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HomeMy WebLinkAboutResolution 019-2006 RESOLUTION NO. 19-06 OFFICIAL RESPONSE TO FEDERAL AVIATION ADMINISTRATION WHEREAS, on October 25, 2005, the City of Brookings prepared a preliminary response to the Federal Aviation Administration's compliance letter which was reviewed by all appropriate parties, and WHEREAS,based on that review and comment period the City has prepared the attached final official response to the Federal Aviation Administration's compliance letter dated May 10,2005; and NOW THEREFORE,BE IT RESOLVED that the Brookings City Council adopts the attached correspondence as it's official response to the May 10, 2005 letter from the Federal Aviation Administration. Passed and approved this 14th day of February 2006. CITY OF BROOHINGS C.a.�- � — co sterman,Mayor ATTEST: � CITY OF o�•r,...'..o,49'Q q•,O ��� 9;� �. 1 q I/l�� N: P s, City Clerk , �_ . ., . . ,. , . _ �-� ,� ;;, _ :':,; � :���. _ �t�T� 0�< ."v ,����.�1�\.]'���-����. p M,.�� . . Scott D. Munsterman Office of the Mayor 311 3'�Avenue Post Office Bos 270 Brookings,SD 57006 Phone(605)692-6281 Fa�:(605)692-G9�7 February I 5, 2006 � Mr. Steven J. Obenauer, Manager Federal Aviation Administration Bismarck Airports District Off`ice � 230{ University Drive, Bu+lding 23B � Bismarck, ND 58504 Dear Mr. Obenauer: Thank you for your recent letter concerning the future of the Brookings Airport. This letter is intended to serve as a response to your letter dated May 10, 2005 regarding compliance issues at the Brookings Airport, specifically addressing Runway Protection Zone (RPZ) issues for Runways 30 and 35, as well as setting a future direction to enhance the growth and economic development of our region. Subsequent to our previous interactions, our Washington, DC trip and the Aberdeen Seminar, we believe we more clear{y understand the retated compliance issues, and also clearly understand the responsibility of the City of Brookings related to our airport and compliance issues. We also recognize past compliance issues have not been adequately addressed and the City is determined to rectify any unaddressed compliance issues. The future for the City of Brookings is growth and the Brookings Airport needs to grow hand- in-hand with our community. Recent inquiries verify the importance of continued and progressive investment in this essential tool for our economy. The only way we can achieve this growth is with the help of the State of South Dakota, Federal Aviation Administration (FAA), and the Federal Government. We understand a large project in Brookings will place funding constrainu on the region, potentiaily affecting other regional airport projects. However, it is time for the City of Brookings to move forward, as the Brookings Airport plays a vita.t role in the South Dakota Airport System. By making the proper improvements to the Brookings Airport over the next several years, the City of Brookings, the State of South Dakota and the FAA will be partnering in an investment for South Dakota and the Great Lakes Region in general. Over the past year, the City of Brookings has made significant progress toward the completion of its Airport Master Plan. The Master Plan will address the need for additional primary runway length, adding to the current 5,23 I foot long primary runway, I 2/30, thereby allowing for larger aircraft. It is the intention of the City of Srookings to follow the findings of this Master P{an, which we believe, will include the long-term need for a 6,500 foot runway. However, the City of Brookings will be unable to accommodate a runway of 6,500 feet, utilizing the current alignment. Numerous issues r�lated to the Eighth Street South and Main intersection, as well as, railroad issues to the north, make this alternative difficult. Attachments D, G, and H, specifically address the analysis of several on site alignment changes to the current primary runway. Each of these alternatives demonstrates the ability to extend the current primary runway to 6,500 feet in length and the ownership of the relative RPZ. These alignments will allow the City of Brookings to gain indisputable land use control and • avoid potential zoning fitigation, clearly improving the long-term benefits for such alignments. In . the event the City of Brookings fails to build community support associated with such expenditures Qf public funds, the City has also included a compliance alternative (Alternative B) that will shorten Runway I 2/30 or eliminate the ILS, maintaining the longer runway. Alternative B wiii bring the Runway 12/30 RPZ, back on to existing airport property. The City of Brookings considers Alternative B a last resort to comply with RPZ requirements, and at this point is an undesirable alternative. The City of Brookings has examined 8 different alternatives and further developed 3 sub- alternatives. Regardless of the eventual alternative, the potential cost will approach several million dollars. The City of Brookings has classified the alternatives +nto three separate groupings: utilize current alignment in some form, utilize some form of realignment, or a complete, airport relocation. The importance of the Brookings Airport relative to continuing economic growth for the City is paramount. Therefore, each alternative has been thoroughly eva{uated and the following preferences have been developed. Current Alignment Compliance: The current