89-1419 WHITE - CITV CLERK CO11f1C11
PINK � - i1NANCE GITY OF' SA� T PAUL �... �/9
' CANARV-DEPARTMENT
BLUE -MAVOR . Fll@ NO. ,
� ` O�dina CG I`� Ordinance N 0. �
a
Presented By
1(� �
Refer o Committee: Date
Out of Committee By Date
ZONING CODE AMENDM NTS
An Ordinance Amending Chapter 60 of the Saint aul Legislative Code Pertaining
to Heliports and Helistops.
The Council of the City of Saint Paul Does ;Or ain:
Section �.
That Section 60.201A of the Saint Paul Legisl tive Code be amended so as to
add the following new definition thereto:
Airport. An area where fixed wing aircra$t an take off and land, equipped
with hard surface landing strips, hangersb f cilities for refueling and
repair, a control tower, and accommodatio�s or cargo and passengers, and
which is owned and operated by a unit of gov rnment.
Secti orr 2.
That Section 66.208H of the Saint Paul L�gi lative Code be amended so as to
add the following new definitions theretQ:
Heliport. An area designed to be used fbr he landing or takeoff of
helicopters including operations facilit��es, such as maintenance, loading and
unloading, storage, fueling, or terminali f ilities.
COUNCIL MEMBERS
Requested by Department of:
Y� v�mona Nays PLANNING AND ECONOMIC DEVELOPMENT
�� In Favor �
Goswitz
Rettman
Scheibel Against j BY �
Sonnen I
Wilson �
Form App d by City Attorney
Adopted by Council: Date '
Certified Passed by Council Secretary BY
�
By
Approve b Ma r: �Date Appr by Mayor for Sub r aG�l�'� . ,
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PED/Planning' - • G EEN S�"� NO. 3 �x C v
aarr�cr ri+ron a wa� wrrwia►�
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Roger Ryan X3382 � ��
wrt�t oN aouMC���io+►w loo►�► a�cnp+ �.a�.ta�v�a o�n.
m ('Op A881sTANT)
TOTAL�OF!lONATURE PAOE8 1 (C�IP ALL LOCA fOR=KiNATU1IE�
�cnd+�s�c:
Transmit Heliport Zoning and Comprehensi e Plan Amendments
REOO�IENOAT�ONB:Mwa+W a ii�l�ct(R) COUNqL C01RA IIEPORT OPTIONAL
�M.A�arMrO 001M�810N _GViL SERVICf COMMISBION �� PF10NE NO.
_C�OO�AMI7TEE _
_BTAFF _ COAAAAEi�lTB:
_OIBTfq(7T OOURT _
BUPPORTB YNIICl1 OOUNpL OBdECTNE9
IN�TU►TiNO PROet.EM,�BSUE.OPPOfiTUN11'Y(Who�wnu.wh�n,vVMn�YVhYI�
City does not have adequate zoning cont ols for heliports
I
�ov�wr�oES���ovEO: .
Regulation of location of heliporta
as�ov�wr�s��novEC:
\one �
as�wv�a�r�s+���ovEn:
Uncertainty about heliport locat�on in City
Ccw+n�:� l�e�eUrch Center.
� ��:i�� � �i���
TOTAL AMOUNT OF TAAN8ACTION = � COST/REVENUE OUDdETED(qRCLE ONE) YES NO
��� ACTMTI►NUMSER
RNANCUt.INF��ONMA7�ON:(ExPWtQ
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Helistop. An area designed to be used for t e landing or takeoff of one
helicopter, the temporary parking of one he 'copter, and other facilities as
may be required by federal and state regula ions but not including operation
facilities such as maintenance, storage, fu ling, or terminal facilities.
Heliport or helistop, private. A heliport r helistop not open to the general
public and requiring prior permission of t owner or operator to land.
Heliport or helistop, public. A heliport r helistop open to use by any
helicopter.
Hospital. An institution, licensed by th State Department of Health,
providing primary health services and med'cal or surgical care to persons,
primarily inpatients, suffering from illn ss, disease, injury, deformity and
other abnormal physical or mental conditi ns, and including as an integral
part of the institution, related faciliti s such as laboratories, outpatient
facilities or training facilities.
Sectio 3.
That Section 60.453 of the Saint Paul Le islative Code be amended so as to add
the following new subdivision (5) there , to renumber present subdivision (5)
to be subdivision (6) , and to have new ubdivision (6) read as follows:
(5) Private helistop for emergency me ical services which is accessory to a
hospital, subject to the follozai conditions:
(a) The helistop shall be loca ed at least two hundred and fifty (250)
radial feet from any re$id ntially used or zoned property,
measured in a straight lin from the closest point of the takeoff
and landing area to the cl sest property line of the residentially
used or zoned property.
(b) The applicant shall pe�tfo m a noise analysis to determine whether
upon establishment of the helistop the Noise Pollution Control
Rules, Chapter 7010, of t e Minnesota Pollution Control Agency
would immediately be v�io ated. If the analysis shows that the
rules would be violatQd, the applicant shall take measures to
prevent the potential vi lation before the helistop is
established.
(c) The helistop shall be c structed, operated, and maintained in
accordance with the �ul s and regulations of the Federal Aviation
Administration (FAA) an State of Minnesota. Documentation that
the FAA and State ha�ve pproved the helistop shall be included
with the applicationj.
(d) A site plan of the �ro osed facility and an area map showing the
distance between th� p oposed takeoff and landing area and the
nearest residential; pr perty shall be provided to the Planning
Commission.
(6) Accessory buildings, struct res and uses et�s�e�a�}�y-�xe�dea�-�e-aay
e€-�l�e-a�eve-ge�ffi���ed-t�ses as defined in Section 60.201.
� 31��
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: S ction 4.
That Section 60.463 of the Saint Pa 1 Legislative Code be amended so as to add
the following new subdivision (5) t ereto, to renumber present subdivision (5)
to be subdivision (6) , and to have ew subdivision (6) read as follows:
(S) Private helistop for emergenc rnedical services which is accessory to a
hospital, subject to the cond tions set forth for �:�I-2 Aledium Density,
Low-Rise Multiple-Family Resi ential District in Section 60.453,
principal uses permitted subj ct to special condition.
(6) Accessory buildings, struc�tur s and uses et�s�e�a�i�y-�xe��eaE-�e-asy
e€-�ke-abeve-ge�����e�-�ses a defined in Section 60.201.
S ction 5.
That Section 60.544 of the Saint Pa 1 Legislative Code be amended so as to add
the following new subdivision (20) hereto and renumber present subdivision
(20) to be subdivision (21) :
(20) Private helistop for emerg nc medical services which is accessory to a
hospital, sub�ect to the c nd tions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resi ential District in Section 60.453,
principal uses permitted subj ct to special condition.
(21) Accessory buildings, structur s and uses as defined in Section b0.201.
,,'
�i S ction 6.
�
That Section 60.554 of the SaintlPa 1 Legislative Code be amended so as to add
the following new subdivisions (11) and (12) thereto:
(11) Private helistop for emergenc medical services which is accessory to a
hospital, subject to the cond tions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resi ential District in Section 60.453,
principal uses permitted subj ct to special condit�on.
{12) Accessory buildings, structur s and uses as defined in Section 60.201.
S ction 7.
That Section 60.563 of the Saint Pa 1 Legislative Code be amended so as to add
the following new subdivisions (11) and (12) thereto:
(11 Private helistop for emergenc medical services which are accessory to a
hospital, sub�ect to the cond tions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resi ential District in Section 60.453,
principal uses permitted subj ct to special condition.
(12) Accessory buildings, structur s and uses as defined in Section 60.201.
� � � � � ��= /��
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Section 8.
That Section 60.614, subdivision (2) of the Saint Paul Legislative Code is
hereby amended to read as follows:
(2) Airports. p��va�e-a�d-ee�e�e�a�;•�.x ��d�ag-ke��pe��s
aad-�ie��.pa�s-axd-s��ie�-a}�e�a€�-�aHd- �e��s;-�tzr�ways;
€��gk�-s����s;-aa�-€�y�ag-sekee�s;-�e e�ke�-w���i-kasga�s;
�e�aa�aa�-bt�}��.��gs;-at��-atix���a�y-€a ���ies-srzb�ee�-�e
�ke-�eqt�}�effiea�s-se�-€e��k-�x-�l�e-"g e�a�-g�ev�s�er�s:"
Section .
That Section 60.614 of the Saint Paul I,egi lative Code be amended so as to add
the following new subdivision (8) thereto, to renumber present subdivision (8)
to be subdivision (9) , and to have new su division (9) read as follows:
(8) Heliports and helistops, public and private, located at an airport
subject to the following conditions
(a) The heliport and helistop sh 1 be located at least one thousand
(1,000) radial feet from any esidentially used or zoned property,
measured in a straight line rom the closest point of the takeoff
and landing area to the prop rty line of the closest residentially
used or zoned property.
(b) The applicant shall perform noise analysis to determine whether
upon establishment of the h iport or helistop the Noise Pollution
Control Rules, Chapter 7010, of the Minnesota Pollution Control
Agency would immediately be violated. If the analysis shows that
the rules would be violated the applicant shall take measures to
prevent the potential viola ion before the heliport or helistop is
established.
(c) The heliport or helistop s 11 be constructed, operated, and
maintained in accordance w'th the rules and regulations of the
Federal Aviation Administr tion (FAA) and State of Minnesota.
Documentation that the FAA and State have approved the heliport or
helistop shall be included with the application.
(d) A site plan of the propose facility and an area map showing the
distance between the prop ed take-off and landing area and the
nearest residential prope ty shall be provided to the Commission.
(9) Accessory buildings, structures and uses et�s�e�a�3�y-�ae�.dex�-�e-aAy
e€-�ke-abeve-ge�ffi���ed-�ses s efined in Section 60.201.
Sec ion 10.
That Section 60.622, subdivision (1) of the Saint Paul Legislative Code is
hereby amended to read as follows:
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. � � . � . . . . - . . ���=,�r�
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(1) Any uses permitted in the I-1 District as
"principal uses pe mitted" and "principal uses
permitted subject o special conditions," except
for adult bookstor s, adult cabarets, adult
conversation/rap p rlors, adult healtt�sport
clubs, adult massa e parlors, adult mini-motion
picture theatres, dult motion picture theatres,
adult steam room/b thhouse facilities and other
adult uses and ts a d ub ic an 'va e
h 1 orts and hel's o s; provided, that they
meet at least the nimwn conditions imposed in
each district.
5ec ion 11.
That Section 60.624 of the Saint Paul Legislative Code be amended so as to add
the following new subdivisions (13) , 14) , (15) , and (16) thereto:
(13) Private helistop for emergency edical services which is accessory to a
hospital, sub�ect to the condit ons set forth for RM-2 Medium Density,
Low Rise Multiple-Family Reside tial District in Section 60.453,
principal uses permitted subjec to special condition.
(14) Airport.
(15) Public and private heliports an helistops located at an airport,
subject to the conditions set fo th for I-1 Industrial Districts in
Section 60.614, principal uses p rmitted subject to special conditions.
(16) Accessory buildings, structures nd uses as defined in Section 60.201.
Sect on 12.
That Section 60.773 subdivision (4) , of the Saint Paul Legislative Code is
hereby amended to read as follows: ,
f4j A}��e��s;-p��va�e»ax -ee�►x►e�eia�;-}xe�xd3Ag
�ie��pe��s-aad-ke��ga s;-aad-e�ke�-a��e�s€�
�axd�xg-€}e��s;-�ttaW ys;-€��gk�-s���gs-axd
€�y}xg-se�ee�s;-�ege ke�-W���i-kasga�s;
�e�ffi�sa�-�xi���xgs-a �-atix�}�a�'y-€ae3����es
st�b�ee�-�e-�ke-�e�t�} �ea�s-se�-€e��t�-�a
�ke-'=6eae�a�-P�ev�si s:"
WHITE - CITV CLERK
_ P�INK � - FINANCE GITY 0 SAINT PAUL Council �
CANARV -DEPARTMENT
BLUE -MAVOR File NO. �J/ /�
•
r indnce Ordinance N O. l���
Presented By
Referred To Committee: Date
Out of Committee By Date
(4) Private helisto for emer e c medical services which is accessor
to a hos ital , subject to t e conditions set forth for RM-2 Medium
Densit , Low-Rise Mu ti e- ami Resi entia District in Section
60.453, rinci a uses �rm tted su ject to s ecia condition.
Sectio 13.
This ordinance shall take effect and be in force thirty days from and after
its passage, approval , and publication.
COUNCIL MEMBERS
Requested by Department of:
Yeas Dimond Nays � pLANNING AND ECONOMIC EVELOPMENT
�� In Fa�or
co�� O
Rettman
Scheibel Agains�t BY
Sonnen
Wilson
Adopted by Council: Date
S'EP 1 ; 1� Form Appro d by City Att ey
Certified Pas e Counc' cre BY
By
Approv by ayor Da�e '� P � � Appr d by Mayor for Sub ' ion �^buncil
PUBItS}E� S E p 2 3 19�9
i
. � - . - �c��=����
S tion 8.
That Sec 'on 60.614, subdivision (2) of the Saint Paul Legislative Code is
hereby ame ded to read as follows:
(2) Airpor p�#.va�e-aad-eea�e� 'a�;-i�e�xd�ag-ke��pe�'�s
aad-ke�� ads-aa�-e�ke�-a��e�a -�aa�-€}e��s;-�t�aWays;
€��gk�-s� ��s;-ax�-€�y�ag-sek �s;-�ege��e�-Wi�k-kaxga�s;
�e��aa�-b 3��}RgS;-8A�-8tl}G3�3 �'y-€aei�i��es-st�b3ee�-�e
�ke-�eqt���e x�s-se�-€e��k-�a- ke-"gexe�a�-g�ev�s�eas:"
Se tion 9.
That Section 60.614 of e Saint Pau Legislative Code be amended so as to add
the following new subdiv ion (8) th reto, to renumber present subdivision (8)
to be subdivision (9) , an to have n w subdivision (9) read as follows:
(8) Heliports and helistop , p,ubli and private, located at an airport
subject to the followin condi ions:
(a) The heliport and he '�to shall be located at least one thousand
(1,000) radial feet om any residentially used property, measured
in a straight line fr0 he closest point of the takeoff and
landing area to the pxo rty line of the closest residentially
used property.
(b) The applicant shall perf rm a noise analysis to determine whether
upon establishment of th he iport or helistop the Noise Pollution
Control Rules, Chaptez 7 10, the Minnesota Pollution Control
Agency would immediately be vio'`�ated. If the analysis shows that
the rules would be viola ed, the applicant shall take measures to
prevent the potential vi lation b ore the heliport or helistop is
established.
(c) The heliport or helis�op shall be con tructed, operated, and
maintained in accordance ith the rule and regulations of the
Federal Aviation Adminis ration (FAA) an State of Minnesota.
Documentation that the F and State have approved the heliport or
helistop shall be includ d with the applic tion.
(d) A site plan of the propo d facility and an ea map showing the
distance between the pro sed take-off and lan ing area and the
nearest residential prop ty shall be provided o the Commission.
(9) Accessory buildings, structwres and uses e�s�effia�i�y-�A �dea�-�e-aay
e€-�ke-abeve-pe�����ed-t�ses as efined in Section 60.201
Sec ion 10.
That Section 60.622, subdivision (1) f the Saint Paul Legislative ode is
hereby amended to read as follows:,
. . . . . �'��"����
Helis op. An area designed to be usled or the landing or takeoff of one
helicop er, the temporary parking of o helicopter, and other facilities as
may be r uired by federal and state re ulations but not including operation
facilities uch as maintenance, storage, fueling, or terminal facilities.
Heliport or h listop, private. A helip rt or helistop not open to the general
public and req 'ring prior permission o the owner or operator to land.
Heliport or helis'�op, public. A helip t or helistop open to use by any
helicopter. �\;
;
n
Hospital. An institu�tion, licensed by he State Department of Health,
providing primary heal°th services arud dical or surgical care to persons,
primarily inpatients, suffering from i ness, disease, injury, deformity and
. other abnormal physical `or mental cand' ions, and including as an integral
part of the institution, Xelated faGil' ies such as laboratories, outpatient
facilities or training fac`ilities.
�,
,;�
`� Se�ct'on 3.
,
That Section 60.453 of the Sain� Paul gislative Code be amended so as to add
the following new subdivision (5�14ther to, to renumber present subdivision (5)
to be subdivision (6) , and to havefitj�iew subdivision (6) read as follows:
(5) Private helistop for emergency`..m dical services which is accessory to a
hospital, subject to the follow g conditions:
(a) The helistop shall be ldca e�l at least two hundred (200) radial
feet from any residenti�ll used property, measured in a straight
line from the closest poin of'�the takeoff and landing area to the
closest property line o� t e residentially used property.
(b) The applicant shall perfo a noise analysis to determine whether
upon establishment of the elistop ��ie Noise Pollution Control
Rules, Chapter 7010, of th Minnesota�.Pollution Control Agency
would immediately be viola ed. If the ';analysis shows that the
rules would be violated, t e applicant shall take measures *_o
prevent the potential viol tion before tliie helistop is
established.
(c) The helistop shall be cons ructed, operated,�� nd maintained in
accordance with the rules nd regulations of t ,e Federal Aviation
Administration (FAA) and S ate of Minnesota. D umentation that
the FAA and State have �pp oved the helistop sha be included
with the application. `�
(d) A site plan of the propose facility and an area map'�,showing the
distance between the prbpo ed takeoff and landing area and the
nearest residential proper y shall be provided to the �'�anning
Commission.
(6) Accessory buildings, structures nd uses exs�ea►a��.�y-#ae�dex�-�e-aay
e€-�ke-abeve-pe�����ed-t�ses a d fined in Section 60.201.
� ��,t, ,, �- �- /y/�
��°`�� CITY OF SAINT PAUL
"° �` DEPARTM NT OF PLANNING AND ECONOMIC DEVELOPMENT
�: � ���uiu :N
�� �_� �� � �� DIVISION OF PLANNI'�G
; 25 West Fourth Street,Saint Paul,Minnesota 55702
�a ,•6• 612-228-32-0
GEORGE UTIMER
MAYOR
MEMORANDUM '
DATE: August 29, 1989 '
T0: City Council Members
FROM: Roger Ryan �� '
SUBJECT: Recommended Changes to t e Proposed Heliport Ordinance
Planning staff recommends two change to the proposed heliport ordinance.
