HomeMy WebLinkAbout4.a. Dual Track Airport Planning Process - Imformation Update CITY OF ROSEMOUNT
EXECUTIVE SUMMARY FOR ACTION
CITY COUNCIL MEETING DATE: DECEMBER 21, 1993
AGENDA ITEM: DUAL TRACK AIRFORT PLANNING AGENDA SECTION:
PROCESS - INFORMATIONAL UPDATE DEPT. HEADS REPORTS
PREPARED BY: RICHARD PEARSON, AGEND� � �
ASSISTANT PLANNER
ATTACHMENTS: MAP OF SITE 3 , FLOW CHART, DUAL APPR VED BY:
TRACK SITE SELECTION AED DRAFT EXECUTIVE � /�
SjJN�1ARY !!V
On Wednesday, December 15, 1993 , the last meeting of the Technical Advisory
Committee and Task Force was conducted. The purpose of the meeting was to
review and discuss the Site Selection Alternative Environmental Document
(AED) as well as outline the next phases of the Dual Track Airport Planning
Process .
Of the original seven candidate sites, Site 3 was chosen on the basis of
site selection analysis criteria and its lower impact on the City of
Hastings compared to other "finalist" sites .
The next phase through 1994 and into 1995 will focus on airport design (and
alternatives) for Site 3 as well as alternatives for the existing airport.
Completion of the existing airport improvement planning effort should occur
in March of 1995 . the Environmental Impact Review Process of both
scenarios will occur from March 1995 through June of 1996. The "Decision
Document" will be in process from January to June 1996 . The document is
intended to be forwarded to the legislature on June 29, 1996 .
RECOi�II�iENDED ACTION:
No action is requested.
COIINCIL ACTTON:
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Dual Track Airport Planning Pracess Alternative Environmental Document
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Dual Track Site Selection AED
EXECUTIVE SUMMARY
����
A Dual Track Airport Planing Process — designed to study the region's long-term aviation needs
— was established by the Minnesota Legislature's "1989 Metropolitan Airport Planning Act."
One track addresses ways to provide the needed capacity and facilities at Minneapolis-St. Paul
Internarional Airport(MSP). The other track provides the needed capacity and facilities at a new,
replacement airport in the Dakota Seazch Area. A third, "no build" oprion is also being
examined, along with other feasible alternarives.
The consideration of environmental impacts is an integral part of the Dual Track Airport Planning
Process. An environmental review process approved by the Minnesota Environmental Quality
Board has been initiated along with the Site Selection Study and the MSP Long-Term
Comprehensive Plan (see Figure A). The process is identical to the prepararion of an
Environmental Impact Statement (EIS) in terms of addressing issues and potenrial environmental
impacts, except for the treatment of altematives. .
An Alternarive Environmental Document (AED) subsritutes for an EIS in the site selecrion for
a new airport, the new airport comprehensive plan, and in the MSP Long-Term Comprehensive
Plan. The AEDs address alternatives to the decision at hand — only alternative sites for the site
selection AED, for example. The analysis in the AEDs focuses on differences among
alternatives, not total airport impacts, since the purpose of the AED is to help select among the
alternarives.
A final EIS will include the best MSP alternative and the best new airport plan. Other
alternarives, including the no-build alternarive, and their impacts are not addressed in the AEDs,
but will be covered in the EIS. In order to elir7inate duplicarion with state and local procedures,
the federal EIS will draw extensively from the AEDs.
This Executive Summary provides a general overview of the environmental analysis included in
the AED, and of the results of the analysis for specific environmental impact categories.
Aiterna6ves
Seven potential airport sites were considered in the Search Area designated by the Metropolitan
Council. Four of the sites were eliminated from further consideration (Sites l, 4, 5 and ?) and
three ("Candidate Sites") were selected for further study (Sites 2, 3 and 6), as a result of the
scoping process outlined in "Scoping Decision Document, New Airport Site Selection Study."
The location of Sites 2, 3 and 6 aze shown in Figures B, C and D, respectively.
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Site 3 is preferred by the Metropolitan Airports Commission (MAC), based on an extensive site
selection analysis using 65 evaluation criteria. Sites 2 and 3, which are preferable to Site 6, have
similar impacts since they are in the same general location. However, Site 3 is preferred because
it would have less impacts on the City of Hastings tt�an Site 2.
Site 6 has the advantage of being closer to the Metropolitan Area than Sites 2 and 3, by an
average of 11 minutes in ground travel time. However, the proximity of Site 6 to the Koch
Refinery will result in adverse impacts to aircraft operarions, due to emissions from the refinery
stacks. Also, both the refinery and the airport would be limited in their ability to expand, since
the airport's runways would limit stack heights at the refinery and the refinery would limit
runway development to the north of the airport site. In addirion, Site 6 would have airspace
conflicts which would close South St. Paul Airport and adversely affect aircraft operarions at St.
