The URL can be used to link to this page

Home My WebLink About3.b. Airport Planning Process / S.O.A.R. UpdateCITY OF ROSEMOUNT EXECUTIVE SUMMARY FOR ACTION CITY COUNCIL MEETING DATE: JULY 7, 1992 AGENDA ITEM: AGENDA SECTION: AIRPORT PLANNING PROCESS/SOAR UPDATE DEPARTMENT HEADS PREPARED BY: AGENDA NO1TE f� STEPHAN JILK, CITY ADMINISTRATOR I 111[ ATTACHMENTS: APP VED Y. PLANNING/SITE SELECTION INFORMATION Being the first meeting of the month there will be a presentation by SOAR on the progress of their activity. I will also provide a brief update on the Technical Advisory Committee work and the last meeting held on June 9, 1992.` Provided is information handed out at that last meeting which was utilized in beginning to 'choose alternative "sites" within the Dakota Search Area. Also attached are minutes from the previous meeting of May 15, 1992. I will provide information as to what work the Advisory Committee is doing and the next step in our work. Director of Planning Lisa Freese will provide a few comments on her attendance of a seminar on this subject. METROPOLITAN AIRPORTS COMMISSION At"Oi +Minneapolis-Saint Paul International Airport 6040 - 28th Avenue South • Minneapolis, MN 55450-2799 oPhone (612) 726-8100 • Fax (612) 726-5296 O h 4 IR PO Rey MEETING NOTICE DUAL TRACK AIRPORT PLANNING PROCESS. SITE SELECTION STUDY Technical Advisory Committee Meeting Tuesday, June 9, 1992, 1:30 p.m. MASAC ROOM MAC General Offices 6040 28th Avenue South Minneapolis, Minnesota AGENDA 1. Update Inventory Criteria 2. Data Presentation 3. Work Session - Site Location Options The Metropolitan Airports Commission is an affirmative action employer. Reliever Airports: AIRLAKE • ANOKA COUNTY .BLAINE* C jYSTAL • FLYING CLOUD • LAKE ELMO 0 SAINT' PAUL DOWNTOWN DUAL TRACK AIRPORT PLANNING PROCESS SITE SELECTION STUDY TECHNICAL ADVISORY COMMITTEE Tuesday, May 12, 1992, 1:30 p.m. MAC General Offices MEETING SUMMARY Nigel Finney, MAC Deputy Executive Director - Planning and Environment, called the meeting to order at 1:35 p.m. The following were in attendance: J. Kari, C. Case, Met Council; J. Hohenstein, City of Eagan; B. Aslesen, City of Vermillion; T. Petersen, FAA-ATCT; T. Hansen, City of Burnsville; D. Welsch, City of Apple Valley; D. Wise, MN Dept. of Agriculture; J. Tocho, L. Moratzka, K. Chatfield, Dakota County; D. Osberg, City of Hastings; F. Benson, FAA -ADO; C. Swanson, Washington County; K. Gaylord, Northwest Airlines; R. Theisen, MnDot; R. Wooden, DNR; S. Jilk, City of Rosemount; D. Hebert, City of Inver Grove Heights; C. Hewitt, University of Minnesota; C. Kennedy, MPCA; K. Garrity, Edwards & Kelcey, Inc.; P. Goodwin, Goodwin Communications; E. Futterman, L. Dallam, G. Albjerg, HNTB; M. Ryan, N. Finney, J. Unruh, MAC Nigel Finney indicated that the MAC and the Minnesota Department of Natural Resources have developed an agreement whereby the DNR will initiate a Biological Survey for the Search Area, to focus on biotic communities, and rare, threatened, or endangered species of plants and animals. DNR will conduct the survey using the same procedures that have been approved for the County Biological Surveys. Carmen Converse, DNR, gave a slide presentation which reviewed the Biological Survey Process. During the summer of 1992, limited rare animal and plant surveys will be conducted to include breeding birds, loggerhead shrike, mammal, reptile and amphibian, and rare plants identifiable after July 1. Information from these surveys will be available in the Fall, 1992, to be integrated into the overall site selection process. During 1993, information from the field survey of Dakota County will be available, however the focus here will be on any changes from the data developed during the 1992 survey as well as supplemental information from species that were not readily evaluated during the window of time available during 1992. In order to allow DNR to initiate this program in advance of their schedule, the MAC will provide $50,000. Evan Futterman, HNTB, reviewed the airport influence area that will be used in determining potential impacts outside of the search area boundary. The influence area is approximately 3 miles beyond the edge of the search area. Census tracks, municipal boundaries, and major roads were used to identify the influence area which could be impacted by airport development in the search area. The 3 mile area will contain the Ldn 60 noise contour. A map of the influence area will be provided to the Committee at the next meeting. In order to provide the Committee with a more complete background regarding the new airport issue, Evan Futterman presented the results of the Conceptual Design Study completed by the MAC in 1990. This study was required by the Dual Track legislation, and was intended to look at the configuration of a new airport based on needs identified during other elements of the overall study process. The Conceptual Design Study was completed in two phases; the initial phase looked at a series of alternative runway and terminal configurations that would meet previously identified needs. Four runway options were identified for detailed analysis, ranging from a simple parallel configuration to a "T" option, to two configurations that were of an "L" shape. In the terminal area, a series of options combining a central passenger processing facility with various attached concourses and remote satellite aircraft parking gates were identified for analysis. The underlying assumptions were indicated and the design goals were provided to the Committee. Based on the evaluation of the runway and terminal options, a consolidated alternative was developed and recommended in the study. This alternative included a "T" shaped runway configuration with four primary direction runways and two runways in the crosswind direction. The level of development that would be necessary on the day of opening was not considered as part of this study. The selected terminal configuration included a central passenger processing facility with attached gates for international activity; domestic and regional gate positions would be located on adjacent satellite concourses, connected to the passenger facility with an underground train system. The developed area of the proposed configuration approximates 8,000 acres, with an additional 4-7,000 acres required to provide for required clearance areas and to protect for the primary noise impact areas. The total site area would therefore be approximately 12-15,000 acres. In order to fully protect against noise impacts, some additional land use controls beyond this area would be required. The configuration developed during the conceptual design will be used as a starting point in the site selection process; it will, however, be modified as necessary to account for unique characteristics of potential sites while attempting to maintain the essential design goals. Alternative configurations will be evaluated for each specific site that is identified. The discussion then focussed on the previously distributed Site Identification, Selection and Evaluation criteria, and the changes and modifications that had been made in response to comments received at the last Committee meeting. Evan Futterman reviewed the table with these factors and the manner of their application, indicating both changes that had been made and initial attempts to quantify certain factors that would be applicable to the site identification segment of the work. John Tocho reiterated the importance of quantification of these factors in order to be able to apply them to the search area. The discussion then focussed on the site identification criteria. There were no substantive comments on factors 1,3,5, and 6. The discussion regarding factor 2 related primarily to the issue of noise contours. An overview of the Ldn methodology was provided to the Committee including the input factors and the meaning of the various levels of impact. Questions regarding the input assumptions were raised, particularly the applicability of activity assumptions. It was indicated that the activity inputs will be updated during the next year to account for changes that have occurred since the initial forecasts of 1989. The process previously used