowaaieopuaBans during inckme�c wat2su c«sd;tioro. 1TtACLINK. the gound vthicie sys- rar4 works in undun with SLS-2000 by using rh� sarno ncPs c�nxaons u ap• P�aci�in& airaaR 'fi�se cortccdans aro Vansmitted ta uansctivrr�equipped va hicics.lhis dat� is nsed by oa-board GPS tt�iPmrnt to deunniae the vehick's pra cioe'posi6on. This posi6� is thai bcaaa- au ta a anm�l rantrol lacation. which is equipped with a reoeption antenna and compuur ihat vacks vehick movement on ContFnued on Page 6 � { , �. 4 � they used the counterfeit Massach�tts H a n ey�nre I 1--� Continued from Page 7 an elecaronic sirport map. Fasition report- ing�can be as Geqnetrt as o�ce every sec- and TYacLink also can send and receive encryPted and open messages, t,�xt and graphic il2ustradans, and digitally �cord aIl movemen� TheHoneywellJPetorus S�.S-?.O(?0 is the next pragressive step in the successful navigatian histories of both companies. Honeywelt's experience dates ta the early 1980s, when 'it invented Receivex Autonomous In#�grity Monitoring (TtAIlVi}. • IN 199Q,aHaneywell-equippedNASA Boeing 737 performed the fust differendal GPS (DGPS)autaland,proving thatDGPS autamatic landings were passible. In 1993, Haneywell was the first to certify a"sole means" GPS approach when 8ri AiR-7� 81TCTdit W2S CCIiiflCd 1t ASpBB. COjO, ��11 CO�CC� t�tiFlllg t}i� 1�Speti agpraachcertification wasusecihy iheFAA and the SatelliEe Pragram Office to help establish certificatian process�:s far ap- pinaches benefiting other air carriers as well as general aviatian. {?ver the Iast 18 months, the FAA tias been asing a Honeywell aircraft in severai demonscrations showing how DGPS, when coupled with an aincraft's flight manage- meni and #Tight guidance systems. can fly inswcnent approaches to virtuatlY, a�►Y airpc}rt runway in the warld, BET 'S�C}TJ �l►t�l�'T �►Nt�W : ..r ' ::.... - :.......■ ■..... ........�.�... ...��. � Minnesota Brick $� Tile Sells �anc�iseape Praducts Toa! Faving Brick, Brick Chips, Stene�vall� Retaining Walls Stop in und see our aelection at - - S20 W. 8�th �Street, Bloomington Qr call t612) 8�8-8239 for additional information, pricea and�busines� haurs. . . . . . . . . . � .:,. �, • :•. ; ;�. �- � , . � .. ,.;:' , :: . ..::�-:• � . . • � . :�is:�;};t6t•: . :i;': , . , . . . . . _ ::� = 1RCS V6, AutomaUc Transmission, Air t;ond Windows. Power Gadcs. AMlFM CassE c�utse. R�ear Heat & AC Ducts. � 5 1?AKOT "�'r«i . ;� , ... ``� ceiie� $ g�= sas000nn ��;�vE 17� $1599� n (y(�(�ty i 5��5o uc�ten t474F.f.L �fritJ7, S�V79J „F;�t�� ss� NEON _ � �� . �'� . r 2 YFAR LEASE e � NO CABH DOWN $ �5* �. � 1 �� . - . , . . . .; � . . .r � . . • • ' � ��. � �� -�4:.-.� ��C�/ �� Star Tribune '�i � �� ` � p saa�raa _ �T '� June 3% 995 � � i,� Please read and recycle � p e �� Y�, • . � ■ • r ■ ■ :�Airpart ta be natMons f�rst to use satell�te�data in land�ng '�7 Lck Btake and tt�dua �tir-tnffic can�ation and weath- Cammiss'son {MACy. wiA buy : 5300,400;round sutian, built hy sad where it ahould flY nczt, Foggia said. ;;5rafl'Wrikr a-nluted dttaya. Honeywell Inc. of Minnapolu aad Rnown u "1licsateltiteGndin�rystemsnabksaircYsft t6e Honeywetl Petorus Sateliiu tindina Todaytheaitpathasoneinswmentlandia; � MinnapotisSL Paut Intemational Airyext Known as e 6tobtl positioaiu� �tysttm, ii rvill W xvoid 3oa�, atsutht-3iae patha to mrr Sysum. . aid 3t thc rnd of one ruaway. Thc ainent rn'Il be t6e fint ia tlit muntry to mavc fata allow pilou w kam thGir txsct positkna In ways," he said. "T6ia heips doacase air tnf- landing synem sends out a ndia bam in one .th� nai ftnatition of airspaa maw�ment thrce dimenaiom — tatitude, Con�itude and fie aad the muttin; noisc in aaghbofiaods Yhe �nund station will naive ihe sautfim directioa. and ptu�a mnst linc up dicectiy -:W�ea it tnstztis ,1 w tronai systrm that etevation — fmm aeat aut neh aeo- ia thase paths.^ si$uls, improve thar axuncy and uend tde behiad it W follow h into thc airporL v� h 'r :lv¢II eaYble yi7ots to iue dau from utcllita to and by 24 Defeme t atullites tn infurmatioa by n�dia waw to all airaeR .;plot tLcir ltndit� r�pproacha�. orbit uound i6e eut6. The Feddut Ariation Adminitpation AA c a. (F y ee�nippod with Elabat positianin; rerdvas, The aew aystem wiii gmride l�Oins E��- ,� of}'�als ay thc aystem, to� bc in- Tke Goni Iafomutioa will ��4w�d that Elobd pmitionin� Leoomc sud John Faggx, naue mana�er for the ana at all ends of all nw�vaya u tLe airpon i� n6 P*ovide t�e cauntry's sok system fa nrvigational MAG and at any airytrrt within 38 mites, Fo�7a in �ba, will pcovide pra+se tandin� tuidana Cor aq�yp� of a �uidanaby 1948. said. �tu�tionil dttM thxt witS improvc Ltndi»a indud�nE �Ri atxs. s:id Jtft N� Using the sattllitt dxt+, thc ground atxdon • • mfety, ea�e aIrport noise nada lnndio; paths xutive diYecter of tix Metropalitan Airparts To hp into ihe satellite ai6naLi, tt� airport siput will uII a plaae prccisely where it is Airiwrt continued on pa�e SB �� ► Airport � ��,�t�g,��$ ��,trsn« .ro «aectea w cq�,p c�,e�r ' . � flab �vith ;lobal poaitioairsg meiv- . en uWy, at a cost of SSO,U00 to S1 000 p"er p�ne, aoid Hai Pie�e, a Hoaeyasll enaineer and maaager of t busintss devclopmrnt in iu commor- � ciai lli�ht system3 divisian Honcy- 1 w�i! 6as been sellina the rzaivcn c daa t989. �nd�mrn than 1.000 arc F ia uae. he uid. Honcywcii has dem- - onstrrted iu landiag system over the windint appruch w National Air- ' Dart si4nE the PoWmtta ftiva ia t Wuhin�ton, D.C. A videoupe of the o dtmonahation ahowa tUe P�bt aittin` s aoasioaaliy rrish his hands tn his lap c while thc satellite 4ndiqa system U Eut�M� P�anc atons Yhe rivcr and a urpor� ! "tYs �oia� ta be the ta�sst chaate in r how we etpezau commtma! tiraaft : sina the iavcntiun aFt6e jet enyine,^ . Piu+te said � onoe Uie aauuiu systwn ia tasnttoa at tht a's�oA, it is ocpected ta roxive - -- - FM aRifuxflaa far passen�cr use — - -- bY Ianua�Y� wheq t6e airport m'll be sLe S�si in the muntry etrti8ed w aiclin�a.� �� . � i� -� JUL-07-1995 14�18 METRO. AIRPORT COMM. 612 726 5296 P.01i08 Metropolitan Airporis Commiss�ion I FAX Trar�smi�tal DATE: _ SE1VT SY.• TO: . e0. MPANY � FAX NUM�ER: NUMBER OF PAGES (WT!'H FAX COVER); 1VI�SSAGE: Tom: � See you Wed.nesday ni�ht at 8:00 p.m. � �. ■ b040 28eh Avenue Sordlc Mintteapotis, MN 55450 612 TZb-8100 FAX 612 726-5296 , July 7, 1995 7ohn Foggia i Tom Lawe11 i City of 612 8 Heights JUL-67-1995 14�18 METRO. AIRPORT COMM. 612 726 5296 P.02i06" MEMOIZANDUM DEPARTMENT OF ENVIItONMENT TO: FROM: SUBJECT: DATE: MAC Directors ' John Fag$ie, Manager, Aviation Noise Programs Recent Airport GPS and Navigational Technologies Advances 7 April 1995 During spring 1994, Me�ropolitsn Airports Commissian (MAC) Executive Director Jeff Hsmiel, requested that Roy Fu�u�mann and myself explare a number of navigational system technologies, including Global Positioni.ng System {GpS), an behalf of himself and the Metropolitan Airports Commission. This memo outlines critical elements of important meeti.ags with LTNISYS, Honeywell's Commer�,ial Flight Systems, and Northwest Airlines, and speeifies i.mpottaat roles MAC should play in the emergence of the most important evolution irt aviation since introduction of the jet en�ine. ' � GPS is rapidly surfacing as a cea�tified use in a num.ber of aviation arenas. In the cockpit, TSOd GPS receivers are installed in most military aircraft aad many ci.vil aircraf� Using GPS as an en route navigational tool is already a reality, and in MAC's system of airports, GPS overlays for noa-preoision approaches were published ia August 1994, for the Mianeapolis/St. Paul Intanational Auport (MSP), Flying-Cloud, and Anoka County airports. Und�x live coaditions I have filed IFR GPS-direct using the Aviation Noise Pro�am's Trim�le receiver, and ea route ATC accepted us flawlessly. Fiistorically, techuological ed.vances in aviatian were left largely to the federal government, aircraft and avionics msaufacturers, and the airline industry. Today, a real oppartunity exists for airports themselves to enter the developmeat arena, and have a cooperative impact on the direction these emer�ing techaologies will take. For a varicty of reasons, the Pederal Aviation Administration (FA.