MINNEAPOLIS-ST. PAUL INTERNATIONAL AIROPORT EXPANSION

Case Study 10

Ioana Margineanu, Yao Wu, Lei Zhang, Andrew Johnson

Background

A little bit of history

The first flight services offered in Minneapolis were mail services in 1920. In 1923 Northwest Airways began operation from this field also based on mail service. In 1928 the airport was named Minneapolis Municipal Airport and had approximately 325 acres and eight hangers. From 1929 Northwest has begun to offer the first passenger services. By 1938, the airport had three paved runways, each 3000 feet long, a terminal building, a control tower, and administrative facilities.

In 1943 the Minnesota legislature created the Metropolitan Airports Commission (MAC) to administer the airports in Minnesota, including Minneapolis Municipal Airport. In 1948, the name became Minneapolis-St. Paul International Airport, the name it has today.

After the Second World War the aviations industry developed very fast. In 1962, the Lindbergh terminal was opened to the public and was designed to serve four million passengers. The quality of services improved significantly after airline deregulation from 1978.

http://www.mpls.lib.mn.us/history/tr5.asp

http://www.mspairport.com/MSP/MSP_Media_Center/MSP_History/

http://www.mspairport.com/msp/

Today

The State of Minnesota has three classifications for airports:

ü Key System Airports having a heavy paved and lighted runway over 5,000 feet in length that are capable of accommodating heavy, multi-engine aircraft as well as most corporate jets.

ü Intermediate Airports having a paved and lighted runway less than 5,000 feet in length that are capable of accommodating all single-engine, most twin-engine, and some light jet aircraft.

ü Landing Strip Airports with turf runways capable of accommodating single-engine and light twin-engine aircraft.

Minneapolis-St. Paul International Airport (MSP) currently consists of three runways, two that are parallel oriented in a northwest-southeast direction and a crosswind runway approximately perpendicular oriented in a northeast-southwest direction. The airport has grown to encompass 3,400 acres with two passenger terminals (the Lindbergh Terminal and Hubert H. Humphrey Terminal), cargo facilities, airline maintenance facilities, auto parking, and support service facilities. The Lindbergh Terminal is used by passengers traveling on domestic, regional, and international airlines while the Humphrey Terminal is predominantly used by domestic and international charter passengers

MSP is served by eight major airlines, two international carriers, two national carriers, four regional airlines and nine charter carriers. Northwest Airlines (NWA) is headquartered in Minneapolis-St. Paul and uses MSP as both a major connecting hub and a destination airport. The airline was the nation’s sixth largest U.S. air carrier in terms of scheduled passenger service and fourth in revenue passenger miles in 1996. Northwest comprised 76.8 percent of MSP’s annual enplaned passengers in 1997. MSP is one of 26 airports nationwide and one of 4 airports in the North Central region designated as a large air traffic hub by the FAA.

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#IIA

http://www.ci.minneapolis.mn.us/citywork/planning/soc01/6transpo.pdf

http://www.mspairport.com/mac/News/2002macreport.pdf

The authorities

FAA: http://www.faa.gov

MN DOT: http://www.dot.state.mn.us/plane.html

MAC: http://www.mspairport.com/MAC/Site_map

Problem

According to the aviation forecast, the expected passenger traffic and aircraft operations at the year 2010 will exceed the capacity of current MSP. See the following link for detail.

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#III

Possible Solutions

The Dual Track Airport Planning Process initiated by the 1989 passage of the Metropolitan Airport Planning Act provided that the long range assessment of air transportation was to include both airport improvements at the existing airport and the location and development of a new airport located south of Hastings. The Metropolitan Airports Commission and Metropolitan Council were directed by the Minnesota legislature to compare feasible alternatives to meet 2020 aviation demand.

Alternatives: http://www2.faa.gov/arp/app600/5054a/RODMSP.html#V

1. New Airport Alternative

In Dual Track Airport Planning Process, after extensive comparison of alternative locations in Dakota County, a preferred site/layout for a New Airport Alternative was evaluated in detail with the Draft EIS (December 1995), and it was compared with the MSP and No Action Alternatives. The new Airport Alternative was eliminated because of environmental degradation, the increased travel cost for airport access and financial limitations.

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#VE

2. Airport Expansion

The Long Term Comprehensive Plan (LTCP) for MSP incorporates metropolitan planning goals to guide the development of the MSP Alternative. Initially, more than twenty concepts were reviewed for possible value in adding capacity to the existing MSP airport. Detailed computer simulations of the delay reductions were completed for each concept, and each was evaluated based on a range of environmental factors. Ultimately, six MSP concepts were selected for more detailed evaluation based on their performance characteristics, feasibility, and environmental impacts. As a result of these processes, "Concept 6" (the addition of new Runway 17/35 and, ultimately, a new west terminal) was selected as the preferred MSP 2020 Concept Plan and the five remaining concepts were eliminated from further consideration.