included a series of expert panels to review both the underlying socio-economic and aviation industry assumptions; it is expected that a similar approach will be followed for the update. This will allow a revised estimate- of noise impacts to be developed later in the process, both for a potential new airport as well as for MSP. The next meeting of the Committee will take place on June 9, 1992. Subjects for discussion include site screening factors and an initial look at the application of site identification criteria to the search area. The meeting adjourned at 3:10 p.m. SITE IDENTIFICATION CRITERIA 1. Airport runways, taxiways and other facilities must be contained within the Search Area; this is a requirement stipulated in the Legislation. It was also assumed that FAA Runway Protection Zones and land within FAA Building Restriction Lines (BRL's) should be contained within the Search Area because the FAA requires airports to purchase this land. 2. State Safety Zones A and B and the Ldn 65 noise contour may not impact existing urbanized areas or population centers outside of the Search Area. This criterion will help minimize safety and noise impacts beyond the limits of the Search Area. 3. Runway layout must maintain the full operational capability of the Conceptual Layout Design. For site identification purposes, rotation of the runway system as a complete unit, or mirroring of the runway layout is considered to not reduce capacity. Individual runways will not be shifted during the site identification phase. 4. No site may be considered which places airport facilities in areas of extensive wetlands. This criterion recognizes the importance of minimizing the environmental consequences to these important biotic communities. The wetlands criterion is designed to distinguish between sites that would have relatively great wetland impacts and those having relatively small impacts. 5. No site may be considered which would result in ground facilities (terminal, cargo, etc.) located in floodways. This criterion recognizes the regulatory difficulties in building structures in a floodway. 6. Avoid physical features not compatible with aircraft overflight (specifically avoid overflights of the Pine Bend Refinery). The Pine Bend Refinery, located less than 8,000 feet from the northern boundary of the Search Area, contains several tall structures, each over 240 feet high. Dependent on the location of a specific site, the structures could pose an obstruction problem for the navigable airspace. In addition, smoke stacks within the refinery occasionally emit steam and flames that may pose a hazard to air navigation. Revised May 11, 1992 AIRLINE MAINTENANCE -- a -- o %R P Z---- \04- NEW AIRPORT CONCEPTUAL LAYOUT ---- (� R P Z \ I� RADAR `"`'-'r RUNWAYS r^� = TAXIWAYS ® TERMINAL BUILDINGS SUPPORT FACILITIES ROADWAYS MINIMUM PROPERTY TO BE ACQUIRED FEET (THOUSANDS) 0 1 2 3 4 5 0 0.5 1 MILES 77, SITE IDENTIFICATION CRITERIA T PINE BEND OBSTRUCTIONSo Scale in Feet sone N FACTORS NEW AIRPORT SITE SELECTION STUDY SITE SCREENING CRITERIA INVENTORY CHECKLIST INVENTORY ITEM SOURCE DATE AREA BASEMAP RECD COV'D REGISTER Hydrology Underground Hydrological Data Minnesota Geologic Survey 2/92 (2) Good Well Records LMIC 4/92 (1) Floodplains Flood Hazard Boundary Maps DNR/HNTB Pre -90 (1) Good Flood Insurance Rate Maps DNR/HNTB Pre -90 (1) Good Flood Plain Location Met Council/FEMA 1/2/92 (1) Poor (5) Community/Social Cemeteries Local Communities/Counties 3/92 (6) County Land Ownership & Plat Maps Counties (2) Current Land Use Met Council/Dakota Co/Communities 1/2/92 (6) Zoning Maps Local Communities/Counties (6) Displaced Resid Pop 1990 Census Blocks Map Met Council 1/13/92 (2) Good 1990 US Census (info for GIS) Met Council (6) County Land Ownership & Plat Maps Counties (2) State Safety Zones 1990 Census Blocks Map Met Council 1/13/92 (2) Good 1990 US Census (info for GIS) Met Council (6) Governance Map (Townships, Districts) Met Council 5/92 (2) Good Noise Impacts 1990 Census Blocks Map Met Council 1/13/92 (2) Good 1990 US Census (info for GIS) Met Council (6) Hospitals/Clinics Hudson Maps/Yellow P/Comm/Counties 3/92 (6) Schools (Private) Hudson Maps/Yellow P/Comm/Counties 2/92 (6) Good Schools (Public) Field Work/Met Council/Counties 2/92 (2) Good Museums Local Communities/Counties (6) Places of Worship Hudson Maps/Yellow P/Comm/Counties 5/92 (6) Community Centers Local Communities (6) Section 4F Park & Recreational Areas MetCouncil/Local Communities/Counties 1 5/92 (1) Good Section 4F Lands MnDOT/Nat Park Service/Counties /Cities 1 (6) PAGE 1 OF 2 FACTORS NEW AIRPORT SITE SELECTION STUDY SITE SCREENING CRITERIA INVENTORY CHECKLIST INVENTORY ITEM SOURCE DATE AREA BASEMAP REC'D COV'D REGISTER Biotic Communities Biotic Communities (Flora & Fauna) USFWS/DNR Wetlands Wetlands Nat Wtlnd Inv(LMIC)/USFWS 3/92 (2) Good Prime Farmland Prime Farmland Counties/Soil Cons. Svc (1) Haz Waste Disposal Solid & Hazardous Waste Disposal Sites EPA/PCA/County 1/2/92 (6) Fair Water Quality Water Quality Data Met Council/DNR/PCA/EPA/USGS Threat End Species Endangered & Threatened Species USFWS/DNR/Audubon Soc (6) Total Dev Costs NOTES: (1) Search Area Only (2) Search Area & Dakota Co. (3) Matches USGS Hard Copy Overlay (4) Not Checked Against USGS Hard Copy (5) Does Not Match USGS Hard Copy Overlay (6) Search Area and Environs Source: HNTB (Rev. 6/8/92) PAGE 2OF2 SCRFAC.WKi 1 ®� Metropolitan Airports Commission ry May 1992 Number 1 TECHNICAL ADVISORY COMMITTEE FORMED TO ASSIST WITH DUAL TRACK AIRPORT PLANNING PROCESS The Dietropohran Airports Commission (NiAC) has formed a Technical Advisor, Committee to advise the Commission on the Dual Track Airport Planning Process. The Committee, which began meeting in April, is focusing initially on the site selection process for a proposed new airport. The 40 -member group is composed of government, agency, environmental and user representatives, including such organizations as the lietropolitan Council, FAA, University of Nfinnesora, cities and counties in and adjacent to the Dakota Search Area, Northwest Airlines, the Nfinnesora Pollution Control Agency. EQB and the Minnesota Department of Natural Resources. According to Nigel Finney, MAC Depury Executive Director, Planning and Environment, the Committee "has been cre- ated to provide input to, and review work done on, the remaining elements of the dual track process." These elements include selec- tion of a site for a new airport, preparation of a detailed development plan for the proposed airport, an update of the Long Term Comprehensive Plan for \fSP, and prepara- tion of the environmental documentation necessary for either continued development at DiSP or development of a new airport in the Dakota Search Area. The Dual Track process, mandated by the 1989 i)linnesota Legislature, is designed to preserve the future major airport develop- ment options in the region. One track addresses ways to provide the needed capacity and facilities at Minneapolis -St. Paul International Airport. The other track pro- vides the needed capacity and facilities at a DAKOTA SEARCH AREA potential replacement airport in a designated search area (Dakota County). The Airport Planning tact requires a rec- ommendation by NiAC and the Dfetropolitan Council to the Legislature in 1996. The SLAC and Tier Council have been working to expedite the process, with work to be com- pleted by the end of 1994 and a recommen- dation to the Legislature during the 1995 session. Site selection within the Dakota Search Area will be accomplished in three phases: 1) site identification, 2) site screening. and 3) site selection. "The Committee will pro- vide technical counsel during each of these phases," says Finney. Site identification criteria will provide broad guidelines to define the minimum requirements for identifying a set of "poten- tial" sites. "The criteria will help insure that no pan of the Search Area is eliminated pre - maturer•," Finney says. The site screening criteria will be used to ids ,ify the most promising "candidate" sites, and the site selection criteria will help choose the "best" site. A site is defined as both a specific location and a specific runway orientation. The Technical Advisory