�) is opeaing the resesrch aad development door to entities typically excluded from planning and developing future technologies. In fact, FAA is encovraging private/public cooperatives (airports and others) to develop, monitor, and mairttai.n GPS ground stations and other technologies, on a decentrelized basis. Though dwindling federal funds for these important airspace initistives is a driving factor toward decenlralizing authority and responsibility, lacal a,d.vantages from the introduction of many of these aew tecluiologies will make them attractive to i�al airport praprietors, sad ia fact, wider snter-modal transportation systems, at Ieast oa a mebropolitan area-sized basis. . To introduce the current state of GPS and related navigation technologi.es, es well as the role MAC can take in implementing these technologies, I will highlight a number of "meetings" critical to our involvement in aviation's future course. � � ii `' JUL-07-1995 14�19 METRO. AIRPORT COMM. 612 726 5296 P.03i08 . ; i UNISYS Air T�rafi'ic Control Symposium - Ju[y 1994 ' � FAA's request for a MODE S next-generaaon transponder and data-link development capabilities was reviewed, aloag with the UNI.SYS solution. MODE S will interrogate/receive/transmit simultaneously up to 700 targets in a termi.nal �area, using a data link to transmit a variety of information about aircraft status. On a rud'unentary levei, MODE S hendles disc�eet beacon code and encaded altitude inform.ation Iike the current MODE C, but the similarity iends there. Data link developments will allow automatic transmission of digital aircraft status information including on-board systems, fuel status, flight management system telemetry, � spatial position, airspeed, ground speed, Terminai. Collision Avoidance System (TCAS) status; �aad a variety of other inferred parameters. MODE S will sequentially inteaogate all g�ouad and airbarue targets in a terminal area, develop sequencing, separation, and collision avoidaace solutioas, a.nd tra.nsmit individual instructions to each target. This two-way data-li.nk is known as Automated Deperulent Surveillance (ADS). ; f ADS airborne capabilities are directly tied to high resalution position informatio� differeatially carrected. GPS (DGPS). An on-board receiver precisely det,eimi position usiag raw GPS satellite da.ta and ground sta.tion error correciioas,' transmits the aircraft position to receiving stations on the groand ADS bechno: dependent capabiliiy - is independent o� the larger MODB S air traffic mar prescribed by iTNISYS (and others), si�d wi]I be used to manage grouad ve� Vehicle Highway Systems (NHS), fleet management schemes, etc. � achievable with es the aircraft's und a data link �gy - as a GPS- ;gement system c1es, Intelligent Ultimateiy, MODE S will provide the meaas to transmitJreceive aircraft (or � surface vehicle} position inforination, as well as air tra�c control instructions, weather, and airline-specific data Ii.nk services. � Honeywell Commercial Flight Systems Meetings i � Roy Fuhrmann and I were invited ta Haaeywell's engineering fac�lities in Coon Rapids, MN by Harold Pierce, Maaager of Business Development Navigation Systems, for an in-depth preseatation on Honeywell's progress and future pl.ans for a viable Differential Global Positioriing Satellite (DGPS) Cnound Siatioa. � I • �' The Uniteci State.s Air Force randomly degrades GPS satellite resolution through a process known as selective availabiliry (SA}. Much of the research in the field is dedicat�d, to 1.) restoring the resolution to sub•meter accuracies, and 2.) monitoring the inte�tity of satellite-received. si�als, and alerting/decoupliag flight con�ol systems if satellits signai inte�rity deteriorates. The techaical detai3s relatin,g to how these capabilities are achieved are beyond tlie scope of this memo. Hoaeywell, with significant experience developing aircaraft avionics and grouad based systems to extremely c�iticai tolerances, presented aa accomplished. differentiai GPS solutioa. � As stated earlier, en route GPS navigation and noa-precision approaches are �already certified using raw satellite vehicle (S� data. However, integ,rated termin.al ogerations, and precision approaches require higher resolution (ccurected.) si�aals, witb, stri�agent si,gnal integrity monitoring, and rigorous FAA celtification. The fact that high Ievel FAA officials (includi.ng Admitustrator, Davi.d Hinson) are ded.icated to rapidly certifyiag GPS for commercial termiaal use portends a rapid move taward sole GPS-based. U.S. navigational systems. FAA and ; � � Page 2 j I JUL-07-1995 14�19 METRO. AIRPORT COMM. 612 726 5296 P.04i00"� � �Honeywell are dem.oastrating differendal GPS precisioa approach capabilities at airports worldwide, to establish a set of iaternationally acccpted Required Navigation Performance (RNP) specifications, and in an attempt to solidify political as well as technical support for the inove to sole-GPS g�obal navigation. Honeywell established airborne and ground links for Continental Airli.nes' operations into the first certified non-precisioa approaches at Aspen and Steamboat Springs, CO, and demonstrated DGPS precision app�osches/missed approaches under FAA contract at Los Angeles International (LA�, Chicago M'idway (NIDi�, and Washin�toa's National Airport (DCA). Earlier this yeac, Honeywell responded to MAC's interest in implementing DGPS ' technologies at IvISP by submitti.ng� a detailed proposal with MSP as the first major airpart to install an FAA-certified Category I precision approach DGPS grocmd station, with installation duriag tturd quarter 1995, and proposed ceitification by January 1996. In the Honeywell solution, one ground station (located at MSP} services all runway ends wit�un a� radius of 20 to 30 nautical miles. This means, arith praper course deternunation programmed. at the gound station, each runway ead at a11 of MAC's airports could be Cat T precision approach equipped, at a miniriaum. The system is currently designed far CAT II certification at the serving airport (MSP), with CAT TII autoland resolutions ultimately �available. Naturally, CAT II and lower minimums require the usual airport surface parametea�s such as approach lighting, runway centerIiae lights, crew capabilities, aircre�ft comgatibility, etc. An inte�ral part of the proposal is a ground vehicle tracking and two-way datalink, demonstrating capabilities of the ADS technology described earlier. The proposal positions MA.0 as a full partaer in developing certification standards, restructured. airspace management, and future uses of both DGPS and ADS technoiogies. Haneywell's proposed cost for an FAA cer�fied DiffeTential Global Navigation System with Ti�acLink� ground ve�hicle ADS system and iastslletion, warraaty, etc., is $350,000. Agai.n, this system provides for CAT I(minimum} precision approaches at es,ch runway end within 20 ta 30 nautica). miles, distributirig the cost over the many runways in MAC's syste:u of aiiports. �The value of prec,ision DGPS availability goes well beyand direct flying uses. Through two-way �data link capabilities already develoged (ADS-discussed above), siiport surface surveillance will be accomplished usuag GPS-derived positions, instead of the aging 1940s-era tec�nology - radar, Because of the diversity of uses, distributive capability over multiple ivnways, and relatively Iow initial �investment, GPS technology costs will remain far lowet than any previous aviatian- dedicated systems, such as II.S. In addition, GPS will be MODE S-compatible. and in fact, integral to replacirr,g INS as flrst level aircraft positioniag. Tn the very aear-term DGPS will provide precision updates to INS drift. As speci.fied in their Strategic Plan, FAA projeets that GPS will become the primary aircraft positioning input, sole mea.ns for CAT I operations, and sole input for Al�$ aitport surface surveillance by the 1997-1998 time frame. There is no doubt that GPS will replace all existir�g navigation systems, and all majar airports will purchase the capability in the next few years. Followiag the MSP installation immediatiely will be Newazk International (EWR) aad Re�in�, Saskatchewan (YQR), and 4 other Cansdian Airpo�rts. After the histQric frst certification at MSP, a virtual flood of airports are expected to purchase the ' te�hnology.�Transport Canada will be closely monitoring the MSP certification process, with their own certification mirroring the MSP experience. ' Pagc 3 '� '« JU�-0?-1995 14�20 METRO. AIRPOR7 CQP1M. 612 726 5296 P.05r08 . � Federa[ Aviation Administration Prerogatives ' FAAr.'s strategic plan is outlined in Valumes i and 2 of the Federal Aviatian Adminisrrarion's Strrztegic Plan�, Basically, �Tolume 2, "Straregic Tmplementation", iadic� a si�cactt comrnitment to GPS aad other Communication, Navigation, and Surveiliance (CNS) issues i.a the near term {2995 - 29}8). Far e�np�.e, the plan specifics implemcntati.oa af GPS-based Automated Dependent Surv�illance (A.DS) into en route, teiminal, and airport s�uiface automatioa systems, and approval of CPS-based CAT I operatioas a� $ sale means ia the United Stet�s no later than 1998. To realize these ambitious gc�als, FAA recogaizes that the federsti government has aot beeA mast S#t�StIIIi11P� Q�I$ttOII for rapid technolagy procurement� and program impl.ement.ation. Rather, FAA has turned. to pcivate aad noa•federal publie enteiprises to efficient�y implement the GPS na�v�gaiion pragram. FAA retai,ns thc authority to speeify system requirements and operationai certificadoa, but encourages implementation of the next generatian airspace n�vigatzon system, through "private" pracurement and opet'ation of L1GPS graund sta.tioas. ' � � For FAA's new philosophy of decentralized respansibility for navigatianal systems, and . owae�rship of the DGPS graund station snd system attributes to provide the most flexible service and insur� the most universal use, a'srp�arts, not airliaes, must surface as owners and maintai.ners of Ehe pending spread of I?GPS graund statians. Clearly, ax� air2ine h�s littie prerogative to make it� signal ava%Iable to other commercial Y�sers, let alone Genetal Aviatian intcrests at satellite airports. There are over 5,'7{l{} runways greattr t1�aIl 3,t}OQ feet ia leagth ia the U.S., aud fewer . thaa 1.,300 instrwment laadiug system (IIS� facilities. GPS-based input• wili provide precisian �pproaches to both ends of all these runways during instrvment conditions, greatly iac�easing their utility. It will be up to airpart ow�aers to assume responsible lcadership, purchasing