CHAPTER 2: INVENTORY - Roseau Municipal...

Roseau Municipal Airport: Airport Master Plan October 2015 DRAFT Chapter 2 – Inventory Page 2-1

CHAPTER 2: INVENTORY

Introduction

The Inventory chapter of the Airport Master Plan for the Roseau

Municipal Airport provides the baseline framework to evaluate the airport facility. The facility inventory provides a review of the existing social and built environment to formulate profiles of the

community and airport. The environmental inventory provides data to identify key environmental constraints and planning considerations

that may affect airport development according to National Environmental Policy Act (NEPA) guidelines.

This inventory data collection will be used to compare the existing conditions to the airport needs determined in future sections of the plan. This will lead to a plan developed for the future of the airport. Background information and data is gathered from various sources and compiled into this

chapter. Please refer to the various appendices referenced within this narrative for more detailed information.

This chapter provides an inventory of the following elements:

• Background

• Facility Inventory

o Land o Airfield Facilities o NAVAIDS & Airspace

o General Aviation o Support Facilities

o Ground Access, Circulation & Parking o Other

• Surrounding Land Use

• Financial Overview

• Environmental Inventory

• Socioeconomic Data

Background

General

The Roseau Municipal Airport: Rudy Billberg Field (FAA ID: ROX), is a non-certificated general aviation

airport serving the City of Roseau and surrounding areas of Roseau County in northwestern Minnesota. The airport is owned and operated by the City of Roseau. The airport is a critical community asset providing vital connectivity to the region.

The airport has two runways. Runway 16-34 is paved and lighted at 4,401 feet long and 75 feet wide capable of accommodating instrument approaches during poor weather. A turf Runway 6-24 is 2,505 feet long by 250 feet wide accommodates small aircraft during “crosswind” weather conditions.

ROX is a general aviation airport providing multiple aeronautical functions including emergency

response, corporate aviation, community access and agricultural support. According to the FAA records as of October 2015, the airport is home to 17 locally-confirmed based aircraft and serves 9,000 annual

flight operations annually for an average of 25 each day.

Airport Entrance Sign

Roseau Municipal Airport: Airport Master Plan October 2015 DRAFT Chapter 2 – Inventory -2

Location

The City of Roseau is located in northwestern Minnesota, 10 miles south of

the Canadian border. Roseau is the county seat of Roseau County. Roseau is located approximately 51 driving miles northeast of

Thief River Falls, MN; 116 driving miles southeast of Winnipeg, Manitoba, Canada;

120 driving miles northeast of Grand Forks, ND; and 346 miles northwest of Minneapolis,

Minnesota. The City is located along Minnesota State Trunk Highway 11 which runs from east-west from Baudette, MN to

Interstate 29 in Drayton, ND. The Roseau River runs through the city. Roseau is

located within Minnesota’s 7th Congressional District.

ROX is located two miles east of the Roseau

central business district in Section 16 of Spruce Township. State Highway 11 and unpaved 420th Avenue (Township Road 338)

provides access to the airport. State Highway 11 is an east-west two-lane

roadway providing direct access to downtown Roseau.

Exhibit 2-2 – Local Airport Location & General Setting

Source: Google Maps

Exhibit 2-1 – Statewide Airport Location

City of Roseau Roseau County

Minnesota

Source: U.S. Census Bureau

City of Roseau Polaris

Industries

State Highway 11

420

th A

ve.

Sta

te H

ighw

ay 8

9

Roseau Municipal Airport Rudy Billberg Field

Roseau River


Setting

Roseau is located in an area with the confluence of coniferous forest, aspen parklands and tallgrass

prairie ecosystems. The airport is sited on relatively flat land at 1,060 feet above Mean Sea Level (MSL). On-airport land use includes agricultural production,

grassland and deciduous forest. The airport is surrounded by grassland and agricultural land. Rural

residential development is scattered around the east side of the airport and a mobile home park exists to

the west. Scattered gravel pits also exist according to Roseau County records. Terrain gradually rises by almost 15 feet from the north to the south ends of the airport. General drainage flows to the northwest toward Hay Creek (County Ditch #7). Figure 2-3: Land Use Maps depict the airport’s local setting in reference to surrounding land uses.

Airport Ownership & Management

The City of Roseau is the owner and operator of the Roseau Municipal Airport/Rudy Billberg Field. The Roseau Airport Commission oversees the operation and maintenance of ROX. The Airport Commission works with city staff and consultants to ensure proper operations and maintenance of the airport. The

Airport Commission is an advisory board that provides recommendations to the Roseau City Council. The City Council is the decision-making body for ROX. The City also provided funding for airport

improvement projects. The day-to-day airport management is handled by City of Roseau staff.

Airport History

State records show the original Roseau Airport was graded and lighted in 1947. In 1962 the airport was relocated to its current site. According to FAA

records ROX was activated in September 1962 for civil public use which corresponds to the time the

runway and apron were paved. The airport was originally constructed with a paved and lighted

3,700-foot long runway to serve the community. The runway was extended by 200 feet in 1975 and extended further to 4,400 feet in 1990.

In 1999 the airport was renamed Roseau Municipal

Airport/Rudy Billberg Field. Rudy Billberg was a Roseau native and a 1998 inductee to the Minnesota

Aviation Hall of Fame. Billberg, a commercial pilot and outdoorsman, was one of the state’s first flight

examiners. He flew commercially for 40 years in Minnesota and Alaska. He was a Northwest Airlines captain and flew B-25 air fire tankers in Alaska. Billberg passed away in 2007.

Since the last Airport Layout Plan was completed at ROX in 2005, several airport capital improvement development projects have been completed. These include:

• Rehabilitate Runway 16-34 (Crack Seal), Overlay Taxiways, Improve Drainage - 2006

• Construct Taxiway Underdrain System - 2008

• Rehabilitate Apron, Taxiways, Taxilanes - 2011

• Rehabilitate (Crack Seal) Airfield Pavements - 2013

Roseau Municipal Airport Apron (March 1963)

General Airport Environment


• Environmental Assessment for Runway 6-24 - 2014

• Update Land Use Safety Zoning Ordinance - 2014

A complete list of major airport development projects that received funding from FAA and the State can be found in Appendix X: Airport Funding & History.

Airport Role & Design

ROX is a general aviation (GA) airport, meaning is accommodates aviation activities other than scheduled commercial air service. General aviation airports provide vital aeronautical functions serving

the public interest including emergency response, critical community access, personal and business aviation, and commercial, industrial and economic activities.

Under Minnesota Statute 360.305, system airports are categorized in three classifications: Key,

Intermediate, or Landing Strip airports. ROX is classified as an Intermediate airport facility. Intermediate airports have paved and lighted runways less than 5,000 feet in length. The Minnesota State Aviation System Plan (SASP), last completed in 2012, identifies a minimum service level for each

airport classification. The closest Key system airport with a runway length of 5,000 feet or greater is the Warroad International Memorial Airport, 15 nautical miles to the east in Warroad.

ROX is one of approximately 3,300 airports nationally included in the National Plan of Integrated

Airport Systems (NPIAS) by the Federal Aviation Administration (FAA). NPIAS airports link the community to the national air transportation system.

Within the GA category, there are four groups that describe the functions of each airport as identified

by the FAA General Aviation ASSET 1 Study. ROX is categorized as one of 668 basic airports. Basic airports “support general aviation activities such as emergency service, charter or critical passenger

service, cargo operations, flight training, and personal flying.”

Appendix X: Airport Classification contains more information on this topic with Chapter 6: Implementation Plan providing additional information about the Federal funding programs available for the airport.

The Airport Reference Code (ARC) identifies a design category based on aircraft wingspan, tail height and approach speed for aircraft types that regularly use an airport. The last ROX Airport Layout Plan prepared in 2005 identified a future FAA ARC classification of B-II for a Beechcraft King Air B200

corporate aircraft.

The current design aircraft is verified to be an FAA ARC B-II airplane. These aircraft types operated approximately 724 annual operations at ROX in 2014. The maximum gross weight is up to 12,500 pounds

with occasional use of aircraft heavier than 12,500 pounds. The taxiway design group (TDG) for these aircraft is TDG-2.

See Chapter 4: Facility Requirements for more details on FAA design classifications.

Table 2-3 – Airport Role & Design

Airport ID State Classification FAA Classification FAA GA Group ARC TDG

ROX Intermediate Public Use

General Aviation Basic B-II 2

Source: Federal Aviation Administration, State Aviation System Plan (2012), ROX Airport Layout Plan

Airport Service Area

The Airport Service Area (ASA) defines the geographic area which serves the basic public aviation needs. These airports are identified on the federal National Plan of Integrated Airport Systems (NPIAS).


The core ROX service area provides service to populations where ROX is the closest NPIAS airport. This areas within 15 minutes to the east of Roseau, 15 minutes north and areas, 40 minutes to the west and

35 minutes to the south. The basic ROX service area includes areas within a 30 minute drive time of ROX. Based aircraft records show 12 of the 15 local aircraft have registered owners within the basic

ASA. A total of 53 percent are from those with Roseau addresses.

Airport Activity

GENERAL AVIATION

General aviation makes up the vast majority of the airport activity at ROX. Flights are for various purposes including air ambulance/medical transport, agricultural spraying, business/corporate travel,

personal travel, flight training, recreational and tourism.

Based Aircraft As of October 2015, ROX is home to 17 locally-confirmed based aircraft and one ultralight airplane. The

FAA validates 14 based aircraft from 2012 however there are discrepancies from current local data. A helicopter will be based at ROX starting in November 2015. The Minnesota Department of Natural

Resources (DNR) fire watch helicopter is also based at ROX seasonally. All reported aircraft based in ROX are single-engine aircraft less than 12,500 pounds maximum takeoff weight. Nine of the 10

available public T-hangar units are currently occupied. The main hangar is full with two aircraft. Other private hangars are occupied. There currently very limited hangar space for transient aircraft visiting ROX. A new 60-foot by 70-foot heated public hangar is schedule to be operational in late 2015 which

will primarily serve transient aircraft. The State Aviation System Plan estimates based aircraft will grow at an annual growth rate of 0.77 percent.

Annual Operations The FAA Terminal Area Forecast estimates there are 9,000 annual flight operations (takeoff and landings) at ROX annually, or approximately 25 operations per day on average. FAA estimates

approximately 45 percent of total annual flight operations are conducted from locations at least 20 miles away from ROX. Prior to 2010 the FAA estimated there were 18,300 annual flight operations but

recently readjusted the figure to 9,000 with no growth projected. The State Aviation System Plan also estimates 9,000 annual flight operations with a projected annual growth rate of 1.30 percent.

Table 2-4 – Airport Activity Summary

FAA Validated Aircraft (2012) Confirmed Local Based Aircraft FAA TAF Annual Operations

14 17 9,000 Source: Federal Aviation Administration, MnDOT Office of Aeronautics, Basedaircraft.com, KLJ Analysis

Operators There are several regular operators that fly to

ROX from regional destinations. One primary operator is Polaris Industries. Polaris operates

two Beechcraft King Air B200 corporate turboprop aircraft with scheduled flights to

and from facilities for engineering and management staff. Flights are operated from ROX to serve their corporate headquarters

west of the Minneapolis, their research facility north of the Minneapolis and their

motorcycle plant in Spirit Lake, Iowa. Polaris operates out of ROX between 3 and 5 days per week.

Polaris Industries King Air B200 at ROX


Polaris also attracts various vendors and delivery services that use ROX. According to Instrument Flight Rules (IFR) data from the FAA Traffic Flow Management System (TFMS), there are other air charter

operators that utilize ROX on occasion.

Sanford Health and other air medical evacuation flights operate fixed-wing flights from ROX on an as-needed basis to serve local hospitals. MN/DNR seasonally uses ROX as a base for a fire watch helicopter

and National Guard/DNR Forest Fire fighting teams to serve the region. ROX is a stopover point for air charters into Canada for fishing and hunting which supports the regional tourism industry. A vast

majority of medical helicopters stop at ROX for fuel prior to transporting patients from the local hospital.

Other operators the regularly use ROX include Intercept Industries/BB Diversified, Champion Global

Corp., Shefland Anesthesia, LTD and the University of North Dakota for flight training activities.

SCHEDULED PASSENGER AIRLINES

ROX is not served by any scheduled commercial passenger airlines. The nearest airport with scheduled passenger airline service is the Thief River Falls Regional Airport (TVF) located 51 miles southwest in

Thief River Falls. TVF is currently served by Great Lakes Airlines with 12 flights per week to Minneapolis/St. Paul International Airport. Flights are subsidized through the federal Essential Air

Service program, and help smaller communities maintain regularly-scheduled air service.