Committee plans to meet monthly throughout 1992. In December 1991. the Metropolitan Council designat- ed the Dakota Search Area in Dakota Count) for the planning and development of a mw major airport. The Dakota Search Area measures 17 miler east to west and eight mules north to south and encompasses about 115 square miles or 74.600 acres. It includes the cities of Coates. Vo -million and part of Rosemount, and the townships Empire. I*ermilhon. part of Nininger and most of illarshan. SE TASK FORCE TO SHOW DEVELOPMENT CONCEPTS AT JUNE MEETING MSP REU f The MSP Reuse Task Force, a Metropolitan Council group studying the potential reuse of Minneapolis -St. Paul International Airport (MSP), will discuss preliminary development concepts and performance standards at its June 19 meeting. "We'll have some models which will show various reuse scenarios for the present airport," according to John Kari. Senior Planner, Metropolitan Council. Kari said the Task Force toured MSP and surrounding communities in May to "see how the airport relates and how it interacts with its neighbor- hoods, commercial areas and environment." As part of the 1989 Metropolitan Airport Planning Act, the Legislature direct- ed the Council to develop policies for the potential reuse of MSP if the decision is made to move to a new airport. This study is to be completed by Jan. 1, 1993. The 29 -member Task Force was appointed by the Metropolitan Council last Ocro'eer and has been meeting monthly. The group will make recommendations to the Council on the possible reuse of the current airport by October 1992. The Task Force, which is chaired by Edward Gutzmann, president of Southview ENVIRONMENTAL REVIEW PROCESS UNDERWAY An environmental review process has been initiated along with the site selection study for a new airport in the Dakota Search Area. The process, which was approved by the Minnesota Environmental Quality Board and the Federal Aviation Administration (FAA), is being co-sponsored by the FAA and the Metropolitan Airports Commission (MAC). The federal and state environmental documents will include extensive analysis of new airport alternatives, existing airport development alternatives, and the "no - action" alternative. The analysis will focus on social and economic impacts to the affected governmental units and the impacts to the natural environment and will also include an extensive economic analysis of airport alterna- tives by the Metropo'.itan Council. "The first step it, -.he environmental pro- cess was to conduct a scoping process;' says Nigel Finney, MAC Deputy Executive Director, Environment and Planning. "This process included preparing a scoping report outlining proposed project activities, focus- ing on the environmental aspects." The scoping report on the Dual Track Airport Planning Activities for 1992-1996 was published in March 1992. Three scop- ing meetings were conducted on April 21 and 22 to solicit input from federal and state agencies and the general public. The public meetings were held at the Ramsey School in Minneapolis and at Rosemount High School. The comment period was extended from May 4 to June 4, 1992 to provide an additional 30 days for review of the scoping document. The MAC will prepare responses to all substantive comments. MAC has asked the Minnesota Environmental Quality Board to make an V. Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, Minnesota 55450 -'i tir- t,'ii•_ t;iiikl s _ Printed on Recycled Paper Bank in South St. Paul, is made up o people who represent a broad range of regional inter- ests, including communities surrounding the airport, business, labor and housing interests, Council and Metropolitan Airports Commission members. "The reuse study is another step in the Dual Track airport planning process," Kari saes. "% e will use this information when the Council and MAC make recommendations to the Legislature at the conclusion of the Dual Track process." adequacy decision on the final environmental statement (EIS). "Under the srate environ- mental process, we'll be following the tiering approach," Finney says, "and making incre- mental decisions. "The first environmental document will describe the site selection process, the second document will be on alternative plans for the selected site, and the third on alierna- tives for development of the existing airport. A final document will compare the existing airport, new airport and no action." Dual Track Update is published by the Afetropolitan Airports Commission in an effort to provide information on the Dual Track airport planning process. Please forward any' questions or comments to jean Unruh at 726-8189. U...Yu {auL .29• ?B AC TIF. lVI N 6333574 METROPOLITAN COUNCIL Mears Park Centre, 230 East Fifth Street, St. Paul, MN 551014634 DATE: June 19, 1992 TO: People Interested in Airports Planning SUBJECT: Regional and Community Issues Forum Dual Track Airport Strategy 612 291-6359 FAX 612 291-6550 TTY 612 291-0904 I invite you to attend a regional and community issues forum on Wednesday, July 8, 1992, sponsored by the Metropolitan Council. This forum will mark the start of a series of studies, being done cooperatively by the Council and the Metropolitan Airports Commission, that will address the potential community and regional impacts of the major airport development options -- New Airport or MSP Expansion. This forum will focus on the New Airport option. A second forum, to be held later, will address the community and regional impacts of the MSP Expansion option. At the forum we will begin the public discussion on how the region should incorporate a potential new airport in the Dakota County Search Area into the regional development fabric. There are many different interests and diverse viewpoints which need to be heard and included in this study. The Council would like to select a regional service concept by the end of the year. Joel Garreau, author of Edge City - Life on the New Frontier, will be our keynote speaker. Garreau has explored America's metropolitan areas and has a unique perspective to share with us. Garreau is a senior writer for the Washington Post and author of a previous book, The Nine Nations of North America, on regional development. The forum will be held from 8 to 10:30 a.m. in the East Marian Lounge of St. Joseph Hall at the College of St. Catherine, 2004 Randolph Av., St. Paul. Please confirm your attendance with Donna Mattson, of the Council's community services staff, at 291-6493. Immediately following this forum and over the next several months, the Council will conduct a series of technical workshops on this subject. Sipcerely, Mary Anderson Chair Enclosure (1) INVITATION Forum Plenary Session Setting the Stage: How Should the Twin Cities Region Incorporate a Potential New Airport in Dakota County into the Regional Development Fabric? Regional and Community Issues WEDNESDAY - JULY 8, 1992 8:00 am to 10:30 East Marian Lounge St. Joseph Hall The College of St. Catherine ALyenda 7:30 Continental Breakfast 8:00 Welcome by Mary Anderson, Chair of the Metropolitan Council 8:10 Overview of the Dual -Track Airport Strategy, John Kari, Senior Planner, Transportation 8:15 Framing the Issues "Frameworks for Understanding the Twin Cities Development Pattern" Don Carter, UDA Architects Keynote Speaker Edge Cities and National Development Trends Implications and Lessons for the Twin Cities Joel Garreau Author Edge City - Life on the New Frontier 10:00 Questions and Discussion 10:30 Adjournment DIRECTIONS TO THE COLLEGE OF ST. CATHERINE The College of St. Catherine - St. Paul, Minnesota 55105 .dm. Al— & -0.4 °n & 0.M s—ala Nail ^ anwll M au lam W �w.a.00 FonfOo...y MMI . q. NwWal Mall w....F eum�... swnmum •ower MOu.. i.e.r Mall M.N il. Jobd. Map iL Mary M.N r.... Court 'Mab. NllA Mall 5 .