airport is land locked. The major obstacle to this alternative is purchasing the privately held properties. This scenario appears to be a "go it alone" approach and our past experience has not been positive. As you know, the City of Brookings purchased a small corner of property that appraised at approximately $80,000, with the owner claiming value of$479,000, which the judge awarded. The "value" of the existing businesses could potentially be prohibitive. Additionally, the City of Brookings, in an era of declining sales tax revenue, cannot afford to eliminate the current, productive, retaif operations that exist in the RPZ. At least one of those businesses produce significant sales taxes and the combined effect would be potentially devastating to our City finances. Finally, the City of Brookings lacks su�cient commercial/retail corridors necessary to relocate the number of businesses that would be displaced. The future of Runway 35 has only been addressed, to this point, by shortening it The City Council has not fooked into the possibility of purchasing the houses or realigning it related to future expansion. If the existing site is maintained, the City will have to further analyze the cost of purchasing the houses versus changing the runway alignment. Nevertheless, the City would realign or purchase the two houses to clear the Runway 35 RPZ if the airport remains, as this would be necessary to achieve compliance. Realignment Compliance: While this alternative is more attractive, it too presents challenges and increased costs. Wetland issues to the W/NW are potentially prablematic, particularly related to acquiring additional wetlands at a 2:I ratio. Additionally, the DM&E railroad is in the final stages of a significant upgrade plan and awaiting approval from the Surface Transportation Board. Not only would moving the tracks be expensive and time consuming, that alternative might meet significant opposition from DM&E due to potential delays and additional EIS issues. It is questionable whether DM&E would be a cooperative and willing partner. The wetlands issues and DM&E realignment will certainly add to the cost, but not eliminate other existing land use issues. Essentially, the Brookings Airport wou4d stiN be land locked. However, this alternative has merit based upon potential alternatives, numerous realignment scenarios and the potential of strong funding support. Re4ocation Compliance: Because the future growth of the Brookings Airport is imperative, initial examination appears to make this a viable alternative. Although airport relocations are extremely rare, our proximity to the city, inability to expand, and surrounding wetlands have limited our site.and will continue to do so, if either of the above alternatives are chosen. Either of the above alternatives will alleviate our immediate land use and compliance issues but create other noise and wind coverage issues, as we anticipate increased air traffic. Therefore, we feel the relocation alternative requires extensive ana{ysis. It is a{so the only alternative that a4lows for additional cost recovery from the sale of the current land and building assets. This would certainly assist the City financially, preserve some of the sales tax base, eliminate noise complaints and allow for future expansion. However, it also carries the highest potential cost and potential difficulty related to land acquisition. Federal and State funding will be key considerations for this alternative. The City of Srookings is undertaking the appropriate steps required to gain fu{{ and complete compliance. The City of Brookings is nearing the completion of the Master Plan and the City Council has endorsed and approved the funding necessary for a site selection/feasibility study. These two steps will provide a clear, long-term plan, the City of Brookings is committed to fol4ow in order to gain full and complete compliance. The City previously met with Senators Thune and Johnson, and just recently with Senator Thune and four representatives of the FAA in Washington, DC. We clearly understand the resolution to our compliance issues will take time. Immediate Compliance Issues: The City of Brookings has carefully examined the immediate compliance issues, primarily involving structures lo�ated within the RPZ. In 1989, the City attempted to gain avigational easements from several of the landowners located within the RPZ. Most of those requests were denied by the landowners. Additionally, the City attempted to purchase several key land parcels, several of which were successfully completed. ln order to solve the short-term compliance issues, the City denied a building permit in 2005, to Mr. Qean Gulbranson, related to a property that was partially within the existing RPZ. Consequently, the City was sued and ultimately lost that case. The judge in the case clearly stated, the assurances or federal circulars have no force of law. Additionally, the one purchase in f 989 set the tone for future purchases and negotiations. The parcel in question was appraised at $80,000. However, the landowner felt the land value was considerably higher at $479,000. The City again lost in court and the landowner was awarded the full $479,000. The I 989 award and the recent court decision, have made landowners within the RPZ very aware of the issues and have potentially emboldened them to seek higher land prices or litigation for resolution of