DGPS grouud statians to faciii.ta#e widespread xccess to t�iis capability. � � Northwest Airiines Meetings � j i � Our irctti;ti.al. meetings were with Captain Robcrt Buiey, Seuiar Op�sations Representative to the Russian Federation, �nd Captain Frank Alexeader, Manager, A,rlvaaced Navigation Flight C3perations. Captsi.n $�ulty was recognixed during the Ftoneywell meetings as a piime piayer far Northwest Airliaes in the GPS arena. Y worked with Captain Aleaander previousiy an the FMS Curved ?'ransition I�e�nonstratlon Project. Fraak is well versed in na�igationai systems and GPS iategration, and is co-chairmaa af the Intstaational Navigation Stsadards Special Cortuni#ee, a national group est�blishing perfazmance, and certification requirements for DGPS �appraaches and ather next ,generation navigation issues. * . , � . + To assist in the ce�rtification of the MSP ground sta.tian, Narthwest Aul�nes will u�stall GPS recsivers and required avionics on DC9s or 8�27s during i9�15. Because B727s �are likeiy to be retired, iastalladon is more t�ntative thaa on refurbished, hushed, DC9s. GPS receiver iust�allatian costs approximately $45,U0(}, and upgrad,es mvst provide far the precisiaa Ianding capabilitzes 1. U_S. Deparn»uu of Traosportatiutl, Federal Aviatioa Administtatioa,1994 FM Srrategic P1an. Z%ltrtnes 1 etred 2, Wa:�ingWa. D.C.. MaY 299�€. , I n1so...U.S. Depa�tmenc of Transportalioa. Pederel Aviatiaa Adminis�ratian, GPS trriplemeruartan PTnr� far.iir Nuvigativrs cu�d Landing. W�siainngusn. D.C.. Aug t944. ' I Page 4 � I JUL-07-1995 14�21 METRO. AIRPORT COMM. 612 726 5296 P.06i08� � discussed above; an additi.onal $25,Q00. Captain Alexander s group successfully pushed for GPS as part of the avioaics upgrade oa the DC9 Stage 2-to-Stage 3 modification package. . Captain Buley has direcdy worked projects to integzate GPS and the foimer Soviet Union's Glonass satellite constellation iata a fully integrat�ed Global Navigation Satellite Sj�stem (GNSS). Recently, he was involved in talks with Russis and China regardi.ng international flight corridors to Beijing; from over the Kamchatka Peninsula, across the Sea of Okhotsk, ta Shantarslde Islsnd, then across a nairowing of Siberia to Belogorsk, direct Beijing. This routing, when formalized, will open Iucrative Chi.nese markets to Northwest Airlines, dramatically improving their presence on the Paci.fic Rim. The current unreliability of navigatiana,i sids throughout C�iaa often forces INS "searching" arithin tetminel areas, leading to delays aad less-than-reliable service. Opetiing routes scrass Manchuria and aortheast China. enhancing air service to Beijing, and upgrading relatively unreliable navigational aids with installafian of terminal DGPS capabilities are all critical to reaiizing the Chin.ese markets. An important facet ia the critical negotisdons with China is establishing a"si.ster-city" relationship through Northwest Airlines' hon�e-base airport, KMSP, and Beijing's Capital - International Airport, ZBAA. Both Captai.a Buley and Honeywell Systems helieve a sister-city relationship between M'inneapolisJS� Paui aad Beijing, via their intetnational aiiports, would be exrremely beneficial ta all parties. International marketing strategies underway for MSP would be significantly balstered through such an"overseas relatioaship, and marketing entities throughvut the 'I�vin Cities wot�ld realize strong bene&ts. Northwest Airlit�es clearly staads to gain an i.mpartant edge ia the rapidly growing Pacific Rim markets. Chinese officials desire a"spre�di.ng of responsibility" when entering new westera-style pro}ects, nntested on the Pa�i,fic Rim. A sister- city relationship alloevs for improved credibility and potentisl face-saving. if a project were to be less successful than advertised, Honeywell already has expGrience on the Pacific Ri.m. demonstrating DGPS capabilities joinfly with U.S. FAA officials, using Honeywell's Gulfstrearn IV as a t�st-bzd. The G� is based at MSP, and the company is very interested in using home-base MSP as a d�monstrstioa site. Narthwest Airlines laes a direct interest in opening Chinese markets. For Narthwest Airlines, combining forces with the home-base airport praprietor and a potential Chinese sister-city airport proprietor, enhances credibility and immediacy of the GPS implementation strategy. Since sitport proprietors will surface as the only reasonable ownecs and operators of DGPS ground stations, MAC's participation is criticai toward establishi.ag MSP as an international showcase for technology, indusiry cooperation, and intematianal markeiing. The Metrapolitan Ai�ports Commission lends more than. jnst credibility to the process. I have been asked to assist in negotiations by in�aducing the C�.inese to ANOMS as an airspace management monito�ng tool, a western technology exchange affering, and as aa example of the forward thinki.ng natvre of Beijing's potential sister-ciry interaational airport. Establishing the sister-city groundwar� would be accomplished at the same time as airspace routing discussions and ANOMS technalogy transf�rs. Clearly, our commitmeat to ihe DGPS graund station is criticsl to the overall pro�ess. For airlines utilizing GPS en route capabiliti�s, and the introduction of precision teiminal capabilities, conservative estirnates by the Air Transport Association for the Newark Installation are PagK 5 i� r -` JUL-07-1995 14�22 METRO. AIRPORT COMM. 612 I26 5296 P.07�08 $90,000,000 per year. Far MAC, a$350,000 ground station invesfinent wou.ld pay off rapidly, especially in light of drasaatically increased numbers of precision approaches � at each runway end in the MAC system. Comparatively, a one-end ILS, similar to the one programrued at STP, ca.n cost $900,OQ0 or more. Additionally, DGPS technologies allow more flexible use af existing airport infrastntcture. For example, reduced ntnway separation for simulta.neous � preci.sion approaches will not be hampered by radio beam spreading beyond 10 mile,s out, currentiy a problena with existing ILS bechnology, because DGPS signal resolu�on is sym�etric at all points within the defined coversge. I � Ground based uses for GPS technology will heip acceleaate the iaevitable mo�e toward sole-GPS navigation. A number of non-aviation task forces are considering a variety af challenges facing GPS implementation for Intelligent Vehicle Highway Systems (lVHS), Autamatic Vehicle Locatiag (AVL) aad Seet maaagement, geo�apluc information syst+ems data updates, surveyi�g, mapping. precision agricultural chemical applicatioa vses, ete. Roy Fuhimann and I are members of the State of Minnesota GPS Base Starian Task Force, where we represeat� aviation system prerogatives. and monitor ad.vances in non-aviation GPS uses. MAC will take the lead in real time correction messages (RTCM} technologies, by instal3ing the proposed leading-edge DGPS ground stati.on and ground vehicle tracking system at MSP. MAC will.therefore play a si,gnificaat role in promating public accessibility of precision DGPS for non-aviation�uses. � I On-airport sirside uses of DGPS pvsi.tionia$ will enhance safety aad '�mprove vehicle accountability. Usin.g ADS, all vehicles properly equipped on the airport surface will receive aceurate position info�atioa froui the satellite consrellation/DGPS ground station system, and transmit that positioa on radio frequency (RF}. Without the archaic use of 1940s radar technology, positions will �e accurat�ely known, without a number af active emissions illuminadng targets in crossing bearas. Applications to supplement Airport Surfa�ce IIeiectioa Equipment {ASDE), develop precise GPS-guided. snow removal, and insatute ninway incursion minimization schemes, will be develaped joinfly by MAC and Honeyarell engineers. � I. - . , In sddition to the m�rriad benefits described above, realistic noiae abatemeat wilI be resl�zed through the rewriting of SIDs ead STARs with aoise abatement consid�xatiosis as part af the P�8 Pr��. �p� will be restructvred aad reclassiSed with introduction of GPS and coupling to FMS drivea EFIS. With MSP as the flrst DGPS certification site, MAC will necessarily be a full partner in restructuring of our airspace. Airports must be at that design table, prepared. to i.nject airspace requirements that balance the needs of the National Airspace System with those of aiiport neighbors. � Recommendations for MAC: i '� Fund and install the DGPS grounci statioa 8nd suzface veeliiicle vacidng systiem at MSP at the earliest possible opportunity, taking advaataga of CAT I approaches at a11 of MAC's runway eads at MSP. STP, Ft;M, ANE,IVIIC. Y12. sad 21D. , I �i- 8e prepared to purchase additionsl capability to enhan+oe DGPS ground station capa- bility to CAT II aad CAT III minimums. � Work with Northwest Airlines aad FAA to design GPS praoedares thai reflect che air- port's responsibility to batance the aeeds of the National Airspace System cvith those . � Page 6 i JUL-07-1995 14 22 METRQ. AIRPORT COMM. 612 726 5296 P.08i00"'' '•" . of airport neighbars. Both SIDs and STARs cau be developed ta take inw account - naise impatts, as well as taYiag advaniage of GPS-�dire,ct efficiency an�i accivacy, ►#- W�k with FAA and selecxed vendons) to establa'.sh Made S requiremants specifically far Minuea��olis t�ass 8 airspace. �- Offer MSP as a beta site for majar pra�f-of-concepc tests far Mode S. GPS-based