�yrtm.n,/ Derm.lory S:.bn of au on of =..I- -1 cem.al lae. ry 1890 o..nFW Naw From 1-94: Take the Snelling Avenue or the Cretin -Vandalia exit south to Randolph Avenue. See map on other side. From 1-494: Take Hwy. 5 to St. Paul, exit on Edgecumbe Road and take Fairview Avenue to Randolph Ave. See map on other side. St. Joseph Hail (East Marian Lounge is on the second floor when you enter from thear p long area) 4 MSP IN'T'ERNATIONAL AIRPORT REUSE TASK FORCE Mean Park Centre, 230 But Fifth Street, Saint Paul, Minnesota, 55101 Minutes of a meeting held June 19, IM s ; L. Anderson, N. Anderson, S. Chavez, C. Cummins, R. Geshwiler, E. Ntzmann, T. Harms, J. Jensen, J. Labosky, W. Maki, R. Opheim, M. Podawiltz, J. Prosser, J. Smith, S. Stender, M. Vogel, IL Waldron. Others Presents D. Ahern, L. Blake, P. Bowles, D. Carter, C. Case, M. Filipi, V. George, R. Gindroz, P. Goodwin, J. Kari, E. Maranda, J. McArthur, L. McIntyre, A. Morris, E. Newcome, K. Reddick, J. Richter, R. Robinson, M. Ryan, J. Tocho. L Call to Qrder E. Gutzmann called the meeting to order at 10:03 a.m. Iia "Rre w of Minutes The minutes of April 17th, 1992 were approved. Ha 111traduction J. Kari reviewed the activity of the consultants since the last task force meeting. He informed the task force that the next meeting had been moved to July 24, 1992- He then commented on what the task force could expect from coming meetings and small group sessions. D. Carter reported on the meetings which were held with special technical groups. Some of the findings were: that businesses typically located near the location of the residence of the CEO, that the re -use of the site did not make sense as a military or GA airport; that the re -use of the site as a high-tech/research institution was sensible; that the transportation infrastructure serving the site was a tight cotatraint, and; that historic preservation would be an important consideration in the re -use of the site. V. George provided a brief report on the status of the economic oriented interviews he and his staff had been conducting. R. Robinson began by reviewing the ,x.Rays" the consultants had prepared of the important elements of the regional patterns. He highlighted the historical growth pattern, natural features, rural road pattern, the MUSH, highway access, and the park systema He commented that the park system in the area of MSP was still fragmented and that the re -use of the site offered an opportunity for connection of park and open apace elements. DRAFT R. Gindroz then began reviewing the scenarios prepared by the consultants, asking for comments from the task force. He explained he was looking for comments on strengths and weaknesses of each scenario, as well as criteria by which the proposals could be evaluated one against another. The first scenario presented was the Maximum Economic Development Scenario. Strengths were that it maximized revenues, it was a continuation of the I-494 strip development pattern, if It focussed on manufacturing as a land use it would be a compliment to the CBM, and it would Increase the demand for housing in the area. Weaknesses of the scenario were that it doesn't integrate with or resemble the development pattern of the surrounding communities, it's character was not "IWvin Cities", if the land use focussed on commercial it would compete with the CBDs, it would have a significant impact on the transportation infrastructure, it provided no housing on the site, and the bund -out would be much longer to completion. The next scenario was the Open Space scenario. Strengths were that it could serve as a waste management site, it could be a public land reserve, its central location, its connection to existing natural resources, the accessibility of the site was unparalleled, it could provide a prairie experience in the central city, it could provide cultural resources, and it could provide an entryway to the river. Weaknesses were that the region couldn't afford it, that an artificial mountain was a lousy idea, that the use of the site as a landfill was unrealistic, that it provided too much open space, that it docs nothing for job replacement, and that the design discouraged local through accasa. The third scenario reviewed was the Maximum Public Purpose Scenario. Its strengths were its better balance of land uses, it provided some jobs and development, it provided benefits to outstare, it moves in the direction of the regional economy, it would challenge the educational Institutions to be on the cutting edge, that it would encourage public/private partnerships, and that it was likely to create the most new jobs. Weaknesses of this scenario were its costs, the distance of the site from the U of M, that the capacity of the garage on the site (if used as a typical daily use garage) exceeded the capacity of the road system, the design provides no local through streets, it is a highly leveraged/high risk system and, that it was the longest -term investment seen so far. The neat scenario was the Extended Traditional Development Patterns scenario, The strengths of this scenario were that it was practical and easy to develop, that it would be flexible in responding to market needs, that it was an easy, mellow solution, it would minimize public opposition, it represented a high level of integration with the surrounding communities, and that it was the start of a hybrid solution. Weaknesses were that it had no regional significance and no vision, that commercial on the site would draw away from the I-494 strip and Cedar Avenue, that it doesn't expand on the heritage of the site and the region, and that it re -uses the Basting terminal facilities. The final scenario reviewed was the Aviation Re -use scenario. Its sole strength was that It could replace Airlake Airport if that airport is closed because of the new international airport in Dakota County. Its weaknesses were that the region does not need another airport, that retaining an aviation use at the site might result in another "Midway", that the scenario had no excitement and that it was not tied to cultural resources, that there was no gain for the region, and that it retains the runways with the most residential impacts. DRAFT EL The consultants then summarized the performance criteria they had picked out of the comments made by the task fotoe: • Create new jobs (both high paying and a broad range); • Impact on other economic centers in the region; • Impacts and costs on regional transportation system; • Increased access to recreational facilities; s Improved culturallheritage resources; • improved access to river; s Investment approach accentuating public/private partnerships, and; • Net focal benefit to the region. The consultants also summarized the elements that any hybrids of the reviewed scenarios should Include: • Major open space element; • provide a range of job opportunities (new jobs, not replacements); • Respect for municipalities; • Respect for regional transportation (helping to solve both regional and local problems); • Housing opportunities, and; • Special place in region. There being no further business, the task force adjourned at 12:05 P.M. Respectfully submitted, Mark Filipi METROPOLITAN COUNCIL Mears Park Centre, 230 East Fifth Street, St. Paul, Minnesota 55101 612 291.6359 TDD 612 291.0904 Post -it" brand fax transmittal memo 7M 10 of awa DATE; June .19, IM TO: MSP Rause Task Force W. FROM: UDA Architects 111�3 -2 .. y DD / I r "" I SUBJECTi Summary of Materials for Task Force Meeting #2 INTRODUCTION The purpose of the meeting is to review the development scenarios for the site and the analyses of its contexts as a means of developing performance criteria for the site. Eaeh of the scenarios represents a "community value" as developed to its maximum potential on the site. Each scenario will be tested for its impact on the contexts of the site and evaluated in terms of strengths and weaknesses. From this testing process, we will generate a series of performance criteria. We will ask the Task Force members to weight the relative merits of the community values expressed by the scenarios, in order to enable us to produce "hybrid scenarios" which combine elements of the individual scenarios to present a balanced set of policies for the site. REGIONAL CONTEXTS A series of "x-rays" illustrate historical development patterns, current and projected development patterns, regional road network, and regional patterns of open space. The focus groups meetings, meetings with various agencies and institutions, and the analyses of data have resulted in a series of observations about the context within which the future of the MSP