REGULAR CARGO SERVICE

There is no regular air cargo service to ROX; however air cargo carriers occasionally use the airport. Bemidji Airlines, Encore Air Cargo, Freight Runners Express and Pro Aire Cargo have occasionally served

ROX in 2014 totaling 50 documented operations. These operators are typically air freight forwarders contracting for major carriers such as FedEx or UPS. Operators using ROX support the manufacturing

operations at the Roseau Polaris production plant. These aircraft are typically twin-engine piston or turboprop aircraft. The majority of community’s air cargo needs are served regionally from Thief River

Falls.

TVF features regular air cargo services with on average five (5) cargo departures per day. Cargo carriers at TVF include IFL Group (Winnipeg via Grand Forks, Memphis, Louisville, Ft. Dodge, IA), Bemidji Airlines (Minneapolis/St. Paul) and Alpine Air (Fargo, Sioux Falls). A locally-based parts

distributor, Digi-Key, is a significant contributor to air cargo service at TVF. They are the fourth largest electronic parts distributor in North America.

The table below summarizes the major operators from 2014.

Table 2-5 – 2014 Airport Operators

Organization/Type Aircraft Type(s) 2014 Operations

Polaris Industries Beechcraft King Air B-200 Beechcraft King Air C-90

401 (IFR)

Air Cargo Beechcraft King Air C-90

Twin-Engine Cessna/Piper 50 (IFR)

Air Medical Flights Beechcraft King Air B-200

Pilatus PC-12 55 (IFR)

Other Air Charter Beechcraft King Air B-200 Beechcraft King Air C-90

74 (IFR)

Source: FAA Traffic Flow Management System (TFMS), City of Roseau

A complete listing of FAA recorded flight operations operated on an Instrument Flight Rules (IFR) flight plan is can be found in Appendix X: Aviation Activity & Forecasts Data. See Chapter 3: Forecasts for

more detailed information on existing and projected ROX based aircraft and aircraft operations.


Faci l ity Inventory

An inventory of Roseau Municipal Airport facilities was performed to establish a baseline for determining required future improvements. As discussed in the following sections, ROX airport facilities

are grouped into several categories: land, airfield, navigational aids (NAVAIDS)/airspace, general aviation, support, access/parking and other facilities.

Land

Airport property owned by the City of Roseau shall be designated as aeronautical or non-aeronautical,

and can be leased to private entities for approved uses. The City of Roseau owns approximately 444 acres of property fee simple and 82 acres in clear zone easement over non-owned properties. Airport land interests were acquired in 1961, 1964, and between 1969 and 1976. The City of Roseau acquired

0.16 acres of land in fee simple in 2014 to protect land use within the Runway 6 approach. ROX had a current Exhibit “A”/Airport Property Map from 1989. As part of this Master Plan, a comprehensive

update will occur to meet new FAA standards.

Airport land is leased to private parties for approved aeronautical and agricultural production uses. Examples of aeronautical uses include land to construct an aircraft storage hangar. Land leases (3)

have 20 year terms with agricultural production leases of 5 year terms. An agricultural spray operation lease exists to the east of Runway 34 end with a 99-year term for hangar, apron and taxiway development.

Other on-airport encumbrances include an easement for the construction and maintenance of a 33-foot wide pipeline running under Runway 16-34 east to west, located approximately 320 feet south of the Runway 16 end on the north end of the airport.

See the Airport Compliance section for further discussion on non-aeronautical land uses or airport

compliance issues.

Airfield Facilities

Airside facilities are those that are necessary for aircraft surface movement, such as runways, taxiways, aprons and associated lighting, marking and signage systems. A map depicting existing airport

airside components is included in Figure 2-1: Airfield Facilities Map. Information on design codes is contained in Appendix X: Airport Classification.

RUNWAY 16-34

Runway 16-34, the primary runway at ROX, is

surveyed at 4,401 feet long and 75 feet wide. The runway was originally constructed in 1962 at 3,700

feet long, extended to 3,900 feet in 1974 and extended to its current length in 1990. The current

length was constructed to accommodate a Beechcraft King Air B-100 aircraft. This northwest-southeast runway is oriented 166.6°/346.6° true bearing. The

runway has a 0.3 percent surface gradient with a 14 foot increase in elevation from the south end to the

north end.

The runway is designed to meet FAA Runway Design Code (RDC) B-II design standards with approach visibility minimums as low as 1 mile. Based on a full-length parallel taxiway and runway-taxiway

Runway 16-34


centerline separation distance of 400 feet, the Approach Reference Code (APRC) 1 is B-II-2400. This provides the operational capability to accommodate ARC B-II aircraft with approach visibility minimums

as low as ½ mile. Both runway ends accommodate non-precision instrument approaches with vertical guidance.

The runway pavement surface is asphalt with no surface friction improvements. The pavement is

designed to accommodate regular use of up to 30,000 pound aircraft in a single wheel main landing gear configuration, 40,000 pound aircraft in a double-wheel main landing gear configuration. There is

no published Pavement Classification Number (PCN). This primary runway is used by the largest aircraft to operate to and from ROX.

RUNWAY 6-24

Runway 6-24 is the secondary “crosswind” grass turf

runway at ROX. As of June 2015 the runway is published at 2,505 feet long and 250 feet wide, with a 250-foot

displaced landing threshold to the Runway 6 end. Runway 6-24 is actually 2,103 feet long with no displaced

thresholds. In 2014, the City of Roseau moved the runway end visual markers to remove the displaced threshold and shift the Runway 6 end to the east by 402 feet. This

change has not yet been officially recorded in aeronautical publications, however a Notice to Airmen (NOTAM) has

been issued. The northeast-southwest runway is oriented 68.3°/248.3° true bearing. The runway is relatively flat with a 0.03 percent overall surface gradient.

The runway is designed to meet FAA Runway Design Code (RDC) A-I, small aircraft design standards with visual-only approaches. Because Runway 6-24 does not have a parallel taxiway, an APRC is not available. Pavement strength is not applicable due to the runway’s turf surface. The turf surface serves

as a landing strip for or small aircraft during primary runway crosswind conditions, or other aircraft desiring the use of a non-paved surface. The Beechcraft King Air B200 aircraft has even been observed

to use the crosswind runway during very high crosswind conditions on Runway 16-34.

This Master Plan and ALP will evaluate whether or not to maintain the existing turf Runway 6-24. Information will also be provided to update aeronautical publications to indicate the actual current

2,103-foot runway length.

Table 2-6 – Runway Facility Summary

Component Runway 16-34 Runway 6-24

Runway Length (feet) 4,401’ 2,103’* Displaced Threshold Length 0’ 0’

Runway Width (feet) 75’ 250’ Runway Surface Material Asphalt Turf

Runway Surface Treatment None None Single Wheel Pavement Strength 30,000 lbs. N/A Double Wheel Pavement Strength 40,000 lbs. N/A

Pavement Classification Number (PCN) N/A N/A Source: Airnav.com, FAA Airport Master Record *Runway 6 end was shifted by the Airport Sponsor in 2014 for an actual length of 2,103 feet. Published length is 2,505 feet with a 250 foot displaced threshold to Runway 6.

1 Current operational capabilities of a runway and associated parallel taxiway with regard to landing operations

Runway 6-24

420th Aveue

Runway 16-34: 4,401' x 75' (Asphalt)

Taxiway A (40')

Airport Property

Lateral 8, County Ditch #7310th Street

State Trunk Highway 11

24

6

16

34

Slater Spraying Service(Private)

FAA Runway Protection Zone (RPZ)500' x 700' x 1,000'


MnDOT Clear Zone (CZ)250' x 490' x 1,200'

MnDOT Clear Zone (CZ)500' x 1,010' x 1,700'

MnDOT Clear Zone (CZ)250' x 490' x 1,200'


MnDOT Clear Zone (CZ)500' x 1,010' x 1,700'


430th Avenue

A (40')

C (40')B (40')

A (50')

Holding Bay

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Pipeline Easement

Initial Proposed Highway 11Realignment

Runway 6-24: 2,103' x 250' (Turf)

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Roseau Municipal Airport (ROX)Figure 2-1:

Airfield Facilities Map

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*Intended for Planning Purposes Only

NAVIGATIONAL AIDS1. Medium Intesity Runway Edge Lights (MIRL)2. Runway End Identifier Lights (REIL)3. Visual Approach Path Indicator Lights (VASI)4. Automated Weather Observation System (AWOS)5. Very Hight Frequency Omni Directional Range (VOR)6. Airport Beacon7. Lighted Windcone, Segmented Circle

*Runway 6 end moved by Airport Sponsor in 2014 by 402 feet. DisplacedThreshold removed. New runway length is 2,103 feet. Change is not currently reflected in FAA publications.

See Figure 2-2 forHangar/TerminalArea

Snowmobile Trail #288

LegendAirport PropertyAirport EasementsExisting PavementExisting TurfExisting RPZExisting Clear ZoneFAA Departure Surface

Sources: KLJ, Roseau County GIS


TAXIWAYS

ROX is served by a system of taxiways to facilitate the

movement of aircraft from the runway environment to other airport facilities including hangars and parking

aprons. Locations and identifiers are depicted in Figure 2-1. Taxiways are labeled A through C.

• Parallel Taxiway A is a 40-foot wide full length

parallel taxiway serving Runway 16-34. The parallel portion of the taxiway is located 400 feet

from the adjacent runway centerline. Taxiway A provides access from Runway 16 to the terminal

apron and hangar area. There is expanded pavement near the Runway 16 end to serve as an aircraft holding bay.

• Connecting Taxiway A is 50-feet wide and connects Runway 34 end with the terminal apron and

hangar area. This taxiway provides access to the fuel facility and aircraft storage hangars. It

becomes a 25-foot wide low-speed taxilane after the fueling facility.

• Taxiway B is a 40-foot wide exit and connecting taxiway serving Runway 16-34. This taxiway is

located 2,450 feet from the Runway 16 end and angled 35 degrees provide a higher speed exit for Runway 16 landing operations. It connects Runway 16-34 with parallel Taxiway A.

• Taxiway C is a 40-foot wide connecting taxiway serving Runway 16-34. This taxiway is located

2,750 feet from the Runway 34 end providing an exit point from the runway environment. It

connects Runway 16-34 with parallel Taxiway A.

Runway 16 departure end is served by an expanded pavement area used as an aircraft holding bay. This area provides aircraft the ability hold for air traffic control clearances away from the taxiway traffic flow. Connecting Taxiway A provides direct access from the hangar area to the Runway 16 end. This

does not meet FAA recommended design standards for runway incursion safety.

TAXILANES

ROX is served by various low-speed taxilanes providing access from the taxiway to individual aircraft

parking areas. Taxilanes are also designated within apron areas to separate aircraft parking from access areas. Locations and identifiers are depicted in Figure 2-1.

• The primary taxilane (Taxiway A extension) is 25-feet wide and provides access to the aircraft

storage hangars. The western portion of the pavement is 45-feet wide.

• Unnamed taxilanes between hangar buildings provide access to public and private hangars. The

pavement width ranges from 20 to 25 feet.

• A private taxilane from Runway 34 to a private apron on the east side of the airport. The

pavement width ranges from 15 to 20 feet.

Taxilanes through the general aviation apron meet wingtip separation clearances for FAA Design Group

II aircraft up to 79-foot wingspan. Taxilanes through the hangar areas meet minimum wingtip separation clearances for Design Group I aircraft up to 49-foot wingspan.

Parallel Taxiway A


APRONS

There are two public aircraft parking aprons at ROX.

Locations are identified in Figure 2-2: Terminal/Hangar Area Facilities Map. Apron areas serve the loading,

unloading and parking needs for general aviation and air cargo operators.

The general aviation apron is the primary aircraft parking apron at ROX serving the transient parking needs and main

hangar. It is located to the west of the Runway 34 end providing space for aircraft parking and maneuvering. The

apron is approximately 6,200 square yards in size and made of an asphalt surface with an estimated pavement

strength of 12,500 pounds. There are five (5) striped aircraft tie-downs for small aircraft parking. The north-south access taxilane is designed for FAA Design Group II aircraft up to 79-foot wingspan. There is one entry and exit point requiring aircraft to perform

a turnaround when exiting the apron area. The entire general aviation apron is located under the Runway 16 FAA Departure Surface as depicted in Figure 2-2.

The public fueling apron was constructed in 2013 to provide access for public fuel facility. It is located

to the northwest of the general aviation apron and south of connecting Taxiway A. There is space for temporary aircraft parking, but does not have designated tie-down spaces. The apron is approximately

3,000 square yards in size. The majority of the apron is made of an asphalt surface with an estimated pavement strength that can accommodate aircraft up to 12,500 pounds. A 70-foot by 60-foot concrete pad is installed in front of the fueling facility to help prevent pavement damage from fuel spillage.