ADS, GPS•based'PCAS� etc. � � Ena�urage i'n�ernarior�. Markets t]uough leadership in accually imgiemeuting cmerg. ing t�chac�ogies at MSP, �- �%�rk ciaseiy with Narrhwest Airliues aad, Iioneywell aa anitivatiug Sister-City Sta- tvs with �eiJin�, hiP,hlightin$ interaatiauai markedng opponunides, iaternauonal exposure, and opet�ing Paciflc Rim competition t.n Ncmhwest GPS initiatives reprGsent the g�eatest leap forward ia aviation since intraduction of the jet engine. Sigaiflcant bene&ts to MAC`s aitport syst�m, communities surraunding MSP, and the entiure Nati4nal A�rspace System can be reaiized if MAC seize� the opponunity w be a leader in GPS i.mplementadon. T'he local area ground statian DGPS technology transcends other divisive airport issues sad providss a springbt�ard for int�eeraational marketing venues, aoise compatibility, a,irspa�ce management, and.a waiiety of capacity issues. The time to act is now. �� TOTAL P.OB THE �TC}ISE 1��]�WSLETTER PUBLISHED MONTHLY BY T�IE NATIONAL ORGANIZATION TO Il`JSURE A SOUND-CONTROLLED Volume V, No. 6 NOISE CONFERENCE UPDATE Re�istration Materiats Mailed The registration flyer far.the 25th Annual Meeting and Aircraft Noise Symposium of the NatianaI Organ�zation to Insure a Sound- cantrolled Environment (NOISE) July 26-29 was mailed shortly after Memorial Day ta all NOISE members and to approximately 1,5Q0 persans in the aviatian communzry. Early indications suggest a iarge tarnaut far the Washington, D.C. canference, which has as its theme, "Is There A Noise Problem?" Registratians aze already being received and severai calIers have contacted the national office of NOISE requesting information and regisaatian materia3s. IF YflU HAttE NOT YET RECEIVED YOUR FLYER AND WISH TO ATTEND, PLEASE CONTACT TF� Il�hTirJh7AL QFFIC� AT 2Q''..lb$2-9386, Ext 32{}. �member that we have a new policy this year requiring payment _ registration fees prior to the conference or on site at registration; the purpose of this change is to save costs and delays assaciated wiih billing. Hotel Infarmation The conference site is the Key Bridge Mamott Hote1,1401 Lee Highway, Arlington, VA 22209. Onr raam btock is being held until July S. Any mservations after that date will be accepted on a space andJor rate avaiiable basis. Th� conference mom rate is $95 single or donble occupancy; this rate does not apply for Tuesday, July 25. In calting for reservations, it is best to call ihe hotel direci at 7Q3/524-6400, as some callers have reported difficulties with the 804 number listed in ihe conference flyer. When registering at the hotel, be sure to identify yaurseif as a registrant at the NOISE conference w ensure lhat yau receive the special rate. - ; i i r i� t t s r Remember that the NOiSE Board af I7irectors wi21 meet fram � p.m.to S p.m. on Wednesday, July 26 rather than at the .ditional time on Saturday after the conc2usion of the canference sessions. Instead, all of Saturday will be a free day for registrants to enjoy the sights of the Nation's Capitol. The Board meeang wiU be at the hoiel in a roam to be annannced. 1995 However, there will be a special and very brief ineeting af the Baard at the conclvsian of the conference on Friday afternoan, July 28 ta vote on recammendations by the Executive Cauncil regazding management of N4ISE affairs. A request for proposais has been prepared and advertised solicidng responses from firnts interested in assuming responsibility for N4ISE management after Jaly, whan the current contract with Linton, Mields, Reisler & Cotton�, Inc. expires, The F�cecutive Conncil will interview responders after the conference luncheon on Thursday, Juty 2'7 and formulate a recommendation to be p�resented to the full Baazd on Friday. � . ; I Pragram Notes �) I.auise E. Maittau, the r,�,w Depaty Assistar.t� Ad�:r.:stra�; �f FAA for Policy, Planning and International Aviatian, will be the sgeaker at the Thursday innchean 3�aiy 27. NQISE members will remember Ms. Maillett as the former head of FAA's Of�ce of Environment and Energy. � i FAA Administratar David R. Hinsan, �wha had been invited ta address the conference, has notified NOISE that he cannot be presen� I � The topic of the �nal program of the conference, from 3:15 p.m.to 5 p.m. on Friday, July 28, has be�n changed. Instead of the topic listed in the flyer, the session,will be devoted to status reports of locai noise abatement issues. Qne �er will be Betty Ann Krahnke, Member of the Mantgomery County, MD Council and Treasurer af NUISE, wha will discuss; the work of ihe Committee � on Noise Abatement at National and Duiles Airports (CONANDA), an arm af the Metropolitan Washington Council of Gavernments ar►d co-host of the 2995 �NOISE canference along with the Metropalitan Washington A'upons Authority. The secand s��eaicer will be David F. Carbone, ai �rpart pIanner, San Mateo Caunty, CA, wha will discuss some of the work af the San Francisca Airport Raundtable. � � In ihe conference ilyer, the location oF. the Wetinesday evening reception was not known. It wil} be at the hotei in a room to be announced. ...., .. , (continue on page 2) June 1995 r �''T Page two . HINSON APPROVES NEW FAA POLICY ON GOMMUNTTY INVOLVEMENT David R. Hinson, AdministraWr of FAA, has approved a community invalvement policy statement intended to provide eariier oppartunities for pablic comment on agency decision- making, to address citizen concerns before decisions aze made� and to beuer respond ta information requests, according to an FAA spakesman. A leader in developing the palicy was William Albee, manager of the FAA's Policy and Regulatory Division in the Clffice of Enviranment and Energy, wha has often spaken in favar of an effective dialogue between the FAA and the public. Albee said that in addition w his offce, the FAA Office of Pubiic Affairs and the Office of Gavemment and Industry Affairs were invalved in developing the poticy. Following is the iext of the policy statement: "The first step in meeting rhe needr of the public is to understand the public's needs. Co»rmunity invotvement`lets the agency knaw what citizens ti'tink about our activities. Thraugh community invotve»tent, we will broaden our information and improve our decisions. "7'he Federa! Aviation Administratian is committed to complete, open and e„�`'ective participation in agency actions. The agency regards communiry invalvement as an essential elemenc in the development of programs and decisinns that a�'ect the public. "The public has a right to know about our projects and to participate in aur decision maldng process. To ensure that FAA actions serve the collective public interest, all stakeholders wilt have an apportunily to be heard. (1ur goats are: •To gravide active, early and continuous pubtic involvement; • To pravide reasonable public access to information; � To provida the public an opportunity to comment grior to key decisions; and, • To solicit and consider public input on plans, proposals, alternatives, impacLs, mitigatian, and final decisions. "This task witt require agency munagement and staff ` • To identify and involve the public and to cansider specifc cancerns; • To use public involvement techniques designed to meet the diverse needs of the broad pubiic, inc3uding nat onty interest graups and the general public, but individuals as well; • Ta ensure FAA Planning and project managers cammit appropriate �nancial and human resources to community involvement; � • To sponsor autreach, information and educationaI assistance to help the public pariicipate in FAA planning, grograrr►ming and project devetopment ac[ivities; � � • To ensure key personnel are trained properly in community involvement techniques and methads; and •To develop and evaluat� public involvernent processes and procedures to assess tEreir snccess at meeting our goals. "The gaats of cammuniry involvemenr are: • To promote a shared obligation of the public and FAA decision makers in identifying aviatian-retated concerns and deve2oping and evaluadng alternatives to address them; and • To pramote an acave public roie to minimize potentiaiiy adverse community reaction to agency plans that are necessary for safe, effective and environmentalty respunsib2e management of our airspace." Each FAA office will now be asked to sign an internal memorandum af understanding cammitting to the goals of the policy and agreeing to design a plan to implement i� FAA is aiso developing a training course for agency g�rsonnel and has produced a videa for use in �he u�aining. NC}ISE grovided some pretiminary adviee to FAA in the early stages of develapment of the new policy, and Executive Dir�ector Chartes F. Price aggears brietly in the uaining video. FQCUS GRCfUP SET TC1 EXPLQRE PR(JP, ROTOR NOISE REDi7CTICMN; NOISE INVTTED TQ TAKE PART The FAA and Nationai Aeronautics and Sgace Administradan (NASA) have invited NOISE to participate in a focus group to assess noise reduction technology reseanch for progeller-driven airciaft �.nd ratorcraft. A meeting of the group is schedu3ed for July 11-12 in Washington, Congress has directed the FAA and NASA to canduct a study on the tapic, with the goal of determining the status of research and develapment now under way in the azea of quiet technalogy and whether a supplementary research program is necessary. Findings from NASA aircraft noise reduction research, other research conducted in fareign cauntries, and the resuits