site needs to be understood From studying the historic evolution of the region, we believe that the presence of Fort Snelling and the Airport have been significant factors in the present east -west and southwest orientation of development patterns in the region. They could be seen as the "cork -in -the -bottle" that has inhibited development in the southeast. Once these uses are moved to another location, the site will no longer have this effect. What happens to development patterns will depend largely on public policy, the configuration of the new airport area, and the infra -structure serving it. However, the uses proposed for the MSP site will also have a significant effect. The site will become more centrally located as development patterns change around it. It will become an even more remarkable asset and opportunity than, it is today. The transportation network is usually discussed in terms of the expressway network. As the region expands the network will also expand and the MSF site will continue to have a central position in that network,. It is extremely well served by that network, but is constrained by the current heavy volumes of regional traffic that run past it. We also believe that the major arterials, secondary roads, and parkways create a network that is a significant one in the region and should be considered in the re -use scenarios. Regional land use patterns reveal a series of nearly continuous, linear zones of economic and employment uses. The MSP site is part of one of these "loops" of linear development. The MSP site's relationship to the Minnesota River Valley together with the historic resource of Fort Snelling to be significant characteristics. The geographic form of the river valleys gives the region its basic form. This physical form makes the site a very prominent center of the region. The Twin Cities have a tradition of strongly designed continuous networks of open space related to natural features. The MSP site and Fort Snelling have blocked the relationship between these system; and the River Valley. MSP CONTEXTS The scenarios will be tested in a series of four "x-rays", each of which describes one type of system on which the development of the site will have an impact. Land Usa The existing land use patterns of the adjacent communities Include a mix of residential, commercial, institutional, and employment uses. Commercial and employment uses tend to follow the transportation corridors. The largest consumer of land is residential use. The neighborhoods seem to be relatively stable and well served by institutions and amenities. As the neighborhoods continue to age, they offer many opportunities for affordable and life -cycle housing. The removal of the airport will be a benefit in terms of noise and traffic. The new uses can serve to support their continuing stability. South Minneapolis is lacking some convenience retail, Richfield is interested in increasing the commercial and office uses along its eastern edges, and Bloomington is concerned about the impact of the MSP site on traffic and the new Mall of America. Transportation Network Projections indicate that with the removal of the airport, the expressway system around the around the site will have an unused capacity of approximately 131,000 vehicle trips per day. Translated into land use, that represents 2,000 acres or 18,000,000 sf of typical industrial park use, 5,000 acres or 13,000 units of single family housing, 2800 acres or 17,000 units of planned residential uses, 900 acres or 13,000,000 sf of corporate office park, 2000 acres or 12,000,000 sf of research center, or 163,000 acres of State Park. There principle movements are along the I-494 and I-77 corridors. I-62 volumes decrease dramatically east of I.77. There is less volume of 3, but it is a critical and historic corridor between St. Paul and Bloomington and the southwest. The Hiawatha -Mendota Bridge corridor is also a significant one. Previous speculations on our part removed major elements of this network. Itis our belief that the turning movements at the Mendota Bridge intersections are less critical than the two through movements, if the airport is removed. The current design scenarios do not, simply to eliminate unnecessary controversy from the discussions. The negative impacts of the expressways are dealt in the various alternatives by changing land forms around them. Open Space System The networks of public open space in the city do not extend through the MSP site. The Historic Fort Snelling, its chapel, and visitor center are isolated by the expressway system. Access to the river valley is difficult. Tbe new nature center south of 1-494 is cut off from other parts of the arca. "L . , THE RE -USE SCENARIOS In the first Task Force, meeting we presented a planning process in Holland in which plans for the nation for the year 2050 were developed with a "scenario" technique". Four plans were developed with four scenarios. The scenarios were politically based and each one exprc,saed a set of community values. For example, one way pro -economic development, another pro traditional patterns, especially agriculture, another was pro -social services and controlled development, etc. The benefit of this method is to be able to visualize the implications of policies in three dimensional terms as a means of furthering understanding of those policies. It also emphasizes the fact that long range plan drawings cannot be firm plana, but simply a method of exploring important issues. We have explored various types of scenarios for the MSP site. The first set were based on potential uses such as bio -te=ch research, entertainment complex, etc. The second set were based on "urban forms", such as "island", "corridor", etc. The current set return to the Dutch model and are based on community values. The premise of these "community value -based" scenarios is that with the moving of the airport, the residents of the Twin Cities will have a unique opportunity --the site is very large, well serviced, and located. What is the greatest value to be gained by the community from this resource? To help explore these issues, we have developed five scenarios, each representing one set of values. Maximum Economic Benefit to the Region This scenario assumes that a combination of research parks, telecommunication complex, business park, and distribution center would provide maximum economic benefit. It would include a federally funded research center, a conference center, an incubator component and technology transfer component. The scenario provides the maximum number of accessible sites. A new expressway runs through the center of the site connecting the Hiawatha corridor with 1-494 at the Mall of America intersection. Major roads connect all other expressway exits to this point. The traffic system will have an impact on local streets around the site as well as the network. Region serving retail is located along the 1.494 corridor. Open space on the site provides a quality environment. The two golf courses are expanded to provide amenities for the development. The plan indicates 2100 acres used as one of the several types of employment use. This represents somewhere between 19,OOO,000 and 38,000,000 sf of development. Maximum Public Open Space The entire site is devoted to recreation facilities and institutions which focus on the environment. The major physical feature is "mountain" created by the land fill, both a commercial land fill and using the land acquired by creating several large lakes on the site. It would include year round recreation activities, especially skiing in the winter months. It would be served by several lodges and hotels. no entire site will be served by a series of hiking and nature traits. It is clear that the Twin Cities have a great deal of passive open space. The site is therefore developed with active recreation facilities, including indoor tennis using the existing hangar buildings. The golf course is extended. 