A private apron on the east side serves a private hangar for the purpose of conducting commercial aerial application operations. This apron has a concrete surface and is approximately 1,800 square yards in size. The apron is used for agricultural chemical loading, unloading and storage.

Table 2-7 – Apron Area Summary

Identifier Area (Square Yards)

General Aviation 6,200 Public Fueling 3,000

Private 1,800 TOTAL 11,000

Source: ROX Pavement Management Report (2014)

PAVEMENT CONDITION

Airport pavements are basic infrastructure components at airports. Airfield pavements need to be

maintained in a safe and operable condition for aircraft operations. Pavement condition is comprehensively evaluated by the State every three years and measured on a 0 to 100 scale known as

the Pavement Condition Index rating. Pavement evaluation includes runway, taxiway, and apron pavement. A summary of the latest 2014 PCI rating for the runway and selected other airfield pavements follows.

General Aviation Apron

Taxiway A (40')

Runway 16-34: 4,401' x 75' (Asphalt)

Taxiway A (50')Taxiway (40')

Taxilane (25')Taxilane (40')

Taxilane (20')

Taxilane (20')

Taxilane (20')

Runway 6-24: 2,103' x 250' (Turf)

6

Aircraft Tie-Downs (5)

General Aviation Apron(6,200 SY)

Transient AircraftParking Area

Auto Parking Lot(+/- 15 vehicles)

Airport Beacon

FAA RemoteAir-To-Ground

CommunicationsTower

FAA Facility

Airport Entrance Road (20')

AircraftFueling Apron

(3,000 SY)

100-LL and Jet-AFuel Facility

420th Avenue

State

Trunk

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Airport Property

Auto Parking Lot(7 vehicles)

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LegendFuture Development (2015)Existing Airport PropertyExisting Airfield PavementExisting TurfExisting RPZExisting Clear ZoneFAA Departure SurfaceExisting Object Free Area


BUILDING IDENTIFICATION TABLE1. Public Conventional Heated Hangar (60' x 60')2. Public 10-Unit T-Hangar (225' x 54')3. Private Conventional Hangar (50' x 50')4. Private Conventional Hangar (55' x 70')5. Private Conventional Hangar (40' x 45')6. Private Conventional Hangar (155' x 30')7. Arrival/Departure Building (720 SF)8. Former Airport Manager Garage (30' x 25')9. Public Conventional Heated Hangar (60' x 70')10. Private Commercial Hangar (100' x 75')

Access Road

Exclusive UseApron (1,800 SY)

Exclusive UseTaxiway (17')

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East Hangar Area Inset

Sources: KLJ


Exhibit 2-8 – Pavement Condition Map

Source: ROX Pavement Condition Report (2014)

Table 2-9 – Pavement Condition Summary

Component Surface Type LCD 2014 PCI

Apron (APA-001) AC 1975 30 Apron (APA-002) AAC 2013 97 Apron (APA-003) PCC 2013 100

Taxiway A (CTA-001) AAC 2006 63 Taxiway A (CTA-002) AAC 2013 98 Taxiway B (CTB-001) AAC 2006 72 Taxiway C (CTC-001) AAC 2006 69

Parallel Taxiway A (PTA-001) AAC 2006 72 Runway 16-34 (RW1634-001) AAC 2006 65

Taxilane A (TLA-001) AAC 2013 100 Taxilane A (TLA-002) AC 2003 86

Source: ROX Pavement Condition Report (2014) PCI = Pavement Condition Index rating (0-100), LCD = Last Construction Date, AC = Asphalt Cement, AAC = Asphalt Overlaid with Asphalt, PCC = Portland Cement Concrete Color code represents overall pavement condition

Runway 16-34 is in good condition but has a PCI that is dropping 4.4 per year. The runway is experiencing some load related distresses. The general aviation apron is in poor condition related to

age and some load related distresses. The remainder of the taxiway and apron pavements are in excellent to good condition. The complete 2014 report is found in Appendix X: Airfield Pavement Condition.

NAVAIDS & Airspace

Navigational aids (NAVAIDs) provide visual and electronic

guidance to pilots enabling the airport to safely, efficiently and effectively accommodate arriving and

departing flights. Airspace is a resource that is necessary to allow flights to safely operate and maneuver in the airport environment. Figure 2-1 identifies visual and

electronic navigational aids and weather facilities graphically.

Array of Visual & Instrument NAVAIDS


VISUAL NAVIGATION AIDS

Visual aids are installed to provide airport usability during periods of darkness and/or low visibility.

Pavement markings and lighting systems available at ROX are summarized in the following sections.

Identification Lighting A white-green rotating beacon is a two-sided light used to assist pilots in the visual identification of a

civilian airport. The ROX rotating airport beacon is located south of the airport entrance road. It operates sunset to sunrise.

Pavement Edge Lighting Pavement edge lighting fixtures are installed off the edges of runway and taxiway pavement to help pilots identify the edge and ends pavement to facilitate safe operations in darkness and/or low

visibility environments. Runway edge lights are white (bi-directional), except for the final 3,000 feet of runway where the lights change color to yellow then red to warn pilots of the end of the runway. The

runway end threshold lights (bi-directional) are green viewing down the runway and red viewing at the end of the runway. Taxiway edge lights are blue and omni-directional.

Runway 16-34 is equipped with Medium Intensity Runway Lighting (MIRL). Runway 6-24 has yellow cones

designating the edge and ends of the runway, and does not have runway lighting. Lights are in fair condition and were constructed in 1990. No taxiway edge lighting or retro-reflective blue markers installed on the airfield

Visual Approach Lighting Visual approach lighting provides vertical descent guidance to pilots

for a runway end. This navigational aid is used by the pilot to acquire and maintain the correct glide path for landing. The red and white lights emitted are interpreted by the pilot to indicate

whether they are too high, too low, or on glidepath. Precision Approach Path Indicator Lights (PAPI) are the current FAA standard

equipment installed for this purpose, however other types of equipment exist.

Runway 16 and 34 ends are equipped with a two-box Visual

Approach Slope Indicator (VASI-2L) system installed on the left side of the runway with a 3.0 degree glidepath. The Runway 16 VASI is noted on the latest airport inspection to be out of service

indefinitely, however the system is currently operational. The remaining operational lights are in good condition and were rehabilitated in 1991 and 2010.

Approach Lighting System An approach lighting system provides extended runway centerline alignment information near the runway’s end for pilots to transition from instrument flight to visual flight for landing in low visibility

conditions. There are several types of systems with varying configurations. There is no approach lighting system installed for any runway end at ROX. The closest runway with an approach lighting system installed is Runway 13-31 at the Warroad International Memorial Airport, 15 nautical miles to

the east of ROX.

Runway End Identification Lighting Runway End Identifier Lights (REILs) are a set of synchronized flashing white

strobe lights installed on each side of the runway to provide rapid and positive identification of the approach end of a runway without complex

visual approach lighting. The system can be unidirectional toward the runway approach or omnidirectional. Omnidirectional REILs are installed on

both ends of Runway 16-34 and are in good condition. Runway 34 REIL

Runway 16 VASI Box


Pilot-Controlled Lighting Airfield lighting systems allow for pilots to control the complexity and intensity of lights. Runway 16-34 is equipped with a pilot-controlled lighting system (PCL) to turn on the lights during the day, or to increase the intensity of runway lights above a standard low-intensity at night. Lights are able to be

activated using aircraft radio on the UNICOM frequency designated for the airport.

Pavement Markings Pavement markings provide visual guidance to aircraft to critical areas on the runway and taxiway surface. Runway markings vary in complexity depending on the type of approach.

Runway 16-34 is equipped with non-precision runway markings identifying the runway designation,

threshold, centerline and aiming point. No visual runway surface pavement markings exist for Runway 6-24 however yellow cones designated the runway edge and ends.

Taxiway markings include centerline striping to provide proper clearance from pavement edges and fixed objects. Taxiway centerline striping is in place at ROX. There is are no enhanced markings in

place near intersections with runways, however it is not required for this non-certificated airport.

Runway hold position markings identify the safety setback from active runways in association with airfield guidance signs at non-certificated airports. Hold position markings are installed 200 feet from

the centerline of Runway 16-34 and Runway 6-24 on all taxiways.

Other markings include fueling circle striping and aircraft tie-downs.

Airfield Guidance Signs Guidance signs provide location, direction, and guidance information to pilots on the ground to enhance awareness. Signs are placed around the

airfield to identify runway and taxiway intersections, runway hold positions, and other guidance. Mandatory signs are red and identify an intersection with a runway or critical safety zone. Other types of signs include location,

direction, destination and distance remaining signs.

Lighted mandatory signs (non-standard) are installed where taxiways meet Runway 16-34. Unlighted signs are installed at the Taxiway A intersection

with Runway 6-24. The rear panels of the signs are utilized to provide directional guidance. The signs are in fair condition.

ELECTRONIC NAVIGATION AIDS

Electronic navigational aids are installed to provide critical guidance information when operating in the airport environment. These navigational aids often provide horizontal and/or vertical guidance in conjunction with published navigation procedures. Electronic navigation aids available at ROX are

summarized below:

Very High Frequency Omni-Directional Range (VOR) This ground-based navigational aid projects an omni-directional signal that allows equipped aircraft to navigate to and from the station.

The low-altitude Roseau (ID: ROX) VOR/DME station broadcasts on frequency 108.80 MHz is located on-airport approximately 1,000 feet north of Runway

34 end and 500 feet east of the Runway 16-34 centerline. The facility is owned by the State of Minnesota and operated by the FAA. The navigational

aid provides navigation to the airport and runway ends. This VOR station is equipped with Distance Measuring Equipment (DME) providing slant distance

information to pilots. ROX VOR

Runway 34 Mandatory Guidance Sign


Instrument Landing System (ILS) An Instrument Landing System is installed for a runway end to allow pilots to capture a horizontal and vertical radio beam to the runway threshold to assist in landing. Components of an ILS include the glideslope antenna, localizer antenna, approach lighting system, and marker beacons. The glideslope

antenna is located alongside the runway providing vertical guidance, the localizer antenna is installed beyond the opposite runway end providing horizontal guidance, the approach lighting system provides

visual guidance to the runway end, and the marker beacons provide aural cues for pilots flying the approach.

There is no ILS installed for any runway end at ROX. The closest ILS-capable runway is Runway 31 at the

Warroad International Memorial Airport located 15 nautical miles to the east of ROX.

Global Positioning System (GPS) GPS is a satellite-based navigation system that allows location to be triangulated from space-based

satellites. Equipped aircraft can navigate between user-defined or FAA waypoints with lateral and vertical guidance. With ground-based transmitters known as Wide Area Augmentation System (WAAS)

the system can provide accuracy down to a few feet. GPS is widely becoming the preferred aircraft navigation system and FAA is establishing en-route and approach procedures using this satellite-based

technology.

GPS is used at ROX in the establishment of straight-in instrument approach procedures with horizontal and vertical guidance to the Runway 16 and 34 ends.

METEOROLOGICAL FACILITIES

Metrological facilities provide users with up-to-date weather information at the airport to aid in pilot

decision making for safe flight operations.

Wind Indicator Wind direction indicators provide immediate visual indication of the wind direction and velocity. A segmented circle provides a visual indication of the wind cone area together with runway alignment and/or traffic pattern information.

A lighted windcone with a segmented circle providing runway centerline reference information is

installed in the center of the airfield, located 450 feet east of Runway 16-34 centerline. There are no other supplemental wind cones installed.

Weather Reporting There are two types of weather reporting systems on an airport. Automated Surface Observation Systems (ASOS) are operated and

controlled by the National Weather Service and FAA. These primary climate stations have equipment that provide weather observations

every minute. A second-tier Automated Weather Observation System (AWOS) have varying sets of equipment packages to provide local

weather observations.

ROX has an AWOS-III system installed on-airport. The AWOS is located approximately 1,440 feet from Runway 34 end and 630 feet east of

runway centerline. AWOS-III systems are capable of reporting barometric pressure, wind speed, wind gusts, wind direction, temperature, dew point, density altitude, visibility, sky condition

cloud ceiling and liquid precipitation accumulation. The ROX AWOS is owned and operated by the State of Minnesota. Current weather from the AWOS is reported on 108.80 MHz.

Weather Reporting Station


CLIMATOLOGICAL DATA

Roseau is located within a humid continental climate zone with mild summers and cold winters. From

1971-2000 the Roseau the average annual temperature is 36.6 degrees Fahrenheit with annual precipitation of 20.76 inches of precipitation with 37.9 inches of snowfall. The mean temperature

ranges a total of 67.1 degrees from January to July. Two-thirds of the average annual precipitation falls during the warm months of May through September. Snowfall on average occurs from October through April.

Local weather conditions are a significant factor in the design and development of airport facilities.