af a recent Pederal Register request for comment will be presented to the focus groug. The body wilt be asked to review and vaiidate ttte �ndings and provide input, A report to Congress will then be �naiized, prababiy by December af this year, The meeting will be conducted in three sessions. The morning and aftemaon sessipns of the %rst day wiil be devoted to discussians of propeller-driven and rotorcraft issues, and the second day will consist af joinE discussians. � June 1995 "�' ' �� Page three CAEP SUBGROUF STUDY SHQWS MORE STRINGENT INTERNATIONAL NOISE STANDARI}S'6VILL BRING HIGH COSTS BUT FEW BENEFITS A cost-benefit analysis prepared for a comrnittee of the International Civil Aviaiion Chganizatian {ICA{)) suggests that increasing the stringency of international noise standards for new aircraft types coutd cost airlines as much as $1,? biilion whiie providing only ihe most mazginal reductians in naise cantours. The implication of the findings is that it would be much cheaper and nearly as beneficial ta enact na new stxingency standards and simply realize the noise reductions resulting from the Stage 2 phaseott� Ttte study was grepared by the E�anomie Analysis Subgroug of ICAO's Committee on Aviation and Environmental Protection (CAEP). Discussed ai a meeting of CAEP working groups this month in Bonn, the findings will then be refined for presentadan to the full CAEP committee in Montreal in December. At that time a decisian wiii he made whether to go ahead with the voiuntary noise and emissions standards. Findings of the preliminary study were explained at a briefing at FAA headquarters June 6. A central conclusion of the siudy was that betwezn the years 1992 and 2015 the DNL 55 and 6S dB contours wiil shrink by almost half at 13 selected U.S. and foreign airports because of the Stage 2 ghaseout, whi2e the most stringent new intemationai optian under cansideration wauld shrink the DNL 55 d8 contour by only an additiona13.8 percent and the b5 dB cantour by only an additional 1.9 percent. Ti�e swdy also purports to shaw that contrary to what has been conventional wisdom far some years, aggregate naise after the completion af the Stage 2 phaseaut wilt nat get worse even given the predicted increase in operations that nearly everyone has assumed witl cause noise contaurs to re-expand. It was suggested that one reason for this will be the dying aut of hushkitted Stage 2 aircraft in 2025 when ihey ieach the end af their ogerationai lives. Although meeting Stage 3 standards, hushkitted aircraft are not as quiei as new Siage 3 planes. The findings of the study are open to some quesdons because of the assurnptions on which they are based. First, measuring noise impact only by the DNL 55 and 65 dB contaurs does not necessarily capture the true effect af noise an the ground. People subjected to overflight noise at levels far below even DNL 55 dB are often highly annayed, as has been shawn recendy by � compiaints around the new Denver Internatianai Airpart and befare that in the New Yark-New Jersey areas subjected to overflights from the Expanded East Caast Plan. Thus it is probably nai wise to base pnblic policy about aircraft noise on the higher threshold levels, leaving aside the intense debates about whether the DNL metric itself is a suitabte naise measuremen� Also, the 13 airports studied are not an adequate representation of all airparts, each with iEs unique cliaracter. Ftuthermore, the data from the 13 airports was averaged. to show an overall decrease in, contours, but when figeires are broken out, some of the 13 show increases in contours by 2015 whil� others shaw decreases. As a CAEP study, the cost-bene�t analysis was iimited by many constraints, several of which were in areas environmentalists would be Iikely to be concerned ai3out� Indeed, NOISE expressed some of these concerns at the FAA briefing. The analysis was prepared whoily by representatives�of govemment, airframe and engine manufacturers, and air carriers, without input from the general pubiic, gu6lic interest groups, or environmental organizations. Partly by virtue of i[s inherent limitations, the analysis does not anray all costs and benefits tQgether in any one piace; understates benefits because}some are nan-quantifiable; and probably overstates costs. ' '� The re�son for a likely overstatement af costs is that all cost information used in the anatysis wa's snpptied by the industry withaut being subjected ta any independent evaluatian. As such, cast figures can be expected to reflect the bias of airlines and manufacturers against increased stnngency. NDiSE has wamed the FAA that io communides the anaTysis has every appearance of a justificadon to go no further in rnaking noise standards more stringent "The message is that we don't neeti ta do anything rnore because the Stage 2 phaseout is gaing to take care of everything," NOISE Executive Director Charles F. Price said at the brie�ng. He also acknowledged that this message is gartly the result of the limitadons imposed on the study, but said the �'AA had an "abiigatian to make the limitations �lear to the public" b�fore releasing the findings. ( It shpuld be remembered that the stringency standards being debaied would be voluntary, not compulsary. There is ciebate within the �canomic Analysis Subgioup of CAEP, which prepared the study, whether more stringent ICACJ noise standards wanId encourage local airports ta impose stronger naise rules. ''. . .. r- June 1995 � � � � � � ' Page four NOISE REQUEST FOR PROPOSALS NOISE is circulating a Request for Proposals for issues. The group does so through seminars and forums management services. The entity managing NOISE is held throughout the year and a monthly newsletter. responsible for coordinating or�anizarional acrivities, lobbying Congress and federal agencies and preparing For additional informarion with respect to the RFP, communications on behalf of the organization. interested firms or individuals may contact Jon Proposals are due no later than July 10, 1995. Hohenstein at 612/681-4603. NOISE is an association of local governments established to work toward a reduction in jet aircraft noise. NOISE represents member ciries in promoting the passage of legislation and regulations and the development of technology that results in aircraft noise reduction. NOISE was founded in 1969 and curr�ntly has 31 member governments throughout the United States. The organizarion's mission is to educate member cities, the general public and the aviation industry on noise .� r�;�'y ,�. NOISE �� ` National Organization to Insure a Sound-controlled Environtnehi �.`'' '"'• %�'%`.i 1225 Eye Street • NW • Suite 300 • Washington, DC 20005 a� �`��'�:'��= Tom Lawell City of Mendota Heights 110i Vctoria Curve Mendota Heights, MN 55118 o' -�—__._ -�-�-_-�- ��.�,�:.: : �.r. ' C' t (_ . -+i-:-4. U.'.�� L l �• ,._�i=�� -_i�,_ � : '•>% �-,;,�r , `'wc.. �—... __-- _ ' s�;� a�:� G v� '"?!'�r ��^—T:.,a.:�a: i I= r-r ,s . - _? �_�-t;o�PC� �� C1' _�T`• c�j� ��'�.r�� `�s-,S'�; .1'(�., �_ �,;' �''".SM2�'93' , ., y {� = , e � � .!Y . . P. �..r. .s ..__. '_.:r j -_4]. .•,=,•�D� � .� • � ..j L. ` � 3 -n `', ; :,,ersa V i; . (;_'. .•" L•ixCt58i... _�---------�. �r� ��-31 :� �v �`' ��!:�lt�t��:l��:SIIf.E:t��tE:e:�it��et�:ttilll••��t��t:�� ' � _�� JUNE 1995 � i zssvE i� QUARTERLY1PROJECT STATUS � (end ofJUne t995} � NUMBER pF HOUSES 8 OUPI.FJCES � a�to.�r.r erKac 4 so tpo tso 200 25o soo aso :�� : canqaw aaoeauorc j Vacet�d Prop4Kla� a Hcus+s MovW { Ftousas 4�moNsMd OPEN EiOUa^S FOR FHA.SB IZT companies se3ected are First Security TAiCES PLACE Ti�tle and North; Star Title. Both of these companies have provided the ti�le An Open House, spansored by MAC anci service requirements as we13 as WDSCO taok place at the Richfield City excellent quality standards £or both Hall on Wednesday, June 14, 1995. Phase I and Phase Ii. These companies Approximate3y sixty t60) househoi.cis are very familsar with the closing were represented at the meeting. Procedures for�both acquisition and Members o£ MAC staff, WDSCO staff, and relocation. the Homeowner's Assaciation, were on � ' hand ta answer homeowner and tenant ��Draisal and Environmentai Fi�7,ns• The questions. Informatianal handouts were MAC appraisal firrn of Lyle Nagell provided fox Phase III. The resporise Company has beeri selected to perfozm ta the Open House and the commenCs the appraisal wark far Phase ISI. This about Phase I and Phase TI were very company cample�ed tkxe review appraisal positive. WDSCO would like to thank certifications f'or Phase I and Phase a11 those wha attendect, aur staEf ��, and is very qualifieci to camplete appreaiated meeting with each of the the field appraisal process for this homeawners and tenants who atk.endeci, next Phase. BCL Company, a highly and ].00k forwarci to woricing together. � regarded 2oca2 apgraisa3 firm will be the new review appraiser £or Phase IIT. If yau were no� able to attend this ! Phase Iii Open Eiouse meeting or shouiti ��e environmenta3 firm af {PSI}, you have additionai questions, please Professional Ser'vice Industra.es will contact the WDSCO office and any of the remain as �he subcontractor to aomplete Project Managers or Consultants can all interior and e�cterior environmental assist yau. in'spections. ,� i Comprehensive Va3uation Services, Inc. p�g �I= ggp�ggsg gg�gTg a certified home;inspectian firm will conduct all D.S.S» inspections as A timeline for Phase IIT has been req�.ired to I� meet relocation created ' to he3p hameawners in requir�ments far all replacement homes. Priorities 11 through 15 know the tirne �• � :Erame of events that wil]. be taking ACQUISITION AND REL�OCATIQN place throughout the buyout pracess. PIiASB II Homeawners noti£ication will begin June ! 