5 Historic Fort Snelling is re -integrated with the site by changing the road pattern. The turning movements are eliminated at the Mendota Bridge and the roads put in tunnel. In this way, the Fort can become the focus of a district on the site. It also makes it possible to link the site with networks of open space to the north and south of the site, as well as to the west. The GSA area is developed as an environmental center. We suggest a Native American cultural center and research facility as well. The area along the bluffs 4 restored to Its original prairie state. MAXIMUM PUBLIC PURPOSE A campus of campuses is proposed on the assumption that the institutional support required for the region must continue to improve. It suggests that by concentrating research, education, health, and economic development in this complex, a new synergy among various disciplines will create new opportunities and achievements. The site is serve primarily from peripheral roads. Through traffic is discouraged. There are internal links between the various campuses. The existing terminal is uses for extensive community college, continuing education, and trades training function. It is related to a series of lab and research buildings which use the existing parking structure. There is a "campus" of prototype manufacturing buildings, and several other campuses for various institutions and corporations. The shared focus of all of the campuses is a major public open space with trails and recreational facilities. EXTEND TRADITIONAL URBAN PATTERNS INTO TIE SITE WITH MAXIMUM BENEFIT FOR ADJACENT COMMUNITIES The traditional form of neighborhoods is a serics of well-defined, mixed-use districts. This pattern is extended throughout the site. The north and west districts are primarily residential in character with schools, institutions, and amenities. The district along 1.494 is a business district with transit stop and major parking facilities. The existing terminal and parking structure are used as institutional and business uses which become the focus of a mixed residential district. The GSA area is a business district. Historic Fort Snelling is restored in the same manner as the Open Space scenario and becomes a living community as well as an historic site. These districts are joined by a continuous network of open space modeled on the traditional Twin Cities tradition. A new parkway through the center connects Hiawatha to 1-494. It runs through the open space and is directly connected to the parkway along the bluff, The local networks discourage through traffic from decanting into adjacent communities. The public open space network is extended through the site and connects with the river valleys AVIATION USE We have identified those aviation uses which might remain if the commercial terminal were moved. This would not include cargo uses, but would include a general aviation airport We have assumed that the military uses would remain. The balance of the site is developed as a business park, primarily in office, ilex, and distribution facilities. There is no change to the external road system and the internal roads are revised only to serve the new uses. Many of the existing structures are converted to commercial and industrial uses. June 4, 1992 Mr. Nigel Finney Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, MN 55450 •r �'��'I• rr JOHN M. LEFI,vimin, ROSLRT J. UvoAu. LACRA k. MOLt.ET 54ROARA L.rORTWOOD JAMES M. STROMMEN JAW -0. J. THOMSON. JR. LARRY M. WRRTHEtM WNNIE L. WII R)rrl GARY P. WINTER DAVID L. C RAVEN tl121dMq or 470 1. ROSERT C. f; ARL4;ON ROBERT L, DAVIDSON Mr. Glen Orcutt Federal Aviation AdmiAistration 6020 28th Avenue South, Suite 102 Minneapolis, MN 55450 RE: Comments on Dual -Track Airport Planning Process • First Phase Scoping Report Gentlemen: I represent the City of Richfield as legal counsel. The following comments on the Dual -Track Airport Planning Process - First Phase Scoping Report dated March 29, 19929 are submitted on behalf of the City. The City understands that the Scoping Report is only the first step in a long term review and decision making process and is not a comprehensive description of either the issues to be addressed in that process or a methodology for the decision making. Nevertheless, the report purports to have two purposes. The first is to describe the dual -track planning process. The second is to identify the issues and concerns that should be addressed during the process, The decisions which must be made about the future of the Minneapolis -St. Paul International Airport (MSP) and the possibility of constructing a new airport are among the most important and complex issues ever faced in this state. The decision may result in the expenditure of more money than any other public works project in the history of the state. Given the importance of the issues, the City is very concerned that the first attempt "to identify the issues and concerns that should be addressed during the process" is so strikingly incomplete and superficial. Presumably many additional issues will be raised and addressed dater in the environmental review process. However, even giving the process the benefit of the doubt, this First Phase Scoping Report could be improved in several ways and is fundamentally flawed in others. CLL35548 RC125-48 ET/2*d 9NIi-inswoo D838w3isnm or:si 26, TT Nn HOLMES & GRAVEN CHARTERED 4116"Wvs Of tAW 17R 1"IlgbMrT C'tntn. ATlnnnybeh. Nlnn.fot► �af2 RONERT A. AS%O► (612) J37 -93M RONALD 14,11ATT1 sTErxt� J. srf11. F.efis)1e (612) J37.9314 JOH. e. DeAN MARS G. DOUINK STEFANIE S. CALF.Y CORRINS A. HEI%F JAMES S. HOLMu WRITER'S DIRECT DIAL DAVID J. k9V00ED% Jom% R. LARS0% WELLINGTON H. LAW 337-9215 CHARL[0 L. LEF[%'ERE June 4, 1992 Mr. Nigel Finney Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, MN 55450 •r �'��'I• rr JOHN M. LEFI,vimin, ROSLRT J. UvoAu. LACRA k. MOLt.ET 54ROARA L.rORTWOOD JAMES M. STROMMEN JAW -0. J. THOMSON. JR. LARRY M. WRRTHEtM WNNIE L. WII R)rrl GARY P. WINTER DAVID L. C RAVEN tl121dMq or 470 1. ROSERT C. f; ARL4;ON ROBERT L, DAVIDSON Mr. Glen Orcutt Federal Aviation AdmiAistration 6020 28th Avenue South, Suite 102 Minneapolis, MN 55450 RE: Comments on Dual -Track Airport Planning Process • First Phase Scoping Report Gentlemen: I represent the City of Richfield as legal counsel. The following comments on the Dual -Track Airport Planning Process - First Phase Scoping Report dated March 29, 19929 are submitted on behalf of the City. The City understands that the Scoping Report is only the first step in a long term review and decision making process and is not a comprehensive description of either the issues to be addressed in that process or a methodology for the decision making. Nevertheless, the report purports to have two purposes. The first is to describe the dual -track planning process. The second is to identify the issues and concerns that should be addressed during the process, The decisions which must be made about the future of the Minneapolis -St. Paul International Airport (MSP) and the possibility of constructing a new airport are among the most important and complex issues ever faced in this state. The decision may result in the expenditure of more money than any other public works project in the history of the state. Given the importance of the issues, the City is very concerned that the first attempt "to identify the issues and concerns that should be addressed during the process" is so strikingly incomplete and superficial. Presumably many additional issues will be raised and addressed dater in the environmental review process. However, even giving the process the benefit of the doubt, this First Phase Scoping Report could be improved in several ways and is fundamentally flawed in others. CLL35548 RC125-48 ET/2*d 9NIi-inswoo D838w3isnm or:si 26, TT Nn Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 2 I. ABSENCE OF COMMENTS ON ANALYSIS OF IMPACT OF CLOSING MSP. Perhaps the most troubling shortcoming of the Report is the absence of even an acknowledgement of the impacts which would be caused by closing MSP. The two tracks of the dual -track process are 1) the improvement and enhancement of capacity at the existing airport and 2) the location and development of a new major airport. The critical oversight of the Report is that the second track, developing a new major airport, is apparently viewed simply as selecting a site and evaluating the impacts of constructing a new airport at that site. It