I S ACING
i
The proposed heliport zoning ordi�an e recommends that a helistop be permitted
at hospitals as a special condition se provided that the helistop is at least
200 feet from residentially used gro erty. In the analysis which was done of
the 200 foot spacing requirement, 'I tated that if Midway Hospital wished to
build a heliport in the future, it w ld need to be granted a modification of
the spacing requirement because ther is residentially zoned property within
200 feet of the hospital property.'
A mistake was made in measuring the d'stance between the hospital property and
residentially used property. Map 1, ttached, shows two sites on the hospital
property where a helistop could be' pl ced and be farther than 200 feet from
residentially used property. The nor hern site next to University Avenue
appears to be too small to accomodate a helistop. The southern site next to
Saint Anthony Avenue does appear tq b large enough to accommodate a helistop.
Consequently, the hospital could s�ek a special condition use permit for a
helistop on the southern site without having to also request a modification of
the 200 foot spacing requirement o£ t e ordinance.
Staff has considered two alternativres: (1) retain the spacing requirement of
200 feet or (2) lengthen the spacing quirement to 250 feet.
Retain Spacin�;. If Midway Hospital!, re uested a special condition use permit
for a helistop on the southern site�, t en the permit could be approved if it
met two other conditions of the ord'ina ce (noise pollution control rules and
FAA and State heliport rules) and the ecently adopted general standards for
all special condition uses. If the ho pital requested a special condition use
permit for a heliport located elsewher on the property, then a modification
of the spacing requirement also would e needed.
. . �c�_�y�9
City Council Members
August 29, 1989
Page Two
Len�then Spacing. Lengthening the spa ing requirement to 250 feet would
require a modification of the spacing equirement in order to place a helistop
anywhere on the hospital property. A SO foot spacing requirement would be
similar to the 265 feet spacing which xists now between the United Hospital's
helistop and the nearest residential e.
Recommendation. Staff recommends tha the spacing be lengthened to 250 feet.
RES�ID TIAL USE
The spacing requirement as now propos d is measured between the heliport or
helistop and residentially used prope ty. Consequently, the spacing
requirement provides no buffer betwe the heliport or helistop and
residentially zoned property which i vacant and intended for future
residential uses, parks, schools, or churches or which is now developed with
parks, schools, or churches. These uture and existing land uses should also
be protected by the spacing requirem nt.
Staff recommends that the spacing re uirement be measured between the heliport
or helistop and both residentially u ed and residentially zoned property.
The staff recommended changes in sp ing and residential use have been
incorporated into the ordinance and nderlined. They are attached for your
consideration.
RR:rm
Attachments
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PROPOS D REVISION
Helistop. An area designed to be us for the landing or takeoff of one
helicopter, the temporary parking of ne helicopter, ar.d other facilities as
mav be required by federal and state egulations but no� �ncluding operation
facilities such as maintenance, stora e, fueling, or term�nal facilities .
Heliport or helistop, private . A hel port or helistop ^ot open to the general
�ublic and requiring prior permission of the ow-ner or operator to land.
Heliport or heiistop, public. A heli ort or helistop open to use by any
helicopter.
Hospital. An institution, licensed b the State Department of Health,
providing primary health services and edical or surgical care to persons,
primarily inpatients, suffering frdm 'llness, disease, injury, deformity and
other abnormal physical or mental oon tions, and including as an integral
part of the institution, related faicil'ties such as laboratories, outpatient
facilities or training facilities. �i
S�lect on 3.
That Section 60.453 of the Saint Pall�l gislative Code be amended so as to add
the following new subdivision (5) t�er to, to renumber present subdivision (5)
to be subdivision (6) , and to have �hew subdivision (6) read as follows:
(5) Private helistop for emergenc}� m dical services which is accessory to a
hospital, subject to the follc�wi g conditions:
(a) The helistop shall be ldca d at least two hundred and fift�y (250)
radial feet from any res�ide tially used or zoned property, --r
measured in a straight lline from the closes~t po nt of the takeoff
and landing area to the '�clo est property line of the residentially
used or_zo_e�d property. '
(b) The applicant shall perf�prm a noise analysis to determine whether
upon establishment of th� h listop the Noise Pollution Control
Rules, Chapter 7010, of �he Minnesota Pollution Control Agency
would immediately be vio�at d. If the analysis shows that the
rules would be violated, ',th applicant shall take measures to
prevent the potential viclla ion before the helistop is
established.
(c) The helistop shall be corist cted, operated, and maintained in
accordance with the rulesi a regulations of the Federal Aviation
Administration (FAA) and ��ta e of Minnesota. Documentation that
the FAA and State have ap�ro ed the helistop shall be included
with the application. j
(d) A site plan of the propos�d acility and an area map showing the
distance between the propose takeoff and landing area and the
nearest residential prope�ty shall be provided to the Planning
Commission.
(b) Accessory buildings, structures an uses exs�e�ea���y-iaeidea�-Ee-eay
e€-�ke-abeve�ge�m���e�-t�ses as def' ed in Section 60.201.
' PROPOSE REVISION C" �—!�/�
Sect on 8.
That Section 60.b14, subdivision (2) o the Saint Paul Legislative Code is
hereby amended to read as follows :
�?) Airports. ��iva�e-aRd-eexixie�e�a ;-ixe�t��ixg-ke�ipe��s
aa�-ke�ipa�s-aA�-e�ke�-ai�e�a€�- ax�-€ields;-�tiawavs;
€�igt��-s��i�s;-axd-€lyiag-sekee� ;-�ege��e�-vi��-�►aaga�s;
�e�ixa�-bc�i�diAgs;-aRd-axx�}ia� -€aei�i�ies-st�b�ee�-�e
fke-�e�x}�effiea�s-se�-€e��k-�R-�k -"geAe�a�-p�evisieas:"
Sect' n 9.
That Section 60.614 of the Saint Paul gislative Code be amended so as to add
the following new subdivision (8) there o, to renumber present subdivision (8)
to be subdivision (9) , and to have new ubdivision (9) read as follows:
(8) Heliports and helistops, public a d private, located at an airport
subject to the following conditio s:
(a) The heliport and helistop s all be located at least one thousand
(1,000) radial feet from an residentially used or�d property,
measured in a straight line from the closest point of the takeoff
and landing area to the pro erty line of the closest residentially
used or��d property.
(b) The applicant shall perform a noise analysis to determine whether
upon establishment of th� h liport or helistop the Noise Pollution
Control Rules, Chapter 7010 of the Minnesota Pollution Control
Agency would immediately be violated. �If the analysis shows that
the rules would be violated the applicant shall take measures to
prevent the potential viola ion before the heliport or helistop is
established.
(c) The heliport or helistop sh 11 be constructed, operated, and
maintained in accordance wi h the rules and regulations of the
Federal Aviation Administra ion (FAA) and State of Minnesota.
Documentation that the FAA nd State have approved the heliport or
helistop shall be included ith the application.
(d) A site plan of the proposed facility and an area map showing the
distance between the propos d take-off and landing area and the
nearest residential propert shall be provided to the Commission.
(9) Accessory buildings, structures a uses et�s�e�a�i}y_�ae3deA�-�e-aay
e€-�Y�e-abeve-gex�s���e�-xses as de 'ned in Section 60 201.
Sectio 10.
That Section 60.622, subdivision (1) of he Saint Paul Legislative Code is
hereby amended to read as follows:
��-�-��i�
4+•``tT O• �i
CITY OF SAINT PAUL
� � � DEPARTMENT F PLANNING AND ECONOMIC DEVELOPMENT
; A; DIVISION OF PLANNING
� 25 West Fourth Street,Saint Paul,Mionesota 55102
'•" 612-22&3270
GEORGE LATIMER
MAYOR
DATE: June 16, 1989
T0: Planning Commission
FROM: Roger Ryan \�i....r
�
SUBJECT: Heliport Zoning Amendmen
After reviewing the testimony of th June 9, 1989, public hearing, staff
recommends the following changes,
1. A definition of airport has bee added. This will help distinguish
among airport, heliport, and he istop.
The effect of the definition is to identify Downtown Airport as a
permitted special condition use. IL is undesirable that any more of
the City's land be used for an dditional airport. In the highly
unlikely event that an addi�io al airport would be established in the .
future in the City, it would h ve to be publicly owned and operated
for a public purpose. �
,
2. The definition of helistop has been changed by removing tie-down space
and adding temporary parking s ace. The temporary parking space will
provide an area to place a he icopter which has just brought a patient
to a hospital if another heli opter arrives at the hospital and wants
to land. �
Several people suggested a ma imum size for helistops. However, since
the size of the landing and t keoff area of a helistop varies with the
length of the helicopter usi a heliport, a standard maximum size
cannot be determined. The p posed definition does limit helistops to _
one landing and takeoff axea
3. A definition of hospital has been added. It will help differentiate .
hospitals, from other rneda.ca facilities, such as nursing homes and
ambulatory care facilities. The state licenses each of these
facilities.
���l��1�
Planning Commission
June 16, 1989
Page Two
4. The sections permitting helistpps at hospitals have been changed from
"private helistops at the site of a hospital" to "private helistop for
emergency medical services whi�Ch s accessory to a hospital." This
will clearly indicate that thelhe istop must be used for the purpose
of emergency medical services �n that the helistop must be accessory
to a hospital. If the hospita u e ceases, then the accessory use
must also cease. ,
5. The spacing requirement between h spital helistops and residential has
been changed so that the minimum istance is measured between the
helistop and the closest resident'ally used property. The distance
was proposed to be measured from esidentially zoned property lines.
The existing helistops at United nd Saint Paul-Ramsey Hospitals
conform to this change, Midway Ho pital would require a variance if it
wishes in the future to establish a heliport, and a proposed helistop
at Saint Joseph's Hospital would ave to be 200 feet from the
residential uses at Saint Peter a d Tenth.
6. In the sections requiring a noise analysis before a heliport or a
helistop is established, "mitigat " has been changed to "prevent."
This will more clearly show that he noise pollution rules must be met
before the heliport or helistop i established.
I.
Below are changes suggested at the p lic hearing which staff recommends
not be made. Staff analysis of the ggestion follows each suggestion.
1. Pedestrian and vehicle access nee s to be controlled and the
landing/takeoff area needs to be pecified.
The proposed ordinance require�s h listops and heliports to be
constructed, operated, maintaihed and approved by the State, The
State Aeronautics Division regula es minimum landing and takeoff
areas, touchdown areas, periphera areas, and safety barriers.
Consequently, the State will regu ate access and landing takeoff
areas.
2. Surfacing to control dust and �ig ting mitigation should be required.
These design items can be take}� c re of during .the site plan review
process. I
3. A map showing flight obstructi ns should be required. A consent
petition for establishing a he ip rt or helistop should be required
because the FAA has height res ri tions surrounding helicopter landing
areas. '
Neither the FAA or State reguliate building heights in flight paths of
heliports or helistops. Both ide tify buildings or towers which are
obstructions in flight paths and ave lights placed on them as a
warning to aircraft.
���" f��9
Planning Commission
June 16, 1989
Page Three
4. A detailed contour map show�Cng surface noise from the helicopters
using heliports would be requi ed in order to see if the Minnesota
Noise Pollution Control Rules ould be violated.
The Noise Pollution Control Ru es specify the methodology of ineasuring
noise, including measurement 1 cation, equipment used to measure
noise, and measurement proc�du es and documentation. These are the
procedures which will have �o e followed in the required noise
analysis.
S. The Downtown Airport should no be designated a public or private
helistop or heliport. A cap s ould be placed on existing helicopter
operations at Downtown Airpart, and flight path patterns should be
regulated.
The Planning Commission has re mmended that the Metropolitan Council
not designate Downtown Airpart in the Council's Aviation Systems Plan
as a public helistop or heli�po .
The City cannot put a cap on t number of helicopter operations or
flight paths. The FAA has auth rity to regulate these matters.
6. Since Downtown Airport is the o ly airport in the City and is in an
I-1 district, airports should o ly be allowed in I-1 districts.
Allowing airports in 3-2 distri ts is consistent with the zoning code
format which allows all the use in less restrictive districts (I-1)
in more restrictive districts ( -2) .
The southern tip of DowntownlAi ort is also zoned I-2.
7. The spacing between resident�al property and helistops and heliports
should be increased.
Staff believes that Downtown Ai port is the best location for helipor�
facilities in the City. The Ai port is in the largest non-residential
area in the City (near the rive , downtown, and industrial area) and
consequently has more potential non-disruptive paths to a heliport.
The Airport is the safest loeat on: it has a control tower with
personnel to guide helicopte�s n and out of a heliport; it has a
specially trained crash-fire fi efighting crew stationed at a nearby
City fire station; and it has a lighting system for night flights.
The 1,000 foot spacing requixtem nt for heliports will provide a buffer
spacing of about one and one,,ha f blocks between heliports and
residential. The main effec� o this requirement will be to prevent
heliport landing and takeoff ar s from locating at Downtown Airport's
building expansion sites whiGh e closest to residential areas. It
will allow new heliport facilit' s at the building expansion sites
�✓��-����
Planning Commission
June 16, 1989
Page Four
which are along the new rt�nw y. (See map. ) Staff believes that since
the airport will be the or�ly lace in the City where heliports will be
permitted to locate, there� s uld be some areas at the airport where
new heliports may be built�. he 1,000 foot spacing requirement will
keep heliports away from t�e earest residential areas yet allow new
heliport facilities at muc}� o the airport's expansion sites.
The 200 foot spacing requi�em nt for helistops will prevent helistops
from locating adjacent to #es dential uses. The 200 foot spacing
should be a sufficient buf$er for the infrequent emergency medical
trips to hospitals.
RR:rm
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• ���,, CITY OP' AINT PAUL
���� �� OFFICE OF T E CITY COUNCIL
KIK( SONNEN
Counct7member
�10LLY0'ROURKE June 9, 1989
[.egisiative Aide
James Christenson, Chair
St. Paul Planning Commission
St. Paul , Minnesota 55102
Dear Mr. Christenson and Members of he Planning Commission:
Over the past year we have all spent a considerable amount of time studying
the Condor Corporation's request for a heliport in the Midway, the
Metropolitan Council 's feasibility s udy for heliports and, now, the current
zoning code amendments. Your extens 've review of these complicated issues is
greatly appreciated.
I must express my grave concerns abo t allowing any heliports or helistops in
the city until the FAA or the Congre s gives local authorities the right to
regulate flight paths, number of fli hts, hours of operation, and the height
of flights over residential neighbor oods. The municipalities' traditional
rights and authority of zoning matte s should reflect our new age, new
technologies and trends. Cities nee the right to regulate and enforce use of
air space (and underground space). e are entering the 1990's and limiting
zoning powers to surface land use on y puts us back into the 1950's.
If the commission still feels it nee s to proceed with land use zoning only,
there are some suggestions for addit onal amendments which would strengthen
and clarify the zoning code:
1 . The definition of airports conta ned in Section 60.614, subdivision 2,
should be retained, so we can di ferentiate between airports, heliports
and helistops.
2. Helistops at hospitals should ha e the following conditions:
a. Pedestrian and vehicular �cc ss need to be restricted and controlled
in the helicopter land/ta�Ce ff area.
b. The land/take off area shoul be double the size of the largest
helicopter authorized by the FAA to use the site.
c. The landing/take off area sh uld be surfaced with an appropriate
material to control dust dis ersion, and noise and lighting
mitigation at the site shoul be required.
d. A map illustrating all fljgh obstructions within 3,000 feet of the
landing/take off should b� r quired. A detailed noise contour map
should also be required, �ho ing surface noise levels in dba's from
all types of helicopters aut orized by the FAA to use the heliport and
CTfY HALL SEVENTH FLOOR SAINT PAUL,MINNESOTA 55102 612/298-5378
s se
�� i�1�9
��
James Christenson, Chair
June 9, 1989
Page Two
for all approach and departure aths. If the map shows that the Noise
Control Rules, Chapter 7010 of the Minnesota Pollution Control
Agency, would be violated, the helistop should not be established.
e. The special condition use permit for the helistop should end whenever
the use of the building(s) as hospital are discontinued.
f. All other conditions proposed or helistops at hospitals should be
measured from residential uses not just residential zones.
g. The FAA has height restriction surrounding helicopter landing areas
and since these regulations wo ld supersede locai zoning height
restrictions, the code should equire that the applicant get
two-thirds of the signatures o property owners within the area
affected by the height restric ions.
3. I propose that the above mentioned conditions also be required for
heliports or helistops at airports
Thank you for the opportunity to comme t on this study.
Sincerely,
}'��,�.'�'
Kiki Sonnen
Councilmember
KS/mb
'
� -i���
��
COI�IIrIENTS ON THE PRO OSED HELIPORT PLAN
To The Saint Paul annin Commission
June , 1989
My name is David Morris. I am a resident of Saint Paul and have for
years been following airport dispute here, in the rest of the country, an
abroad. I submit these comments in pposition to the designation of any part
of Saint Paul, including the airport as a heliport, either public or
private.
"(Helicopters) are highly visi le and potentially intrusive to a large
population" , the Twin Cities Re iona Heli ort Stud by Edwards and Kelcey,
Inc. correctly observes. Helicopter ' "noise is perceived as loud and
frightening" .
There is no question that helic pter traffic disrupts people's lives.
There is also no question that onc'e p rmission is granted for helicopter
traffic the community has little ensu ng regulatory authority. The Heliport
40 Acre Study by the Department of Pl nning and Economic Development(p. 16)
notes, "the City cannot regulate heli opter activites such as approach and
departure paths, minimum altitudes, o maximum number of operations." Indeed,
even with respect to fixed wing aircr ft, PED observes, "SAC's noise abatement
program "is an operations plan and no a re�ulation" . Moreover, sa_ys the
Edwards and Kelcey report. (2-42) , "T ere are no rotorcraft noise
standards. . . °
There is some dispute about how fast helicopter activity will grow.
The forecasts in the study are pure g esswork. As it indicates(3-3) , "There
are no historical series of either he iports or helicopter demand in the Twin
Cities area" . The FAA's 1984 methadol gy to forecast helicopter is less than
helpful. The future demand for helico ers depends on five factors:
1. Technological developments re ated primarily to the cost of the
aircraft.