Paul Downtown and Airlake airports. Site 6 would also displace the City of Coates and impact
the most wetlands.
The identification of a preferred site in the AED is to inform the public and agencies of the
Commission's preference and enable them to comment on the preferred site.
Affected Environment
Searth Area- The Seazch Area is located in Dakota County, in the southeastern quadrant of the
Greater Minneapolis-St. Paul Metropolitan Area, and measures 17 miles in the east-west direcrion
by 8 miles in the north-south direcrion. VVithin the Search Area aze the cities of Coates and
Vermillion, the townships of Empire and Vermillion, a part of the City of Rosemount, and
portions of the townships of Nininger and Marshan.
Land Use - The Candidate Sites, which are each approximately 10,000 acres in size, aze in a
largely agricultural portion of the region, except in areas adjacent to urbanized land which
includes Hastings in Sites 2 and 3 and Rosemount in Site 6. Future land use is expected to be
essentially unchanged in the Search Area, without a new major airport.
The other major use of land in and adjacent to Sites 2 and 3 is conservation, which is also
forecast to remain the same. The residences in the area aze generally those associated with farms;
however, there are about 100 acres adjacent to Site 2 and 300 acres adjacent to Site 3 that are
used or planned for residenrial development.
Although land in and adjacent to Site 6 is predominately agricultural, a substantial amount is
designated for public uses. In addirion, nearly �50 acres adjacent to the site are used or
designated for industry. Most of the industrial land is in the Pine Bend area of Rosemount. A
proposed update of Rosemount's comprehensive plan also redesignates roughly an additional 500
acres from agricultural to industrial uses.
R«.n.�e.u,is9s -2—
Unique Utilities and Facilities - Unique public and private utilities and facilities within and
adjacent to the Candidate Sites include landfills, a potential resource recovery facility, compost
sites, pipelines, wastewater treatment plants, and overhead powerlines. One unique land use is
the Koch Refinery located immediately north of the Search Area in Rosemount. The refin�ry's
production process frequently emits large steam plumes which have been observed to reach
heights of up to 2,500 to 3,000 feet above ground and to drift as much as 4,000 feet laterally
from the refinery. These observations, which were made over a limited time, do not include the
full potential range of conditions that could occur.
Population, Industrial and Commereial Growtt� - The Search Area is located on the periphery of
a rapidly growing sector of the Twin Ciries region. However, because of the predominance and
preservation of agricultural land uses within the Search Area communiries,the population growth
rates of these communiries have been relarively stable. By about 2015, however, it is expected
that the supply of developable land in the most rapidly growing cities will be largely exhausted,
thereby exerring natural development pressures to urbanize more of the western and northern
portions of the Search Area.
Industrial and commercial (non-farm related) growth in the Seazch Area has also been limited by
the preservation of agriculture and by the growth management mechanism of the Metropalitan
Council, which controls de facto the extension of utilities and related infrastructure needed by
businesses. Most of the industrial and commercial growth has been in the communities of Apple
Valley, Eagan and Lakeville; however, there aze small pockets of industrial and cornmercial .
development within the corporate limits of Coates and Vermillion, as well as in township areas.
Employment within the Search Area communities is derived from highway-oriented
estahlishments, automotive repair, light manufacturing and assembly plants, retail goods and
services, gravel mines, school and community services, and farm-related businesses. In 1990, the
largest employment concentrarion was in Eagan (21,000), followed by Apple Valley, Hastings
and Lakeville (6,000-7,000 each), with total employment of approximately 102,000 in Dakota
County. -
Soils and Geology - The surface landscape has been shaped by glacial forces af
erosion/deposirion and by water erosion. Soils occurring under all three Candidate Sites are
mostly well drained silty and loamy sediments. All three sites aze underlain by dolomitic
limestone, sandstone and shale bedrock at depths that range from less than SO feet, to 400 feet
under Site 6 and S00 feet beneath Sites 2 and 3. Sinkholes have been mapped within Sites 2 and
3, and north, east and southeast of these sites. No sinkhotes have been mapped in Site 6, but the
bedrock at this site is similaz to that found in Sites 2 and 3. The probability of sinkholes is rated
as "moderate to high" at Sites 2 and 3, and "iow to moderate" at Site 6. Construction acrivities
that entail altering natural drainage patterns, dewatering or the construction of lakes, lagoons or
holding ponds increase the probability of new sinkhole formation.