Temperature affects runway length, wind direction and speed affect runway orientation, and visibility and cloud ceiling conditions affect the need for runway navigational aids and lighting. Over the last 30

years (1981-2010) the average maximum temperature at ROX in the hottest month has been 78.2 degrees Fahrenheit.

Prevailing winds are from the northwest aligned with the airport’s runway configuration. Crosswind or

tailwind conditions can be hazardous to aircraft operations if they exceed the operational capabilities of the airplane or flight crew. The current all-weather combined wind coverage of all runways exceeds

FAA minimum recommendations of 95 percent.

Table 2-10 – All-Weather Wind Coverage

Runway Crosswind Component (Wind Speed)

10.5 knots 13.0 knots

Runway 16-34 91.98% 95.80% Runway 6-24 87.91% 93.10% Combined* 98.64% 99.53%

Source: National Climatic Data Center data from Roseau Municipal Airport AWOS (2005-2014; hourly) *Combined assumes up to maximum design aircraft crosswind component for each runway

Pilots are able to fly with visual reference to the ground and other aircraft during most weather

conditions. This is known as Visual Meteorological Conditions (VMC). Pilots are required to reference flight instruments and be on a FAA Instrument Flight Riles (IFR) flight plan when the cloud ceiling is less

than 1,000 feet above the ground or the flight visibility is less than 3 statute miles. These conditions are known as Instrument Meteorological Conditions (IMC) and require a pilot to be instrument rated.

Wind coverage during IMC is evaluated to determine the ideal alignment for instrument approach to an airport’s runway. The current IMC wind coverage does not achieve 95 percent for the design aircraft on the primary runway.

Table 2-11 – IMC Wind Coverage

Runway Crosswind Component (Wind Speed)

10.5 knots 13.0 knots

Runway 16-34 90.23% 94.41% Runway 6-24 89.53% 93.68% Combined* 98.34% 99.30%

Runway 16 Only 53.55% 54.70% Runway 34 Only 56.07% 59.10%

Source: National Climatic Data Center data from Roseau Municipal Airport AWOS (2005-2014; hourly) *Combined assumes up to maximum design aircraft crosswind component for each runway

According to true hourly weather data the airport experiences IFR weather conditions 7.75 percent of

the time. The airport has weather conditions below current instrument approach weather minimums a total of 5.7 days per year. This means the airport is not usable for landings when the cloud ceiling is below 250 feet or the flight visibility is less than 1 mile.


Table 2-12 – Meteorological Analysis

Weather Condition Percentage Days per Year Hours per Year

VMC 92.25% 336.7 8,081 Usable IMC 6.18% 22.6 542 Usability 98.43% 359.3 8,623

Below Weather Minimums* 1.57% 5.7 137 Total 100.0% 365.0 8,760

Source: National Climatic Data Center data from Roseau Municipal Airport AWOS (2005-2014; hourly) *Current IFR minimums are 250-foot cloud ceiling and 1 mile flight visibility for Runway 16 and 34 approaches

COMMUNICATION FACILITIES

Communication facilities allow aircraft to transmit and receive clearances to air traffic control to

safely and effectively navigate the national airspace system.

Local Area ROX is an uncontrolled airport and is not served by a local Air Traffic Control

(ATC) tower providing landing and takeoff clearances. Individual aircraft are responsible for announcing their position and stating their intentions over an

air-ground Common Traffic Advisory Frequency (CTAF), otherwise known as UNICOM. The CTAF/UNICOM frequency at ROX is 122.80 MHz. This system is typical for low activity general aviation airports such as ROX.

A Remote Communications Outlet (RCO) provides a direct communication link with the local Flight Service Station (FSS) to open and close flight plans on the ground and request other flight services. There is an RCO ground station

at ROX providing communications with the Princeton, Minnesota FSS on 122.25 MHz. The station is located south of the airport access road.

Terminal Area The terminal area generally describes the airspace within 40 nautical miles of an airport. ROX is located outside of a terminal radar area providing approach

and departure control services. The closest facility is in Grand Forks, North Dakota, 80 miles to the southwest. En-route, approach and departure services

are provided by Minneapolis Air Route Traffic Control Center (ARTCC) located in Farmington, Minnesota. Various air-ground communication transmitters are located to facilitate air-ground radio communications. A Remote Communications Air-Ground (RCAG) station is located at ROX south of the

airport entrance road, available on frequency 134.75 MHz. The local presence of this facility enables aircraft to communicate with ATC at a lower altitude in the local area.

APPROACH/DEPARTURE PROCEDURES

Aircraft operate under either Visual Flight Rules (VFR) or Instrument Flight Rules (IFR)

depending on weather conditions and/or operational standards.

Visual Approach/Departure Procedures Under VFR, pilots are advised to utilize a standard rectangular traffic pattern around

the runway to approach or depart an airport. Standard traffic pattern legs include upwind, crosswind, downwind, base and final.

Departures are typically straight-out from a Standard VFR Airport Traffic Pattern (Source: FAA)

RCAG/RCO Antenna


departing runway, a 90 degree crosswind, or 180 degree downwind. Arrivals typically enter a traffic pattern 45 degrees to a downwind leg for landing.

The traffic pattern at ROX is a left-hand pattern, meaning pilots must make left turns throughout the traffic pattern from each leg. The standard traffic pattern altitude is 1,000 feet above ground level (AGL).

Instrument Approach Procedures Pilots operating under IFR intending to land at ROX must navigate aircraft according to published

Instrument Approach Procedures (IAP). Four IAPs are available for Runway 16-34 with either ground-based or satellite-based navigational aids. Instrument approach weather minimums are a result of the approach type, airport infrastructure and prevailing airspace obstructions.

Table 2-13 – Instrument Approach Procedures

Approach Procedure Approach Type Lowest Cloud Ceiling

Minimum (HAT) Lowest Visibility Minimum (n.m.)

RNAV (GPS) RWY 16 Approach with

Vertical Guidance LPV: 250 feet

LNAV: 445 feet 1 mile

RNAV (GPS) RWY 34 Approach with

Vertical Guidance LPV: 250 feet

LNAV: 500 feet 1 mile

VOR RWY 16 Non-Precision Straight-In: 505 feet*

Circling: 540 feet* 1 mile

VOR RWY 34 Non-Precision Straight-In: 640 feet*


VOR RWY 34 (w/DME) Non-Precision Straight-In: 500 feet*


Source: Airnav.com Note: HAT = Height Above Touchdown, n.m. = nautical miles (reported), VG = Vertical Guidance, NVG = Non-Vertical Guidance, LPV = Localizer Performance with Vertical Guidance, LNAV = Lateral Navigation, VNAV = Vertical Navigation, VOR = Very High Frequency Omni-Directional Range; *Assumes Category B approaches

Appendix X: FAA Airport Publications contains all charted ROX instrument approach procedures.

IFR/Obstacle Departure Procedures Special procedures are published at airports to provide aircraft with adequate obstacle clearance. Examples include increased aircraft climb rates or recommended turns. There are no special IFR or obstacle departure procedures reported for ROX.

AIRSPACE & SURVEILLANCE

Airspace Classification Airspace is segregated into controlled, uncontrolled,

special use or other airspace. Each airspace class has different operating rules.

ROX is located within a 5 nautical miles ring of

uncontrolled Class G Airspace with controlled Class E Airspace beginning at 700 feet above ground level.

This airspace is used to transition between the terminal and en-route environment. Beyond the 5 nautical mile ring Class E airspace begins at 1,200

feet above ground level.

No ATC clearance or radio communication is required for VFR flights in Class E or G airspace. For IFR FAA VFR Sectional Chart (Source: Skyvector.com)


flights, ATC clearance is required before entering controlled Class E airspace but not uncontrolled Class G. IFR flights departing ROX must receive an IFR clearance before reaching an altitude of 1,760 feet

above mean sea level. ATC services are available in Class E and G airspace subject to positive communication and radar coverage. ROX is located approximately 8 miles south of Canadian airspace.

Ground Radar Air Route Surveillance Radar (ARSR) facilities are owned by the FAA providing primary long-range radar to identify aircraft. Radar relies on direct line-of-sight, therefore the further the target is away from a

radar site the higher altitude is required. The typical radar coverage area is 200 to 250 nautical miles.

At ROX, the closest United States ARSR is located in Finley, North Dakota approximately 119 nautical miles from the airport. Assuming a floor slope of 0.3 degrees, it is estimated aircraft need to be nearly

5,000 feet above mean sea level (MSL) before within radar coverage for ATC. This can be a limitation for instrument approach operations.

Automatic Dependent Surveillance-Broadcast (ADS-B) ADS-B is a satellite-based surveillance technology in which aircraft transmit GPS position information to other aircraft and to ATC facilities. ADS-B will supplement primary ground-based radar. FAA has

required all aircraft operating within airspace requiring a transponder to have ADS-B transmitting equipment installed by the year 2020 as part of the Next Generation Air Transportation System

(NextGen) initiative. Various ground stations have been located nationwide to provide ADS-B coverage.

The closest ground station to ROX is located at the Crookston Municipal/Kirkwood Field Airport in Crookston, MN approximately 70 nautical miles to the southwest. ADS-B coverage is estimated to begin

at 1,000 feet AGL at ROX.

Table 2-14 – Navigational Aid Summary

Component Runway 16-34 Runway 6-24

Runway Length 4,401’ 2,505’ Runway Width 75’ 250’

Pavement Surface Asphalt Turf Pavement Markings Non-Precision None

Runway Lighting MIRL None Taxiway Lighting None N/A

Approach Lighting VASI-2L (16, 34)

REIL (16, 34) None

Instrument Approach Procedures

GPS/LPV (3, 21) VOR (16, 34)

None

Navigational Aids VOR/DME, GPS

Meteorological Facilities AWOS-III

Segmented Circle Lighted Windcone

Source: Airnav.com, FAA Airport Master Record


AIRSPACE OBSTRUCTIONS

FAR Part 77 Airspace is an important resource around airports that is very important for safe flight operations. There are

established standards to identify airspace obstructions around airports. Title 14 CFR (Code of Federal Regulations):

Part 77 Safe, Efficient Use, and Preservation of the

Navigable Airspace establishes various airspace surfaces in the vicinity of airports. Part 77 is used to determine if an

object is an obstruction that penetrates an “imaginary” three-dimensional surface. Surfaces include the primary,

approach, transitional, horizontal and conical surfaces each with different standards.

When evaluating objects, the FAA determines whether or not an obstruction is a hazard to air

navigation. FAA subsequently evaluates the obstruction using more in-depth minimum airspace standards. These include FAA Approach/Departure Surfaces from FAA AC 150/5300-13A, Airport Design

or instrument procedure surfaces identified in FAA Order 8260.3B, U.S. Standard for Terminal

Instrument Procedures (TERPS). Corrective action is then recommended. Examples of corrective action include removing, lowering, or obstruction lighting an object. A general diagram of the Part 77 surfaces

is shown in the exhibit of the following page.

Clear airspace is necessary for the safe and efficient use of aircraft arriving and departing an airport. Part 77 airspace standards are defined by the most demanding approach to a runway. There are three

main approach types:

• Precision: A runway having an existing instrument approach procedure utilizing an existing or

planned Instrument Landing System (ILS) with horizontal and vertical guidance. Visibility

minimums are less than ¾ mile.

• Non-Precision: A runway having an existing instrument approach procedure utilizing air

navigation facilities with horizontal guidance, or area type navigation equipment, for which a

straight-in non-precision instrument approach procedure has been approved or planned.

Approaches with vertical guidance are considered non-precision. Visibility minimums are

typically 1 mile but as low as ¾ mile.

• Visual: A runway intended solely for the operation of aircraft using visual approach procedures,

with no straight-in instrument approach procedure published or planned.

There are two runway classifications:

• Utility: A runway that is constructed for and intended to be used by propeller driven aircraft of

12,500 pounds maximum gross weight and less.

• Other-Than-Utility: A runway that is constructed for and intended to be used by aircraft

greater than 12,500 pounds maximum gross weight.

The combination of the approach type and the runway classification defines the dimensional criteria for each approach. The Part 77 airspace dimensional criteria for ROX is identified in the following

table.

Trees adjacent to Runway


Table 2-15 – Existing Part 77 Approach Airspace Standards

Runway End

Approach Standards

Part 77 Code

Dist. From Runway End

Inner Width*

Outer Width

Length Slope

16 Non-Precision

Other-Than-Utility Greater than ¾ mile

C 200’ 500’ 3,500’ 10,000’ 34:1

34 Non-Precision

Other-Than-Utility Greater than ¾ mile

C 200’ 500’ 3,500’ 10,000’ 34:1

6 Visual Utility A(V) 0’ 250’ 1,250’ 5,000’ 20:1 24 Visual Utility A(V) 0’ 250’ 1,250’ 5,000’ 20:1

Source: 14 CFR Part 77, FAA Airport Master Record *Inner width is also the Primary Surface width driven by the most demanding approach to a runway.