2. Growing traffic congestion
3. The shift of corporate jets t downtown Airport from MSP.
4. The shift of MSP to a new loc tion 70 miles outside of the city
5. The development of new helipo ts. Large operators of helicopter
fleets say "they would fly more freque tly into the area if there were such
facilities"(2-30) •
%� _/��{l l
C��
Based on the ma 'or disru tio t at helico ters la the lack of an
local control over such fli hts a d he ossibilit of a ma 'or increase of
such lanes in the near future u li olic should be to minimize their
use. To do so we must know to wha� u es helicopters are currently put, how
essential are these uses, and what al ernatives are available to using
helicopters .
Heli o er Use
Use otal hours X Total Operations %
Commercial and Charter 210 36 13,106 22
Business and Corporate 67 17 4,563 8
Industrial 608 S 679 1
Agricultural I 327 1 9,602 16
Kedical 742 15 3,958 7
Military 11,000 18
Police 391 12 12,809 21
Government 5 .04 59 .1
Personal ' 83 .7 696 1
Training 30 .2 353 .6
Mosquito Control 00 3 3,200 5
How would we rank these operatio s in terms of necessity? Certainly
medical uses would have the highest pr'ority. Moreover, the only substitute
for helicopters would be ambulances wi h sirens, an equal noise problem. Yet
medical uses represent a very modest p oportion of overall uses.
Police use is much more exten�siv and is probably also essential.
Other essential uses may be mosquito c ntrol.
Most other uses range from quest onable to highly questionable.
�lilitary use represents 75 percent of 11 flights from the downtown Saint
Paul airport, for example, and illustr tes not only the ootential for noise
reduction but also the inability of th local community to influence either
the Metropolitan Airport Commission or the military itself on this issue.
In 1984 the Saint Paul City Coun il , recognizing the severe noise
problem represented by military hel�.co ters, passed a resolution, urging the
Metropolitan Airports Commission to ad pt the St. Paul downtown airport
operations plan as the operations poli y for this airport and to "rigorously
monitor applications of the noise abat ment program contained therein" . The
resolution also demanded that MAC "ini iate discussions among controlling
agencies to address the possibility of reassigning military helicopters to
another site" .
In 1988 the City Council enacted another resolution, noting that
"little progress has been made" in ear ing out is 1984 directive.
unresponsivenessand is a particularly ifficult situation.
���-��ry'
A letter dated October 11, 198 , signed by Mayor Latimer, Council
President Scheibel and Councillor Di nd concluded, "An airport located at
the heart of an urban community is no an appropriate location for helicopter
operations" and reiterated, "It is he position of the City. . . that the
immediate proximity of residential ne ghborhoods to the airport makes it an
inappropriate site for helicopter ope ations".
`rJhat has been the militarv's re ponse to these concerns? The Armv plans
�o upgrade its helicopter fleet and f recasts a 10-20 percent increase in
helicopter operations. '�Then Gerald W Wildes, Chairperson of Downtown
9irport Advisory Council(DAAC) , wrote a letter on November 18, 1988 to
Wilbert W. Sorenson, Commanding Co1on 1 of US Army, complaining about his
recent proposal to activate an attack helicopter battalion at Holman Field,
Gary E. Schmidt, Manager of Reliever irports, in an apologetic 1989 letter
to Sorenson made clear that DAAC, and the City Council, have no influence on
MAC. Concerning Wildes's letter, whi h was written with the full agreement
of DAAC members and in his capacity a Chairperson of DAAC, Schmidt declared,
"This letter should be taken as a pri te citizen's onin on an issue of which
he has interest. " Schmidt goes on, " though the letter was typed on
Commission letterhead, it was done so ithout authorization and in no way
should be construed to reflect the pos'tion or opinion of the Metropolitan
Airports Commission. The Commission. . .from an operation standpoint, has no
objections to their(military) location there(Holman Field)" . Furthermore,
with respect to the City Council's 198 resolution, Schmidt insisted, "No
timetable for relocation nor any speci ic agreement that relocation will take
place has ever been entered into".
It is intriguing to note how the military reacts to communities that
more effectively protest helicopter no se. In April 1989 the Washin�ton Post
noted recent protests by Germans about US military flights. Using human
rights laws the communities have pers ded courts that excessive military
activity is an invasion of their right to a quality environment and life
style. A local court in Weisbaden enj ined the US Army from building the
facilities it needs to move a new Apac e helicopter unit to the nearby
military base. The military response? "The U.S. military increasingly is
turning to high technology simulatians , the Post observes, "to train pilots
and tankers in an effort to reduce mil'tary flights. . . "
Corporate use is the largest sin e category of f�ights from the Study
area, representing 30 percent of all fl'ghts if we include military use,
almost 40 percent if we exclude milita flights, and possibly 50 percent if
we use as our criterion hours flown. Th study concludes that most growth
will be for corporations. For example, JR Copters' Roger Sheenan "sees a big
potential in the corporate market. The e are 17 Fortune 500 companies plus
19 non-industrial Fortune 500 companies None of these companies are using
helicopters. . ."
Astonishingly, the report does no detail what these corporate uses
are, how crucial they are, and what �ub titutes are available. This is a
critical oversight. If corporate st�ff are using helicopters to shave a few
minutes driving time at the expense �f isrupting the lives of hundreds, even
thousands of people it does appear a ne essary use. Moreover, with personal
fax machine and cellular phones the aom any car is an extension of the office
so the trip to the sirport can no longe be viewed as a time of lost
3
�������
productivity.
The Planning Commission at gres nt seems to have embraced a
Neighborhood Committee recommendatio that no heliports be designated in
Saint Paul, including the Downtown Ai port. But in the zoning regulations
intended to enact this recommendatio it appears that private and public
heliports would be allowed at the Do town Airport and that at least one
other area in Saint Paul that is pres ntly industriallv zoned and has no
airport would be zoned for heliports.
The Planning Commission should e firm that helicopters should not be
encouraged, that the vast majority of current uses are unnecessary, and that
until the users of the downtown Airpo t are willing to abide by
restrictions(e.g. flight path designa ions, curfews) that no further enabling
regulations will be endorsed.
But city action should not stop with this policy. The issue of
helicopter noise is only a subset pf he larger issue related to the downtown
airport. It is only because of the s vere economic recession of the early
1980s that airport activity growth in the Airport has not achieved previous
estimates. Yet since 1982 airport ac ivity has actually grown faster than
previously predicted, and we can expe t if present trends continue a
potential doubling of airport useage n the next 10-15 years. Since it is
now clear that airport operators will not follow voluntary plans relating to
flight paths, that the military, the argest user of the downtown airport's
facilities with respect to helicopter , is indifferent to citizen complaints,
and that MAC is not only unwilling to enforce its own noise control standards
but is actively contemptuous of ci�iz participation, the City Council must
take steps beyond its recurrent pleas to MAC and the military to listen.
The Planning Commission should ' ediately proceed with a study to
analyze how many of the existing he,li pter uses could be reduced(e.g. by
pooling the highway traffic reports f m local media, or by substituting car
travel for helicopter travel by corpo te staff, etc. ) . Such a study is
essential if we are ever going to see real solutions to airport noise rather
than merely try to distribute the nois over wider areas, as is the present
policy. Finally, the Planning Commissi n should develop recommendations for
city actions in light of the continui refusal by users and regulatory
bodies to deal with citizen concerns.
i
� C?��- ��/ 9
WEST
SIDE
CITIZENS
ORGANI��ATIO►N
209 West Page, St. Paul, MN S510T 292-8�20
Ta: St. Paul Flanning Commissi�,n
Depertment of Planning end',Ec nomic Dea�eiopment
St. Paul City Council Members
Mayor George Latimer '
Representative Sar�dr� Pepp�s
Con�ressman Bruce Vento
From: Bridget Martir�, President �
Re: Helicopter �ctivity at Holmen F eld
Date: June 6, 1989
Enclose�l is the official position af the �dest Side Citizens Qrganization
tDistrict 3 Planning Council) concernin helicopters at Halman Field. �Ne
urge thbt this stetement, along with t se of other neighborhoad groups, be
given strong consideration in the de�ib rations of the Plsnning Commission
and other groups es they develop reguls ions related to helicopter activity.
i
�
�G��_l�r�
May 31, 1'?�'�
IM VIE1�!OF THE FOLLQ1rYING COFJSIDERaT10 S RELATED TO HOLMAN FtELD AND ITS PQTENTIAL
USE AS A HELIPORT/HELtSTOP:
•L�acal regulatnry rontrol over lights is limited, �vhich inclur�es
restriction af operetian � n�am �r of �rriuels and d�partures, flight p�ths
aver residential areas, and low eltitude flying over residential are�s
�fter teke-affs and befare l�an ings;
•The shift of al) corpor�te avi tion to the St. Paul Downtown Airpart;
sThe uncertainty c�f future heli opter activity, including tt�e potentiai
for a major increese in traffic
•Qne thousand feet between th heliport/helistop and residentially zoned
property is inadequ�te and do� nat take inta consideration the
tyGogrephy of the area, sucM- a blufts;
sFeilure of the St. Paul City C uncil ta follow through on a 1984
resolution to initiate discussi ns amang controlling agencies to address
the possibility nf reassiqning t�e two military helicapter operations �t
the St. Paul Downtown Airport to another site;
• Lack of ngoraus monitaring y the Metropolitan Airports Commis�ian
concerning application of tMe oise Abatement Program according to the
1984 �t. Paul City Council Res lution, while users at the St. P�ul
Dov�fnta��n A�rport do not ��rolu tnrily follow plans in the Noise Abetement
F'r��gr�m related to fiight path , altitudes $nd naise;
•General lack of respons� by t e Metropolitan �ouncil, St. Paul Pl�nning
Commissian and its Neighb�rh od Committee, and the City Planning and
Ecanomic Development Dep�rt ent to address citizen concerns;
•
THE �EST SIDE CITiZE�IS ORGANIZATION DISTRICT 3 PLANNING CAUNCiI OF THE CITY ST.
PAUL, MINh1ESOTA, RECOMMENDS:
1. The St. Paul Downtown Air ort not be designated as e public or
privete heliport or helistop�;
2. A cep be placed on all e�tist'ng helicopter operations et the St. Peul
Downtown Airport;
: ,
��,����`
3. The St. Paul City Cvuncii re� irm it$ previaus position that the t�ro
miiitary aperations et the St: Pa 1 Downtown Airport be relocated and
that the Metropoliten +4irports C mmission, the Minnesota Nationel
Guard, and the United Stetes Ar y Reserve be urged to work elong with
the City of St. Peul to facilitate uch reiocation.
4. The City of St. Faul e�tablish icensing parameters end zoning
provisions that give community i sues equal weight with �viation and
accessibility objective�. This in lu�es, but is not limited to, useage
limits and flight peth pattern def nitions th�t respect the surrvun0ing
environment;
S. The City of St. Paul press f�r F deral and State licensure standards
that recc,gnize loc�l conditions an develop a loc�l ardin�nce th9t
maximizes the c�pacity ior lacal ntrol;
6. Zoning regulations be based on n ardinence structure incorpar�ting
the special conditian perrr�it en�bli g the City of St. P�ul to attach
reasonable conditions to u�eage pe mits thet respect the surrounding
envi ronment.
. The �est Side Cammunity has long bee an advocate of being "good
neighbors" witt-i thE St. Paul Oc,wntown irpart and has expressed and
demonstreted this �dvocacy in �rorking with ather City of St. Paul
neighbarhoods as well; however, we st ngly oppose any recommendatian
from the Metro�►olitan Council, the St. P ul Planning Commission and its
Neighborhaod Committee, and the St. Fa 1 Planning and Economic
Developr7�ent Department concerning the St. Psul downtav�n Airpart which
does not meet the above condi ti or�s.
�
;
}
������
city Of saa�t paul
pianning commission resol tion
file number 89-50
�tE? � June 23, 1989
WHERF.aS, the City Council on September 2, 1987, adopted a resolution initiating a
40-acre study of heliports for the purp se of amending the Zoning Code; and
WHEREAS, the Neighborhood Committee of he Planning Commission reviewed and
suggested amendments and recommended a ublic hearing; and
t�JHEREAS, pursuant to Minnesota Statu�es 62.375(5) , the Planning Commission held a
public hearing on the proposed amendnren at its June 9, 1989, meeting; and
k'HEREAS, the Planning Commission has det rmined:
1. That the number of real estate descr ptions affected by the amendments renders
the obtaining of written consent i�mp actical;
2. That a survey of an area in excess� 0 40 acres has been made;
3. That a determination has been made th t the amendments to the Zoning Code
proposed are related to the overall n eds of the community� to existing land
use, and to plans for future land use and
4. That pursuant to State Statutes prcpe notice of the hearing was given in the
Pioneer Press and Dispatch on May 18� May 25, and June 1, 1989.
NOW, THEREFORE, BE IT RESOLVED, that the lanning Commission reco�ends approval of
the Zoning Code amendments attached heret in the 40-acre study proposing
regulations for heliports and directs the Planning Administrator to forward the
stud� and this resolution to the Mayor an City Council for their review and action.
mOVGV ['x/ REPKE
...,
SeCOnd�d by
in fav�or �n—
. against—
����=��'� _
city of saint paul
piar�ng commission re lution
f�e nurr�er 89-51
�te � �une ''3. I989
WHEREAS, the Land Use Plan was devel ed as a portion of the Comprehensive Plan of
the City of Saint Paul; and
GIHEREAS, a public hearing was held o June 9, 1989, at which the Planning Commission
considered the recommendation to ame d the Comprehensive Plan by adding to it the
heliport amendment. attached hereto; and
WHEREAS, prior to said hearing, a no ice of time and place and purpose of the
hearing was published in the officia newspaper of the municipality a� least ten
days prior to June 9, 1989; and
WHEREAS, at said public hearing, �he public� the Planning Division staff, and
Planning Commission members were giv n the opportunity to completely discuss and
review the heliport amendment; and
; NOW, THEREFpRE BE IT RESOLVED, that he Planning Commission for the City of Saint
Paul hereby adopts the heliport amen ent to the Land Use Plan as a segment of the
Comprehensive Plan, a copy of which s attached hereto end incorporated herein by
reference; and
BE IT FURTHER RESOLVED, that copies f this Plan be transmitted to the Mayor and the
City Council of the City of Saint P 1; and
BE IT FINALLY RESOLVED, that the Pl ing Commission recommends to the City Council
adoption of the heliport amendment the Land Use Plan as a se�ent of the
Comprehensive Plan for the City af aint Paul, subject to Metropolitan Council
review.
I�OVGU �I ZIEMAN
'�i �a'�d � HIRTE
in fav�or un�S
against-
� _�c/� 9
���
HEI�IP RT AMENDMENT
TO
I..AN USE PLAN
Policy (4.6-11) The City will lim t the location of full service heliport
facilities to the Saint Paul Downt wn Airport since the airport now
accommodates the functions of a he iport and is conveniently located near
the downtown business area, and he iport facilities may be established
there at reasonable distances f�om residential areas.
Policy (4.6-12) The City will all private helistops at hospitals in
order to allow emergency medical s ices.
Policy (4,6-13) Private heliports nd helistops will not be allowed in
the City except as allowed in posic es (4.6-11 and 4.6-12) .
�r��-i �i�
P`G1TTO„+ CITY OF S�I T PAUL
o '; OFFICE OF TH MAYOR
� un i 1�ii :
+° �c 347 CITY H LL
+s�•
SAINT PAUL, MIIN SOTA 55102
GEORGELATIMER (612) 3,98- 323
MAYOR RGCEIVGD
July io, 1989
�u� 111989
Council President James Scheibel
and Members of the City Council CITY CLERK
716 City Hall
Saint Paul, Minnesota 55102
Dear President Scheibel and Members of th City Council:
On June 23, 1989, the Planning Commission adopted a resolution recommending
amendments to the zoning code regulating eliports and helistops. The
Commission held a public hearing on the a endments on June 9, 1989. The
Commission's resolution and proposed amen ents are attached.
The Commission recommends that private or public heliports and helistops be
permitted as special condition uses in I- and I-2 districts if they are
located at an airport and their take-o�f nd landing areas are 1000 feet from
the nearest residential use. Private hel stops would also be permitted as
special condition uses if they are access ry to hospitals and their take-off
and landing areas are 200 feet from the earest residential use. Before a
heliport or helistop can be established, he owner would have to show that the
noise from helicopters using the facilit would not exceed state noise
standards.
There were several suggested regulations at the public hearing which the
Commission decided not to include in Che r recommendation. The analysis of
these suggestions is attached.
The Commission has decided to explore fu ther whether or not to remove "other
health and medical institutions" as spec al condition uses in the RM-2 and •
RM-3 residential districts. The Commiss on wants to determine what these uses
may be and whether they are appropriate ses in residential districts. If the
Commission decides an amendment is neede , they will send the amendment along
to you shortly.
The Commission also recommends amendm�ent to the Comprehensive Plan regarding
heliports and helistops. The plan amQn ent will make the Comprehensive Plan
and zoning code consistent with one ano er for heliports and helistops. The
proposed plan amendments are also attac d.
I am pleased to transmit these zoning a d plan amendments to you for your
consideration.
Very truly y urs,
.
eor Latimer
Mayo
GL:da
8 48
., ��-� �'�
city of saint paul
pianr�ng commission resolut'
file number 89-So
�tE? � June 2 3. 19_8_9
WHEREAS, the City Council on September 22, 1987, adopted a resolution initiating a
40-acre study of heliports for the purpos of amending the Zoning Code; and
WHEREAS, the Neighborhood Committee of th Planning Commission reviewed and
suggested amendments and recommended a pu lic hearing; and
WHEREAS, pursuant to Minnesota Statutes 4 2.375(5) , the Planning Commission held a
public hearing on the proposed amendmeMt t its June 9, 1989, meeting; and
WHEREAS, the Planning Commission has d�te mined:
1. That the number of real estate descri tions affected by the amendments renders
the obtaining of written consent itupr ctical;
2. That a survey of an area in excess of 40 acres has been made;
3. That a determination has been made th t the amendments to the Zoning Code
proposed are related to the overall n eds of the community, to existing land
use, and to plans for future land use and
4. That pursuant to State Statutes prope notice of the hearing was given in the
Pioneer Press and Dispatch on May 18, May 25, and June 1, 1989.