ignores the impacts of closing MSP. Evaluation of the second track must be viewed as moving the airport, as closing MSP and constructing a new airport rather than constructing a new airport as though none had previously existed. If the scope of the process is not expanded to include consideration of the effects of closing MSP, many significant sociological, economic, financial, and environmental implications will be overlooked. The law requires that an environmental review include an analysis of environmental, economic, employment, and sociological impacts. M.R. 4410.2300 H. Economic impacts such as loss of jobs must be considered. Reserve -Mining CoMpany v. Herbst, (Minn. 1977) 256 N.W.2nd 808. The FAA Environmental Handbook, FAA Order 5050.4A, paragraph 85(c) requires analysis of social impacts: "As set forth in. paragraph 47(e)(3), when the environmental assessment indicates the potential for significant impact because of relocation or other community disruption, additional analysis is needed in the environmental impact statement to describe the degree of impact and measures to minimize such adverse effects. . If business relocation would cause appreciable economic hardship on the community, if significant changes in employment would result directly from the action, or if community disruption is considered substantial, the environmental impact statement will include a detailed explanation of the effects and the reasons why significant impacts cannot be avoided." Paragraph 85(d) provides "When the environmental assessment pursuant to paragraphs 47(e)(4) indicates substantial induced or secondary effects directly attributable to the proposal, a detailed analysis of such effects shall be included in the environmental impact statement. As pertinent and to the extent known or predictable, such facts as effects on region, growth and development patterns, spin-off jobs created, and induced impacts on the natural environment shall be described." =3SS08 AC125-48 Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 3 Thus the law clearly requires that an environmental impact statement include analysis of sociological impacts including relocation or other community disruption, business relocation, significant changes in employment, and induced socioeconomic impact. In addition to identifying and evaluating such issues, the law requires that measures designed to mitigate them be identified and evaluated . M . R . 4410.2300 1. Very little attention is given to such matters in the report generally. however, this is particularly obvious in the case of arfts around MSP. For example the report identifies as a concern on page 12: "19. Uncertainty of new airport development for residents in and around the search area." No mention is made of uncertainty of residents around MSP. Likewise the report identifies as another issue and concern: "23. Effect on lifestyle of Dakota County residents." No mention Is made of the need to identify the effect on lifestyle of Hennepin and Ramsey County residents although tens of thousands of jobs will be lost to those communities or relocated to Dakota County. Some of the most significant effects of these kinds result from closing the existing airport. Ignoring the impacts of closing MSP creates a gaping hole in the review process. The First Phase Scoping Report obviously does not, and cannot reasonably be expected to, identify all of the issues that will later be addressed in the review process. Nevertheless, the Report at page 1, does state as one of its two purposes "to identify the issues and concerns that should be addressed during the process. " Therefore Richfield notes with grave concern that many "Issues and concerns" of enormous local importance are not even mentioned in the report. For example: The issue of the reuse of MSP is not mentioned in the Report. The traffic issues alone relating to reuse of this property are significant. Existing transportation infrastructure would support only single family residential development as a potential reuse. Any more intensive use would require major infrastructure enhancement, the environmental impact of which would also have to be reviewed as required by law. Loss or relocation of jobs is not mentioned. It is estimated that MSP creates 84,200 jobs locally with 24,108 tied directly to airport activity. • No mention is made of the need to determine whether closing MSP would result in business relocation, community disruption, the alteration of surface transportation patterns, or social impact on the local area. • No mention is made of induced socioeconomic impact such as shifts in population movement and growth, changes in public service demands, or general changes in business and economic activity resulting from closing MSP. =35508 AC125-48 21/E '14 9NI1if swop 563HN31snm ov:sT 26, ZS Nnr Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 5 entire process and should be the subject of thorough and critical attention early in the planning process. III. DEVELOPMENT A PROCESS AND OF CRITERIA FOR DECISION MAKING. Given the scope of the undertaking and the complexity of the issues involved, the city is disappointed that the preUminary scoping document is silent on the development of a rigorous and thorough decision making matrix. The decision whether to build a new airport involves a host of extraordinarily complex issues, perhaps more complex than any ever before addressed in this state. Such a project would be an enormous public works project with implications far beyond issues of airport capacity - issues such as economic costs, social costs, impact on existing businesses and on regional development, loss of jobs, infrastructure replacement, changes in transportation and development, ability of the state, the region and the airline industry to finance the project, reuse of the existing airport site, and many other issues. The city is concerned about development of a thoughtful methodology for decision making not only because it is not addressed in the report, but because such an approach has been largely lacking in the public discussion and in -the consideration of dual -track issues by public authorities in the past. In 1991, the cities of Bloomington, Burnsville, Eden Prairie, Edina and Richfield commissioned a study on the future of MSP airport in view of the pending dual -track planning process. The study was prepared by Mendelsohn Associates of Washington, D. C . In that report, a number of the shortcomings of the studies previously conducted by public authorities were identified. For example, Dr. Steven Fuller stated in the Mendelsohn Report: "A review of previous studies relating to the assessment of the airport and proposed alternatives has not revealed that they have included a full and properly scoped economic analysis or that anyone can cite any evidence that shows that the long-term economic impact of a new airport to replace MSP would generate a positive net benefit to the region or state." "The inference that a new airport can generate regional economics exceeding those presently generated by MSP, let along those that could be realized at MSP at the equivalent time (e . g. 2010) , with reinvestment at MSP cannot be taken for granted. No evidence has been found to support this apparently foregone conclusion." CLL35508 1=25-s8 3Z/t7' d 9NI1-if swco DaMW31snm Zr : sti 26. TT Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 6 "No forecasts of economic opportunity costs associated with the capital improvement cost differential between a new airport and an upgraded and expanded existing airport have been discovered." "Lastly, the concepts of public and private sector economic costs and benefits seem to have been merged or confused. The local public revenue and expenditure consequences of this action are significant well beyond the costs of construction as are the costs &nd benefits impacting individual firms, property owners, investors and persons working in or servicing affected businesses." The development of a rigorous decision making methodology in complex issues is especially important since the statement of purpose will, in all probability, result in the identification of several purposes, the pursuit of which may lead