R�v.D�asba 1�,1993 -3_
Wetlands, Floodplains, and `Vild and Scenic Rivers - Approximately 2,800 acres of wetiand exist
in the Search Area. The vast majority of this acreage occurs in the southwest corner of the area,
in the Empire Wetland Complex. Much of the acreage has been partially or completely drained.
Floodplains in the Search Area are concentrated neaz the watercourses of the Vermillion River.
There are no wild and scenic rivers in the Search Area. However, the Lower St. Croix National
Scenic Riverway and the Cannon River are near the Search Area.
Biotic Communi6es - The agricultural lands, which comprise over 90 percent of the Search Area,
are inhabited by typical farmland wildlife species. The Vermillion River and its South Branch
constitute the primary riverine habitats within the Search Area. Most of the westerly reaches of
the river aze relatively unaltered and provide excellent habitat for ducks and wading birds. The
river supports a variety of warmwater fish species.
There are a number of habitat features in and around the Search Area which represent potenrial
amactions to birds that could ultimately conflict with future airport operations. These include
Spring Lake and Spring Lake Pazk, the Shiely gravel mine pits on Grey Cloud Island, Lake
Rebecca and Lake Rebecca Park, Gores Pool Wildlife Management Area, the Vermillion River
heronry, State Pro#ected Wetland 341 W,the northwest corner of Empire Township, the Pine Bend
landfill, and possibly the Empire Wetland Complex and Lake Byllesby in Cannon Falls. The
primary potenrial migratory bird flightpaths would link the Spring Lake-Grey Cloud IsIand-
Rebecca Lake area to Gores Pool, the northwest corner of Empire Township and Byllesby Lake.
Rare biological features in the Search Area include 9 raze natural communities, 11 raze plant
species and 11 rare animal species. Over 20 percent of known statewide breeding territories of
the loggerhead shrike, which is a candidate for federal listing, aze in Dakota County with about
c�ne-third of the territories found within the Search Area. The Hasrings Sand Coulee has a high
diversity of plant and animal life, and harbors one of three known Minnesota popularions of
James' polanisis, a state endangered plant. The Empire Wetland Complex supports two state
threatened species, Valerian and Blanding's Turtle. Chimney Rock supports a population of state
endangered kitten-tails.
The Mississippi River in the Spring Lake-Hastings-Red Wing azea has long been recognized as
an important migration corridor and winter feeding/night roosting area for bald eagles. Since the
mid-1980s, this azea has also become recognized as an important eagle nesting azea. There are
a number of essential habitat areas for bald eagles aiong the Mississippi River corridor adjacent
to the Search Area, but none ezists within the Search Area.
Pari�s sind Prese�vation Comdors - There aze approximately 5,40Q acres of park and recreation
land in the Search Area. The most dominant is the Bellwood State Crame Refuge, located in the
east central section of the Search Area abutting its eastern border. Areas immediately adjacent
to the Seazch Area include Spring Lake Park, the Hastings Wildlife Management Area, and the
Richard 7. Dorer Memorial Hardwood State Forest. Other parks in the Seazch Area include
community parks in the cities of Vermillion and Coates.
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Archaeologicat Properties-Two main categories of azchaeological properties have been identified
within the Seazch Area, Native American heritage sites and late 19th/early 20th century Euro-
American sites. In the immediate vicinity of the Candidate Sites are two rock formations —
Lone Rock just west af Site 6 and Chimney Rock just southeast of Sites 2 and 3 — of known
_ _
importance to past and present Narive Americans as well as to eazly Euro-American settlers and
visitors. Both aze listed in the Minnesota Inventory of Geographic Features of Historic and
Cultural Significance. �
Architechiral and Historic Resour�ces - Architectural and historic resources within the boundaries
of the Candidate Sites and areas that may experience significant levels of aircraft naise,
principally include sites associated with the Gopher Ordinance Works— representing the legacy
of World Waz II — and some farm properties that reflect the area's agrarian heritage and may
be eligible for listing in the National Register of Historic Places.
Noise - Ambient noise levels in the Seazch Area based on popularion densities are estimated to
be in the DNL 50-SS range. Measured ]evels range from a high of approximately DNL 62 in
Inver Grove Heights to a low of approximately DNL 52 in Rosemount, with these levels
including noise from aircraft operations at MSP and other nearby airports.
Air Quality - The Metropolitan Area is designated non-attainment in the State Implementation
Plan (SIP) for carbon monoxide (CO), sulfur dioxide(SOZ) and particulates of 10 microns or less
(PM-IO). 1he SIP has transportarion control measures to address the road intersections where
CO concentrations exceed the standard. Existing CO levels in the Search Area are well below
the state and federal standazds. The state is seeking redesignarion from non-attainment to
attainment for SO2, with the SIP revised to include administrative orders for selected major
sources.