25, 1995 thraugh July 30, 1995. Offer Update; Snitial interviews will begin July 9, As regorted in the Iast issue af the 1995 through August 27, 199�,. Buyaut Update the offer process far appraisals will begin Jul.y 23, 1995 Phase II is near'completion. through September 1, i995, review 'I appra.iser will begin August i3, 1995, As af June 20, 1995, 65 offer meetings through October 15, 1995, relocation have been helc3,'� wa.th 51 homeowners comparab2e studies will begin August accepting their offers. 20, 3995, thraugh Octaber 29, 1995, ;j offers will begin September 10, 1995 Some homeowners choase to utilize the through Novembez 5, T995, acquisition full sixty {64) day window af time ta clasings wi11 begin G}etaber 10, 1995, accept their written acquisition and Chrough April 1996, and relocation relaaation offer.l Prior to the end af alosings will beg�n October 15, 1995, those 60 days, your WDSCO Consultant and ga through June Z495. This w,ill mail a ten� {i0} day notice af schedule is an e'stimate of time only, expiration letter. This letter will MAC and WDSCO will try to atay within serve as a reminder thaC the 60 ciay this time Erame. time frame 'ta accept the written affer will soon expire.�This expiration date WDSCp has completed cantract is very important, as the written offer negotiations for each of the Phase iZI will became nulljand voiti after this suhcontractors. time period expires, Please contact � your WDSCO Consultant with any Ti 1 omnanies: The Phase III title questions ar concerns r�garding this �1 The Part 250 Buyaut Update is a newsletter by �he Metropalitan Airports Cammission and W.D. Schock Company, Inc., containing informati�on on the MSP Laszd Acquisztion and Relocat�ion Projects. i�� time frame; or to schedule an appointmenr to accept your offer. ACquisiGion Clasing: As of June 20, 1995, there have been a total of 45 acquisition closings conducted in Phase TI. �egarding the aaquisition closing costs, MAC will be respansible to pay for all standard clasing casts associated with Che trans£er of title £rom the homeawner as the selier, and the Metropoiitan Airports Commissian as the buyer. Each homaowner will be respansible Go pay for any fees associated with curing the tit2e (i.e., any recording fees to pay aff morCgages, liens, judgements, courier fees, or required weZZ certificates}. The recording fees can vary degending an what needs to be recordeci, so we ask that the homeowners contact their assigned title campany to veri£y any recording costs and the amount needed to be paid at closing, Also, the homeawners may be respansible to pay a portion of the property taxes. MAC will deduct $154.OQ fram Che hameovmers acquisition check, to be held in esczaw at Che title company until the final water bill has been paid in full. The final itam which may be deducted from.the acquisitian check, woulc3 be a damage deposit for $100.00, should a homeowner elect to remain in their home for the 90 day rent free time period. This damage deposit wili be zefunded with interest, upon completion of the fiaal walk through inspection and all keys turned in. Please remember the home should be clean and damage free. If you have any questions regarding the acquisitioa closing or Einal walk through pl.ease contact Bab Swensori, WDSCO's Acquisition Project Manager. Relocatian Clasi.ng: As of June 20, 1995, there has been a total of 27 relacatian closings canducted in Phase II. Each homeowner�s rslocatian closing costs will be determined on a case by case basis, if a homeawner remains in the same type of mortgage position, MAC will pay iQQ$ of the standard required closing costs such as appraisal, credit report, closing fee, and recording tees. Any closing cosCs which are W. D. SCFiOCK COMPANY, Y.NC . �s�4 2s� Av� sav� r JD MiI�INEAPOLIS, MN 55417 tszz��a�-ss�s csoo�aso-�asz r��totis +�iyfw t f' 'c a � x �„ yo � y O � 1 j o,J M� � c1 based on the homeowners martgage amount, will be paid up to the payo£f amount of Che hameawners existing mortgage amount. These £ees are the 1� origination fee, title insurance, and mortgage registratian tax. Please aontact Sandy Talboys: WDSC4's Relocation Project Manager if you have any questions or conaerns regarding these relocation ciosing fees. PROPERTY i!�1NAGEMT�tT Just a reminder that the dumpsters are available an the first and third Saturdays of each manth, July 1& 15 and August 5& 19,, fihe haurs for the ciumpsters are from 4:Od a.m. to S:Od p.m. Same of the items that shaulc3 not be disposed ai into the dumpsters include vegetation debris such as grass clippings, ieaves,. and tree branches. Duzing the dumpster haurs a praperty managemenC representative fram Pham Express, Inc. wi13 be present to manitos the site. � Please bring identifi.catian to show that you.are a New Forci Town or Rich Acre resident. . � Yau wiZl be seeing a iot of house moving activity in the neighborhood with the wark campletian daCe for auctioned houses fast approaching. The camPletian date for aII Auction No. 3 hauses ta be removed is July 3, 1995, and as of June 21, 1995, 13 of the 41 houses have been removed, MAC and WDSCO have decided to allow housemovers ta posC "Na Parking' signs on their moving routes out of the neighborhoad. 2he maver§ wi11 be posting the signs at least 24 hours bafore a scheciuled move. We ask that you please abserve the signs when posted. The reason for the "Na Parking• signs is to prevent the movers fram Srnocking on your door in Ghe iniddle�of the night to ask�you ta mave your vehicle. _ In the next Eew �weeks yau may no�ice additional people and vehicles in the neighborhood at some af the vacant homes. They are with M5A Consultiag engineering firm and Peer Enviranmental firm and they are daing some iurther environ:nental testing and preparing for the upcoming demolition work af vacant houses from Phase Z. Further details on demolition activity will be provided in Che July issue of the Buyout Update. j _ :.. _ .W--:-�: - .-: � � � ' ' �"':'\" ~� � E ..>' : ; ; .. ., ' � u� .. �:` -j � . � :•. �� .i�;�"J .i. 'i J"� ra � h::!.1 ��'�L� .G. ,. _.�< Tom Lawell 1101 Victaria Curve Mendota Hghts, NQ�T 55118 1 t"'• , .;*� CITY OF MENDOTA HEIGHTS �' June 8, 1995 TQ: Airport Relations Commission Members '� FROM: Tom Lawelt, City Admini ' SUBJEGT: Discuss Me#ropotita� Counci! Planning Process Related to Collaborative Airport Planning DISCUSSION . , As we have previously discussed, the Metropotitan Cauncil, as part of ihe Dual Track Airpart Planning Process, has initiated a collaborative study to identify those land use planning and impact mitiga#ion steps which would need to be taken to atiow MSP ta remain in its present location for the lang-term. The most recent meeting of this group took place at Mendota Heights Ci#y Ha11 on June 1 st at which #ime a number of issues were discussed, including: _ ,� '1) Principles and Concepts of MSP Communities` Collaborative Efforts in Airpart Pianning. � . � . I 2) The M�nnesota Airport Zoning Act and its Implications for Communities � Surrounding MSP. ' j � ,� 3} Tax Increment Financing as a Too! for Land Use Gompatibility Devetopment and Redevetopment. � Background material related to each of #hese issues is attached for ,your review and discussion. These materiats, particuiarly the "Principles and Concepts" document, will be discussed with the City Council at an upcoming meeting. Should you have comments or concems you woutd [ike to have passed a[ong #o the Council, please let me know at our upcoming meeting. , � ACTI{?N REQUtRED I, The Cammission shautd discuss the attached materiat and identifjt any comments ar concerns they would like to have passed along to the Citjr Council. Principles and Concepis of MSP Communities' Collaborative Efforts in Airport Planning I � GOAL: Assuming that Mi�neapolis/St. Paul Airport (MSP) will continue �to operate for an undetermined length of time at its current location and possibly expand, the local governments affected by airport operations are committed to maintaining themselves as healthy communities from a social, fiscal, and quality of life perspective. To that end, they have agreed on the following principles and concepts to guide their cooperative planning efforts to �redevelop the airport azea with the Metropolitan Council (Met Council) and the Metropolitan Airports� Commission (MAC). This planning effort will include an identification of the uripacts of MSP operations on these surrounding commuruties, preparation of a community stabilization and revitalization document, identification of sources of funding and agreement on a proposal for inclusion in the Dual Track Process for midgating the impacts of continued operations of the airport at 1VISP. However, the community stabilization and revitalization measures available to airport-area communities �should not be applied in such a way as to result in undue burden to individual residents of affected communities. These cooperative planning efforis should noi be interpreted as supporting the retention of MSP at its current location or moving it to Dakota County. ' � I PRINCII'LES AND CONCEPTS: I 1. To enable communities to take the initiative in dealing with the adverse impacts related to the airport, a range of "airport specific" redevelopment tools, to include new tools and the broadening of existing 'tools, such as targeted tax-increment financing,� should be made available in the airport development azea. ; � 2. Airport development area boundaries established for the application or mitigarion measures and tools must go beyond noise contours, because �, are varied and may affect a community in other ways. 3. If expansion of MSP results in demolition or removal of buildings concomitant loss of tax base in adjoining communities, this loss must be a lump sum payment or annual offsetting tax payments to local governn �ility of ir�pacts uses and a oensated by and school districts. � 4. When housing in a community is removed for airport purposes, funds shoul.d� be provided to the affected local governments to construct or rehabilitate equivalent housmg elsewhere in that community if feasible. I i ,. a 5. The benefits of airport expansion, such as increased economic development and impact assistance, and the burdens of airport expansion, including impact on the environment and quality of life, should be shared equitably among affected communities to the maximum extent feasible. 