The following page contains a list of the most critical airspace obstructions for each existing runway

end as evaluated by MnDOT Office of Aeronautics in June 2014 and reported to FAA. A detailed obstruction identification and mitigation disposition is identified in the Airport Layout Plan developed

at the end of this planning study located in Appendix X: Airport Layout Plan.


Exhibit 2-16 – FAR Part 77 Airspace

Source: Federal Aviation Administration (FAA)


Table 2-17 – Critical Part 77 Airspace Obstacles

Runway End

Surface Object Type, Height Above

End

Distance From End

Location from

Centerline Penetration

Slope to Clear

(Required) 16 Approach Brush*, 6’ 201’ 58’ Right 6’ 0:1 (34:1) 34 Approach Road, 15’ 1,200’ 390’ Left 14’ Clear 66:1 (34:1) 6** Approach Trees**, 60’ 960’ 48’ Right 12’ 16:1 (20:1) 24 Approach Trees, 45’ 1,250’ 110’ Left 17’ Clear 27:1 (20:1)

Source: FAA Airport Master Record Notes: Penetration value estimated based. RED indicates does not meet current standards. *Runway 16 object removed in September 2014 by the City of Roseau. **Runway 6 end since shifted by City of Roseau.

There are penetrations to the FAR Part 77 surface to Runway 6 and 16 ends. The City of Roseau took

action to address June 2014 obstruction inspection items. The City removed the 250-foot displaced threshold and moved the Runway 6 end location. Paperwork was submitted to FAA in September 2014

however aeronautical publications have not been updated. The 402-foot runway shift will allow the 20:1 approach surface to clear 60-foot trees by 8 feet.

FAA Approach/Departure Surfaces FAA Approach/Departure airspace surfaces identified in Table 3-2 of AC 150/5300-13A were also reviewed for object penetrations. These airspace protection surfaces are established for runways based

on their instrument approach type, visibility minimums and aircraft design category. More detail on these surfaces is provided in Chapter 4: Facility Requirements.

The 20:1 approach surfaces for a visual approach for Runway 6 and 24 ends are clear of obstructions

after the Runway 6 end was shifted. The 20:1 approach surfaces for a non-precision approach for Runway 16 and 34 ends are now clear of obstructions after crops were removed. The 30:1 approach surfaces required for a vertically guided approach to Runway 16 and 34 are also clear.

The 40:1 departure surface to Runway 16 has object penetrations including parked aircraft, aircraft

hangar building and a tree. The Runway 34 departure surface has a penetrating mobile object on a roadway.

[OBSTRUCTION EVALUATION TO BE UPDATED WITH 2015 DATA ONCE FAA AERONAUTICAL SURVEY DATA

HAS BEEN DELIVERED.]

SURROUNDING AIRPORTS

Public use airports in the United States within approximately 50 nautical miles of ROX were reviewed

to provide background into the other area airports.

Table 2-18 – Surrounding Public Airports

Airport Name FAA ID Location from ROX

Based Aircraft

Instrument Approach

Longest Runway

Roseau Municipal ROX - 15 Yes/GPS 4,401’ x 75’ Piney/Pinecreek Border 48Y 14 nm NW 0 Yes/GPS 3,297’ x 75’ Warroad Int’l Memorial RRT 15 nm E 12 Yes/ILS 5,400’ x 100’

Karlstad Municipal 23D 38 nm SW 2 None 2,606’ x 159’* Baudette Int’l BDE 44 nm E 17 Yes/ILS 5,499’ x 100’

Hallock Municipal HCO 50 nm W 12 Yes/GPS 4,007’ x 75’ Thief River Falls Regional TVR 51 nm S 25 Yes/ILS 6,504’ x 150’

Source: Skyvector.com; *Turf surface


The Warroad International Memorial Airport in Warroad is located 15 nautical miles east of ROX and has an Instrument Landing System (ILS) and runway greater than 5,000 feet in length. Although not ideal

over landing at ROX, RRT serves as a suitable alternate when weather minimums prevent landing at ROX. RRT is 23 driving minutes from ROX, and 26 minutes from downtown Roseau according to Google

Maps. This drive time assumes no weather or traffic delays.

General Aviation

General Aviation (GA) elements include facilities that serve aeronautical needs of the flying public beyond those needed for commercial airlines. Facilities include those necessary for the movement of passengers as well as parking, service and storage of aircraft. Examples of these facilities include the

aircraft storage hangars, aircraft parking apron, arrival/departure building and fixed based operators. A map depicting these GA facilities is shown in Figure 2-2.

AIRCRAFT STORAGE HANGARS

ROX has 17 based aircraft and one ultralight airplane at the airport. All are stored in aircraft storage hangars. Hangar facilities consist of large conventional hangars (greater than

10,000 square feet), small conventional hangars (10,000 square feet or less) and nested “T” hangars. Main hangar

area development is concentrated in the southwest portion of the airport, with a private development area in the southeast

quadrant.

The main hangar area consists of three private small conventional hangars, two public corporate hangars, one public T-hangar and one private T-hangar. The first public

conventional hangar (#1) known as the “main hangar” was constructed in 1965 and is heated. This hangar was made available for aircraft storage in 2012 as it was occupied by an FBO until that time.

The hangar is in fair condition. A second heated public conventional hangar (#9) will be constructed and operational in 2015. The other three private conventional hangars were constructed between 1991

and 2003. A 4,650 square foot conventional hangar in the private development area is used for both commercial aviation activities and aircraft storage. The six conventional hangars combine to provide approximately 23,450 square feet of aircraft storage space.

One public T-hangar building constructed in the 1972 provides for non-partitioned storage of 10 aircraft with 12,150 square feet. The facility is in fair condition. A privately-owned T-hangar (#6) with 5 units is located south of the main hangar and is in very poor condition.

Main Hangar and Terminal Building


Table 2-19 – Aircraft Storage Hangars

Facility Number Area Facility Type Dimensions (Area)

1 Main Hangar Area Public Conventional Hangar 60’ x 60’ (3,600 SF) 2 Main Hangar Area Public T-Hangar (10 units) 225’ x 54’ (12,150 SF) 3 Main Hangar Area Private Conventional Hangar 50’ x 50’ (2,500 SF) 4 Main Hangar Area Private Conventional Hangar 55’ x 70’ (3,850 SF) 5 Main Hangar Area Private Conventional Hangar 40’ x 45’ (1,800 SF) 6 Main Hangar Area Private T-Hangar (5 units) 155’ x 30’ (4,650 SF) 9 Main Hangar Area Public Conventional Hangar 60’ x 70’ (4,200 SF) 10 Private Area Comm. Conventional Hangar 100’ x 75’ (7,500 SF)

Conventional Hangars 23,450 SF T-Hangars (15 units) 16,800 SF

TOTAL 40,250 SF Source: Google Earth Imagery (2013), KLJ Analysis NOTE: Areas estimated by KLJ based on imagery to include Aircraft Storage areas only. Hangar 9 to be constructed in 2015.

AIRCRAFT PARKING APRON

The two public aircraft parking aprons serve the general aviation needs at ROX. These aircraft parking aprons total 9,200 provides access to general aviation facilities including transient aircraft parking,

public corporate hangars and public fueling facilities. A portion of the apron also provides access to block heater elements for aircraft pre-heat during cold winter conditions. This apron space also serves loading and unloading of occasional air cargo operations.

An additional 1,800 square yard private apron exclusively serves a commercial hangar on the east side of the airport.

ARRIVAL/DEPARTURE BUILDING

The arrival/departure (A/D) terminal building is connected

to the public corporate hangar along the main general aviation aircraft parking apron. It is accessed via the main

airport access road. The building is 40’ x 18’ in size for a total of 720 square feet. The building was believed to be

constructed in the early 1960’s and expanded when the main hangar was constructed.

The A/D building serves multiple functions for inbound and outbound general aviation passengers and pilots. Services

provided include a weather briefing computer, telephone, restrooms, waiting area, concessions and access to a city-

owned courtesy car (2002 Chrysler 300M). A small storage/office room and mechanical equipment is also

housed in the building. The building houses all airfield electrical equipment.

FIXED BASE OPERATORS

Fixed Base Operators (FBOs) are commercial businesses that providing multiple aviation services to the

public, primarily for general aviation. Specialized Aviation Service Providers (SASOs) are commercial aviation businesses providing one or a few services.

Although there has been a history of commercial operators at ROX providing aeronautical services

including aircraft maintenance, there are currently no FBOs at ROX. The last FBO ceased operations at

A/D Building Interior


ROX in 2012. Slater Spraying Service, Inc. and Roseau Ag, Inc. are registered commercial operators on the field providing aerial spraying services to northwest Minnesota. These businesses are considered

SASOs. Other services available at ROX include transient hangar and tie-down aircraft storage. Aircraft de-icing services are not available at ROX. Typically, when available at general aviation airports, FBO’s

provide this service.

Support Facilities

Support facilities are necessary to facilitate the day-to-day maintenance and operation of the airport. A map depicting these facilities is shown in Figure 2-2.

AIRPORT ADMINISTRATION

There are no separate airport administration facilities at ROX. The A/D building contains workspace

and storage for field personnel and equipment. The day-to-day administration takes place at the Roseau City Center located in downtown Roseau. The Community Development Coordinator is

responsible for the airport management and administration. A private airport manager residence was relocated off-site in 2012. A 30’ x 25’ garage still remains.

AIRPORT MAINTENANCE

There is no on-site airport maintenance building. The City’s street maintenance department under

Public Works is responsible for regular maintenance and upkeep of the airport including snow removal and mowing. City owned equipment dedicated for airport user is stored off-site at the Roseau Utility

Maintenance Building. A list of equipment owned by the City of Roseau dedicated for the airport is listed below:

• 2001 Sterling Airport Plow Truck & Plow (Fair Condition; FAA/State/City funded)

• 2010 New Holland Tractor (Excellent Condition; State/City funded)

• 2010 Schulte FX180 Mover (Excellent Condition; State/City funded)

FUELING FACILITIES

The ROX public fuel facility is located along the south side of the fueling apron, northwest of the primary

aircraft apron. The facility includes a 4,000 gallon underground storage tank for Jet-A fuel and a 4,000

gallon underground storage tank for 100LL AVGAS aviation fuel. The fuel facility was constructed in

1992. Fuel is dispensed through a contained hose and reel system. A 24-hour automated credit card reader system was installed in 2005. There is night lighting.

A concrete pavement fueling pad was constructed in 2012.

A private fuel facility is located on the east side of the airport for exclusive use by Slater Spraying

Service, Inc. operations.

Airport Public Fuel Facility


FENCING & SECURITY

There is no comprehensive airport perimeter fencing

installed at ROX. Within the terminal area there is approximately 650 linear feet of a four-foot high chain-link

fence separating the aircraft movement area from automobile parking areas. A manual access gate is located to the north of the A/D building providing secure access to the

main aircraft apron.

CUSTOMS & IMMIGRATION

ROX is not a designated Port of Entry. The closest airport providing these on-call services offered by

the United States Customs and Border Protection (CBP) is at the Piney Pinecreek Border Airport with a CBP office adjacent to the airport. The Warroad International Memorial Airport is also a Port of Entry with on-call CBP services. Both airports are within 15 nautical miles of ROX.

CARGO & OTHER FACILITIES

ROX occasionally serves the loading and unloading of cargo from feeder aircraft. These activities occur on the main general aviation parking apron. There are no special cargo facilities to serve these

operations.

A temporary trailer facility for the Minnesota Department of Natural Resources fire watch is located along the south edge of the general aviation aircraft apron. The trailer was once located where the

Hangar #9 is being constructed.

A 1,800 square foot private residential home for the former airport manager/FBO operator is located just north of the current airport maintenance building was relocated off-site in 2012.

A 20’ x 10’ equipment support building owned by FAA for the RCAG facility is located south of the

airport access road.

Ground Access, Circulation & Parking

These facilities provide vital connectivity within the airport facility and from the airport to the surrounding community. Facilities are depicted in Figures 2-1 and 2-2.

GROUND ACCESS & CIRCULATION

Public airport access is provided by 420th Avenue (Township Road 338), a

north-south unpaved township road. This road connects with Minnesota Trunk Highway 11 on the southwest side of airport property to provide access to the

Roseau central business district. A 1,300’ x 22’ paved main airport access road connects with 420th Avenue and is located within airport property. It provides public access from 420th Avenue to the automobile parking lot and

public airport facilities. In 2015, a 160’ x 24’ access road to the main parking lot will be constructed to serve an automobile parking area in front of a new

aircraft storage hangar.