Water Quality - The two main water bodies in the vicinity of the sites which could potentially
be impacted by runoff or wastewater discharges are the Mississippi River and the Vermillion
River. Dissolved oxygen (DO) is a major indicator of water quality in surface waters. Dissolved
oxygen standards for surface waters require a minimum concentrarion of 5.0 mg/liter(mgl) except
that for the Mississippi between the Metro wastewater plant and Lock and Dam No. 1 near
Hastings the minimum is 4.Q mgl during the winter. Modeling analyses of waste load allocarions
indicate that dissolved oxygen levels in both the Mississippi and Vermillion rivers approach the
minimum DO standazds at times. This indicates that the rivers' ability to accommodate additional
dischazges is limited.
The Vermillion River watershed encompasses the azea containing the potential airport sites. U.S.
Army Corps of Engineers (LTSACOE) hydrologic studies have defined flaws, floodways and
floodway fringe areas for the Federal Emergency Management Agency (FEMA) floodplain maps
and flood insurance purposes. Other hydrologic studies done for the Vermillion River Watershed
Management Commission (VWMC) indicate that addirional flood control storage may be needed
to maintain the flows and flood elevations identified in the earlier USACOE analyses. Therefore
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the VWMC requires that new development must not anly provide management and storage for
increased runoff due to development but also an appropriate portion of the additional storage
required to maintain flood elevations and flows on which FEMA floodplain maps are based.
The majority of the area of each of the Candidate Sites has a high potenrial for transfer of
contaminants from the surface to the groundwater table. A large number of water supply wells,
including many multi-aquifer wells, are a potential source for groundwater contamination within
the site areas. In addition to permitted municipal supply wells that draw from several aquifers,
groundwater in the area provides water for sewage treatment facilities, livestock watering, golf
courses, and major crop irrigation. The Prairie du Chien—Jordan aquifer is the most important
bedrock aquifer beneath all three sites, with the upper (Prairie du Chien) portion being more
susceptible to surface contaminarion than the deeper (Jordan) portion of the aquifer.
Solid Waste - Solid waste collected in Dakota County may currently be transported to any of the
appropriate processing/disposal facilities in the Metropolitan Area or to landfills with appropriate "
environmental protecrion outside the area. A designated portion of the waste must be recycled.
Burnsville and Pine Bend landfills are the only two solid waste tandfills in Dakota County, and
the only two in the Metropolitan Area anticipated to remain open after 1995. There are also two
specialty landfills in Dakota County, one for demolition and construction wastes, in Inver Grove
Heights, and one for the treatment/disposal of non-hazardous industrial wastes. Other waste
management faciliries include the county's recycling center. ,
Contaminated Sites - There are nine potenrially contaminated areas within or near the Candidate
Sites. Little useful information on these areas is currently available. However, property transfer
files list registered underground storage tank installarions and leaking underground storage tanks,
as well as information regarding spills of hazardous substances and/or petroleum products in
Inver Grove Heights, Rosemount and Coates. Most sites have been or aze in the process of being
cleaned up.
Faimland - Prime farmland contained within tt3e Candidate Sites total about 6,000 acres in Site
2, 6,200 acres in Site 3, and 7,100 acres in Site 6. Agriculture preserves are approximately 3,400
acres in Site 2, 4,000 acres in Site 3, and 2,900 acres in Site 6. These farmlands include family
farms and commercial crop farms and nurseries, as welt as unique farmlands. The Rosemount
Agricultural Experiment Station and the Rosemount Research Center occupy approximately 8,000
acres and are located within the affected environment of Site 6. Crop Equivalency Ratings
(CERs), which provide a rating of the economic return per acre of soil, range from 0 to 90 for
the farmlands within the Candidate Sites, on a scale of Minriesota CER values that range fram
0 to 100.
Surface Traffic - Ground traffic data indicate that the Search Area communiries have ties to the
greater portion of the region. Daily trips are made to virtually every part of the region from the •
Search Area. Some of the strongest ties (outside of centtal Dakota County) are to the
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Shakopee-Prior Lake-Burnsville area, the Bloomington-R.ichfield-Edina area, southwestern
Washington County, and to the Inver Grove Heights-South St. Paul-West St. Paul area.
Environmental Consequences
Noise - One descriptor of aircraft noise is the Day-Night Sound Level (DNL), which provides
an indication of overall noise exposure resulting from an accumularion of individual noise events
occumng over an average 24-hour period. Although individual reactions to noise vary widely
for a given level, the aggregate response to speech interference and sleep disruption and the
desire for a quiet environment are predictable. These responses relate well to measures of
cumulative noise exposure such as DNL.