6.' � Steps should be taken over time by each community in partnership with MAC and the � Met Council to create compatible zones around the airport. These zones should be accomplished through a combination of acquisition, zoning, and redevelopment tools to assure that the zones remain an integral, funcdonal part of adjacent communities. 7. Steps should be taken by each community to identify and phase out over time existing high-intensity uses in areas where existing uses preclude applicadon of safety zone development restrictions. Redevelopment tools should be made available to communities to facilitate and� expedite this process. No new schools, hospitals, and' multi-family housing should be built in these areas. - 8. Airport development area communides should take steps to ensure that all new and infill development within the airport development area is compatible from a noise and safety perspective. This should be accom�ilished through the use of improved building codes, zoning regulations, and similar restrictions. . 9. Steps should be taken to assure that - existing as well as future community-wide redevelopment plans associated with airport development area impacts are integrated into the community's overall plan. (to�include the addition of community-wide amenities...) 10. The Met Council should take primary responsibility on behalf of and in cooperation with affected airport development area communities to ensure that the above-listed principles and concepts are fully considered in the dual-track proce�s. These principles and concepts should be reflected in the Metropolitan Council's Development Guide and the Dual Track Decision Document. � THE MINNESOTA AIRPORT ZONING ACT Minnesota Airport Zoning Act, Minn. Stat. Sec. 360.061 et seq. provides for state-authorized zoning for municipalities with an airport hazard area within their territorial limits. In the case of cities of the first class contiguous to MSP, a joint airport zoning board shall be created by MAC and given the police power for zoning of airport hazards (Minn. Sta� Sec. 360.063). The regulations to be promulgated aze to prevent, eliminate, alter or otherwise restrict the � d�evelopment of airport safety hazards that may obstruct air space. The regulations may address the location, size and use of buildings, and the density of population within the hazard azea. The Minnesota Department of Transportation Office of Aeronautics has prepared a model zoning ordinance for use by municipalities or joint boards. � The joint board is to have two representatives &om each county or municipality in which airport hazards are located. The joint board can act on behalf of entities failing to join the Uroard or failing to adopt or enforce zoning regulations adopted by the board (Minn. Stat. Sec:� 360.063, subd. 3(2) and (3)). The joint board is req,uired to propose an ordinance for Minnesota Department of Transportation Commissioner's ("Commissioner") review and approval. The ordinance must meet the "minimum standards" prescribed by the Commissioner. ; In the instance of MSP, MAC did not initially establish a joint airport zoning board. Pursuant to Minn. Stat Sec. 360.063, subd. 4, the Commissioner prescribed an airport approach plan and turning standazds. Although the Commissioner has the authority pursuant to subdivision 6 of Minn. Stat. Sec. 360.063 to adopt the plan and standards if the joint airport zoning board fails to act, the Commissioner chose to withhold funding to MAC unless a� joint board was convened. . • �I MAC requested pursuant to Minn. Stat. Sec. 360.063 that two members from each municipality and county included in the airport hazard area be appointed to a joint airport zoning board. An ordinance was developed, reviewed by the Comrnissioner, public hearings were held; and it was adopted. Individual municipalities are to implement the zoning ordinance approved. The liability concerns created�by this process were not antici ated b tl�e,le islature.l The include the potential of adversely affecting development rights or even effecttng the� �'taki g" of properiy that is determined to be a non-conforming use thereby creating a potential to pay compensation. I This concem is heightened with the Minnesota Supreme Court's decision in McShane v'The City of Faribault, 292 N.W.2d 253 (Minn. 1980). In McShane, properry owners who wished to sell their land sued the city of Faribault, Rice County, and the Faribault-Rice County Joirit Airport Zoning Board, challenging portions of the airport zoning ordinance as a government taking of their property without just compensation. The supreme court recognized that the "talcings test" for zoning regulations is normally whether the zoned property is regulated so strictly�that there is p� reasonable use of the property remaining. The court noted that this "no reasonable use" test is proper for ordinances whieh are adopted as part of the azbitration function of government--that which azbitrates competing land uses as part of planned and orderly development of the land. In McShane, the supreme court held that the airport zoning ordinance was for the sole benefit of a gavernment enterprise, not an arbitration of competing Iand uses. Therefare, ihe caurt said, the test was whether the property suffered "a substantial and measurable decline in market value." Since ali parties in the case had conceded that the diminutian in the McShane praperty's market value was substantial, the court remanded the case ta the district court to issue an injunction against enforcement ofthe ordinance, condinoned on the zoning authorities either repealing the ardinance or comrnencing condemnation proceedings. Although the airport zoning law provides for an administrative permitivariance grocess, the court held the property owners did not have to fallow the pracess because they wished ta sell their land, not develop it themselves. Thus, without some assurances on the compensation issue, some local governments azaund MSP have been hesitant ta irnpiement the ordinance or ta deny proposed land uses thai may nat be in accord with it. The proposed new parallel runway resulted in a review of some of the cities' �aning ordinances. Ivlinneapolis, however, did nat need ta modify its zoning ordinance due to existing residential land uses. Minn.Stat. Sec. 360.066 subd. la allows municipalities ta iminimaze disruption of existing Iand uses where residential neighborhoods are already in �existence. This has allowed Minneapalis to avoid the reclassificatian, elimination or removal af an eacisting residential use to ihe extent such use is cansistent with reasonable standards of safety. It appeazs that the joint boazd's zoning ordinance, although adopted by the joint baard,.has not been codified into most municipalities' zaning codes. The Commissioner has not insisted that any fiirther action be taken, and the usefulness af the joint board in a lsighly developed area appears questionable. Locai action an development proposals canflicting wi#h the joint board's airport zoning ordinance will rest largely an the facts, i.e.: whether there is a dimi.rtution in value; if sa, whether it is measurable; if so, whether it is substantiai; whether the landawner wishes to sell the properiy or develop it; and whether the particular zoning restriction promotes only a specific government enterprise ar is part of the gavernment's arbitration xale. If there appears ta be a chance that there would be liability for damages,•local governments have been reticentto iinple�nent any strong restrictions. � �ssues for Discussic�n: �� 1. �iaw can the jaint zoning board ordinance be made effective? 2, Will legal ox financiai support be necessary� From whom? 3. Shoutd the airport zoning ordinances be integrated with the. Council's model regulations for noise? 