to opposite decisions. For example, one might identify as purposes: 1) to meet air transportation capacity needs, and 2) to reduce the environmental ( noise) impact. How will decision makers deal with a finding, for example, that the environmental, social, and economic impacts are significantly lower if the airport is moved, but there is no air transportation capacity need for a new airport? Conversely, how should decision makers deal with a decision if they find that the adverse environmental, social and economic impacts are significantly greater if the airport is moved but that there is a substantial need for additional capacity? Different results may be reached in analyses based on yet other purposes such as improving safety or promoting the economic health of the regional economy. If the exercise of identifying the purposes of the project results in the identification of multiple independent purposes, it is critical that a process be developed that allows not only a meaningful independent evaluation of the extend to which each alternative accomplishes these purposes, but also a methodology for deciding among the identified alternatives on the basis of information adduced in the environmental review process. The courts have declared environmental impact statements to be legally inadequate which did not include a sufficiently well designed methodology of comparing and evaluating environmental impacts of alternatives and weighing those impacts against the purposes identified for the project. The environmental impact statement in Cedar -Riverside Environmental Defense Fund v. Hills, (D. C. Minn. , 1976) 422 F. Supp. at 294, was found inadequate in part because it did not develop a "quantitative or semi -quantitative matrix comparison of =35Sos RC125-t8 Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 7 the differential effects of alternatives on a range of environmental variables." 422 F.Supp. at 305. "Their [was) no attempt to weigh the factors, no calculus as to the costs and benefits and therefore no basis for reaching a conclusion as to the desirability of the alternative." 422 F. Supp. at 307. The court quoted one witness with approval who indicated that ... an adequate comparison and evaluation of alternatives requires: 1) a method for measuring the effect of each alternative on each environmental variable, 2) a comparison of the relative effects of each alternative on each variable, 3) a method of weighing the importance of different environment effects and 4) the balancing of costs and benefits of each alternative. ... (In) the absence of such a cost/benefit calculus there is no basis for the drawing of conclusions. 422 F. Supp. at 349. The City of Richfield urges those responsible for the dual -track process to devote early and careful attention to the development of a methodology which will allow meaningful comparison of alternatives so that, as the dual -track process proceeds, the information developed in earlier stages of the process will be useful in the decisions which must be made in later stages. IV. FEDERAL AVIATION ADMINISTRATION CAPACITY STUDY. No reference is made in the report to the system capacity study being undertaken by the Federal Aviation Administration System Capacity office. During the next is months, the FAA will provide an airport capacity design team to study and report on future development at MSP. The FAA examines the aviation system's capacity from a 'ground up' view, encompassing existing airport capacity, terminal airspace procedures, an route airspace capacity and new technology. The FAA is co -sponsoring airport capacity design teams at major airports across the U.S. Airport operators, airlines and other aviation industry representations work together with FAA representatives to analyze the capacity problem at each individual airport. Capacity -enhancing strategies and related projects are developed. Airport Capacity Design Teams have developed more than 400 airport capacity projects. New runways are being considered at more than a half dozen major airports as a direct result of design team efforts. Potential improvements evaluated at each airport include airfield improvements, facilities and equipment improvements, CLL35SOO }1C125-4@ 2ti%S'd DwiiinswoD 5838N3isnm zr:SI 26. Iti wnf Mr. Nigel Finney Mr. Glenn Orcutt June 4, 1992 Page 8 operational improvements, and user improvements. This broad-based, objective approach to airport planning has been scheduled for MSP within the next 18 months. It appears self-evident that any major advancement of the dual -track process should take advantage of such capacity planning. However, the Report makes no provision for incorporating the FAA's Design Team study into MSP development. Results of the FAA study should be received p2 or to initiating environmental review of the MSP Long Term Comprehensive Plan. The FAA y ma generate additional alternatives not previously considered b MAC. To initiate review prior to receipt of the FAA Report ould be to prejudge the results and could have the practical effect of eliminating consideration of important options identified by the FAA. V. IDENTIFICATION OF MITIGATIVE MEASURES. State and federal law require that an environmental impact statement discuss steps that can be taken to mitigate adverse environmental impact from a proposed project and alternatives to the project. CEQ Regulations 40 C. F. R. 11502.16 (h) ; 40 C . F. R . 11502-14(f), FAA Order 5050.4A paragraph 85; M.R. 4410.2000, Subp . 1; M.R. 4410.23001; Robertson v . Methow Valley Citizens Council, 490 U . S . 332, 351 (1989) ; Environmental Defense Fund, Inc. v. Froehlke, 437 F. 2nd 346,352 (8th Cir. 1972) . Discussion of mitigation measures for all alternatives on both tracks in the short and long term must be a part of the review process. Although the report frequently alludes to, and assures compliance with, environmental review laws throughout the process, nowhere is there any mention of mitigation of impacts. The City is particularly concerned about this oversight given the recent release for comment of a draft EIS on the extension of runway 4-22 at MSP, in which mitigative measures are completely ignored, in clear violation of state and federal law. The city urgently requests that this not be repeated in the dual -track planning process. VI. CONSIDERATION OF FINANCIAL MATTERS. The City notes that the Report makes no mention of financial matters such as the cost of the various proposals and alternatives and the ability of the -regional economy, the state and the airline industry to pay for them. An analysis of the feasibility of alternatives requires that the cost of various alternatives be addressed. Only in this way can decision makers balance the benefit and cost of each alternative on the CLL3550: RC125-1 ZT/6 ' d E)i,4u-i swot) 5636143isnm rr : si Z6. TT t4nr Mr. Nigel Finney Mr. Glenn Oreutt June 4, 1992 Page 9 environment. Cedar -Riverside, Supr attached as an appendix to the Cedar - quote from Calvert Cliffs Coordinate Commission, 146 U.S. App. D.C. 33, e at 299. The report of the Special Master iverside Case, at 330 cites with approval a 1109, 113 (1971): "'Environmental amenities' will often be in conflict with 'economic and technical considerations'. To 'consider' the former '.along with' the latter must involve a balancing process. In some instances, environmental costs may outweigh economic and, technical benefits and in other instances they may not. But NEPA mandates a rather finely tuned and 'systematic' balancing analysis in each instance." Development of information on costs of the various alternatives being considered and the feasibility of supporting those costs early in the dual -track planning process should be a high priority. VII. CONCLUSION. The Report seem to reflect a narrow and incomplete view of the dual -track planning process. The City urges that the scope of the study be expanded and a conscientious effort be made to assure that the dual -track planning process results in preparation of a comprehensive set of documents which will be a sound basis for public policy decisions. Very truly yours, Charles L. LeFevere CLL: ckr CLOSS08 RC125-48 zTi9'd 9NI1-if swop D638W3isnm zr:sT 36. TT Nnf