The FAA and other federal and state agencies have used DNL to evaluate community exposure
to noise. Noise expasure of DNL 65 or greater is chazacterized as significant, and moderate to
slight between DNL 60 to DNL 65. Year 2000 forecast population exposed to these levels of
noise associated with anricipated year 2020 aircraft operations have been estimated. Site 6 has
the fewest residents (50) within DNL 65 or greater, while Sites 2 and 3 have 320 and 220,
respectively. Site 6 also has the fewest residents (415) between DNL 60 and DNL 65, compared
with 620 for Site 2 and 710 for Site 3.
Land Use Compatibility - The compatibility of existing and currently proposed land use adjacent
to the Candidate Sites is eva]uated based on conrinuation of agriculturai use in current designated
areas, restriction of single-family housing and commercial/industrial uses to the Metropolitan
Urban Service Area and designated rural centers, restriction of housing in azeas within the DNL
60 noise contours and state safety zones, and land use consistent with local comprehensive plans.
Most of the azea adjacent to the Candidate Sites meets the compatibility criteria. Planned
residential land use adjacent to the sites that fall within the DNL 60 noise contours or the state
safety zones include about i00 acres for Site 2, 300 acres for Site 3, and 15 acres for Site 6.
Impacts on existing housing could be mitigated with acoustic treatment to limit indoor noise
levels.
Sociat Impacts - Social impacts include displaced persons and jobs that would require relocation,
as well as impacts to places of worship, health care faciliries, schools, cemeteries and other noise
sensitive uses. About 700-750 persons, 200-230 households and 11 businesses would be
displaced by each of the sites. The number of displaced employees would be about 60 for Site
2, 90 for Site 3, and 500 for Site 6.
Ground Access Impacts - Roadway traffic will increase significantly with a new airport in the
area. Improvements to the roadway system will be needed to accommodate the increased traff'ic
volumes. Regardless of the site selected, roadways that would need improvements inciude the
section of TH SS that is common with TH 149 as wetl as the segments south of TH 149 to TH
56, and TH 149 south of I-494, which would serve as the mast direct iink to the west between
TH 55 and the interstate system. The impacts on river crossings would be the same for each site.
R�v.D�ew�Mr 1!,1993 —�' � � .
The Site 2 access would use the CSAH 85 right-of-way to connect to T'H 55. Up to eight lanes
would be needed. In addition, TN 55 between the airport access road and U.S. 52 would need
additional lanes and upgrade to freeway standards. Site 2 would also require elimination of
CSAH 47 (Northfield Boulevard) and relocation of U.S. 61 along with elimination /relocation of
several minor county roads. The impacts of Site 3 on the roadway system are the same as Site
2.
The Site 6 access wauld use a new right-of-way alignment to reach U.S. 52. Up to eight lanes
designed to freeway standards would be needed. U.S. 52 from TH 55 to TH 56 would have less
demand with Site 6 than with Sites 2 and 3. Beyond that point the impacts are similar with all
three sites. CSAH 42 between U.S. 52 and CSAH 31, however, would need improvements with
Site 6.
Socioeconomic Impacts - The construction of a new airport in the Search Area would generate
important socioeconomic growth in the airport environs. The impact of a new airport on this
growth is shown in Table A. For any of the three sites, an esrimated 65,000 jobs and 1,400
households would be induced by the new airport into Dakota County by yeaz 2020. The induced
population growth is estimated at about 4,600 for Sites 2 and 3, and 3,600 for Site 6.
Air QuaIity - CO and SOZ emissions from aircraft operarions at any of the Candidate Sites will
be essenrially the same as emissions at MSP. Total ground-vehicle emissions for the new airport
and MSP will be addressed in the AED for the New Airport Comprehensive Plan. PM-10
emissions from aircraft operations would occur well south of the non-attainment boundary and
are not expected to be a major contributor to the overall PM-10 emissions in the Twin Cities.
Water Quality - Stormwater runoff was modeled to esrimate very conservative flows and
contaminant loadings by assuming the enrire site would be impervious, since the area within any
given subwatershed within the sites could be completely impervious. Site design has not
progressed to a point to permit a more refined analysis. The runoff varies somewhat between
sites (on the order of 10 percent); however, this does not consritute a substantial distinction
between sites. Total potenrial runoff quantities aze estimated at about 5,000 acre-feet, with the
increase in runoff being about 1,500 acre-feet over present conditions, based on a 100-year storm
event.
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Contaminant loadings to receiving waters would also increase substanrially based on the
conservarive analysis. Since the Vermillion River and the Mississippi River above Lock and
Dam No. 2 are water-quality limited, such increased loadings would potentially result in
noncompliance with water-quality standards if not mitigated. Also, runoff contaminated with
deicing fluids would have high oxygen demand and therefore would require treatment prior to
discharge.