3. Other Alternatives

High-Speed Intercity Rail.

Remote Runway.

Supplemental Airport.

4. No Action Alternative

The No Action Alternative consists of the existing airport facilities and access at MSP, and committed projects with funding approved for construction by the MAC in its current Capital Improvement Program which are not associated with the implementation of a new north-south runway.

Pavement rehabilitation of Runways 12/30

Runway 12L holding/deicing pad

Auto rental/parking expansion

New automated underground people mover connecting parking ramps to main terminal

A new skyway connector between the Green and Gold concourses

Reconstruction of the HHH Terminal

New Sun Country hanger

New Taxiway W

Increased use of Runway 4/22 runway use system

Selected Alternative

The study resulted in a comparative cost and impact report to the legislature in July 1996. All studies indicate that the MSP airport can be improved to handle the passenger and aircraft operation forecasts for the year 2020. The Minnesota Legislature passed legislation (April 2, 1996) authorizing the MAC to implement only the MSP 2010 LTCP, the first phase of the 2020 Concept Plan. The legislation mandated that no further consideration of the New Airport Alternative be given, and that development of the west terminal only be allowed with further legislative approval at such time as capacity deemed it necessary.

.http://www.mspairport.com/MSP/Airport_Expansion/

Public and Agency Involvements

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#VII

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#IX

Impact of expansion

Noise

General measure of noise level

Aviation Safety and Noise Abatement Noise Act (ASNA) of 1979 established directive for the development of noise compatibility programs. CFR 14 Part 150 (http://www.access.gpo.gov/nara/cfr/waisidx_02/14cfr150_02.html) was the Federal Aviation Administration’s (FAA) response to the 1979 Congressional direction – Standardized Day-Night Average Sound Level (DNL) as the noise impact descriptor for noise impact assessment. DNL is an average annualized 24-hour (aircraft operate at all hours) metric predicated on single event noise information, incorporating a 10 dB decibel penalty for noise events occurring during the nighttime. DNL has been adopted as a method of quantifying noise impact by Federal Aviation Administration (FAA), Department of Defense (DoD), Department of Housing and Urban Development (HUD). DNL has been extensively evaluated over the years by EPA, FAA and FICON – DNL is required for evaluation under CFR 14 Part 150.

Methodology to evaluate noise around airports

Integrated Noise Model (INM) is the FAA approved quantitative model for predicting noise exposure around an airport. INM utilizes input files to generate noise impact information output. Input information utilized includes: flight tracks, fleet mix, aircraft performance profiles, terrain, and aircraft noise database (Federal Acquisition Regulation (FAR) Part 36). The model produces noise exposure maps – contours and user defined point analysis. INM profile and noise calculations algorithms are based on several guidance documents including the SAE-AIR-1845 report titled “Procedures for the Calculation of Airplane Noise in the Vicinity of Airports” and Federal Interagency Committee on Noise (FICON) “Federal Agency Review of Selected Airport Noise Analysis Issues” (August, 1992).

MAC’s noise abatement program

At MSP, only the blocks that are wholly contained or touched by the 1996 65 dB DNL Noise Exposure Contour line were approved as eligible for inclusion in the MAC’s Residential Sound Insulation Program (see the contours before/after the expansion project). The MAC recently approved a plan to expand eligibility for the Residential Sound Insulation Program around MSP to all properties within the 60 dB contour. The expanded program (if approved by the FAA) will begin after all homes in the current program have been completed, currently estimated to be late 2005 or early 2006. The MAC's Residential Sound Insulation Program is one of the largest and most comprehensive programs in the world. The MAC has committed approximately $450 million dollars for noise mitigation efforts through 2012, which represents at least 20% of the total cost for development of the MSP 2010 Plan. The MAC is also the only airport to commit to noise mitigation efforts to the 60 dB DNL. Basically, MAC pays the bill for a complete set of noise abatement equipments for the houses eligible for its noise abatement program and the equipment and installation costs per single family house are around 30,000 to 40,000 dollars.

Aviation Noise and Satellite Program details: http://www.macnoise.com/

A nice presentation on MSP noise issues http://www.macnoise.com/pdf_files/presentations/men-hghts-6-13-01.pdf

How noise issue is resolved in other airports http://www.denverpost.com/Stories/0,1413,36%257E53%257E911892,00.html

Other Environmental Issues Include:

Air quality - article http://www.msnbc.com/news/595039.asp#BODY

Groundwater and soil contamination http://www.lindmarkengineering.com/projects/soil_investigation.html

More about environmental effects

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#VI

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#VIIIB

http://www2.faa.gov/arp/app600/5054a/RODMSP.html#VIIIBC

Local Community Response

The expansion of airport has both positive and negative impacts. Airport helps to bolster the economy, but residents in this area will be negatively impacted from aircraft noise due to the the new runway. There have also been concerns about depreciated property values for houses near airports.