airport related issues. Using building permits, at this juncture, is not a viable compliance alternative. Additionally, extensive land purchases appear to be cost prohibitive and only serves to lock the City into a position where, immediate compliance might be achieved, but the long-term problems continue to exist. Another consideration with respect to purchasing property within the RPZ is the considerable • amount of"commercial/retail" property within the zone. Along south Main there are . numerous, profitabfe businesses that produce large amounts of sales tax for the City. This City could not afford.to lose these sales tax producers, there may not be land available for their relocation and there are no guarantees they would ever be able to achieve the level of sales they currently enjoy. In essence, the City could dramatically damage its own retail sales core. As an example, if the City were to lose the Homestead "Do It" Building Center, there might be — a potential loss of nearly $200,000 in sales tax to the City. In addition, if a judge were to award a huge settlement for Homestead or any other business within the RPZ, considering foss of income and value of the property, it could potentially bankrupt the City. Zone changes are another mitigation tool the City has given considerable thought. The City Council proposed a zone change, similar in time frame to the Gulbranson lawsuit. Nearly every property owner within the RPZ indicated they would engage in a lawsuit to protect their interests, primarily "takings" considerations due to a perceived loss of value. We believe a zone change, or individuaUselect zone changes woufd result in either individual lawsuits and/or a class action lawsuit. The City Council actually arrived at a second reading of the ardinance that would have provided the zone change to an RPZ. Due to public input and the volatile nature of the meetings, the ordinance was withdrawn/defeated. It has also been suggested the City could engage in securing "options" on all of the properties within the RPZ. Securing those options would vary in price and di�culty, we believe, with some individua! property owners again, choosing to engage in litigation, rather than cooperation. Furthermore, we are skeptical that an option will surface that makes those options a viable alternative for the Brookings Airport. Given these factors, the City of Brookings does not consider land purchases, land purchase options, zone changes or other mitigation methods, within the RPZ, feasible in the short-term. Given the Gulbranson lawsuit and the history of land costs when contested, we don't believe there are any ratio�al or reasonable alternatives available to us, as immediate compliance tools. As for our current airport and our compliance issues, the City of Brookings asks that the FAA allow us to operate under our existing conditions, aggressively pursuing the pending outcomes of the Master Plan and site selection/feasibility study and any unexpected interim solutions that may reveal themselves based upon ongoing assessment of the issues. Upon completion of the Master Plan and site selection/feas+bility study, the City of Brookings will diligently pursue an alternative that addresses and alleviates all compliance issues. Once an appropriate alternative is chosen, the City will pursue appropriate project funding necessary to complete the chosen alternative. The City has included the time line for the realignment and relocation alternatives that anticipate a "best case" scenario for construction/reconstruction, depicted in years. At this time, the City is not pursuing changes to our minimums, unless it is deemed absolutely necessary. Changing our minimums will cripple our airline service reliability, make our airport less attractive to corporate traffic and hinder the ability of our flight school to use the airport for training to its ful{est capabi4ity. Should you have any comments, questions or concerns please feel free to contatt me at 605.692.628 I. • � Sincerely 1.�---= �- _ �- Scott D. Munsterman Mayor, City of Brookings cc: Senator Tim Johnson Senator)ohn Thune Representative Stephanie Herseth Wayne Nelson,SD Department of Transportation Attachments - New Airport Time Breakdown YEAR CIP Dual Track Environmental 2006 Assessment (E.A.) 2007 Ultimate ALP/Finish E.A. 200$ Land Appraisal/Land Purchase 2009 Design Engineering for Phase I 2010 Phase I Construction 201 I No Project 20 f 2 No Project 20{3 Design Engineering for Phase I{ 2014 Phase I! Construction 2015 No Project . 2016 No Project 2017 Design Engineering for Phase III 2018 Phase II Construction 2019 No Project 2020 No Project 2021 Design Engineering for Phase IV 2022 Phase fV Construction 2023 No Project 2024 No Project Design Engineering for 2025 Rehabilitation Realignment Time Breakdown YEAR CIP Dual Track Environmental 2006 Assessment (E.A.) 2007 Ultimate ALP/Finish EA 2008 Land Appraisal/Land Purchase 2009 Design Engineering 2010 Construction Phase I 201 I No Project 2012 Design for Phase II 2013 Construction Phase {I 20 f 4 Design of Phase III 2015 Phase III Construction 2016 No Project 2017 Overlay of 17/35 c9 . �� . "'a °"' - t'°y, awrr,,, �— .i ktaRL".'i'�.,"s. �,�t� �� ,� � �r� ;y�� �. ,�, �' � �``"�'�'x���' ..�"`-�st� ~�i'�� � '1 t � � � s �. $����"'�"� �_ Y��'�,N .. �, ',z x�s,� � 3.,�:t ,� ,��c a''y t'� +'� �, - � � �, �1� �� � . 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