Res 2001-006 - Laserfiche WebLink

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have to be re-routed, or the city would need to acquire the properties in Reedville. Both of these choices would be extremely expensive and would outweigh the benefits of the extra 600 feet. Alternative 1 considers maintaining Runway 8-26 in it present form as the ultimate crosswind, or secondary runway. This alternative also proposes maintaining up to 4,000 feet of Runway 17 -35 for the use by small aircraft or as a training runway. The city could choose to maintain less for training purposes. The minimum length needecj would be 3,300 feet. This alternative also considers the closure of Runway 4- 22. Several taxiway improvements are included in Alternative 1 both aimed at operational efficiency and the ultimate development of aviation facilities on the north side of the airport. As depicted on Exhibit 4B, new parallel taxiways are proposed on the north side of Runway 8- 26, east side of Runway 12-30, and west side of Runway 17-35. These new taxiways would serve as a development guide for a north side flightline. Obviously, the existing parallel taxiway serving the south side of Runway 12-30 would need to be extended with the runway. As previously discussed, the proposed layout in Alternative 1 would allow for the development of aviation facilities on the north side of the airfield. The yellow hatched areas depicted on Exhibit 4B indicate areas that could be developed for aviation facilities and services. These areas are primarily located adjacent to and nearest the runway/taxiway system. The aviation 4-16 reserve areas depicted on the exhibit are more than adequate to meet aviation demand forecast for the planning period. The remainder of airport property can be utilized to bolster revenue sources for the airport. The blue hatched areas on the exhibit depict areas which would be ideal for the development of commercial or industrial uses. The area south of the existing airport entrance road could be developed for the Foreign Trade Zone, while the areas north could be developed as suited for private enterprises. Obviously, these areas would need to be served by water, electricity, and sewer. Alternative 1 proposes locating the ATCT on existing ramp, east ofthe new T-hangars. This location would provide controllers good view of all runways and taxiways. Alternative 1 also proposes the construction of an ARFF station adjacent State Highway 21, west of Runway 12. If this site were chosen, airfield access roads would need to be constructed which would allow for the passage of ARFF equipment. AIRPORT ALTERNATIVE 2 The second development scheme proposes maintaining Runway 17-35 as the airport's primary runway. As depicted on Exhibit 4C, existing airport property bounds could provide adequate space for the extension of Runway 17-35 to 7,000 feet, including the northern RSA and OFA. To the south, however, approximately 19 acres of property would need to be acquired (in fee) from the Gary Job Corps to effectively control adequate areas for