Res 2001-006 - Laserfiche WebLink

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Alternative 3 considers the construction of an ATCT in the same location as Alternative 1. This site would provide adequate controller view of all movement areas. Alternative 3 considers the construction of an ARFF facility on airport, adjacent and west of the airport terminal building. This location would be ideal to serve short term needs given the location of Berry Aviation and good airfield access for this location. AIRPORT ALTERNATIVE 4 The last airport development alternative considers maintaining Runway 4-22 as the airport's primary runway. As depicted on Exhibit 4E, adequa te property is available to extend the runway 7,000 feet and maintain adequate RSA, OFA, and precision RPZ for Runway 4 on existing airport property. Approximately 17 acres of property would need to be acquired north of the airport for the Runway 22 RPZ. Similar to the previous alternative, implementing a precision approach on Runway 4 would likely require the removal of Berry Aviation facilities. This alternative faces greater challenges in that Berry's facilities would be located within the primary surface of the runway. It is highly unlikely that any approach providing lower than one mile to Runway 4-22 would be approved unless Berry's facilities were relocated. Similar to Alternative 2, this alternative also considers maintaining both Runway 8-26 and 12-30, at least in 4-19 the near term. Due to maintenance costs, this alternative considers the closure of Runway 17-35. Runway 12 is depicted to maintain its precision approach, with Runways 8, 22, 26, and 30 all providing nonprecision approaches. To provide operational efficiency a new parallel taxiway on both sides of Runway 4-22 would ultimately be needed. The parallel taxiway depicted on the east side of the runway would serve existing terminal facilities and the west side would be developed for proposed development of aviation facilities on the west side of the runway. This alternative also proposes new parallel taxiways on the north side of Runways 8-26 and 12-30. Portions of Runway 17-35 are proposed to be utilized as taxiways for Runways 8-26 and 12-30. Aviation related development reserve proposed in this alternative is located on both sides of Runway 4-22, and north of Runways 8-26 and 12-30. Adequate areas would be available for facility development. The RSA, OFA, and approach clearance to Runway 4 would require the construction of a new airport entrance road as depicted. This alternative, however, would leave the airport with the least non-aviation development potential of all proposed alternatives. The Runway 4 precision RPZ would significantly reduce property available for Foreign Trade Zone development south ofthe entrance road. A small area northwest and a parcel east of the runways could be developed for commercial or industrial purposes.