NOW, THEREFORE, BE IT RESOLVED, that the lanning Commission recommends approval of
the Zoning Code amendments attached here in the 40-acre study proposing
regulations for heliports and directs th Planning Administrator to forward the
study and this resolution to the Mayor a d City Council for their review and action.
moved by �PKE '
5e�onded by
in favor Un- �
against�
�+�+�Tf - C�Tr C�EqK
OINK - i1NANC6 GITY OF S INT PAUL Councii l?�����g
CI�N�R♦ =OCP�I�TN[N♦
�y�.Y� �MAYO1� File NO. - '/
Ord�n nce Ordinance N O. �
Prcsented By
Referred To Committee: Date
Out of Committee By Date
ZONING CODE J�ME DMENTS
An Ordinance Amending Chapter 60 of the Sai t Paul Legislative Code Pertaining
to Heliports and Nelistops
The Council of the City of Saint Paul Do�s �dain:
Section 1
That Section 60.201A of the Saint Paul Legi lative Code be amended so as to
add the following new definition thereto:
Airport. An area where fixed wing aircraft can take off and land, equipped
with hard surface landing strips, hangers, acilities for refueling and
repair, a control tower, and accommodations for cargo and passengers, and
which is owned and operated by a unit of' go ernment.
Section .
That Section b6.208H of the Saint Paul L;egi lative Code be amended so as to
add the following new definitions thereto:
Heliport. An area designed to be used f�or the landing or takeoff of
helicopters including operations facili�ie , such as maintenance, loading and
unloading, storage, fueling, or terminal! f cilities.
�
i
COUNCII, MEMBERS i
Y� N� Requested by Department of:
w�a ; Planning and Economic Development
�� (n Favor
Rcaman
sc�ee� Against BY
Soanen
�
VP�son
Form Ap ed by City Att ney
Adopfed by Council: Date
Certified Passed by Council Secretary BY
By
Approved by Mayor: Date Approved by Mayor for Submission to Council
By By
�c�=���9
Helistop. An area designed to b used for the landing or takeoff of one
helicopter, the temporary parkin of one helicopter, and other facilities as
may be required by federal and s ate regulations but not including operation
facilities such as maintenance, torage, fueling, or terminal facilities.
Heliport or helistop, private. heliport or helistop not open to the general
public and requiring prior pezmi sion of the owner or operator to land.
Heliport or helistop, public. A eliport or helistop open to use by any
helicopter.
Hospital. An institution, licen d by the State Department of Health,
providing primary health service and medical or surgical care to persons,
primarily inpatients, suffering om illness, disease, in�ury, deformity and
other abnormal physical or me�ta conditions, and including as an integral
part of the institution, related acilities such as laboratories, outpatient
facilities or training facilities.
Section 3.
That Section 60.453 of the Saint aul Legislative Code be amended so as to add
the following new subdivision (5) thereto, to renumber present subdivision (5)
to be subdivision (6) , and to hav new subdivision (6) read as follows:
(5) Private helistop for emerge cy medical services which is accessory to a
hospital, subject to the fo lowing conditions:
(a) The helistop shall be located at least two hundred (200) radial
feet from any residen ially used property, measured in a straight
line from the closest point of the takeoff and landing area to the
closest property line of the residentially used property.
(b) The applicant shall p rform a noise analysis to determine whether
upon establishment of the helistop the Noise Pollution Control
Rules, Chapter 7010, f the Minnesota Pollution Control Agency
would immediately be iolated. If the analysis shows that the
rules would be violat d, the applicant shall take measures to
prevent the potential violation before the helistop is
established.
(c) The helistop shall be constructed, operated, and maintained in
accordance with th� r les and regulations of the Federal Aviation
Administration (FAA) nd State of Minnesota. Documentation that
the FAA and State hav approved the helistop shall be included
with the application.
(d) A site plan of the pr posed facility and an area map showing the
distance between the roposed takeoff and landing area and the
nearest residential p operty shall be provided to the Planning
Commission.
(6) Accessory buildings, struct res and uses et�s�effia���y-�ae��ea�-�e-aay
e€-�ke-$beee-�e��►���e�-t�ses s defined in Section 60.201.
�i��-/���
" Section 4.
That Section 60.463 of the Saint Paul Leg slative Code be amended so as to add
the following new subdivision (5) thereto, to renumber present subdivision (5)
to be subdivision (6) , and to have new s division (6) read as follows:
(5) Private helistop for emergency med' al services which is accessory to a
hospital, subject to the condition set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Residenti 1 District in Section 60.453,
principal uses permitted subjecC t special condition.
(6) Accessory buildings, structures 'an uses ens�e�aF��y-#ae�dea�-�e-aay
e€-�t�e-abeve-�e�f��ed-t�ses as e d in ect o 60.201.
Sectio 5.
That Section 60.544 of the Saint Paul Le islative Code be amended so as to add
the following new subdivision (20) there o and renumber present subdivision
(20) to be subdivision (21) :
(20) Private helistop for emergency me ical services which is accessory to a
hospital, sub,ject to the conditio s set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resident al District in Section 60.453,
principal uses permitted subjeCt o special condition.
(21) Accessory buildings, structure� a d uses as defined in Section 60.201.
Secti n 6.
That Section 60.554 of the Saint Paul gislative Code be amended so as to add
the following new subdivisions (11) an (12) thereto:
(11) Private helistop for emergency m ical services which is accessory to a
hospital, subject to the condi;ti s set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Residen ial District in Section 60.453,
principal uses permitted subject to special condition.
(12) Accessory buildings, structures nd uses as defined in Section 60.201.
Sect on 7.
That Section 60.563 of the Saint Paul gislative Code be amended so as to add
the following new subdivisions (11) a (12) thereto:
(11 Private helistop for emergency dical services which are accessory to a
hospital, sub�ect to the condit ns set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resi,de tial District in Section 60.453,
principal uses permitted subj'ec to special condition.
(12) Accessory buildings, structu�es and uses as defined in Section 60.201.
�l�-����
� Sec ion 8.
That Section 60.614, subdivision (2) f the Saint Paul Legislative Code is
hereby amended to read as follows:
(2) Airports. g��va�e-axd-ee�e�e� �;-�ae�t�d��►g-l�e��ge��s
aR�-ke�ipa�s-ax�-e��ie�-a��e��€� �aad-€�e��s;-�xaways;
€�ig��-s���ps;-agd-€�yi�g-sel�ee s;-�ege�ke�-W��k-kaaga�s;
�e��sa�-bt���diags;-and-atsx���a -€ae��#.�fes-st���ee�-Ee
�ke-�eqt���e�ea�s-se�-€e��k-� -� -"geae�a�-g�ev�s�eas:"
�I
Siec on 9.
That Section 60.614 of the Saint Paul egislative Code be amended so as to add
the following new subdivision (8) ther to, to renumber present subdivision (8)
to be subdivision (9) , and to have new subdivision (9) read as follows:
(8) Heliports and helistops, publ�c nd private, located at an airport
sub�ect to the following cond�ti ns:
(a) The heliport and helistop hall be located at least one thousand
(1,000) radial feet from a y residentially used property, measured
in a straight line from th closest point of the takeoff and
landing area to the proper y line of the closest residentially
used property.
(b) The applicant shall per£o a noise analysis to determine whether
upon establishment of the eliport or helistop the Noise Pollution
Control Rules, Chapter 701 , of the Minnesota Pollution Control
Agency would immediatel}r b violated. If the analysis shows that
the rules would be violate , the applicant shall take measures to
prevent the potential v$ol tion before the heliport or helistop is
established.
(c) The heliport or helistop s all be constructed, operated, and
maintained in accordanc� w'th the rules and regulations of the
Federal Aviation Administtr tion (FAA) and State of Minnesota.
Documentation that the P'AA and State have approved the heliport or
helistop shall be included ith the application.
(d) A site plan of the propase facility and an area map showing the
distance between the prapo d take-off and landing area and the
nearest residential proper shall be provided to the Commission.
(9) Accessory buildings, structureis d uses e�s�effia���y-�r�e�dea�-�e-aAy
e€-�ke-abeve-ge����ed-t�ses as de ined in Section 60 201.
�
Se�ti n 10.
That Section 60.622, subdivision (1)lof the Saint Paul Legislative Code is
hereby amended to read as follows:
,
���-��r9
(1) Any uses permitted in the I-1 District as
"principal uses pe mitted" and "principal uses
permitted subject o special conditions," except
for adult bookstor s, adult cabarets, adult
conversation/rap p rlors, adult health�/sport
clubs, adult ma�sa e parlors, adult mini-motion
picture theatres, dult motion picture theatres,
adult steam room/b thhouse facilities and other
adult uses a d ir o an ublic an 'vate
hel orts and h 1 . tODS; provided, that they
meet at least the inimum conditions imposed in
each district.
Sec ion 11.
That Section 60.624 of the Saint Pau Legislative Code be amended so as to add
the following new subdivisions (13) , (14) , (15) , and (16) thereto:
(13) Private helistop for emergency medical services which is accessory to a
hospital, subject to the condi ions set forth for RM-2 Medium Density,
Low Rise Multiple-Family Resid ntial District in Section 60.453,
principal uses permitted sub�e t to special condition.
(14) Airport.
(15) Public and private heliports a d helistops located at an sirport,
subject to the conditions set orth for I-1 Industrial Districts in
Section 60.614, principal uses ermitted subject to special conditions.
(16) Accessory buildings, structure and uses as defined in Section 60.201.
�ec ion 12.
That Section 60.773 subdivision (4) the Saint Paul Legislative Code is
hereby amended to read as follows:
E4� A��pe��s;-g��va�e- d-es�e�e�a�;-iae�t���ag
ke��.pe��s-aad-ke��p ds;-aad-e�l;e�-a��e�a€�
�aad�ag-€#e�ds;-�t� ays;-€��gk�-s���gs-aa�
€�y�ag-sel�ee�s;-�e �l�e�-sr#�1�-kasga�s;
�e�ffi}aa�-bx��d�A;gs- 8�-a�x��3aiy-€ae�}i��es
sxb�ee�-�e-�ke-��eq �ea�ex�s-se�-€e��k-ia
�ke-'-'6eae�s�-P�ev#s'exs:='
'
I
w'H�TE - C�rv C�Er+K
OINK � i1N�N�E COU(1CII
�•�.�. -^OEV�NTMENT G I T Y O P' A I N T PA U L
•LUE �- -�r�rOA Fi1e N0. ����y�
Ord nance Ordinance NO.
Presencea By
Referred To Committee: Date
Out of Committee By Date
(4) Private helisto for emer en medical services which is accessor
to a hos ital subject to �th conditions set forth for RM-2 Medium
Dens t Low-R�se Mu t e�Fa i Res ent a D st ri ct n Secti on
60.453 �inci a uses e t e su ect to s ec�a con t on.
Secti!on 13.
This ordinance shall take effect and b� i force thirty days from and after
its passage, approval , and publication,
,
COUNCII, MEMBERS
Yeas Nays Requested by Department of:
am°°d Planning and Economic Development
�� In Favor
coswia
RetOman
�� Against BY
Sonnen
V1�son
Adopted by Council: Date , Form Ap r ved by City ttome
Certified Passed by Council Secretary BY
i
I
By
Approved hy Mayor: Date Approv by Mayor for Submission to Council
By BY
„e��.t, o,• �l-�= ���9
�o, ��r CITY OF SAINT PAUL
� ” DEPARTMENT F PLANNING AND ECONOMIC DEVELOPMENT
� ==��ii"° �
�� �o DIVISION OF PLANNING
25 West Fou�tFi Street,Saint Paul,Minnesota 55102
,.••
612-22&3270
GEORGE UTIMER
MAYOR
DATE: June 16, 1989
T0: Planning Commission
FROM: Roger Ryan �/\/
��;�
SUBJECT: Heliport Zoning Amendment
I
After reviewing the testimony of t1�e une 9, 1989, public hearing, staff
recommends the following changes.
1. A definition of airport has been dded. This will help distinguish
among airport, heliport, and heli top.
The effect of the definition i$ t identify Downtown Airport as a
permitted special condition us�. It is undesirable that any more of
the City's land be used for an ad itional airport. In the highly
unlikely event that an additional airport would be established in the
future in the City, it would have to be publicly owned and operated
for a public purpose.
2. The definition of helistop has be n changed by removing tie-down space
and adding temporary parking spac . The temporary parking space will
provide an area to place a helico ter which has just brought a patient
to a hospital if another helicopt r arrives at the hospital and wants
to land.
Several people suggested a maxim size for helistops. However, since
the size of the landing and take f area of a helistop varies with the
length of the helicopter usin� a eliport, a standard maximum size
cannot be determined. The propo ed definition does limit helistops to
one landing and takeoff area.
3. A definition of hospital has bee added. It will help differentiate
hospitals, from other medical fa ilities, such as nursing homes and
ambulatory care facilities. The state licenses each of these
facilities.
.
����l
� ` Planning Commission
June 16, 1989
Page �o
4. The sections permitting helisto�s t hospitals have been changed from
"private helistops at the site of hospital" to "private helistop for
emergency medical services which i accessory to a hospital." This
will clearly indicate that the he 'stop must be used for the purpose
of emergency medical services and hat the helistop must be accessory
to a hospital. If the hospital, u ceases, then the accessory use
must also cease.
5. The spacing requirement between h spital helistops and residential has
been changed so that the minimi,wn istance is measured between the
helistop and the closest resid�nt ally used property. The distance
was proposed to be measured from esidentially zoned property lines.
The existing helistops at United nd Saint Paul-Ramsey Hospitals
conform to this change, Midway Ho pital would require a variance if it
wishes in the future to establish a heliport, and a proposed helistop
at Saint Joseph's Hospital would ave to be 200 feet from the
residential uses at Saint Peter a d Tenth.
6. In the sections requiring a noise analysis before a heliport or a
helistop is established, "mitiga " has been changed to "prevent."
This will more clearly show that he noise pollution rules must be met
before the heliport or helistap s established.
I.
Below are changes suggested at the p blic hearing which staff recommends
not be made. Staff analysis of the uggestion follows each suggestion.
1. Pedestrian and vehicle access ne ds to be controlled and the
landing/takeoff area needs to be specified.
The proposed ordinance requires elistops and heliports to be
constructed, operated, maintaine , and approved by the State. The
State Aeronautics Division regul tes minimum landing and takeoff
areas, touchdown areas, periphe 1 areas, and safety barriers.
Consequently, the State will re late access and landing takeoff
areas.
2. Surfacing to control dust and 1 ghting mitigation should be required.
These design items can be taken care of during the site plan review
process.
3. A map showing flight obstructio s should be required. A consent
petition for establishing a hel port or helistop should be required
because the FAA has height rest ictions surrounding helicopter landing
areas.
Neither the FAA or State reg�ul e building heights in flight paths of
heliports or helistops. Bot�h entify buildings or towers which are
obstructions in flight paths a have lights placed on them as a
warning to aircraft.
� ��-j�-/�/9
, � Planning Commission
June 16, 1989
Page Three
4. A detailed contour map showing sur ce noise from the helicopters
using heliports would be required order to see if the Minnesota
Noise Pollution Control Rules woul be violated.
The Noise Pollution Control Rules pecify the methodology of ineasuring
noise, including measurement locat on, equipment used to measure
noise, and measurement procedures nd documentation. These are the
procedures which will have to be f llowed in the required noise
analysis.
5. The Downtown Airport should not be designated a public or private
helistop or heliport. A cap shoul be placed on existing helicopter
operations at Downtown Airport, an flight path patterns should be
regulated.
The Planning Commission has recomm nded that the Metropolitan Council
not designate Downtown Airport in he Council's Aviation Systems Plan
as a public helistop or heliport.
The City cannot put a cap on the ber of helicopter operations or
flight paths. The FAA has author' y to regulate these matters.
6. Since Downtown Airport is the onl airport in the City and is in an
I-1 district, airports should onl be allowed in I-1 districts.
Allowing airports in I-2 district is consistent with the zoning code
format which allows all the uses n less restrictive districts (I-1)
in more restrictive districts (I- ) .
The southern tip of Downtown Airp rt is also zoned I-2.
7. The spacing between residential p operty and helistops and heliports
should be increased.
Staff believes that Downtown Airp rt is the best location for heliport
facilities in the City. The Air rt is in the largest non-residential
area in the City (near the river, downtown, and industrial area) and
consequently has more potential on-disruptive paths to a heliport.
The Airport is the safest locati n: it has a control tower with
personnel to guide helicopters i and out of a heliport; it has a
specially trained crash-fire fir fighting crew stationed at a nearby
City fire station; and it has a ighting system for night flights.
The 1,000 foot spacing requireme t for heliports will provide a buffer
spacing of about one and one-�al blocks between heliports and
residential. The main effect of this requirement will be to prevent
heliport landing and takeoff �re s from locating at Downtown Airport's
building expansion sites which a e closest to residential areas. It
will allow new heliport faciliti s at the building expansion sites
��f��l'��l
_ � Planning Commission
June 16, 1989
Page Four
which are along the new ru�nw . (See map. ) Staff believes that since
the airport will be the on;ly lace in the City where heliports will be
permitted to locate, there sh uld be some areas at the airport where
new heliports may be built'. e 1,000 foot spacing requirement will
keep heliports away from t}►e earest residential areas yet allow new
heliport facilities at much o the airport's expansion sites.
The 200 foot spacing requi�em nt for helistops will prevent helistops
from locating adjacent to es dential uses. The 200 foot spacing
should be a sufficient buf�er for the infrequent emergency medical
trips to hospitals. �
RR:rm I
Attachments
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',�,,,�;►,;,, UITY OF S INT PAUL
���� ��� OFFICE OF TH CITY COUNCIL
KIK( SONNEN
Councilmember
MOLLY O'ROURKE June 9, 1989
L,egielitive Aide
James Christenson, Chair
St. Paul Planning Commission
St. Paul , Minnesota 55102
Dear Mr. Christenson and Members of t e Planning Commission:
Over the past year we have all spent considerable amount of time studying
the Condor Corporation's request for heliport in the Midway, the
Metropolitan Council 's feasibility st dy for heliports and, now, the current
zoning code amendments. Your extensi e review of these complicated issues is
greatly appreciated.