4. What should be the applicability af the zoning ordinance to expansion glar�.s? r , +�, . + t Tax Increment ,Financ.ing as a Tool Tax increment financing (TIF) is used by many communities to finance�deSelopment by issuing revenue bonds for a TIF District which is a specific parcel within a project area wher.e�new tax incremerrts will �be captured to pay�principal and:interest on.the bonds. As long as 20% of the debt service on the bonds� can reasonably be expected to� be paid with tax increments, the bonds can be issued. The county and school district� do not have veto power, and a referendum is not needed. There is no impact on school funding as schools receive a per pupil amount from the state multiplied by the number of student units. The amount calculated is then first�paid from the property tax base with the remainder from state ai.d. Since there is an impact'on the State, however, the municipality experiences a local government aid penalty. The penalty is a calculation based upon how much less the aid to schools�is due to the captured property value. That amount is deducted from the municipality's local government aid (LGA) and if necessary, homes�ead and agricultural credit aid (HACA). The loss of aid varies depending upon the type of TIF District. ' ; . Tax increments may be utilized in a geographic area designated as a development district or project redevelopment area. There may be more than one tax increment financing district in a development district. There are five general types of TIF districts including: , . � � � �.1) Redevelopment Distr.ict � . _. - . . , _ . . � 2) Renovation and Renewal District ' 3) �Soils Condition District � - � � . � 4) Housing District � � � � � 5) Economic Development District . � ; j The municipalities or portions of such municipalities surrounding MSP may qualify under one or more of these districts. For example, a redevelopment district requires'that 70°� of the parcels are improved with more than 50% of the buildings structural.ly��substandard requiring substantial renovation or clearance. To be "improved", 15% of the� parcel must contain improvements. Homes and other development qualifying for federal noise insulation would meet this definition. A limitation, however, is that 90% of the increment must be used to finance the cost of correcting the conditions that allowed the ��parcel to be designated a redevelopment district. Another way MSP communities��may qualify is a renovation and renewal district. This is similar to a redevelopment district for parcels to qualify except only 20% of the buildings must be structurally substandard and another 20% must require renovation or clearance. Finally, the economic development district is a broad classification for arcels'Inot meetin p , g any other type of district. To qualify there must be a finding that the district will: 1) discourage business from moving; 2) increase employment; or 3) preserve and enhance the tax base of the state. �� Various steps are needed to use tax increment financing effectively in the communities surrounding MSP. First, a Development District or Project Redevelopment Area needs to be established. The purpose of defining a district or project is to establish the geographic area in which tax increments principally must be spent. To establish a district or project, an authority that will manage the developments�must be identified and�each tax increment financing district (the� property that generates the tax increment) must•�be approved. Each MSP community may already have its HRA or Council designated for thispurpose. The MSP communities also could establish an "Airport Redevelopment Board" with representation of all parties. This might be useful if special legislation is sought to establish an "Airport Redevelopment District" to include all MSP communities. Such an "Airport Redevelopment District" could be developed to specifically address the concerns of MSP communities and� assure more flexibility in identifying the uses for tax increments, perhaps based on the 65 LDN contour. For example, although a redevelopment tax increment district may currently be established in an area within the 65 LDN, there are restrictions on the use of the dollars for renovation including noise attenuation of single and multi-family homes. Other general restrictions on,the use of tax increment also might be modified. Currently, allowable general uses of tax increments include only land acquisition, site improvements, utilities, demolitior�,, relocation and administration. Another limitation of the use of tax increments to consider removing in such a special district is a restriction on the pooling provision where only 25% of the tax increments can be used outside the district. • ' The availability of a tax increment district does not assure redevelopment.� Issues for further exploration include: . � � � � 1) How do the MSP communities compete in the larger real estate market by making their sites more attractive to developers� There is a lot af land already available to developers for airport-related uses. Even if a district or .project area is established, the community must still find a developer. � 2) Should�the communities consider a special district or project area for commercial and � industria) uses and an additiona) bonding allocation for housing� The governments' ability to.tax a house is only 1% of the first $72,000 is value versus 4.6°k tax on the full value of commercial and industrial property. 3) How large should the project area or district be� Will there have to be special legislation for each community� If not, will the group be required to establish a joint authority for approving projects within the district� 4) What additional exemptions or special considerations may the �MSP communities want for a spec.ial district� CITY OF MENDOTA HEIGHTS MEMO July 7, 1995 TO: Airport Relations Commission Members FROM: Tom Lawell, City Administ SUBJECT: � Upcoming Presentation to City Council Scheduled for J � �. 18th DISCUSSION i t As we have previously discussed, the Airport Relations Commission is scheduled to make a presentation to the City Council at their regular meeting set for Tuesday, July 18, 1995. The Commission should spend some time on July 12 discussing the content and structure of the presentation. � � The purpose of the presentation before the City Council is to update our citizens on the City's recent activities related to air noise. The City Council meeting is cablecast live on Government Access Channel 18 and is replayed at least once via videotape. In addition, reporters from both the Sun Current and the Southwest Review are regular attendees at the City Council meeting, thereby affording excellent print media coverage. ; . ; It seems logical that the presentation should encompa�s both past accomplishments and future goals. In terms of accomplishments, over�the past year the Commission has... ; i 1) Heightened awareness of Mendota Heights air noise concerns by producing and distributing a mailing to all households on the subject of air noise. This mailing included an informative refrigerator magnet advertising the MAC noise complaint line. � � 2) Coordinated the establishment of a Northern Dakota County Airport Relations Coalition to show unity on airport noise issues which are common to those cities located southeast of MSP. Cities involved in the Coalition include Mendota Heights, Mendota, Eagan, Inver Grove Heights, and Sunfish Lake. � 3) Actively participated in the development of the MSP Long Term Comprehensive Plan for MSP in order to prevent the selection of a third north parallel runway as the preferred expansion concept. The Metropolitan Airports Commission has since chosen a different ' runway alignment as its preferred expansion concept. 4) Insured the continuation of the Part 150 residential sound insulation program within Mendota Heights. This program provides sound attenuation improvements for those homes located in the most severely impacted noise zones. Looking towards the future, the presentation should probably mention... 1) Pursuit of a modified departure procedure, for aircraft departing MSP during non-busy times, that will keep aircraft in predominantly non- residential areas. This "non simultaneous crossing procedure" is currently undergoing environmental review by the MAC and the FAA for implementation, ho�efully, later this year. 2) Pursuit of modified departure procedure climb rates for aircraft departing MSP. The Northern Dakota County Airport Relations Coalition has made this their first priority to insure that the best air noise mitigation procedure is selected for aircraft departing MSP to the southeast. 3) Participation in a study being undertaken by the Metropolitan Council to analyze the impacts on surrounding communities should MSP remain in its present location. This study is part of the Dual Track Airport Planning Process mandated by the State Legislature. 4) Pursuit of sound attenuation improvements for schools located within the aircraft noise impact area. Both St. Thomas and Visitation schools are eligible for sound attenuation improvements. Of course, there are certainly other issues, accomplishments and goals which we could mention as part of the presentation. The above is merely intended to start the ball rolling. Your comments and ideas are welcome. ACTION REQUIRED Finalize the details of the Airport Relations Commission presentation scheduled for July 18, 1995. Also, please consult your calendar to see if you will be available to attend the upcoming Council meeting.