See the following links:

http://www.ci.apple-valley.mn.us/Resident_Info/MSP_Airport/main.html

http://www.ci.bloomington.mn.us/cityhall/dept/commdev/planning/longrang/compplan/cp_elements/5_airport/5_airportimp.pdf

http://www.netvista.net/~hpb/news/apr-3.html

National policy - Laws and financing

National Plan of Integrated Airport Systems

http://www1.faa.gov/arp/planning/npias/index.cfm?ARPnav=npias

http://www1.faa.gov/arp/ace/615/gae.htm

Transportation laws and regulations http://www.oim.dot.state.mn.us/PDPA/2000pdf/appendices.pdf

Minnesota law http://www.revisor.leg.state.mn.us/stats/473/608.html

Airlines

Airline deregulation has improved the competition between the air lines and induced the lower costs and improved services for the traveling public. The hub and spoke has helped to increase the quality of services but has also contributes to a monopolistic-friendly environment. Minneapolis-St Paul is the Northwest hub, so it benefits from expanded service, but is largely dependent on the whims of Northwest policy.

Airlines competition on MMP Airport

http://www.mspairport.com/MSP/Travelers_Guide/Airline_Information/

More about Airport business practices and their impact on airline competition

http://ostpxweb.dot.gov/aviation/domav/airports.pdf

About Northwest Airlines

http://www.nwa.com/lb/corpinfo/index.html

http://www.nwtm.com/ClientGateway/newsIndustryNews/IndustryNewsArchive/2001/06-01IndustryNews/06-01NewsIndArticles/06-01NorthwestOfficialsAgreeOnAirport.htm

Airport Security

http://www.mspairport.com/mac/News/2002macreport.pdf (Page 4/6)

In response to the terrorist attacks, a series of security policies have been implemented in MSP. Parking within 300 feet of airport terminals was prohibited. More thorough passenger screening procedures are in place. Access to areas beyond security checkpoints is limited to ticketed passengers and airport employees. Some items once allowed past security checkpoints, such as small scissors and pocketknives, are banned.

National Guard troops began watching security checkpoints and patrolling airport facilities. New badges were issued to airport employees with access to the most secure areas of the airport, and airport police began fingerprinting airport employees. Perhaps most significant was the creation of a new federal agency, the Transportation Security Administration, within the U.S. Department of Transportation. For the first time, the federal government, not airlines, is responsible for administering security checkpoints and screening baggage. Now all checked and carry-on baggage is screened. The MAC has hired hundreds of part-time police officers to fulfill increased public safety requirements, including replacing National Guard members, whose airport duty ended in May. Two K-9 explosive-detection units have been added to the airport police force with a third scheduled to join the force this fall.

Similar Experiences

Chicago Airports:

Currently, there are two major airports in Chicago. Midway airport was dedicated as Chicago Municipal Airport in 1927. O’Hare international airport, officially opened commercial passenger traffic in 1955.

Airport competition

See the following link for the competition plans for Midway and O’Hare airport.

http://www.ohare.com/doa/compplan01.pdf

Airline competition

United and American airlines control about 80% of the annual boarding in O’Hare international and Midway, which hold a monopoly in this area. A third airport in Peotone is proposed to encourage airline competition.

http://www.midwestaviation.org/html/issues/May2000/peotone003.html

Denver International Airport

Construction of the new Denver International Airport was permitted to replace the capacity-constrained Denver Stapleton International Airport, a facility that was suffering from air traffic congestion and noise problems. Like Stapleton, the new airport is located northeast of Denver, but much further out. Total costs of Denver International Airport are $4.8 billion. After the construction of the new airport was completed in 1995, the old Stapleton airport was closed.

A list of other airport expansion around the globe http://www.aef.org.uk/GreenSkies/expand.htm

Future of the Minneapolis St. Paul Airport

http://www.dot.state.mn.us/information/plans/20yearplan/pdf/chap6.pdf

If you don’t know

Glossary- Words from airport fields http://www.metrotsp.dot.state.mn.us/pdfs/glossary.pdf

Questions

Why is this project necessary? Who initiated the project?
Who are the stakeholders? What are their opinions?
Who has the authority in selecting alternatives? What is FAA’s role in the process?
Is the selected alternative also the environmentally-preferred alternative?
Airports create negative externalities to residents nearby in terms of noise, property value, and other pollution. How to evaluate these externalities?
How much should airports compensate affected residents? Do you think MAC has done enough with its noise abatement program?
How the competition between airlines can be improved by expanding the MSP Airport?
Denver built a brand new airport to meet future aviation demand. Why did MSP choose a different approach?
Aviation security is now stressed more than never before. Has the airport security been strengthened since 9-11 and what else could be done?