I must express my grave concerns abou allowing any heliports or helistops in
the city until the FAA or the Congres gives local authorities the right to
regulate flight paths, number of flig ts, hours of operation, and the height
of flights over residential neighborh ods. The municipalities' traditional
rights and authority of zoning matte should reflect our new age, new
technologies and trends. Cities need the right to regulate and enforce use of
air space (and underground space) . are entering the 1990's and limiting
zoning powers to surface land use onl puts us back into the 1950's.
If the commission still feels it nee to proceed with land use zoning only,
there are some suggestions for additi nal amendments which would strengthen
and clarify the zoning code:
1. The definition of airports contai ed in Section 60.b14, subdivision 2,
should be retained, so we can di ferentiate between airports, heliports
and helistops.
2. Helistops at hospitals should ha the following conditions:
a. Pedestrian and vehicular acc ss need to be restricted and controlled
in the helicopter land/take ff area.
�
b. The land/take off area shoul be double the size of the largest
helicopter authorized by the FAA to use the site.
c. The landing/take off area sh uld be surfaced with an appropriate
material to control dust dis ersion, and noise and lighting
mitigation at the site shoul be required.
d. A map illustrating all fl�'gh obstructions within 3,000 feet of the
landing/take off should b r quired. A detailed noise contour map
should also be required, �ho ing surface noise levels in dba's from
all types of helicopters �ut orized by the FAA to use the heliport and
I
CTTY HALL SEVENTH FLOOR ' SAINT PAUL,MINNESOTA SS 102 612/298-5378
I 5 46
_ �� �����
COA4iENTS ON THE PRO OSED HELIPORT PLAN
To The Saint Pa�ul lannin Commission
Jun 4, 1989
My name is David Morris. I m a resident of Saint Paul and have for
years been following airport dispu es here, in the rest of the country, an
abroad. I submit these comments i opposition to the designation of any part
of Saint Paul, including the airpo t, as a heliport, either public or
private.
"(Helicopters) are highly vi ible and potentially intrusive to a large
population" , the Twin Cities Re i 1 Heli ort Stud by Edwards and Kelcey,
Inc. correctly observes. Heliaop rs' "noise is perceived as loud and
frightening" .
There is no question tha� h licopter traffic disrupts people's lives.
There is also no question that on e permission is granted for helicopter
traffic the community has little nsuing regulatory authority. The Heliport
40 Acre Study by the Department o Planning and Economic Development(p. 16)
notes, "the City cannot regulate elicopter activites such as approach and
departure paths, minimum altitude , or maximum number of operations." Indeed,
even with respect to fixed wing a rcraft, PED observes, MAC's noise abatement
program "is an operations plan a not a re�ulation". Moreover, says the
Edwards and Kelcey report, (2-42) , "There are no rotorcraft noise
standards. . . "
There is some dispute abou how fast helicopter activity will grow.
The forecasts in the study are p re guesswork. As it indicates(3-3) , "There
are no historical series of ei�th r heliports or helicopter demand in the T�ain
Cities area". The FAA's 1984 me hodology to forecast helicopter is less than
helpful. The future demand fo�C h licopters depends on five factors:
1. Technological developme ts related primarily to the cost of the
sircraft.
2. Growing traffic congsst on
3. The shift of corporate 'ets to downtown Airport from MSP.
4. The shift of MSP to a w location 70 miles outside of the city
5. The development of new eliports. Large operators of helicopter
fleets say "they would fly mqre requently into the area if there were such
facilities"(2-30) �
1
. C��1-����I
Based on the ma 'or disru tion hat helico ters la the lack of an
local control over such fli hts �nd the ossibilit of a ma 'or increase of
such lanes in the near future bl c olic should be to minimize their
use. To do so we must know to what ses helicopters are currently put, how
essential are these uses, and what a ternatives are available to using
helicopters.
HeYic ter Use
Use Total hours X Total Operations X
13 106
22
Commercial and Charter 4210 36 ,
Business and Corporate I 2067 17 4,563 8
Industrial 608 5 679 1
Agricultural � 1327 1 9,602 16
Medical 1742 15 3,958 7
Military 11,000 18
Police 1391 12 12,809 21
Government 5 .04 59 .1
Personal 83 .7 696 1
Training 30 .2 353 .6
Mosquito Control 400 3 3,200 5
How would we rank these bpe ations in terms of necessity? Certainly
medical uses would have the hiJghe t priority. Moreover, the only substitute
for helicopters would be ambuljanc s with sirens, an equal noise problem. Yet
medical uses represent a veryjmo est proportion of overall uses.
Police use is much morejex ensive and is probably also essential.
Other essential uses may be mpsq ito control.
Most other uses range f,�om questionable to highly questionable.
Military use represents 75 pelrce t of all flights from the downtown Saint
Paul airport, for example, an,�d ' lustrates not only the potential for noise
reduction but also the inabiliit of the local community to influence either
the Metropolitan Airport Comnlis ion or the military itself on this issue.
In 1984 the Saint PauliCi y Council, recognizing the severe noise
problem represented by milit�ry helicopters, passed a resolution, urging the
Metropolitan Airports Commis�sio to adopt the St. Paul downtown sirport
operations plan as the opera�'tio s policy for this airport and to "rigorously
monitor applications of theino'se abatement program contained therein" . The
resolution also demanded thait C "initiate discussions among controlling
agencies to address the pos�ib lity of reassigning military helicopters to
another site".
In 1988 the City Council enacted another resolution, noting that
"little progress has been made in carrying out is 1984 directive.
unresponsivenessand is a pa,rt' ularly difficult situation.
2
� ���r_i�/9
• A letter dated October 11 , 19 8, signed by Mayor Latimer, Council
President Scheibel and Councillo� D mond concluded, "An airport located at
the heart of an urban community is ot an appropriate location for helicopter
operations" and reiterated, "It i the position of the City. . . that the
immediate proximity of residenti�l eighborhoods to the airport makes it an
inappropriate site for helicoptex o erations" .
What has been the militaryj's esponse to these concerns? The Army plans
to upgrade its helicopter fleet ;an forecasts a 10-20 percent increase in
helicopter operations. When Ge�al W. Wildes, Chairperson of Downtown
Airport Advisory Council(DAAC) „wr te a letter on November 18, 1988 to
Wilbert W. Sorenson, Commanding �Co onel of US Army, complaining about his
recent proposal to activate an �tt ck helicopter battalion at Holman Field,
Gary E. Schmidt, Manager of Rel�ev r Airports, in an apologetic 1989 letter
to Sorenson made clear that DAA�, nd the City Council, have no influence on
MAC. Concerning Wildes's letter, hich was written with the full agreement
of DAAC members and in his capacit as Chairperson of DAAC, Schmidt declared,
"This letter should be taken as; a rivate citizen's onin on an issue of which
he has interest." Schmidt goes; o , "Although the letter was typed on
Commission letterhead, it was dbne so without authorization and in no way
should be construed to reflect �th position or opinion of the Metropolitan
Airports Commission. The Commi,ss'on. . .from an operation standpoint, has no
objections to their(military) ]�'oc tion there(Holman Field)". Furthermore,
with respect to the City Counc 1' 1984 resolution, Schmidt insisted, "No
timetable for relocation nor a�y pecific agreement that relocation will take
place has ever been entered in1�o"
It is intriguing to notelho the military reacts to communities that
more effectively protest helic�pt r noise. In April 1989 the Washint�ton Post
noted recent protests by Germai�s bout US military flights. Using human
rights laws the communities haive ersuaded courts that excessive military
activity is an invasion of the;ir ights to a quality environment and life
style. A local court in Weisblad enjoined the US Army from building the
facilities it needs to move a ;ne Apache helicopter unit to the nearby
military base. The military �'es onse? "The U.S. military increasingly is
turning to high technology sin�ul tions", the Post observes, "to train pilots
and tankers in an effort to r�du e military flights. . . "
I
Corporate use is the la�ge t single category of flights from the Study
area, representing 30 percent; of all flights if we include military use,
almost 40 percent if we exclu�ie ilitary flights, and possibly 50 percent if
we use as our criterion hours; fl wn. The study concludes that most growth
will be for corporations. Fojr e ample, JR Copters' Roger Sheenan "sees a big
potential in the corporate ma�ke . There are 17 Fortune 500 companies plus
19 non-industrial Fortune 500,� c panies. None of these companies are using
helicopters. . ."
Astonishingly, the repdrt does not detail what these corporate uses
are, how crucial they are, a�id hat substitutes are available. This is a
critical oversight. If corpora e staff are using helicopters to shave a few
minutes driving time at the �xp nse of disrupting the lives of hundreds, even
thousands of people it does �pp ar a necessary use. Moreover, with personal
fax machine and cellular phones the company car is an extension of the office
so the trip to the airport can o longer be viewed as a time of lost
3
. �r�� ,�,�
productivity.
The Planning Commission at pre ent seems to have embraced a
Neighborhood Committee recommendatio that no heliports be designated in
Saint Paul, including the Downtown A rport. But in the zoning regulations
intended to enact this recommendati it appears that private and public
heliports would be allowed at the D town Airport and that at least one
other area in Saint Paul that is pr sently industrially zoned and has no
airport would be zoned for heliport .
The Planning Commission shoul be firm that helicopters should not be
encouraged, that the vast majority f current uses are unnecessary, and that
until the users of the downtown �Air ort are willing to abide by
restrictions(e.g. flight path delsi ations, curfews) that no further enabling
regulations will be endorsed.
But city action should no$ s op with this policy. The issue of
helicopter noise is only a subs�t f the larger issue related to the downtown
airport. It is only because of th severe economic recession of the early
1980s that airport activity growth in the Airport has not achieved previous
estimates. Yet since 1982 airpbrt activity has actually grown faster than
previously predicted, and we can pect if present trends continue a
potential doubling of airport use ge in the next 10-15 years. Since it is
now clear that airport operato�s ill not follow voluntary plans relating to
flight paths, that the military, he largest user of the downtown airport's
facilities with respect to helico ters, is indifferent to citizen complaints,
and that MAC is not only unwillin to enforce its own noise control standards
but is actively contemptuous of c tizen participation, the City Council must
take steps beyond its recurrer�'t eas to MAC and the military to listen.
The Planning Commission sh uld immediately proceed with a study to
analyze how many of the existing helicopter uses could be reduced(e.g. by
pooling the highway traffic repo ts from local media, or by substituting car
travel for helicopter travel by orporate staff, etc. ) . Such a study is
essential if we are ever going t seek real solutions to sirport noise rather
than merely try to distribute t noise over wider areas, as is the present
policy. Finally, the Planning C ission should develop recommendations for
city actions in light of the co tinuing refusal by users and regulatory
bodies to deal with citizen con erns.
4
� �,��"iy�9
. WEST
SIDE
CI'TIZENS
ORG TIO�t
209 West Page, St. Paul, MN SS10? 292-8(�20
To: St. Paul Planning Cammissijan
Department of Planning an� E nomic Development
St. Peul Ci ty Counci 1 Memb�rs
Msyor George Latimer �
Representative Sandre Papba
Congressman 6ruce Vento '
From: Bridget Martin, President � �
Re: Helicopter activity at H�ir�a Field
Date: June 6, 1989 �
i
Enclosed i5 trie officisl positiorrl of the West Side Citizens Organization
tDistrict 3 Plamm�g Council) co�ce ing helicopters at Holman Field. �lE
urge th�t this stetement, elong ;�wi h those of other neighborhood graups, be
given strong consideration in tt�'e d liberations of the P18nning Gommissian
and other groups as they develop r gulations related to helicopter activity.
.
.
� i �
.� �d��.y����9
. . , -
M�y 31, 1989
IM VIEW Of THE FOLLOWING CONSIDERATIqNS ELATED TO HOLt�N FIELD�ND iTS RQTENTIAL
USE AS A HELIPORT/HELISTOP:
•Loc�l regulatory control oae� fl ghts is limited, which includes
restriction af operation & numbe of arrivals and departures, flight paths
over residential areas, and low a titude flying over residential arees
after teke-offs and before lar�di gs;
•The shift of ell corpor�te avia �on to the St. Paul Downtown Airport;
•The uncertsinty of tuture h�li pter �ctivity, including the potential
for � m�jar increese in traffhc;
•One thousand feet b�tween th heliport/hetistop and resid�ntiatly zoned
property is inadequ�te end does not take into consideration the
typography of the area, such'es bluffs;
•Failure af the St. Paul City Co ncil to follow through on a 1984
resolution to initiete discu�si ns among controlling agencies to address
the possibility of reassi�nin� he two military helicopter operations at
the St. Peul Downtown Airpprt to enother site;
• Lack of rigarous moni tarijng y the Metrapol i tan Ai rparts Commi ssi on
cvncerning applic�tian Qf the oise Abetement Program eccording to the
1984 St. Paul City Council Re olution, while users at the St. Paul
Downtown �4irport do not vblu t�rily foilow pl�ns in the Noise Abstement
Pragrsm related to flight p�t s, altitudes and noise;
� •General lack of respanse by he Metropoliten Council, St. Paul Plenning
Commissian and its �leighba ood Committee, and the City Planning and
Economic Development Qepa ment to address citizen concerns;
THE WEST SIDE CITIZENS ORGANIZATIO , DISTRICT 3 PLANNit� COUNC{L OF THE CITY ST.
PAUL, MINNESDTA, RECOMMENDS:
1. The St. Paul Downtown Ai port not be designated as a public or
private heliport or helistop;
2. A cap be placed on ali exi ting helicopter operations at the St. Paul
Downtown Ai rport;
. ,
� ,. �
�9�i���'
city of saint paul
planr�g comr�ssion res►ol tion
file number 89-51
da
te, June 23. 1989.
WHEREAS, the Land Use Plan was devqlo ed as a portion of the Comprehensive Plan of
the City of Saint Paul; and
WHEREAS, a public hearing was held on June 9, 1989, at which the Planning Commission
considered the recommendation to amen the Comprehensive Plan by adding to it the
heliport amendment, attached heretp; nd
WHEREAS, prior to said hearing, alno ice of time and place and purpose of the
hearing was published in the officia newspaper of the municipality at least ten
days prior to June 9, 1989; and
WHEREAS, at said public hearing, the public, the Planning Division staff, and
Planning Commission members were giv n the opportunity to completely discuss and
review the heliport amendment; and
; NOW, THEREFQRE BE IT RESOLVED, that he Planning Commission for the City of Saint
Paul hereby adopts the heliport ame dment to the Land Use Plan as a segment of the
Comprehensive Plan, a copy of whi;ch is attached hereto and incorporated herein by
reference; and
BE IT FURTHER RESOLVED, that cop�es of this Plan be transmitted to the Mayor and the
City Council of the City of Sain� P ul; and
BE IT FINALLY RESOLVED, that the P nning Commission recommends to the City Council
adoption of the heliport amendmejnt to the Land Use Plan as a se�ent of the
Comprehensive Plan for the Cityjof Saint Paul, sub3ect to Metropolitan Council
review.
II
moved t� ZI�
seconded by HIRTE
in fav�or Unanimous
.
against_____
. . �,��1.-/`��I
HELIPO AMENDMENT
TO
LAND USE PLAN
Policy (4.6-11) The City will Yim t the location of full service heliport
facilities to the Saint Paul Downt wn Airport since the airport now
accommodates the functions of a he iport and is conveniently located near
the downtown business area, and he iport facilities may be established
there at reasonable distances fro residential areas.
Policy (4.6-12) The City will al w private helistops at hospitals in
order to allow emergency medical ervices.
Policy (4.6-13) Private heliport and helistops will not be allowed in
the City except as allowed in pol cies (4.6-11 and 4.6-12) .
. ����-����
�,
HSLI PORT I SSUB - S?. PI,DL DO�1�1TO�f�1�T �►I RPORT
We, the undersigned, prcte t any zoning for a heliport or
heliports on the West Sid of the St. Paul Downtown Airport. We
are now living with eve�y type af general aviation at this
airport including two m�il ' tary operations. We now experience
heavy low flying aircra!ft activity and noise, which is injurious
to our health, safety, ;an welfare. There are no regulations
for low flying aircraft;', light paths and attitude.
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SSLIPORT ISSUS - 8'!'. P�IJL D�Ofi1�1'!'OWN AIRPOR?
We, the undersigned, prote t any zoning for a heliport or
heliports on the West Side of the St. Paul Downtown Airport. We
are now living with evexy ype of general aviation at this
airport including two mili ary operations. We now experience
heavy low flying aircraft ctivity and noise, which is injurious
to our health, safety, sn welfare. There are no regulations
for low flying aircraft, light paths and attitude.
Name Address Phone
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� �.���y/9
Amherst H.
wilder Founda ion �
Since�
Board of Directors
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan AU9USt 30, 198$
First Vice Chair
Anthony L. Andersen �
Second Vice Chair
Elizabeth M.SKeretaat Mayor George 4lati er and
ry Cit Counc�l embers
Elisabeth W. Doermann Y
Frank Hammond C i ty Counci 1 �10U @
Malcolm W. McDonald City of St Pa�l
.lames W. Reagan $t Pdul MN 55101
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorable presentatives
President and
Chief Executivs OJlicer I am wri ti ng th's 1 etter i n reference to the publ i c heari ng on the
Heliport iss�ae. I would like to have been able to attend the hear-
ing at 9:00 AM on Thursday, August 31 , 1989 to provide my testi-
mony in perspn ut my schedule, unfortunately, does not permit.
I am very much ware of the noise and safety issues that affect the
St Paul West Si e neighborhood that are caused by the St Paul
Downtown Airpo t. I live in one of the high airport noise areas in
south Minneapo is--about one mile north of the International Air-
port and I �an tell you from personal experience that the noise of
helicopters is every bit as disturbing as jet airline noise. Heli-
copter noise i a very significant source of problem noise.
As a result�, I am writir�g to ask that you restrict helicopter use
at the St Paul Downtown Airport as much as possible. At a minimum,
I ask that ;yo prevent the location of heliports on the west side
of the St Pau Downtown Rirport.
The Wilder; He lth Care Center is located on a second-tear bluff of
the river bas n in which the airport is located. We are serving a
populatioru of very old, f'rail people most of whom have come to us
from variqus arts of the city of St Paul . At their stage of life,
they do nqt eed the additional stress of helicopter traffic over
. their heads.