Access to the private development area on the southeast side of the airport is provided via 310th Street, an east-west unpaved township road. A 1,600’ x

24’ unpaved access driveway connects with 310th Street providing access to an exclusive use hangar and apron area for Slater Spraying Service. This access road is located along the east boundary of airport property. The airport owner and other lessees

of airport property have the right of ingress and egress.

Airport Access Road

Airport Security Sign at Access Point


There are no on-airport perimeter roadways. A 10’ wide access road provides maintenance access from Runway 16-34 to the VOR and AWOS facilities. There are various uncontrolled field access points from

420th Avenue to the west side of airport property.

AUTOMOBILE PARKING

The main automobile parking lot is located adjacent to the

public A/D building and main hangar. This parking lot does not have striped stalls, however it has 1,200 square yards of bituminous pavement for the parking and maneuvering

of approximately 15 vehicles. All spaces are located within 160 feet of the main entrance to the A/D building. There

are block heater elements for vehicles parked on the front row. The parking lot is lighted. The main parking lot also

provides access to the underground fuel storage tanks. In 2015 a 140 square yard concrete parking lot accommodating 7 parking stalls will be constructed to

serve the new public aircraft storage hangar.

There is also a private paved parking lot located on the east side of the airport adjacent to the private use apron.

PUBLIC TRANSPORTATION

Paul Bunyan Transit if available for transit pick-up and drop-off anywhere in Roseau County, including the Airport. These services are available on an on-call basis. There are no regularly scheduled routes to

the Airport.

A courtesy car is provided for use by the City of Roseau for transient pilots and passengers. Rental car services are provided by local Ford car dealership upon request. There is no public transportation

access from the Airport.

A Polaris shuttle van is provided for employees and vendors of Polaris Industries for transport to and from the local plant.

Other

UTILITIES

The following utility infrastructure is available at the airport to serve facility demands:

• Stormwater: Stormwater on the airport is managed by an above-ground system of ditches and

culverts. Drainage across the airport general flows to the north. All stormwater runoff

eventually outlets into Hay Creek/County Ditch #7 to the northwest of the airport.

• Power: Electric service is provided to the airport via underground cable from Roseau Electric

Cooperative. A series of overhead and underground power lines distribute electricity throughout the airport.

• Water: Water is provided by a well on the southwest side of the main hangar. Well water is not

suitable for drinking; bottled water is provided to the A/D building for drinking. An additional

well with submersible pump is located at the site for the former FBO residence, but is not being used.

Airport Public Parking Lot


• Sanitary: Sanitary sewage is provided via a mound septic system located west of the main

hangar. The system is in poor condition and regularly freezes in the winter. There is no sanitary sewer system.

• Telecommunications: Cable television and internet service is provided via Sjobergs Cable TV.

Telephone and internet service is also provided to via CenturyLink.

• Natural Gas: There is no natural gas provided to the airport site.

• Heating & Cooling: Heating and cooling of the main hangar and A/D building is achieved via a

propane furnace and electrical window air conditioning unit. A propane tank is located to the

west of the main hangar. The new public hangar will have electric in-floor heating system.

• Other: There are no aircraft deicing activities or facilities on the airport.

AIRPORT COMPLIANCE

The City of Roseau dedicates airport property for aeronautical use. Any use of airport property should be evaluated for compatibility with the airport’s planned development and FAA grant assurances. Current non-aeronautical land uses and potential airport compliance issues that may require further

evaluation include:

• Agricultural Production: Land outside of critical airfield areas is primarily utilized for

compatible agricultural production with a 5-year lease. The city has adequate control to maintain agricultural uses in compatibility with FAA and State setback requirements. Utilizing

airport property for agricultural production is a standard practice at other airports. A concurrent land use agreement may be required.

o Billboards: For over the past 20 years, the city has rented a small portion of airport property

for six billboards along Highway 11. Billboards use very little space, and provided they do not impact airport airspace or future development, will not interrupt or compromise aircraft safety. This development may be considered compatible with airport operations as its highest

and best use is open space for aeronautical protection. There is no record of FAA review or approval. The land use is located in Parcel 14 purchased in part with federal funds. The FAA

must approve any concurrent compatible use of land purchased with federal funds.

o Pipeline Easement: A 33-foot wide permanent easement was granted by Roseau in 1972 to Inter-City Minnesota Pipelines, Ltd. This easement allows for right-of-entry for the operation

and maintenance of an underground pipeline located under Runway 16-34. There is no record of FAA review or approval. There has been no work completed on the pipeline in at least the last 20 years. Further review is necessary to determine if the airport’s rights have been

subordinated.

o East Lease Area: The airport sponsor leases land to Slater Spraying Service on the east side of the airport. The lease has a 99-year term which will expire in the year 2085. This exceeds the

normal term to amortize the tenant’s investment. Further review is required to determine if additional action is necessary.

o East Access Roadway: The roadway serving the exclusive Slater Spraying Service lease area on

the east side of the airport is accessible to the airport owner and lessees but not the general public. Further review is required to determine if additional action is necessary.

Airport compliance issues including status of FAA approval and steps for airport to achieve compliance

with FAA grant assurances per FAA Order 5190.6B, FAA Airport Compliance Manual is identified in Chapter 4: Facility Requirements.


Surrounding Land Use

Background

The effect of airport planning decisions extends well beyond the airport property boundary. The land uses that surround the airport must be evaluated to help determine the impact of airport planning

decisions.

Compatible land uses are defined as those uses that can coexist with a nearby airport without either constraining the safe and efficient operation of the airport or exposing people working or living nearby

to unacceptable levels of noise or safety hazards. Typical airport land use compatibility elements for GA airports include:

• FAA airspace standards for airport safety and operational capability.

• Land use compatibility near runway ends associated with the FAA Runway Protection Zone

(RPZ), MnDOT Clear Zones (CZ) and Safety Zones for the safety of people and property on the

ground.

• State or local airport land use standards, if applicable.

• FAA wildlife hazard mitigation plans for aircraft operational safety.

This section provides an overview of existing land uses and plans. Surrounding land uses are depicted

graphically in Figure 2-3: Land Use Map.

Existing Land Uses

ROX is located to the east of the Roseau city limits in Roseau County. Airport property is within

portions of Section 8, 9, 15, 17 and 21 of Spruce Township. Areas within two sections, or approximately two miles from the primary airport location are within Spruce Township.

The Oak Manor manufactured home park is located within the Runway 6 approach. The city recently

acquired some, but not all land in fee simple in the near-term FAA RPZ and MnDOT Clear Zone to maintain compatible land use. Surrounding existing land uses include agricultural production, grassland

and deciduous forest. There are scattered rural residential developments to the west and east of airport property.

There are no structures within any of the RPZs or CZs to the runway ends as they exist today. Township

road 420th Avenue with no recorded right-of-way (assumed prescriptive use) is located within the Runway 6 RPZ and CZ. A field access road is located within the limits of the Runway 16 RPZ and CZ. The Runway 34 RPZ is clear of roadways. However, 310th Street (old Trunk Highway 11) with assumed

with no recorded right-of-way (assumed prescriptive use) requires further evaluation. This roadway, State Trunk Highway 11 and a trail are located the Runway 34 CZ. Trunk Highway 11 is a two-lane

highway serving northwest Minnesota.

Lateral 8 of County Ditch #7 is located along the east side of 420th Avenue. It extends south to north, connecting with

County Ditch #7. The ditch outlets into Hay Creek, then into the Roseau River. Lateral 8 is located on the west side of airport property within 500 feet of the Runway 16 end and

adjacent to Taxiway A. There is believed to be other agricultural drain tile installed to drain adjacent agricultural

fields into Lateral 8 and other area ditches. Roseau County is responsible for maintaining of the county ditch system. There

is no recorded right-of way or easement. Lateral 8 of County Ditch #7

420th Aveue

Runway 16-34: 4,401' x 75' (Asphalt)

Taxiway A (40')

Airport Property

Lateral County Ditch #8

310th StreetState Trunk Highway 11

24

6

16

34

430th Avenue

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Runway 6-24: 2,103' x 250' (Turf)


Safety Zone B

Safety Zone A

Safety Zone A

Safety Zone B

Safety Zone A

Safety Zone A

MnDOT Clear Zone (CLZ)250' x 490' x 1,200'



MnDOT Clear Zone (CLZ)250' x 490' x 1,200'

Safety Zone C

Safety Zone C

Safety Zone C


MnDOT Clear Zone (CLZ)500' x 1,010' x 1,700'


MnDOT Clear Zone (CLZ)500' x 1,010' x 1,700'

Oak ManorManufacturedHome Park

PipelineEasement (33')

Agricultural LeaseArea (typ.)

Safety Zone B

Safety Zone B

Safety Zone C

Private Lease Area(approx.)

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Spruce Township

Spruce Township

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Land Use Map

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Airport Safety Ordinance for the Roseau Municipal Airport (2014)Generalized Land Use Restrictions:Safety Zone A: No above-ground land use structures or buildings, no land uses that attract an assembly of persons (Oak Manor exempt). Permitted uses include agriculture, light outoorrecreation and automobile parking.Safety Zone B: Limited density development, no land uses that attract an assembly of people of more than 15 persons per acre. No schools, churces, campgrounds.Safety Zone C: No land uses that cause interference with aircraft operations (i.e. smoke, glare, electromagnetic interference).Generalized Airspace Restrictions: Objects heights limited to Federal Aviation Regulation (FAR) Part 77 Standards for Future Airport Configuration Identified in 2005 Airport Layout Plan.

LegendRunway Protection ZoneClear ZoneSafety Zone ASafety Zone BAirport PropertyAirport EasementsPotential Future PavementExisting PavementExisting Turf

Roseau County Land UseAgriculture/Grassland/OtherRural DevelopmentUrban Development

Sources: KLJ, Roseau County GIS,Airport Safety Ordinance (2014)

= Residential Property¬«R


In 2012, Roseau County Trailblazers, Inc. purchased a former railroad bed with local funds to be used as a snowmobile recreational trail between Roseau and Warroad. The land is recognized MN/DNR as

snowmobile trail #288/Beltrami Island State Forest #1. This trail runs east-west and is as close as 1,500 feet from the Runway 34 end along extended runway centerline. The land is maintained with Minnesota

Department of Natural Resources (DNR) public funding from the Snowmobile Grant-in-Aid Program. The trail was only recently added as a snowmobile trail on the MN/DNR website; older maps show an

alternative alignment. The Roseau-Warroad Express Trail was located 1 mile south of the current alignment.

Land Use Plans

The City and Spruce Township have a joint planning and zoning board covering the airport property. The township maintains a zoning ordinance. Airport development is compatible with the Township’s

zoning ordinance. Roseau County does not do planning; there is no comprehensive land use plan for Roseau County immediately surrounding airport property. The County’s Floodplain Management Ordinance manages development within the 100-year floodplain. The 100-year floodplain, as it

currently is identified in flood maps, encompasses the northern one-third of airport property.

The City of Roseau adopted the Roseau Comprehensive Plan in 2011. Proposed land uses on the east side of the city limits is generally recommended for large-lot residential development with some mixed

residential and commercial development. These areas are located one mile to the west of the airport’s runways.

Minnesota Department of Transportation (MnDOT) is currently conducting a study to improve a 51-mile

corridor of State Trunk Highway 11 through Roseau. Highway 11 is identified as a “Corridor of Commerce”. Trunk Highway 11 is an important freight and commuter route in northwest Minnesota.

MnDOT is studying roadway improvements including turn lanes, passing lanes and frontage roads. MnDOT is also studying realigning Highway 11 immediately south of the airport to straighten its alignment. Improving its alignment to eliminate the curve that exists south of the airport is expected

to improve roadway safety, as this stretch of road has seen multiple serious injury or fatal accidents every year. According to MnDOT the crash rate is nearly twice the statewide average. The initial

proposed alignment takes Highway 11 along the current 310th Street corridor.