R�v.D.cmb.r 11,1995 —g—
Stormwater runoff will require facilities capable of ineeting flood-control requirements by
managing the estimated runoff quantities. Treatment facilities will be needed to reduce
contaminant loadings to receiving waters to comply with water-quality standards.
Sanitary sewage flow from the new airport, regardless of the site, is estimated at about two
million gallons per day (mgd) in year 2020. However, a required treatment capacity of four
million gallons per day has been assumed, includ'ing an amount of glycol contaminated
stormwater equivalent to the daily volume of sanitary sewage.
Wastewater from the airport facilities will require new, on-site treatment faciliries or expansion
of treatment capacity at an exisring treatment plant. The Hasrings and Rosemount plants have
limited potenrial for expansion sufficient to accommodate the addirional wastewater from a new
airport. The Empire plant has patential to expand to handle the anticipated volume from the
airport. However, because flows in the lower Vermillion River aze already heavily affected by
discharge from the Empire plant, an airport treatment facility would undoubtedly be faced with
extremely stringent limitations and treatment requirements for discharge into this river. It is also -
possible that an addirional discharge to this river might only be acceptable if a cap were placed
on the expansion potential of the Empire treatment facility. Such a capacity cap couid have
negative consequences to the planned provision of sewer service to serve forecast growth in
Dakota County.
Discharge into the Mississippi River upstream of Lock and Dam No. 2 would probably require
some level of advanced wastewater treatment to protect water quality standards. Discharge
downstream of Lock and Dam No.2 would require only secondary treatment because increased
flows from the confluence with the St. Croix River would provide for the maintenance of water -
quality standazds without requiring advanced levels of treatment, at least for the assumed four '
mgd from a new airport. However, because of concerns for the water quality of Lake Pepin, a
new discharge may be required to provide phosphorous and ammonia removal in addirion to
convenrional secondary treatment.
There is also the possibility of conveying wastewater effluent from any of the three sites to the
metropolitan interceptor in northern Inver Grove Heights, for treatment at the Metropolitan
Wastewater Treatment Plant. However, unril phosphorous discharge limits for this facility are
known and long-range system plans aze completed, it is uncertain whether sanitary sewage flows
from the new airport could be accepted at that facility.
Considerable care will be needed to prevent and/or contain surface spills or subsurface leaks of
hazardous materials from contaminating the groundwater at any of the sites. The Prairie du
Chien aquifer is regionally important and is extensively used for domestic and agricultural water
supplies. In locating wet basin storage, it will be necessary to locate and properly abandon ail
existing wells in the selected site, in addition to avoiding azeas with shallow cover over bedrock.
R...n.�e.�i.,rsgs � -9-
Section 4(� Properties - Coates City Park is the only community park that would be displaced
(by Site 6). There would be unavoidable historic, architectural, archaeological and cultural
resource impacts associated with avoiding this park, however. There are no community parks
affected by Sites 2 or 3. Also, there are no publicly-owned parks, recreation lands, trails,
protected wildlife or waterfowl refuges of local, state or national significance located within the
year 2020 DNL 6S noise contour for any of the sites.
Historic, Architectural, Anchaeological, and Cultuial Resources - Impacts to archaeological
properties occur when construcrion would physically disturb the site. An assessment of these
impacts cannot be made unril more specific airport plans are developed. Site 6 could affect 1?
archaeological properties, while Sites 2 and 3 could affect less than half that number. With the
exception of the Euro-American cemeteries, mitigarion through data recovery would appear to
be a feasibte oprion.
In the case of historic and architectural properties with potential National Register eligibility, Site
6 affects six properties and one district (Gopher Ordinance Works), Site 3 affects six properties,
and Site 2 affects three properties. �
Biotic Communities - The potential for bird-aircraft hazards are based on the wetland aereages
within 10,000 feet of runway ends and the presence of other significant conditions, such as
landfills within five miles of each site. However, there are no firm, research-hased altitude or
distance thresholds for use in analyzing bird-aircraft hazards. In addition, the construction af a
major new airport is likely to result in unforeseeable changes in bird movements in the
sunounding area. It is therefore impossible to identify with certainty the conflicts that will occur
and specific mirigarion measures that will be needed to address those problems, aside from
selecring a site that minimizes the amount of air traffic around known bird concentration areas.
For this reason, mitigarion measures oriented toward avoiding, minimizing or conecting specific
bird-aircraft hazards are best developed after a new airport is completed and post-construction
bird movements can be analyzed. If potential mitigation measures are not considered, Site 2
appears to have the highest potential for bird-aircraft hazards, Site 6 appears to have the least
potential, and Site 3 appears to be midway between the other two sites.