Another conc rn of mine is safety. I don't know much about the
safety of he icopter operations and that concerns me. I do know
something ab ut the safety of light fixed wing aircraft having
flown the�m self. I have observed fixed wing single engine light
aircraft do'ng touch and go landing practice and circling over-head
Division of on the Wild r Foundaton nest side campus. Often their aircraft are
Services to the Elderly no more tha 500 feet over-head. If th�re were an engine failure
lieatth Care Center in one of t eir aircraft, there would be little opportunity to
512 Hu mboldt Avenue choose a la ding site. Kith many of these piiots being students
St. Paul, M N 55107 with minima hours of flying time, their ability to make soud judge-
(612) 227-8091 ments unde such a crisis is very questionable. This combination
A charitable human rvice organization created through the generosity of:
Amherst H. �Ider, 828-1894•Fanny Spencer Wilder, 1837-1903• Comelia Oay Wilder Appleby. 7868-1903
1
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely -,
� � i
n
1
�, -i�v n
Thomas D Fauskee
Administrator
mc
� �����i�
Amherst H.
wilder Found ion �
Since t906
Board of Directors
H. James Seesel, Jr.
Chair
Mary eigelow McMillan August 30, 1989
First Vice Chair
Anthony L. Andersen
Second Vice Chair
Elizabeth M.SKereary Mayor George Lat mer and
Elisabeth W. Dcermann Ci ty Counci 1 embers
Frank Hammo�d City Council Hou e
Malcoim W. McDonald Clty of St PaiUl
,lames W. Reagan St Paul MN 55101
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorable epresentatives
President and
Chiel Executive OHicer I am wri ti ng; th s 1 etter i n reference to the publ i c heari ng on the
Heliport iss�e. I would like to have been able to attend the hear-
ing at 9:00 AM on Thursday, August 31 , 1989 to provide my testi-
mony in pers,on ut my schedule, unfortunately, does not permit.
I am very m�ch ware of the noise and safety issues that affect the
St Paul Wes� Si e neighborhood that are caused by the St Paul
Downtown Air�po t. I live in one of the high airport noise areas in
south Minne�po is--about one mile north of the International Air-
port and I �an tell you from personal experience that the noise of
helicopters� is every bit as disturbing as jet airline noise. Heli-
copter noise i a very significant source of problem noise.
As a result, I am writing to ask that you restrict helicopter use
at the St P�aul Downtown �.irport as much as possible. At a minimum,
I ask that yo prevent the location of heliports on the west side
of the St Raul Downtown Rirport.
The Wilder He lth Care Center is located on a second-tear bluff of
the river bas n in which the airport is located. We are serving a
population of very old, frail people most of whom have come to us
from various arts of the city of St Paul . At their stage of life,
they do not n ed the additional stress of helicopter traffic over
their heads.
Another conc rn of mine is safety. I don't know much about the
safety of he icopter operations and that concerns me. I do know
something ab ut the safety of light fixed wing aircraft having
flown them m self. I have observed fixed wing single engine light
aircraft doi g touch and go landing practice and circling over-head
Division of on the Wi1de Foundaton west side campus. Often their aircraft are
Services to the Elderty no more than 500 feet over-head. If there were an engine failure
Heat� Care Cen�r in one of th ir aircraft, there would be little opportunity to
512 Hu mboldt Avenue choose a ;'la ing site. Mith many of these piiots being students
St. Paul, MN 55107 Wi th mi niimal hours of flyi ng time, thei r abi 1 i ty to make soud �udge-
(612) 227-8091 ments under such a crisis is very questionable. This combination
A charitabte hurcian rvice organization c�aated through the generosity of:
Amherst H. wlder, 1 8-1894•Fanny Sper�wlder, 1837-1903• Comelia Oay Wilder Appleby. 1868-1903
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely ,�
� � i
I \�
, ' y,� �1� n
I l/f
L/._
Thomas D Fauskee
Administrator
mc
� �;��'����
Amherst H.
wilder �ounda ion �
Since t906
Board of Directors
H. James Seesel, Jr.
Chair
Mary Bigeiow McMillan August 30, 19819
First Vice Chaii
Anthony L. Andersen
Second Vice Chair
Elizabeth M. Kiernat Ma or Geor e
Secrefary Y g 4.at mer and
Elisabeth W. Doermann City Counc�l embers
Frank Hammond Ci ty Counci 1 Hou e
Malcolm W. McDonald C1 ty Of St PdUI
,lames w. Reagan St Paul MN 55101
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorab�e epresentatives
President and
Chiel Executive Oflicer I am wri ti ng th s 1 etter i n reference to the publ i c heari ng on the
. Heliport issue. I would like to have been able to attend the hear-
ing at 9:00 AM on Thursday, August 31 , 1989 to provide my testi-
mony in person ut my schedule, unfortunately, does not permit.
I am very m4ch aware of the noise and safety issues that affect the
St Paul West S de neighborhood that are caused by the St Paul
Downtown Airpo t. I live in one of the high airport noise areas in
south Minneapo is--about one mile north of the International Air-
port and I can tell you from personal experience that the noise of
helicopters i every bit as disturbing as jet airline noise. Heli-
copter noise is a very significant source of problem noise.
As a result, am writing to ask that you restrict helicopter use
at the St Qau Downtown 1�}rport as much as possible. At a minimum,
I ask that;' yo prevent the location of heliports on the west side
of the St ,Pau Downtown Airport.
The Wilder,' H alth Care Center is located on a second-tear bluff of
the river ba in in which the airport is located. We are serving a
populatiom o very old, frai] people most of whom have come to us
from varipus parts of thQ city of St Paul . At their stage of life,
they do not eed the add�itional stress of helicopter traffic over
thei r hea�ds.
Another don ern of mine is safety. I don't know much about the
safety o� h licopter operations and that concerns me. I do know
somethinq a out the safety of light fixed wing aircraft having
flown th�m yself. I have observed fixed wing single engine light
aircraft! do ng touch and go landing practice and circ]ing over-head
Division of on the W;�ild r Foundaton west side campus. Often their aircraft are
Services to the Elderly no more !th 500 feet over-head. If there were an engine failure
Heatth Care Cenber �n one qf heir aircraft, there would be little opportunity to
512 Humboldt Avenue choose �i 1 nding site. liith many of these piiots being students
St. Paul, M N 55107 With mimim 1 hours of flying time, their ability to make soud �udge-
(612) 227-8091 ments unde such a crisis is very questionable. This combination
A charitable hWman service organization created through the ge�erosity of:
Amherst H.Wilder, 1828-1894•Fanny Spenoer Wilder, 1837-1903• Comelia Day Wilder Appleby. 1868-1903
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely �
� �. i
i - �j n
� \ ,
-�� n
U �-
Thomas D Fauskee
Administrator
mc
. �'��-��ry
_ �
Amherst H.
wilder Founda ion �
Since t906
Board of Directors
H. James Seesel, Jr.
� Chair
Mary Bigelow McMitlan August 30, 1989
First Vice Chair
Anthony L. Andersen
Second Vice Chair
Elizabeth M. Kiernat Ma or Geor e ati er and
Secretary Y 9 4
Elisabeth W. Doermann City Counc�l embers
Frank Hammond Ci ty Counci] I�ou e
Maicoim W. McDonald Ci ty of St Pa�l
�ames w. Reagan St Paul MN 55�Ol
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorabl,le R presentatives
President and
Chiel Executive OIlicer I am wri ti ng ;thi 1 etter i n reference to the publ i c heari ng on the
Heliport issue. I would like to have been able to attend the hear-
ing at 9:00 AM on Thursday, August 31 , 1989 to provide my testi-
mony in perspn ut my schedule, unfortunately, does not permit.
I am very mu�h ware of the noise and safety issues that affect the
St Paul WestiSi e neighborhood that are caused by the St Paul
Downtown Airpor . I live in one of the high airport noise areas in
south Minnea�pol 's--about one mile north of the International Air-
port and I �an tell you from personal experience that the noise of
helicopters ;is every bit as disturbing as jet airline naise. Heli-
copter noise i a very significant source of problem noise.
As a result, I am writing to ask that you restrict helicopter use
at the St Paul Downtown I�irport as much as possible. At a minimum,
I ask that you prevent the location of heliports on the west side
of the St Paul Downtown Airport.
The Wilder ;He lth Care Center is located on a second-tear bluff of
the river �as n in which the airport is located. We are serving a
population ;of very old, frail people most of whom have come to us
from variou►s arts of the city of St Paul . At their stage of life,
they do not n ed the addjtional stress of helicopter traffic over
their heads.
Another canc n of mine is safety. I don't know much about the
safety of helicopter operations and that concerns me. I do know
something ab ut the safety of light fixed wing aircraft having
flown ther� m self. I have observed fixed wing single engine light
aircraft doi g touch and go landing practice and circling over-head
Division of on the Wilde foundaton �rest side campus. Often their aircraft are
Services to the Elderly no more than 500 feet over-head. If there were an engine failure
Health Care Cert�er �n one of th i r ai rcraft, there woul d be 1 i ttl e opportuni ty to
512 Humboldt Avenue choose a ;'1 an i ng s i te. lii th many of these p i i ots bei ng students
St. Paul, M N 55107 With miniimal hours of flying time, their ability to make soud �udge-
(612) 227-8091 ments un�er such a crisis is very questionable. This combination
A charitable human s rvice aganization created through the generosity of:
Amherst H. Wild6r, 1 8-1894•Fanny Spencer wlder, 1837-1903• Comelia Day Wilder Appleby, 1868-1903
1
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely �
� �. i
� \ �
-� � n
U
Thomas D Fauskee
Administrator
mc
. �r�-i���
Amherst H.
wilder Found�t on �
Since�906
Board of Directors
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan August 30, 1989
First Vice Chair
Anthony L Andersen
Second Vice Chair
Elizabeth M.SKefeaat Mayor George La,�tim r and
ry Cit Council M bers
Elisabeth W. Doermann Y
Frank Hammond Ci ty Counci 1 Hdus
Malcolm W. McDonald Clty of St Paul
James W. Reagan St Paul MN 55101
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorab]e Re resentatives
President and
Chiel Executive ON�icer I am wri ti ng ti�i s 1 etter in reference to the publ i c heari ng on the
. Heliport issue. would like to have been able to attend the hear-
ing at 9:00 AM o Thursday, August 31 , 1989 to provide my testi-
mony in person bu my schedule, unfortunately, does not permit.
I am very much a re of the noise and safety issues that affect the
St Paul West Sid neighborhood that are caused by the St Paul
Downtown Airport. I live in one of the high airport noise areas in
south Minneapqli --about one mile north of the International Air-
port and I can t 11 you from personal experience that the noise of
helicopters i$ e ery bit as disturbing as jet airline noise. Heli-
copter noise is very significant source of problem noise.
As a result, Z writir�g to ask that you restrict helicopter use
at the St Pau1 D wntown l�irport as much as possible. At a minimum,
I ask that you p event the location of heliports on the west side
of the St Pau�l wntown Airport.
The Wilder Heal h Care Center is located on a second-tear bluff of
the river basin in which the airport is located. We are serving a
population o� v ey old, frail people most of whom have come to us
from various pa ts of the city of St Paul . At their stage of life,
they do not �ee the additional stress of helicopter traffic over
their heads.
Another conc+ern of mine is safety. I don't know much about the
safety of he;7ic pter operations and that concerns me. I do know
something ab�ou the safety of light fixed wing aircraft having
flown them rr�ys f. 1 have observed fixed wing single engine light
aircraft doi;ng touch and go landing practice and circling over-head
Division of on the Wi ld�r oundaton west side campus. Often thei r ai rcraft are
Services to the Elderly no more thar� 5 0 feet over-head. If there were an engine failure
Heat� Care Center i n one of tl�ei ai rcraft, there woul d be l i ttl e opportuni ty to
512 Humboldt Avenue choose a la�di g site. liith many of these pilots being students
St. Paul, M N 55107 with minima h urs of flying time, their ability to make soud �udge-
(612) 227-8091 ments under� su h a crisis is very questionable. This combination
A charitable human rvic organization created thn�ugh the generosity of:
Amherst H.Wilder, 1�28- 94•Fanny Spencer wlder, 1837-1903• Comelia Day Wilder Appleby. 1868-1903
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely �
� � i
- ��
� n
I �
� �-'�� ,� ��� ,n
vUYvy �
Thomas D Fauskee
Administrator
mc
. ������q
Amherst H.
wilder Founid tion �
���
Board of Directors
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan AUgUSt 30, 19$9
First Vice Chaii
Anthony L. Andersen
Second Vice Chair
Elizabeth M.SK eretaat Mayor George Lat mer and
ry Cit Council embers
Elisabeth W. Doermann Y
Frank Hammond Ci ty Counci 1 Hou e
Malcolm W. McDonald C1 ty of St Paul
,lames w. Reagan St Paul MN 55101
Kennon V. Rothchild
Leonard H. Wilke�ing Dear Honorable epresentatives
President and
�hiaf Executive OI/�icer I am wri ti ng th s 1 etter i n reference to the publ i c heari ng on the
_ Heliport issue. I would like to have been able to attend the hear-
ing at 9:00 AM on Thursday, August 3i , 1989 to provide my testi-
mony in person ut my schedule, unfortunately, does not permit.
I am very mu�ch ware of the noise and safety issues that affect the
St Paul Wes� Si e neighborhood that are caused by the St Paul
Downtown Airpo t. I live in one of the high airport noise areas in
south Minnea�po is--about one mile north of the International Air-
port and I can tell you from personal experience that the noise of
helicopters is every bit as disturbing as jet airline noise. Heli-
copter noise i a very significant source of problem noise.
As a result, I am writing to ask that you restrict helicopter use
at the St Paul Downtown 1�irport as much as possible. At a minimum,
I ask that ;yo prevent the location of heliports on the west side
of the St Paul Downtown Airport.
The WilderlHe lth Care Center is located on a second-tear bluff of
the river �as n in which the airport is located. We are serving a
population,�of very old, frail people most of whom have come to us
from varioWS arts of the city of St Paul . At their stage of life,
they do not n ed the add�tional stress of helicopter traffic over
their heads.
Another comce n of mine is safety. I don't know much about the
safety of 'helicopter operations and that concerns me. I do know
something �ab t the safetq of light fixed wing aircraft having
flown them m self. I have observed fixed wing single engine light
aircraft doi g touch and go landing practice and circling over-head
Division of on the Wi�de Foundaton west side campus. Often their aircraft are
Services to the Elderly no more than 500 feet over-head. If there were an engi ne fai 1 ure
Fiealth Care Cenber �n one of th i r ai rcraft, there would be l i ttl e opportuni ty to
512 Humboldt Avenue choose a yan ing site. liith many of these pilots being students
St. Paul, M N 55107 With minimal hours of flying time, their ability to make soud judge-
(612) 227-8091 ments under uch a crisis is very questionable. This combination
A charitable hum8n ice organization cr�ted through the generosity of:
Amherst H.Wild�r, 18 8-1894•Fanny Spencer Wilder, 183�-1903• Comelia Day Wilder Appleby, t868-1903
�
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely -,
� � i
�� �� �^
�v�C- �� �
Thomas D Fauskee
Administrator
mc
� ��������
Amherst H.
wilder Foundat n �
Since t906
Board of Directors
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan August 30, 1989 �
First Vice Chair
Anthony L. Andersen �
Second Vice Chair i
Elizabeth M. Kiernat
Secretary Mayor George La�im r and
Elisabeth W. Doermann C i ty Counci 1 M bers
Frank Hammond Ci ty Counci 1 Hoµ�se
Malcoim W. McDonald Clty Of St PdUI '
�ames w. Reagan St Paul MN 5510�1
Kennon V. Rothchild
Leonard H. Wilkening Dear Honorable Rep esentatives
President and
Chief Executive Oflicer I am wri ti ng thi s etter i n reference to the publ i c heari ng on the
. Heliport issue. I would l�ke to have been able to attend the hear-
ing at 9:00 AM o Thursday, August 31 , 1989 to provide my testi-
mony in person bu my sch�dule, unfortunately, does not permit.
I am very much aw re of the noise and safety issues that affect the
St Paul West Side neighborhood that are caused by the St Paul
Downtown Airpor�t. I live in one of the high airport noise areas in
south Minneapolis -about one mile north of the International Air-
port and I can te 1 you from personal experience that the noise of
helicopters is ev ey bit as disturbing as jet airlirre �noise. Heli-
copter noise is a very significant source of problem noise.
As a result, I am writiag to ask that you restrict helicopter use
at the St Paul' Do ntown l�irport as much as possible. At a minimum,
I ask that you p vent the location of heliports on the west side
of the St Paul Do ntown kirport.
The Wilder Healt Care Center is located on a second-tear bluff of
the river bas�n 'n which the airport is located. We are serving a
population of ve y old, frail people most of whom have come to us
from various par s of the city of St Paul . At their stage of life,
they do not need the additional stress of helicopter traffic over
their heads.
Another concern f mine is safety. I don't know much about the
safety of helnco ter operations and that concerns me. I do know
something about he safety of light fixed wing aircraft having
flown them mysel . I have observed fixed wing single engine light
aircraft doing t uch and go landing practice and circling over-head
Division of on the Wilder Fo ndaton �+est side campus. Often their aircraft are
Services to the Elderly no more than 50 feet over-head. If there were an engine failure
Heatth Care Cert�er in one of their ircraft, there would be little opportunity to
512 Humboldt Avenue �hoose a landin site. liith many of these piiots being students
St. Paul, M N 55107 With minimal ho rs of flying time, their ability to make soud judge-
(612) 227-8091 ments under suc a crisis is very questionable. This combination
A charitable human serj✓ice rganization aeated through the generosity of:
Amherst H. Wilder, 1828-18 •Fanny Spencer Wilder, 1837-1903• Comelia Day Wilder Appleby. 1868-1903
Mayor George Latimer and
City Council Members
Page 2
August 30, 1989
of factors (low altitude and inexperienced pilots) operating in the bluff area
creates what I feel is a very serious safety hazard for the aircraft and the
West Side neighborhood. I would hate to see this hazard multiplied by additional
helicopter operations in the area.
In summary, I ask that you restrict helicopter operations in this area as much
as possible. At a minimum, I ask that you prohibit the location of heliports
on the west side of the St Paul Downtown Airport.
Thank you for your consideration.
Sincerely ,-�
� �. i
I \ /n.