Potential Land Use Conflicts

Based on the identified existing land uses and land use plans around the airport, there are a few potential land use conflicts that should be evaluated and addressed as needed in this Master Plan.

o Oak Manor Manufactured Home Park: This manufactured home park is located within the Runway 6 approach. The city recently shifted the Runway 6 end and acquired 0.16 acres of land

in fee simple to have fee ownership of the FAA RPZ and MnDOT Clear Zone in an effort to maintain land use compatibility. An additional 1.97 acres is needed to have fee ownership over

the RPZ and Clear Zone. A negotiated settlement could not be reached with the existing property owners. At the direction of MnDOT Aeronautics the city is waiting for new property

ownership to negotiate acquisition. This area should be monitored for compatibility with FAA airspace requirements to maintain airport operational safety.

o State Highway 11: Any proposed realignment of Highway 11 south of the airport may conflict with the airport’s existing or planned future configuration. Straightening the road may

introduce a new roadway into an existing or future Runway 34 RPZ. This would trigger an RPZ alternatives analysis study, coordination and approval with FAA. Other MnDOT Aeronautics land

use restrictions such as the Clear Zone and Airport Zoning need to be considered. MnDOT has at times interpreted a roadway as a structure, which is not an approved new land use in Safety

Zone A (refer to zoning discussion below).


o Snowmobile Trail #288: The snowmobile trail located south of the airport should be monitored for any impacts with the future airport configuration, including proximity to the FAA RPZ

and/or MnDOT Clear Zone. The trail is maintained with Minnesota Department of Natural Resources (DNR) public funding from the Snowmobile Grant-in-Aid Program. Potential impacts

to the resource from airport actions may require additional evaluation.

o Lateral #8, County Ditch #7: The north-south ditch should be maintained to facilitate regional drainage. The ditch is not identified on the Public Water Inventory (PWI) map so the Roseau

County Shoreland Management Ordinance does not apply. According to the Roseau County Engineer, there is a 50-foot wide easement from the center slope between the ditch and the road. This resource should be considered in any future runway and taxiway development,

however according to the County Engineer, obtaining watershed and county permits would not be a major hurdle.

Airport Zoning

The City of Roseau and Spruce Township Joint Airport Zoning Board adopted an updated the Roseau

Municipal Airport Zoning Ordinance in 2014. The ordinance regulates and restricts the heights of objects and the use of property in proximity to the airport. The purpose was to help ensure airspace and land uses around ROX meet safety requirements for existing and future airport operations. The

ordinance follows the minimum standards identified under Minnesota State Statute Chapter 360 and Aeronautics Administrative Rules Chapter 8800.

A copy of this ordinance along with a summary of the restrictions is contained in Appendix X: Airport Zoning Ordinance. Airspace restrictions generally follow those standards identified in FAR Part 77 for the ultimate airport configuration identified in the 2005 ALP. These standards may exceed minimum

standards for the existing runway configurations. Regulations are not retroactive, thus non-confirming uses that existed prior to the zoning ordinance may be able to remain.

The Joint Airport Zoning Board has the power to enforce the airport zoning regulations. The Chair of

the Spruce Township Board is the zoning administrator with applications for permits and variances made to the Roseau Community Development Coordinator. There is a process by which a variance can be requested and permits issued.

Financial Overview

The City of Roseau is responsible for supporting the maintenance, operations and capital improvements at ROX. A cursory review of the airport’s financial structure was completed. The financial overview is

important in considering the sponsor’s ability to fund future capital improvements.

General aviation airports rely on FAA and State grants to support its operation. Opportunities to maximize airport revenue and reduce expenses is an on-going effort completed by airport

management.

Operating Expenses & Revenues

REVENUES

The City of Roseau collected approximately $220,000 in revenue in 2014 for the Roseau Municipal Airport. Airport revenues include:

• Airport Aid (37%)

• FAA & State Grants (34%)

• Aircraft Fuel Sales (22%)


• Airport/Lagoon Land Rent (5%)

• Hangar Lease Rent (1%)

Airport lease and rent revenues have decreased since 2012 as a result of the loss of the FBO in the main hangar. Aircraft fuel sales peaked in 2012 and accounted for approximate $50,000 in annual revenue in 2014. The airport has averaged $12,000 annually in net revenue from fuel sales from 2012 to 2014.

Land lease revenue only accounts for about $14,000 annually. The amount of FAA and State aid has fluctuated based on projects completed in that time. MnDOT Aeronautics reimburses eligible airport

operational expenses through its Maintenance & Operations grant program.

EXPENSES

The City of Roseau incurred approximately $196,000 in expenses in 2014 for the Roseau Municipal Airport. Airport expenses include:

• Capital Investments (63%)

• Aircraft fuel for resale (12%)

• Contractual service & engineering fees (8%)

• Utilities (5%)

• Insurance (4%)

• Part-time maintenance staff (1%)

• Operating supplies (1%)

• Motor fuel (1%)

• Repair & maintenance supplies (1%)

• Land Taxes (1%)

• Other (3%)

The most significant airport expense is capital improvements, followed by aircraft fuel for resale, engineering fees, utilities, repairs and insurance. Non-capital expenses totaled approximately $73,000

in 2014. Of which, utilities and insurance accounted for approximately $17,000 of expenses with repairs and maintenance supplies totaled over $7,000 in the same time period. The City also pays land taxes in the amount of just over $2,000 annually, and a fiscal agent fee of over $1,000 annually. Most

capital improvements are offset by a large percentage of grant-in-aid revenue.

Current airport rates and changes include:

• T-Hangar Rental: $20 per day, $75 - $80 per month

• Main Hangar Rental: $100 per month

• Private Hangar Land Lease: $100 per month

• Private Hangar Snow Removal: $50 per year

• Agriculture Land Rent: $10 per acre per year

• Airport Spray Operation Lease: $100 per year

Airport Business Model

The City of Roseau separately budgets and tracks airport revenues and expenses as part of the city’s

General Fund. These funds are used to support maintenance, operations and the local share of capital improvements. Capital improvements are typically funded through the FAA Airport Improvement Program (AIP), MnDOT Aeronautics State-Aid program, MnDOT Aeronautics Maintenance & Operations

(M&O) program, the local airport budget and indirectly through contributions from the city’s General Fund or private parties.

At the present time, ROX is not a financially self-sustaining facility and relies on aid for its

maintenance and operations. The local share of capital improvements are financed by local aid. Over


the past three years ROX has averaged a net loss of 11 percent. There are no outstanding bonds or other debt service for the airport.

Environmental Inventory

This section provides an overview of environmental conditions and issues at the Roseau Municipal Airport and the immediate vicinity. The purpose of this section is to provide a cursory overview of potential or known environmental features which should be considered in the alternatives analysis. This

review does not meet the full analytical and procedural requirements associated with the NEPA process. The intent is to assemble readily available information in a systematic manner.

Figure 2-4: Environmental Overview Map provides a graphical depiction of the existing environmental

conditions described in this section.

NEPA Process

A thorough review of the existing environmental conditions provides the foundation to review for potential impacts of airport development actions. Appropriate NEPA documentation in accordance with FAA Order 5050.4B, NEPA Instructions for Airport Actions, and FAA Order 1050.1, Environmental

Impacts: Policies and Procedures, needs to be conducted prior to commencing with future projects. The following environmental documentation is required for airport actions:

• Categorical Exclusion (CATEX) This documentation is used for actions that have a very low

potential for environmental impacts. Typical projects that can be covered by a CATEX include

planning projects and standard, low-impact development projects such as pavement

maintenance or lighting replacement. Documentation required includes the completion of a

checklist and supporting information as needed certifying that the project will not exceed

applicable environmental impact thresholds.

• Environmental Assessment (EA) Typical projects that require an EA are those that are not

categorically excluded, and include significant development actions, land acquisition, and

runway extensions. Extraordinary circumstances such as wetland impacts, historical properties,

or floodplains could also trigger the need to complete an EA. Documentation required includes

a more comprehensive environmental review of the proposed action and the potential for

impacts resulting from the project. Public and agency review is an important part of the EA

process. The primary purpose of the EA is to determine if an Environmental Impact Statement

(EIS) is required. If the EA produces a FONSI (Finding of No Significant Impact), an EIS is not

required. A FONSI is usually valid for three years.

• Environmental Impact Statement (EIS) This is the most comprehensive level of environmental

analysis in the NEPA program. Projects that require an EIS include those that will have

significant impacts as determined in the EA process. A Record of Decision (ROD) is produced at

the end of the process in support of the Final EIS. The EIS is typically valid for a three year

period.


Environmental Features

DRAINAGE DITCHES & WETLANDS

Drainage at ROX generally flows from the south to the north along a network of manmade or altered

ditches into Hay Creek (Lateral 8, County Ditch #7) about one mile north of the airport. Lateral #8 is

located on the west side of ROX airport property flowing north into Hay Creek. Hay Creek discharges

into the Roseau River, a tributary of the Red River. Lateral #8 is part of a public drainage system

maintained by Roseau County. It is not identified in the MN/DNR Protected Waters and Wetlands map therefore it is not a public water and the 1993

Roseau County Shoreland Management Ordinance does not apply. If it were a designated public water (as is Hay Creek) a 100-foot development setback would apply. Any extension of Runway 16-34 and the

associated parallel taxiway to the north would likely impact Lateral #8 and may require a permit to relocate the ditch or construct a culvert to accommodate airport runway development. The airport is located within the Roseau River watershed.

There are wetlands in the National Wetland Inventory (NWI) located on the Airport property. These

wetlands appear to have been effectively drained by the ditches in and around the airport. However, it does appear that the ditches themselves have developed wetland characteristics most notably wetland vegetation. All wetlands would require delineation to clearly identify their boundaries. In addition to

maintaining water quality in rivers and recharging groundwater among other positive benefits, wetlands may have the potential to attract wildlife that can be hazardous to aircraft using the Airport.

Potential areas in and around ROX with wetland characteristics include land to the south of Runway 6 and 24 ends, along the ditch system near Runway 16 end, along Lateral #8, and areas between 310th

Street and the old railroad bed south of the terminal/hangar area. The following exhibit depicts the NWI wetlands.

Projects that result in wetland impacts greater than one half acre of wetlands require a U.S Army Corps of Engineers (USACE) general permit and be reviewed in an EA to complete the NEPA

documentation process. Due to the angle of the ditch running north of the airport, it appears that an extension of the Runway 16-34 and the associated taxiway would exceed the general permit thresholds.

A field delineation should be completed and coordination with USACE completed in an EA.

Airport Drainage Ditches


Exhibit 20 – National Wetland Inventory Map

Source: U.S. Fish and Wildlife Service

Exhibit 21 – Desktop Review of Wetland Inventory Map

Source: Google Earth Imagery

FLOOD ZONES

The Roseau County public mapping service located on the Roseau County website shows Federal

Emergency Management Agency (FEMA) flood zones, the north end of ROX airport property and adjacent land are located within “Zone A” 100-year floodplain. Areas within Zone A have a 1-percent annual chance flood. The base flood elevation and flood hazard factors are not determined by FEMA.

National Wetland Inventory (NWI)

Areas with Potential Wetland Characteristics

Lateral Ditch #8

Lateral Ditch #8


Exhibit 22 – FEMA Floodplain Map

Source: Roseau County’s GIS Public Map Service

The Roseau River Flood Damage Reduction Project was completed in 2015. As part of the project a

Roseau River diversion channel was constructed on the east side of the city. The project will likely have a significant reduction of the 100-year floodplain around ROX. The U.S. Army Corps of Engineers is

currently working with representatives from FEMA to update the local floodplain maps. The FEMA Flood Insurance Rate Map (FIRM) was last revised in 1981.

Projects resulting in impacts to the 100-year floodplain will require additional coordination that may trigger an EA to complete the NEPA documentation process. The EA must evaluate alternatives that

minimize impacts within the floodplain, also known as the “base flood elevation”. Any airport expansion project within the floodplain including the extension of Runway 16-34 and the parallel

taxiway to the north would require this additional coordination to determine there is no practicable alternative before taking action that would encroach on the base flood elevation based on a 100-year

flood event. A permit is required locally for new structures or grading in the floodplain.

HISTORIC AND CULTURAL FEATURES

A file search was completed by the Minnesota State

Historical Preservation Office (SHPO). There are no archaeological sites or historic structures registered on the

National Register of Historic Places (NRHP) within a one mile radius of the Roseau Municipal Airport. There is a potential that undiscovered cultural features exist on and

around the Airport. Additional research, including a field survey, may be necessary to adequately assess the area’s

potential to contain historic properties.

Current Zone A – FEMA 100-Year Floodplain

Airport Property Boundary

Hangar #6


It is believed the airport’s arrival/departure terminal building dates back to when the airport surfaces were paved in the early 1960’s. It is believed the original terminal was expanded when the aircraft

storage hangar was constructed in the adjacent to this building in the mid-1960s. Privately-owned hangar #6 is also believed to date back to this time period. Both structures are more than 50 years old

and are eligible for inclusion on the NRHP. Further review is required to determine if these structures have significant historical, cultural or architectural characteristics.

Projects that involve ground surface disturbance in areas not previously disturbed by the construction of the Airport will also need to be surveyed by a qualified Archeologist and a determination of affect to

historic properties would need to be obtained from the SHPO. Resolutions of any adverse effects would need to be coordinated with the SHPO. Further review regarding potential cultural sites historic

properties may be required at the environmental documentation phase.