Endanger�d and 'I�teat�ened Species - No impacts to rare plants or plant communities are
anricipated. However, Sites 2 and 3 each offer significant benefits in that either of these sites
- would allow the acquisition, protection and management of plant communities harboring such
� plant species.
Loggerhead shrikes are the only state rare, threatened or endangered animal species known to
exist within the three sites. One known shrike locarion in Sites 2 and 3 and two locarivns in Site
6 will be affected. Site 6 has the least impact in that it appears that one of three temtories found
there can be preserved.
� Rsv.D.o.ab�It,1941 �1 O�
No impacts to bald eagles are anticipated. Flight tracks appear to place aircraft at sufficient
altitudes to avoid potential impacts even for direct overflights. Site 6 appears to represent the
least potential for impacts. Site 2 would place aircraft closest to a known eagle nest, and Site
3 would place aircraft slightly farther away.
Weflands and Floodplains - Site 3 would require no wetland drainage or filling. Site 2 would
have relatively minor wetland impacts, given the size�of the project and that these impacts —
approximately three acres — could be readily offset through on-site wetland replacement. The
mirigation required for Site 6 would be more extensive, at 128 acres, 68 acres of which would
need to be replaced off-site. Given the federal and state regulations governing wetlands, a very
substanrial public benefit from Site 6 would be needed to regard it as the only feasible
alternarive.
For each site, a small portion — 130 to 190 acres— of the Vermillion River floodplain would
be filled by the airport construerion. The amount of floodplain that would be filled in each site,
combined with other anticipated floodway fill in the area, could raise the peak flood elevation.
The Vermillion River Watershed Management Commission does not allow any increase in
maximum flood elevation. However, there is adequate space within each site for replacement of
the floodplain storage that would be lost due to the airport construction, so that the flood
elevation would not be increased. �
Faimland - The farmlands that would be acquired within the boundaries of the setected site, as
now configured at this early study stage, may leave land remnants outside of the site. The
remnant pieces may no longer be viable, depending on their size and configuration and access
to the property. The more detailed planning of the selected site will address such affected
�ndividual farmland parcels and will make recommendations as to their disposition — for
example, acquisirion of the whole pazcel by the airport for inclusion within the airport boundaries
and leasing out the acquired land for continued agriculture use.
Eneigy Supply - Energy consumption by building facilities would be essentially the same at all
Candidate Sites. Local suppliers that may supply electricity and natural gas to a new airport
include the Prairie Island Nuclear Power Plant and the Koch Refinery. Energy consumption by
aircraft and surface vehicles will differ between sites by virtue of their locations relarive to the
Twin Cities Area, with Sites 2 and 3 resulring in an esrimated 11 to 12 miliion gallons more in
fuel consumption annually than Site 6. - ,
light Emissions -Light emission sources include airfield and aircraft approach lighring, building
lighting and surface transportation facility lighting. These will be visible during nighttime hours
through open vistas for most of the southeastern Twin Ciries Metropolitan Area, but will be most
intrusive to remaining farmsteads and rural residents near the airport.
Solid Wasbe - It is estimated that the new airport will generate about 40,000 tons of solid waste
in the year 2020 at any of the sites. This would represent about one percent of the regian's year
R�v.D�orbc 14,1993 '1 1� � .
2�10 forecast quantity and eight percent of Dakota County's without any recycling. The
Metropolitan Area's solid waste management system is in transition towazds increased emphasis
on recycling and a more integrated regional system. The potential impact of solid waste generated
by the new airport will depend on the extent of these transitions.
Construction Impacts - Construcrion impacts would be essenrially the same for all sites. They
include short-term impacts to the natural and human environments that cause temporary air, land
and water resource disturbances and disruption of community services and faciliries.
General Visual Impacts - Visual impacts common to each of the Candidate Sites would be the
interruprion of horizontal vistas and sightlines as a result of the new airport structures. The most
scenic vista that would be impacted — by Site 2 — is the Chimney Rock Sandstone Column.
MitiQation Measvres
Noise- The aircraft flight tracks used in modeling the DNL noise levels were developed to derive
the full capacity of the runway system, while avoiding overflight of residential development. The
flight tracks will be adjusted to further minimize noise impacts with more detailed planning of
the selected site. Other noise mitigation measures that might be integrated into a new airport
environment include aircraft noise abatement procedures and land use measures.
Social Disiuptions - Comparable and available replacement housing in the area will be difficult
to locate for residents displaced from housing associated with farmsteads. Comparabte housing
would need to be located in a similar, rural area. Rural residents that live on lazge lots where
the principal use of the properry remains residenrial, would be less difficult to relocate. A
detailed residential relocation study will be performed for the selected site.