� �--'�� ,� -t � ,n
`�U Y "� `�
Thomas D Fauskee
Administrator
mc
. ����9
. ���
Amherst H.
wilder Foun � t on �
Since�
Board of Directors August 30, 1989 ;
H. James Seesel, Jr. ;
Chair
Mary Bigelow McMivan �yar George Lati�aer & City Council Members
First vice Cha�r C1ty Hall & Court Ho se
Anthony L. Andersen Saint Paul, Minne�o 55102
Second Vice Chair
Elizabeth M. Kiemat
Secretary
Elisabeth W. Doermann �� Honorable Re�re entatives:
Frank Hammond
Malcofm W. McDonald We are writing to in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening � Position on �hi matter is written on behalf of over
President and 500 elderly resi�en who reside in Wilder owned property
Chie1 Executive OHicer lOCated �tt 508� 'S10 512� 514 aI�d 516 Humboldt AVeilue oA
the West Side o� St Paul.
We are opposed tb e proposed helicopter operations on the
west side of the ai rt because of the folloWing:
"' the clase roxiaity to our housing development
"' the di�ec ion for take-off and landinq
'" the inare sed noise
"' the poten al for accidents which would have
implicsti ns for the safety and well-being of our
residehts
"' our cohce for increased fliqhts with no control
or regiula ions over the operations
We would highly ommend for your conaideration:
"' Haximi,ze e distance between the heliport and the
resident al district.
'" Allow;a ariation to construct the heliport on the
east �id of the river.
"' In ad�lit on, we acknowledge our support of the
West �51d Citizen's Organization position on this
issue�.
Division of
Services to the Elderly
Residence West
514 Humboidt Avenue
St. Paui, MN 55107
(612) 227-6684
A charitable human service rganization created through the generosity of:
Amherst H. Wilder, 1826-18 •Fanny Spencer Wilder, t837-1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Two - Letter to Havor Latimer & Citv Council - 8/30/89
�
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Wa�est Regards,
�t��,i,c.�'� .°'�-�'
\
Rick T. Johnson Lynne Pederson
Administrator Housing Hanager
Wilder Residence West wilder Humboldt Apartments
� ���.`���
Amhe�st H.
wilder Foun a ' �
d ion
Since 1906
Board of Directors August 30, 1989 ;
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan �yor Georqe Lat�me & City Council Members
First Vice Chair City Hall & Cour� H use
Anthony L. Andersen Saint Paul, Minn�so 55102
Second Vice Chair
Elizabeth M. Kiemat
Secretary '
Elisabeth W. Doermann �� Honorable Rjep sentatives:
Frank Hammond
Malcolm W. McDonald We are writing �o u in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening � Position on th s matter is written on behalf of over
President and � elderly reside ts who reside in Wilder owned property
Chief Executrve Olficer located at 508, ' S1 , 512, 514 and 516 Humboldt Avenue on
the West Side of S . Paul.
We are opposed to e proposed helicopter operations on the
west side of the zport because of the following=
"' the c�o proximity to our housing development
"' the di�re ion for take-off and landing
"' the i�c ased noise
"' the pp tial for accidents which would have
implicat ons for the safety and well-being of our
residen
"' our c�onc rn for increased flights �rith no control
or ragu tions over the operations
We would highl�y commend for your consideration:
" Haximiz the distance between the heliport and the
residen ial district.
'" Al1o�W a variation to construct the heliport on the
east si e of the river.
"' In addi ion, we acknoWledge our support of the
West Si e Citizen's Organization position on this
issute.
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paul, MN 55107
(612) 227-6684
A charitable human s@rvic organization created through the generosity of:
Amherst H. Wilder, 1�28-1 94•Fanny Spencer Wilder, 1837•1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Twe - Letter to Mavor Latimer & Citv Council - 8/30/89
,
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Warmest Regards,
��,,,c.�•; .o.--°
R k T. John�on Lynne Pederson
Administrator Housing Hanager
Wilder Residence West Hilder Humboldt Apartments
��v���9
Amherst H.
wi Ider Fou nd�t' n 1
��e,�
Board of Directors August 30, 1989
H. James Seesel, Jr.
Chair
Mary Bigeiow McMillan �yor George Lati�eer & City Council Hembers
First Vice Cha�r C1ty Hall & Court Ho se
Anthony L. A�dersen Saint Paul, Minneiso 55102
Second Vice Chair
Elizabeth M. Kiernat
Secretary
Elisabeth W. Doermann �� Honorable R�pr sentatives:
Frank Hammond
Malcolm W. McDonald We are writing tb u in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening � Position on th s matter is written on behalf of over
President and 500 elderly reside ts who reside in Wilder owned property
Chie�Executive Olficer lxated at 508, 51 , 512, 514 and 516 Humboldt Avenue on
the West Side of S . Paul.
We are opposed to e proposed helicopter operations on the
west side of the rport because of the folloWing:
"' the clo proxiaity to our housing development
"' the d�re tion for take-off and landing
"' the inc ased noise
'" the �po ntial for accidents which would have
implica ions for the safety and well-beinq of our
residen
'" our co ern for increased flights with no control
or �e lations over the operations
We would higk�ly recommend for your consideration:
"' Haximi e the distance between the heliport and the
re$id tial district.
'" Al�ow a variation to construct the heliport on the
ea�t ide of the river.
"' In ad ition, We acknowledge our support of the
West ide Citizen's Organization position on this
fssu .
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paul, MN 55107
(612) 227-6684
A charitable human s ice organization created through the generosity of:
Amherst H. Wilder, 18 8-1894•Fanny Spencer Wilder, 1837•1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Two - Letter to Havor Latimer & Citv Council - 8/30/89
,
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Waximest Regards,
'�'�� •j
�
Ric�C T. Johnson Lynne Pederson
Administrator Housing Hanager
Wilder Residence West Wilder Humboldt Apartments
���'����9
Amherst H.
wilder �oun�a ion �
Since�
Board of Directors August 30, 1989
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan �yor Georqe Latime & City CounCil Nembers
First Vice Chair City Hall & Court H use
Anthony L. Andersen Saint Paul, Minneso 55102
Second Vice Chair
Elizabeth M. Kiernat
Secretary
Elisabeth W. Doermann ��' Honorable Riepr sentatives:
Frank Hammond
Malcolm W. McDonald We are writing tlo u in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening � Position on th matter is written on behalf of over
President and 500 elderly res�de who reside in Wilder owned property
Chiel Executive Oi/icer lOCated at 508� 51 � 512� 514 alld 516 HumbOldt AVCIIU� OIl
the West Side of S . Paul.
We are opposed to e proposed helicopter operations on the
west side of the a iport because of the folloKing:
"' the close proxia�ity to our housing development
'" the direc ion for take-off and landing
"' the inicre ed noise
'" the pate ial for accidents which would have
implic�at ns for the safety and well-being of our
residen
"' our conc rn for increased fliqhta with no control
or regul tions over the operations
We would hiqhly coamend for your consideration:
" Haxim�ze the distance between the heliport and the
residient al district.
'" Allow a ariation to construct the heliport on the
east si of the river.
"' In addi ion, we acknowledge our support of the
West Si Citizen's Organization position on this
issue.
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paul, MN 55107
{612) 227-6684
A charitable human serVice rganization created through the generosity of:
Amherst H. Wilder, 182�8-18 •Fanny Spencer Wilder, 1837-1903• Cornelia Day Wilder Appleby, 7868-1903
Paae Two - Letter to Navor Latimer & Citv Council - 8/30/89
,
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
�aake will ensure that the quality of living for our 500
residents is preserved.
Warmest Reqards,
��,�,r� • ,- � ���
R k T. John�on Lynne Pederson
Administrator Housing Hanager
Wilder Residence West Miilder Humboldt Apartments
�`�i��9
Amherst H.
Wilder Foun tion �
since�
Board of Directors August 30, 1989
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan �yor George Lat r & City Council Members
First vice Chair City Hall & COA1 House
Anthony L. Andersen Saint Paul, Mi,nn ota 55102
Second Vice Chair
Etizabeth M. Kiemat
Secretary
Elisabeth W. Doermann ��' Honorable R presentatives:
Frank Hammond
Malcoim W. McOonald We are writincq you in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening � Position pn is matter is written on behalf of over
President and � elderly r�si ents who reside in Wilder owned property
Chief Executive Otiicer lOCated St 50�, 10, 512, 514 alid 516 HumboldC Avellue oti
the West Side� of St. Paul.
We are opposed the proposed helicopter operations on the
west side of th aiiport because of the folloHing:
"' the ;cl se proximity to our housing development
'" the; di ection for take-off and landing
'" the; in reased noise
'" the' po ntial for accidents which would have
imp'li tions for the safety and well-beinq of our
re�id ts
'" ouz c ncern for fncreased flights with no control
or �re lations over the operations
We would hicqhl recommend for your consideration:
"' Haxim ze the distance between the heliport and the
re�sid ntial district.
'" Allo a variation to construct the heliport on the
east ide of the river.
"' In a ition, we acknowledge our support of the
West Side Citizen's Organization position on this
i�su .
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paut, MN 55107
(612) 227-6684
A charitable human se ice organization created through the generosity of:
Amherst H. Wilder, 18 8-1894•Fanny�pencer Wilder, �837-1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Two - Letter to Havor Latimer & Citv Council - 8/30189
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Wazmest Reg s,
��,,,G��; .v--�-
Rick T. John�on Lynne Pederson
Administrator Housing Hanager
Wilder Residence West Wilder Humboldt Apartments
� C��,�/�l�
Amherst H.
Wilder Fouc� tion �
Since�
Board of Directors August 30, 198�
H. James Seesel, Jr.
Chair
Mary Bigelow McMillan Mayor George Lat r & City Council Members
First Vice Chair City Hall & Cau House
Anthony L. Andersen Saint Paul, Milnn ota 55102
Second Vice Chair
Elizabeth M. Kiernat
Secretary
Elisabeth W. Doermann ��' Honorabl� R presentatives:
Frank Hammo�d
Malcolm W. McDonald We are writing you in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening �r position on is matter is written on behalf of over
President and � elderly rAes ents who reside in Wilder owned property
Chiel Executive OJficer located �t 5�8, 10, 512, 514 and 526 Humboldt Avenue on
the West Side� o St. Paul.
We are oppos�d the proposed helicopter operations on the
west side of;th airport because of the follohting:
"' the� cl se proximity to our housing development
"' the di ection for take-off and landing
" the reased noise
'" the tential for accidents Which would have
impli ations for the safety and well-being of our
re�id nts
"' our c ncern for increased flights with no control
or re lations over the operations
We would hi;gh recoamend for your consideration:
"' Haxi ize the distance between the heliport and the
resi ential district.
'" A�lo a variation to construct the heliport on the
e�st side of the river.
'" I�t�► dition, we acknoWledge our support of the
(�es Side Citizen's Orqanization position on this
i,ss .
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paul, MN 55107
(612) 227-6684
A charitable hurt�an rvice organizatio�created through the generosity of:
Amherst H. Wilc�er, 1 28-1894•Fanny Spencer Wilder, 1837-1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Two - Letter to Mavor Latimer & Citv Council - 8/30/89
,
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Wanmest Regards,
��A,C,�'-•i �-r-°"
�
Rick T. John�on Lynne Pederson
Administrator Housing Hanager
Wilder Residence West Nilder Humboldt Apartments
. r���,���
C/'
Amherst H.
Wilder Foundat on �
Since i906
Board of Directors August 30, 1989
H. James Seesel, Jr.
Chair
Mary Bigetow McMillan t�tayor George Lati;me & City Council Members
First vice Cha�r C1ty Hall & Court�. H se
Anthony L. Andersen Saint Paul, Minneso 55102
SeCOnd Vice Chair
Elizabeth M. Kiernat
Secretary
Elisabeth W. Ooermann �ar Honorable R�epr sentatives:
Frank Hammond
Malcolm W. McDonald We are writing �o u in reference to the Heliport Zoning
James W. Reagan p�pendment.
Kennon V. Rothchild
Leonard H. Wilkening �' l�sition on th s matter is written on behalf of over
President and 500 eldezly reside ts who reside in Wilder owned property
Chief Executive OHice� located at 508,; 51 , 512, 514 and 516 Humboldt Avenue on
the West Side df S . Paul.
We are opposed ;to e proposed helicopter operations on the
west side of t]j►e iport because of the following:
"' the c�os proxiaity to our housing development
'" the d�'ir tion for take-off and landing
"' the ifnc ased noise
"' the �po ntial for accidents which would have
impl�.ca ions for the safety and well-being of our
residen
"' our co ern for increased flights with no control
or re lations over the operations
We would hig�ly recommend for your considerations
"' Hax;imi e the dist�nce between the heliport and the
res�id tial district.
'" Al�.ow a variation to construct the heliport on the
ea�t ide of the river.
'" In ad ition, we acknowledge our support of the
West ide Citizen's Organization position on this
issu .
Division of
Services to the Elderly
Residence West
514 Humboldt Avenue
St. Paul, MN 55107
�s�2� 2�-sssa
A charitable human se ice organization created through the generosity of:
Amherst H. Wilder, 18 8-1894•Fan�y Spencer Wilder, 1837•1903• Cornelia Day Wilder Appleby, 1868-1903
Paae Two - Letter to Mavor Latimer & Citv Council - 8/30/89
,
We are grateful for this opportunity to share our concerns
and to be heard. We are confident that the decision you
make will ensure that the quality of living for our 500
residents is preserved.
Warmest Regards,
���, •i � ,p.l�"
�
Rick T. John�on Lynne Pederson
Administrator Housing Hanager
Wilder Residence West wilder Humboldt Apartments
�
�
� �-�-���q
� Yr=�
�����? � �� . ' � S�� P�c�
a �
�� : �T ��T I `� G ����
��'� �'� "'� �°��� P.O. BOX 11700 • TWIN GITY IRPORT • MINNESOTA 55111
��n
.;�:,,
PHONE�612 726-1892
September 13 , 1989
Mayor's Of f ice
347 City Hall
15 W. Kellogg Boulevard
St. Paul, MN 55102
City Council Offices
705 City Hall
15 W. Kellogg Boulevard
St. Paul, MN 55102
RE: PROPOSED HELIPORT ZONINC3 O DINANCE
Dear Mayor Latimer and City Cou cil Members:
We have reviewed with interes the heliport zoning ordinance
proposed for adoption by the Ci y of St. Paul at its August 31,
1989 public hearing.
After reviewing the ordinance n some detail, we conclude that
the City of St. Paul may no legally enact proposed zoning
regulations to restrict land u s at St. Paul Downtown Airport.
Accordingly, we would respectf lly request that the City amend
the ordinance to indicate that it has no application to the St.
Paul Downtown Airport.
As you may know, most of the 1 nd comprising St. Paul Downtown
Airport is legally owned by the City of St. Paul. However, with
the creation of the Metropolita Airports Commission in 1943 , the
"use, management, operation, r gulation, policing, and control"
of the airport was transferred by law to MAC. See Minn. Stat.
§ 473 . 621 (1988) . This legisla ion declares the transfer to MAC
to be:
"necessary in order to pro ide an integrated airports system
and enable [MAC] to carr out the public and governmental
purposes of Laws 1943 , Ch pter 500. "
City of St. Paul participation is maintained through mayoral and
gubernatorial appointments. I the event the airport land is no
The Metropolitan Airports Comm ssion is an equal opportunity employer
OFFICE LOCATION-6040 28th AVE. SO.—WEST TERMINA AREA—MINNEAPOLIS-SAINT PAUL INTERNATIONAL AIRPORT
.
, �,,c�y'_��l/9
longer used for airport purpo es, MAC's jurisdiction ceases and
control reverts to the City.
Regulation of on-airport �a d uses is essential to efficient
operation of St. Paul Dowpt wn Airport and the MAC system of
airports. MAC's enabli�ng legislation indicates a clear
legislative intent to vest �re ponsibility for those decisions in
the Metropolitan Airports ;Co ission.
Very truly y urs,
;
z �.;� � �
� �
Je frey W. Hamiel
Executive Director
JWH/TWA:sp
mocc
2
��9-i��9
� �� ��T! ��0 . .
�� : CITY OF SAINT PAUL
° ' DEPARTMENT O PLANNING AND ECONOMIC DEVELOPMENT
� ���lttllilt; t
o "�� ��� ��' ,� . DIVISION OF PLANNING
25 West Fouhh Street,Saint Paul,Minnesota 55102
,..•
• 612-228-3270
GEORGE UTIMER
MAYOR
DATE: September 13, 1989
T0: Mayor Latimer and City Coun ilmembers
FROM: Roger Ryan �`
SUBJECT: Proposed Heliport Zoning, ndment
_ I. Buf�er At Airport
At the August 31 public hearing on the proposed heliport zoning amendment, the
City Council asked staff to analyze a ,000 and 2,000 foot buffer area between
residential property and heliport take ff and landing areas at Downtown Saint
Paul Airport.
� A. Existing Airport Land
Map 1 shows the areas of the airp rt which would be within 1,000 feet and
2,000 feet of residential propert . Eacept for. a small tract on the
river, only the southwest side ;of the airport would be within a 1,000
buffer area. Table 1, below, �ho s that six percent of the airport would
be wir_hin a 1,000 foot buffer ere and 34 percent within a 2,000 foot
buffer area. .
T ble 1
Area (Acres) Percent of Airport
Area Within 1,000 Foot Buffer 35.1 6
Area Within 2,000 Foot Buffer 191.4 34
Area Outside of Buffer 363.1 66•
, Area of Entire Airport 555.1 100
. B. Existing Heliports � .
Four heliports are located at t e airport. The takeoff and landing areas
of all four are outside both t 1,000 foot and 2,000 foot buffer areas.
The location of the takeoff an landing area of each of the heliports are
numbered on Map 1.
, 1. Life Link II , J. R. Cop�er and t.TCCO. There are two marked takeof.f �
and landing areas here. T e hanger is directly to the west.
2 . National Guard. The takeo f and landing area is east of their hanger
and headquarters building.
. � � ��-��yi q
Mayor Latimer and City Councilmembers
• September 13, 1989
' Page Two -
.
3. Army Reserve. The Army Reserve keeps their helicopters in the
Riverside Hanger which is withi the 2,000 foot buffer area. Five
takeoff and landing areas are i front of the building, outside of the
2,000 foot buffer area.
4. Minnesota State Patrol. The! Pa rol also keeps its two helicopters in
the Riverside Hanger. The t�ake ff and .landing area is on an abandoned
runway, 600 feet from the ha,nge . It is outside of the 2,000 foot
buffer area.