SECTION 4(F)

Section 4(f) is applicable to projects which require the use of publicly-owned land from a public park,

recreation area, or wildlife and waterfowl refuge of national, state, or local significance, or land of an historic site of national, state, or local significance.

There are no known publicly owned lands from parks, recreation areas, or refuge areas within the

immediate vicinity of the Airport. However, there is a snowmobile trail located on an old railroad bed located just south of the airport. This trail is privately-owned by the Roseau County Trailblazers, which

is a local nonprofit group that helps to establish and maintain snowmobile trails and promote the sport of snowmobiling in northwest Minnesota. The Trailblazers have received funding from MN/DNR to maintain and groom the trail. There is no record of County or MN/DNR public funds to acquire the land.

It does not appear that this trail would be protected under section 4(f) because it is not publically owned and no public monies were used to originally purchase the land. Further evaluation with FAA is

required. Regardless of whether section 4(f) applies, this resources needs to be considered when evaluating impacts of airport actions. Coordination with the group should be conducted early on if the

trail would be impacted by airport development. Further review regarding potential cultural sites or historic properties may be required at the environmental documentation phase.

BIOTIC RESOURCES

Biotic resources includes flora and fauna that are present in an area. ROX is located on the eastern

edge of the Tallgrass Aspen Parklands ecological section according to Minnesota DNR. This area forms

a transition between prairie to the west and mixed forests to the east. In the past, vegetation in this area would have been a combination of aspen

savanna, tallgrass prairie, wet prairie, and dry gravel prairie. Floodplain forests of silver maple, elm,

cottonwood, and ash occurred along rivers and streams. Large blocks of these forest areas once occurred pre-European settlement. Agriculture and modern development have played a role in altering the floral communities as extensive areas have

been cleared for farming. Today the area contains a mix of native short grass and agricultural fields.

The following is not a complete list of fauna that could be present in the area, it represents the species most likely to be encountered. Waterfowl are present in the surrounding area due to the proximity to

the Roseau River; mallards, wood ducks, ring-necked duck, and Canada goose are the most numerous

Airport Setting


nesting waterfowl. Mammals such as the white-tailed deer, moose, coyote, raccoon, red fox, badger, beaver, porcupine, and snowshoe hare are also known to be in the area.

According to the U.S. Fish and Wildlife Services website, federally listed endangered, threatened,

proposed or candidate species in Roseau County include the Canada lynx, Northern long-eared bat and Gray wolf mammals in forested areas, Sprague’s pipit bird in large patches of grasslands, and the

Poweshiek skipperling insect in native prairie lands.

NATURAL RESOURCES

Existing operations at the Airport would not cause demands that would exceed available or future

natural resource or energy supplies.

OTHER NEPA ELEMENTS

Noise FAA has not required a noise analysis at airports whose forecasted operations do not exceed 90,000

annual propeller operations or 700 annual jet operations. These operations normally result in a cumulative noise exposure to be less than a 65 decibel Day-Night Level (DNL) identified as a critical threshold by FAA to take actions to mitigate sound exposure. Current airport operations at ROX are

below this threshold.

Land Use FAA typically evaluates land use in terms of compatibility of existing and planned uses in the vicinity of the airport usually associated with the airport’s noise impacts. Other land use considerations, including

noise, surrounding physical land uses, airport zoning regulations and FAA airport design land use compatibility standards has been previously identified in this Chapter.

Property to the west and northwest of ROX (north of mobile home park) is included as part of the

United States Department of Agriculture (USDA) Conservation Resource Program (CRP) according to Roseau County records. This is a voluntary conservation program. CRP pays a yearly rental payment in exchange for farmers removing environmental sensitive land from agricultural production. CRP

contracts are 10-15 years in length. Any land acquired should consider land uses affecting CRP.

Water Quality Federal laws establish the authority to define water quality standards, control discharges into surface and subsurface waters, develop waste treatment management plans and practices, and issue permits

for discharges. A National Pollution Discharge Elimination System (NPDES) permit is required for any airport development disturbing at least one (1) acre. The Minnesota Pollution Control Agency (MPCA)

enforces environmental regulations in Minnesota.

An extensive system of ditches and subdrains at ROX appears to effectively treat stormwater and provide necessary capacity during runoff events. Runway and aircraft deicing products are not used at the Airport, however the airport has fueling operations. The airport maintains a Section S industrial

stormwater permit and has prepared Stormwater Pollution Prevention Plan (SWPPP). There is an MPCA monitoring station located approximately 2 miles northwest of the airport along Hay Creek. The Roseau

River is classified as an impaired water.

Solid Waste The airport has not produced significant amounts of solid waste including garbage, refuse or sludge as compared to the broader community. FAA requires a Solid Waste Management Plan to be developed as


part of this Airport Master Plan study. A Solid Waste study is located in Appendix X: Recycling & Solid Waste Plan.

Farmland Impacts to farmlands considered to be prime, unique or statewide or locally important needs to be considered under NEPA. These lands can be used for the production of the

Nation’s food supply. A search of the USDA Natural Resources Conservation Service (NRCS) web soil survey identified

farmlands on-airport and within 1 mile of the airport that are classified as prime farmland, prime farmland if drained and

farmland of statewide importance. Further consultation with NRCS is required in a project environmental review stage to calculate the Farmland Conversion Impact Rating to

determine if impacts would be significant.

Hazardous Materials Based on a review of the Minnesota Pollution Control Agency’s database regarding contaminated properties, there are no known contaminated areas within 1 mile of the airport. Prior to acquisition of

new land to be owned in fee title by an airport sponsor, FAA recommends that an Environmental Due Diligence Audit (EDDA) be performed. An EDDA includes a more detailed review of an area, relative to

NEPA-level review, for the possible presence of environmental contamination.

WILDLIFE HAZARD MANAGEMENT

The Airport and the adjacent properties are mostly short grasses and

agricultural crop land that has severed surface drains that are somewhat likely to attract waterfowl, song birds, and mammals of various sizes to

them. Hay Creek is located approximately one mile north of airport property which may attract waterfowl. Due to the flat terrain, standing

water is prevalent after storm events which may additionally attract waterfowl. There is a wastewater lagoon located approximately 1.5 miles northwest of the airport and flooded gravel pits located 1.5 miles

southwest of the airport. There are wooded areas located to the west and east of the airport.

The Airport does not currently have a perimeter wildlife fence to discourage large mammals from moving across the airport. There is one documented wildlife strikes in the FAA Wildlife Strike Database

for the Roseau Municipal Airport. A white-tailed deer was hit after a medical transport plane en-route to ROX to transport a patient after touchdown.

The airport conducted a wildlife hazard site visit (WHSV) study to evaluate any possible hazards and

prepared a wildlife hazard mitigation plan (WHMP). These studies were completed by a qualified airport wildlife biologist. The WHSV was completed in October 2015. The results of this visit along with the accompanying WHMP are located in Appendix X: Wildlife Studies.

Agricultural uses north of Runway 6-24

Wildlife track at ROX

420th Aveue

Runway 16-34: 4,401' x 75' (Asphalt)

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Socioeconomic Data

Historic socioeconomic data provides a foundation for evaluating the nature of airport community. For purposes of this Master Planning analysis, Roseau County has been determined to represent the local

airport service area.

Population

The City of Roseau has an estimated population of 2,652 with Roseau County having an estimated population of 15,679 as of July 1, 20142. Roseau County is not located within a metropolitan or

metropolitan statistical area. Roseau County has a steady population with an average annual growth rate of 0.18 percent since 1990. This compares to a Minnesota statewide population growth rate of 0.93 percent.

Table 2-23 – Population Summary

Year City of Roseau Roseau County Minnesota United States

1990 2,396 15,026 4,375,099 248,709,873 2000 2,756 16,338 4,919,479 281,421,906 2010 2,633 15,629 5,303,925 308,745,538

2014 (est.) 2,652 15,679 5,457,173 318,857,056 Annual Growth Rate 0.42% 0.18% 0.93% 1.04%

Source: U.S. Census Bureau

Income

Per Capita Personal Income (PCPI) in 2014 for Roseau County is $39,103 in 2009 dollars, which is 11 percent less than the statewide average and nearly 5 percent below the United States average.

Table 2-24 – Per Capita Personal Income

Year Roseau County Minnesota United States

1990 $24,753 $29,227 $28,699 2000 $32,342 $39,215 $36,473 2010 $35,498 $41,837 $39,144

2014 (est.) $39,103 $44,061 $41,079 Annual Growth Rate 1.92% 1.73% 1.51%

Source: Woods & Poole Economics (2009 Dollars)

Employment

Roseau has a strong manufacturing-based economy. The non-seasonally adjusted unemployment rate

within Roseau County as of April 2015 was 3.7 percent as compared to the Minnesota statewide rate of 3.7 percent and the United States rate of 5.5 percent. Unemployment rate in Roseau County has

historically been lower than the statewide and national figures.

The manufacturing industry, led by Polaris Industries, make up more than 38 percent of the workforce and 57 percent of the total earnings in the County.

Polaris Industries is the largest single employer in Roseau with a workforce of about 1,800. Polaris was

founded in Roseau and the company has had a presence in the city for over 60 years. Research, development and manufacturing of ATVs and snowmobiles occur year-round in Roseau. With an

employment base of nearly two-thirds of the city’s population, the employer is an extremely vital part

2 American Fact Finder, U.S. Census Bureau (2014)


of the local and regional economy. Polaris has seen growing sales with total company revenue growing 18.5 percent in 2014 to $4.69 billion annually. Polaris has had enough work to add more than 10

percent to its full-time workforce, however it has been increasingly difficult to find local qualified workers and housing in northwest Minnesota.

Table 2-25 – Roseau County Employment (2014)

Industry Employment Earnings (in millions)

Manufacturing 4,469 $289.74 Health Care and Social Assistance 1,091 $29.632

Retail Trade 1,037 $18.118 Farm 1,020 $32.882

State and Local Government 978 $47.621 Other Services, Except Public Administration 485 $14.382

Accommodation and Food Service 374 $3.959 Finance and Insurance 364 $11.134

Construction 279 $7.716 Professional and Technical Services 228 $4.512 Real Estate and Rental and Lease 221 $0.931 Transportation and Warehousing 214 $8.969

Wholesale Trade 194 $5.563 Administrative and Waste Services 187 $2.753

Forestry, Fishing, Related Activities and Other 131 $3.414 Arts, Entertainment and Recreation 129 $0.742

Federal Civilian Government 107 $10.823 Information 74 $1.257

Federal Military 58 $2.671 Utilities 54 $6.130

Educational Services 28 $0.131 All Industries 100% (11,722) 100% ($503.08)

Source: Woods & Poole Economics (2009 dollars)

Table 2-26 – Roseau Area Major Employers

Employer Name Industry Number of Employees

City of Roseau Polaris Manufacturing 1,800

LifeCare Medical Center/Altru Clinic Health Care 400 Roseau Public Schools Local/State Government 129

Roseau County Local/State Government 120 Intercept Industries/BB Diversified Manufacturing 75

Roseau Electric Cooperative Utilities 50 QC Techniques Manufacturing 50

Super One Retail Trade 40 Northern Resources Cooperative Manufacturing 40

Shopko Hometown Retail Trade 35 Area Communities

Marvin Windows (Warroad) Manufacturing 2,200 Central Boiler/Altoz (Greenbush) Manufacturing 300

Source: City of Roseau

Total employment has lagged behind the statewide and national growth rates but continues to grow at about half a percentage point per year. Roseau is a net importer of workers demonstrating itself as a

regional employment center for northern Minnesota.


Table 2-27 – Total Employment (in thousands)


1990 9.919 2,691.901 138,331.1 2000 12.018 3,317.456 165,371.0 2010 11.515 3,411.379 173,626.7

2014 (est.) 11.722 3,615.191 183,038.2 Annual Growth Rate 0.70% 1.24% 1.17%

Source: Woods & Poole Economics

Retail Sales

Retail sales is an economic indicator of vitality. Roseau County, after a downturn in the 2000s, as seen a rebound in retail sales matching historical growth rates. These rates are comparable to statewide and national averages. According to the city, total retail sales in the City of Roseau represent

approximately 60-70 percent of retail sales in the County.

Table 2-28 – Retail Sales (in millions)


1990 $112.272 $52,870.85 $2,803,666 2000 $199.884 $75,983.19 $3,902,969 2010 $171.753 $74,467.20 $4,149,070

2014 (est.) $184.946 $82,915.92 $4,617,326 Annual Growth Rate 2.10% 1.89% 2.10%

Source: Woods & Poole Economics (2009 dollars)

Conclusion

The information collected and documented in this Inventory chapter provides a baseline foundation to update the Roseau Municipal Airport long-range plan. This information will feed into future sections to

determine how facilities will meet the projected airport needs based on aviation activity forecasts.

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