Surface Ttansportation - The section of TH 149 which cannects TH 55 to I-494 will be
significantly impacted if the airport is built in Dakota County. A possible mitigati_on that would
need further study is the addition of a half-diamond interchange from TH 55 to I-494 directed
towards the west. Also, if an improved transit oprion were provided, with amactive connecrions
to the rest of the region, the level of transit usage could be improved and the level of auto traffic
reduced.
Water Quality- A stormwater management facility for the new airport will be designed to reduce
the increase in the peak rate of runoff and simultaneously reduce pollutant loads to receiving
waters, to maintain preconstruction condirions. The reduction in both the peak rate of runoff and
pollutant loads will serve as design criteria for the stormwater management facility. Based on
a 10-year storm event, an estimated 1,004 acres of detention basins will be needed, if wet
detention basins are used. Sites 2 and 3 have adequate area available on-site to place such basins
in areas not susceptible to sinkhole formation, but Site 6 has limited suitable area available on-
site.
A�.D.a.,��.,�� -12-
Runoff contaminated with glycol (a.ircraft deicing agent) would be segregated from the normal
runoff collection and storage system. Glycol contaminated stormwater may be discharged to a
sanitary sewer, with or without pretreatment, if adequate sewer capacity is available.
Pretreatment could be accomplished by aeration in collection basins and addition of nutrients for
promotion of biological breakdown of the glycols. If an on-site treatment system is used for all
sanitary wastewater, additional capacity could be .provided to treat glycol contaminated
stormwater. Since glycol is also fairly biodegradable in soil, a land treatment approach may be
feasible. In addition, research and development conrinues on alternative deicing substances which
have less environmental consequences.
Weflands - Wetlands mirigation would require approximately 6 acres of replacement wetland for
Site 2 and 117 acres for Site 6; none would be required for Site 3. These acreages assume that
the present wetlands regulatory framework remains in place at the rime the selected site is
constructed.
light Emissions - Mitigation of light emissions will include the shielding of lights, angular
adjustments and berming where appropriate to reduce impacts to rural residential areas and
farmsteads.
Visual Impacts - Visual impacts would be mitigated by incorporating high-quality design
standards within and adjacent to public building and access azeas, uniform standard direcrional
signage, and contcols on advertising/electronic mediums. The scale of the cluster of buildings
typicalty associated with the terminal area of a major airport provides the opportunity to create
a unique visual element to the landscape.
Unavoidable Imaacts
Adverse impacts that appeaz to have little chance for adequate mitigarion include, at Site Z, noise
impacts on cemeteries; and at Site 6, eliminarion of the City of Coates and pratected wetlands,
height restrictions on development of azea industrial faciliries, displacement of a church and a
cemetery, and impacts to parklands.
xr.n.�tie.�i.,i� � -13-
NEW AIRPORT SITE SELECTION DRAF'T AED
SUMMARY OF COA�IlVIEENTS/RESPONSES
Total Number Commenting -- 25 (20 in writing, 5 verbal only) (7 general public, 2
groups, 2 state representatives, 3 cities, 1 county, 10
agencies)
Selection of Site 3 -- 3 favorable, 0 opposed
Major Comments (Responses)
l. Make document more readable/understandable; include a summary. (Response: an
Executive Summary will be added with 11x17 detailed maps showing the three candidate
sites, and brief explanatory text will be added throughout the document, where
appropriate.)
2. Induced development values in Dakota County and impact on Goodhue, Olmsted, Pierce
and St. Croix Counties; meaning and location of "nodes"; explanation of Metropolitan
Council policy and development controls for a new major airport. (Response:
explanatory text will be added and tables will be corrected; however, the analysis is
focused on the differences between the three sites, which are small and pri.marily in
Dakota County.) •
3. The Draft AED should have more analysis and discussion of the secondary impacts from
induced development and the new airport (ground transportation and environmental
impacts). (Response: the estimated additional development in Dakota County by the year
2020 is relatively small — about 1,300 households and 6,000 jebs outside the airport site
-- and the transportation impacts are mostly on the major access roadways.)
4. The crop acres in Table 48 are grossly inaccurate, which is indicative of the inaccuracies
in the document. (Response: the crop acres in Table 48 were obtained from the Dakota
Counry ASCS and is a tabulation of what the farm owners reported in 1992. The Site
Selection AED relied heavily on currently available information fram local and state
agencies. The New Airport Comprehensive Plan AED will supplement this information
with on-site surveys, where appropriate.)
15252(�/COMSUivI.D 15