All four existing heliport takeOff and landing areas would conform to
either a 1,000 or 2,000 foot sp�ci g requirement from residential
property.
C. New Heliport Sites
There are two open areas at theiai port where new heliport development
could occur --- on the southwest' si e and on the east side.
Southwest Side. In the 1983 Envir nmental Impact Statement and in the
special condition use permit fo�r e runway expansion, the Metropolitan
Airports Commission (MAC) identif" d a building expansion area adjacent to
the new runway and taxiways. (Se Map 2. ) Part of the expansion area is
within the 1,000 foot buffer area and all of it is within the 2,000 foot
buffer area.
For the part that is within the 1 000 foot buffer area, there is one
vacant site suitable for develqpm nt to the north of MAC's maintenance
building. This is the site which J. R. Copters has requested for a
heliport site. A 1,000 foot b�aff r would not permit the establishment of
a heliport at the vacant site.
The remainder of the expansion ar a, 50 acres in size, is next to the
. . taxiways of the new runway. T�ren y-five acres have been prepared for
' development and 90 percent has' be n leased. Fill is expected to be placed
on the remaining 25 acres in l�te 1991 to 1992. A year later the area
would be ready for new buildings nd taxiways.
The 50 acres of expansion area! is outside of the 1,000 foot buffer area
. but within the 2,000 foot buff�er rea. Heliports could be located here if
the City Council adopts a 1,000 oot buffer but not if the 2,000 foot
� " buffer is adopted. � '
Several Councilmembers sugges�ed that the hanger could be located within
� the 2,000 foot buffer area and t at the takeoff and landing areas could be
located outside the buffer. �'t►i is not possible at this site. The
takeoff and landing area would h ve to be across the taxiway from the
hanger, requiring the helicopter to be towed, either by hand or vehicle,
across the taxiway to and from t e hanger. MAC considers this
operationally unacceptable be�au e it is dangerous, especially at night
when there are no tower perso�ne to direct traffic.
� - ���-�y/4
Mayor Latimer and City Councilmembers
September 13, 1989
� Page Three -
.
East Side of Airport
� There is an open area which coul be developed on the east side of the
airport, near the river, which; is outside the 2,000 foot buffer area. In
order to construct a heliport !he , however, MAC would have to be granted
a special condition use permi� t construct buildings within the floodway.
The floodway is the area of tt�e iver's floodplain which needs to be clear
of obstructions so that durin 1 0 year floods, flood waters can flow
downstream rather than back-u� a d overflow levees and dikes. Heliport
building may be constructed i�i t e floodway only after hydrological
studies show that the buildin�s ould not cause water levels to rise
during floods and only if the;bu ldings would not be damaged during �
floods. Consequently, it is �ue tionable at this time whether a heliport
could be constructed here.
D. Noise
Table 2 shows the sound levelica sed by a helicopter takeoff�at a
residential site which is one�fo t, 1,000 feet, and 2,000 feet from the
takeoff area. The sound levels roduced by three representative
helicopters are shown. (The ta le was constructed using a computer model
now under development by Minries ta Pollution Control Agency staff. )
. ,
� I Table 2
Distance B�tw en Residential Sound Exposure
Helicopter Site and Take ff Site (FEET) Level (SEL)
Aerospiatiale 1 117 db
SA - 350 1 00 87 db
2 00 84 db ,
Augusta 1 123 db
A-109 1 00 93 db
2 00 90 db
Sikorsky 1 119 db
S-76 1 00 89 db
2 00 86 db
. . ' . The table shows that the sound level at a residential site is reduced by . '•
30 decibels once the heliport akeoff area is moved 1,000 feet from the
residential site. Moving the akeoff area 2,000 feet from the residential
site reduces the sound level b only three decibels.
(Some rules of thumb for asses ing sound are: a five decibel reduction is
a noticeable difference in the perceived noise level; a ten decibel . �
� reduction is a halfing of the erceived noise level; doubling the distance
from the sound source reduces he sound level by three decibels. )
.
-----i—...a..� , cne no ' ----- ...,� caotl orL
y ise received at he house will be slightlyPless than
the buffer distance would indicate�.
F• Alternative Buffer Requirements
. .
,
Here are the reasons for adoptingjea h of the
requirements. , alternative buffer area
�.000 Foot Buffer, A 2,000 foot �u
heliports at the airport since their takeoff andllandingfareastareeoutsidg
of the buffer area. They could expa d at their present locations, if they
chose to do so.
New heliports would not be built on he airport property except perha s on
the east side if engineering studies show that during 100-year floodsP
heliport buildings would not raise f oodwater levels and would not be
damaged.
The sound level caused by helicop�er takeoff and landings at the nearest
residential sites will be slightlj+ 1 wer than if a 1,000 foot buffer is
adopted.
1.000 Foot Buffer. A 1,000 foot k�uf er area would not affect the existing
heliports at the airport since their takeoff and landing areas are outside
of the buffer area. They could e�pa d at their present locations , if they
chose to do so.
� . � @��-,���
Mayor Latimer and City Councilmember
September 13, 1989
Page Five -
.
New heliports could be built at e planned expansion area next to the new
runway and perhaps on the east, s' e if engineering studies show that
during 100-year floods helipor't ildings would not raise floodwater
levels �nd will not be damaged�.
The sound level caused by heli��co ter takeoffs and landings at the nearest
residential sites will be sli�ht higher than if a 2,000 foot buffer is
adopted.
G. Staff Recommendation
Staff recommends that the Cit}� C uncil adopt a 1,000 foot spacing
requirement between residential roperty and the takeoff and landing area
of fieliports.
When the heliport amendments 2�re adopted, the airport will be the only
place in the City where full �e ice heliports are permitted to locate.
There should be some place on th airport for new heliports to locate. A
2,000 foot buffer would not a110 a heliport takeoff and landing area to
� locate on 34 percent of the a�rp rt property, a significant restriction of
usable area. A 1,000 foot bu�fe would restrict heliport takeoff and
landing area on only six percfnt of the airport property.
MAC has long planned to develpp ts expansion area along the new runway
with new airport uses. A 1,0�0 oot buffer would allow a heliport here
but not a 2,000 foot buffer.
Increasing the buffer distance f om 1,000 to 2,000 feet will remove an
� additional 28 percent of the air ort from possible heliport use while
reducing the sound level at the earest residential property by only three
decibels, a marginal reduction.
II.
At the public hearing, Councilmer�be Goswitz asked for a written explanation
of Sections 8 and 12 of the propose heliport amendment. .
The language which is being removed from Section 8 functioned as a definition
of an airport and specified that he iports were permitted as special condition
uses in the I-1 district. Section of the amendment adds a definition of .
: . ' , airport to the definition section o � the ordinance, and Section 9 specifies . '•
� that heliports and helistops are pe mitted as special condition uses.
Section 12 deletes airport and heli orts as special condition uses in the
RCI-1 River Corridor Industrial Dis rict. It was not the intent of the
riverfront plan to establish airpor s or heliports in the riverfront area. �
. .
RR:rm
Attachment
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`�l** o, CITY OF SA NT PAUL •
0"6 '; OFFICE OF 1' E MAYOR
� �ini�nn�
r uu �uu �
° 347 CIT HALL
�e�•
SAINT PAUL, MI NESOTA 55102
GEORGELATIMER (612) 2 8-4323
yI"YOR � RECEIVED
July 10, 1989
JU� i 11989
�ouncil President ,James Scheibel CITY CLERK
� and Members of the City Council
716 City Hall
Saint Paul, Minnesota 55102
Dear President Scheibel and Members of the City Council:
On June 23, 1989, the Planning Comm�ss on adopted a resolution recommending
amendments to the zoning code regulgti g heliports and helistops. The
Commission held a public hearing onjth amendments on June 9, 1989. The
Commission's resolution and propose,�d endments are attached.
The Commission recommends that pri�tat or public heliports and helistops be
permitted as special condition use� i I-1 and I-2 districts if they are
located at an airport and their talce- ff and landing areas are 1000 feet from
the nearest residential use. Priv�te helistops would also be permitted as
special condition uses if they are,� ac essory to hospitals and their take-off
and landing areas are 200 feet frpm he nearest residential use. Before a
heliport or helistop can be establ;is d, the owner would have to show that the I
noise from helicopters using the Eac'lity would not exceed state noise
standards.
There were several suggested regu�at ons at the public hearing which the
Commission decided not to include� in their recommendation. The analysis of
these suggestions is attached.
The Commission has decided to ex�llo e further whether or not to remove "other
health and medical institutions" !as special condition uses in the RM-2 and •
RM-3 residential districts. The'Co ission wants to determine what these uses
may be and whether they are appropr ate uses in residential districts. If the
Commission decides an amendment is eeded, they will send the amendment along
to you shortly.
The Commission also recommends aime dments to the Comprehensive Plan regarding
heliports and helistops. The pYan amendment will make the Comprehensive Plan
and zoning code consistent with on another for heliports and helistops. The
proposed plan amendments are also ttached.
I am pleased to transmit these zo 'ng and plan amendments to you for your
consideration.
Very truly y urs,
'i
,
eor Latimer
Mayo
GL:da
8��,.s '
, ,
city of saint paul
plar�r�ng comr�ssion re�o ution
file number 89-50 !
�te � June 23. 1989 _ _ ,'
I
WHEREAS, the City Council on Septemlbe 22, 1987, adopted a resolution initiating a
40-acre study of heliports for the pu ose of amending the Zoning Code; and
WHEREAS, the Neighborhood Committeel o the Planning Commission reviewed and
suggested amendments and recommende�d public hearing; and
WHEREAS, pursuant to Minnesota Sta�ut 462.375(5) , the Planning Commission held a
public hearing on the proposed amendm t at its June 9, 1989, meeting; and
WHEREAS, the Planning Commission has termined:
1. That the number of real estate des riptions affected by the amendments renders
the obtaining of written consent i practical;
2. That a survey of an area in excess of 40 acres has been made;
3. Ttiat a determination has been made that the amendments to the Zoning Code
proposed are related to the overal needs of the community, to existing land
use, and to plans for future land se; and
4. That pursuant to State Statutes pr per notice of the hearing was given in the
Pioneer Press and Dispatch on May 8, May 25, and June 1, 1989.
NOW, THEREFORE, BE IT RESOLVED, that e Planning Commission recommends approval of
the Zoning Code amendments attached h reto in the 40-acre study proposing
regulations for heliports and directs the Planning Administrator to forward the
study and this resolution to the Mayo and City Council for their review and action.
moved by �PKE �
5econded by
in fav�or Un—
.
against—
�►��TE - C�TV C�EwK
01N1t - I�N�r10E C I TY O F S I NT PA U L Ca,ncil
C�N�I�Y - OCP�I�TM(NT FZIC NO•
�l1![ �MAYO1�
� � Ordi ance Ordinance N O.
Presenced By
Referred To Committee: Date
Out of Committee By Date
ZONING COD� ENDMENTS
An Ordinance Amending Chapte� 60 of the int Paul Legislative Code Pertaining
to Heliports and Helistops
The Council of the City of Saint Pau1 Do s Ordain:
Sectio 1.
That Section 60.201A of the Saint Paul egislative Code be amended so as to
add the following new definition theret :
Airport. An area where fixed wing airc aft can take off and land, equipped
with hard surface landing strips, hange s, facilities for refueling and
repair, a control tower, and accommada ons for cargo and passengers, and
which is owned and operated by a uni't f government.
Sect on 2.
That Section 66.208H of the Saint paul Legislative Code be amended so as to
add the following new definitions �he eto:
Heliport. An area designed to be �se for the landing or takeoff of
helicopters including operations f,�ci ities, such as maintenance, loading and
unloading, storage, fueling, or t��mi al facilities.
COUNCIL MEMBERS Requested by Department of:
Y� a�a N� Planning and Economic Development
LO°g [n avor
Gos.vitz
Rettman
sc�teei Aga nst BY
sonnen ,
wu�o
Form Ap ed by City Att ney
Adopted by Council: Date
Certified Passed by Council Secretary BY
By
Approved by Mayor: Date Approved by Mayor for Submission to Council
By By
� Helistop. An area designed to be sed for the landing or takeoff of one
helicopter, the temporary parking f one helicopter, and other facilities as
may be required by federal and �ta e regulations but not including operation
facilities such as maintenance, ',st rage, fueling, or terminal facilities.
�
Heliport or helistop, private. A eliport or helistop not open to the general
public and requiring prior permi�ssi n of the owner or operator to land.
Heliport or helistop, public. A he iport or helistop open to use by any
helicopter.
Hospital. An institution, licensed by the State Department of Health,
providing primary health services a d medical or surgical care to persons,
primarily inpatients, suffering fro illness, disease, injury, deformity and
other abnormal physical or mental co ditions, and including as an integral
part of the institution, related fac lities such as laboratories, outpatient
facilities or training facilities.
Se tion 3.
That Section 60.453 of the Saint Faul Legislative Code be amended so as to add
the following new subdivision (5) the eto, to renumber present subdivision (5)
to be subdivision (6) , and to have ne subdivision (6) read as follows:
(5) Private helistop for emergenCy edical services which is accessory to a
hospital, subject to the fol�ow ng conditions:
(a) The helistop shall be loc ed at least two hundred (200) radial
feet from any residentiall used property, measured in a straight
line from the closest poin of the takeoff and landing area to the
closest property line of t e residentially used property.
(b) The applicant shall per£o a noise analysis to determine whether
upon establishment of the elistop the Noise Pollution Control
Rules, Chapter 7010, of th Minnesota Pollution Control Agency
would immediately be viola d. If the analysis shows that the
rules would be violated, th applicant shall take measures to
prevent the potential viola ion before the helistop is
established.
(c) The helistop shall be const ucted, operated, and maintained in
accordance with the rules a d regulations of the Federal Aviation
Administration (FAA) and St e of Minnesota. Documentation that
the FAA and State have ap�ro ed the helistop shall be included
with the application.
(d) A site plan of the proposed acility and an area map showing the
distance between the propose takeoff and landing area and the
nearest residential property hall be provided to the Planning
Commission.
(6) Accessory buildings, structures and uses exs�effia�i�y-�xe€dea�-�e-axy
e€-�ke-abeve-ge�a����e�-xses as d fi ed in Section 60.201.
Se tion 4.
� That Section 60.463 of the Saint Pau Legislative Code be amended so as to add
the following new subdivision (S) th reto, to renumber present subdivision (5)
to be subdivision (6) , and to have n w subdivision (6) read as follows:
(5) Private helistop for emergency medical services which is accessory to a
hospital, subject to the cand' ions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Resi ntial District in Section 60.453,
principal uses permitted subj ct to special condition.
(6) Accessory buildings, structur s and uses e�s�e�a���y-�ae�deaE-�e-asy
e€-��e-abeve-ge�i��ed-�ses a de ned Sec ion 60 O1.
S ction 5.
That Section 60.544 of the Saint P 1 Legislative Code be amended so as to add
the following new subdivision (20) thereto and renumber present subdivision
(20) to be subdivision (21) :
(20) Private helistop for emergen y medical services which is accessory to a
hospital, subject to the con itions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family Res dential District in Section 60.453,
principal uses permitted su ect to special condition.
(21) Accessory buildings, struct res and uses as defined in Section 60.201.
Section 6.
That Section 60.554 of the Saint aul Legislative Code be amended so as to add
the following new subdivisions ( ) and (12) thereto:
(11) Private helistop for emerg ncy medical services which is accessory to a
hospital, sub3ect to the c nditions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family R sidential District in Section 60.453,
principal uses permitted s b�ect to special condition.
(12) Accessory buildings, struc ures and uses as defined in Section 60.201.
Section 7.
That Section 60.563 of the S�in Paul Legislative Code be amended so as to add
the following new subdivisions 11) and (12) thereto:
(11 Private helistop for emer ency medical services which are accessory to a
hospital, sub�ect to the onditions set forth for RM-2 Medium Density,
Low-Rise Multiple-Family esidential District in Section 60.453,
principal uses permitted subject to special condition.
(12) Accessory buildings, 5tr ctures and uses as defined in Section 60.201.
Sectio 8.
That Section 60.614, subdivision (2) of the Saint Paul Legislative Code is
hereby amended to read as follows:
(2) Airports. p��va�e-a��-ee�e�eia ;-#Ae��d��g-�e�ipe��s
ea�-ke�i�ads-aa�-e��e�-a��e�a€�- a��-€ie��s;-��aWays;
€�igk�-s���gs;-aad-€�y��g-se�ee� ;-�ege��e�-w}��-�aaga�s;
�e��sa�-b���d�ags;-as�-atix#��a -€ae��f��es-s���ee�-�e
�ke-�e��i�effiea�s-se�-€e���-�a-E e-"gese�a�-p�ev�s�eas:"
Se ion 9.
That Section 60.614 of the Saint Pau Legislative Code be amended so as to add
the following new subdivision (8) t reto, to renumber present subdivision (8)
to be subdivision (9) , and to ha�e ew subdivision (9) read as follows:
(8) Heliports and helistops, publ c and private, located at an airport
subject to the following con tions:
(a) The heliport and helis op shall be located at least one thousand
(1,000) radial feet fr m any residentially used property, measured
in a straight line fro the closest point of the takeoff and
landing area to the p operty line of the closest residentially
used property.
(b) The applicant shall p rform a noise analysis to determine whether
upon establishmen� o the heliport or helistop the Noise Pollution
Control Rules, Ch�pt r 7010, of the Minnesota Pollution Control
Agency would immedia ely be violated. If the analysis shows that
the rules would �e olated, the applicant shall take measures to
prevent the potenti 1 violation before the heliport or helistop is
established.
(c) The heliport or he 'stop shall be constructed, operated, and
maintained in acco dance with the rules and regulations of the
Federal Aviation A inistration (FAA) and State of Minnesota.
Documentation that the FAA and State have approved the heliport or
helistop shall be ncluded with the application.
(d) A site plan of th proposed facility and an area map showing the
distance between he proposed take-off and landing area and the
nearest resident al property shall be provided to the Commission.
(9) Accessory buildings, s ructures and uses e�s�effia�3�y-�se��es�-�e-aay
e€-��e-abeve-�e�a►���e xses as defined in Section 60.201.
Section 10.
That Section 60.622, subdi ision (1) of the Saint Paul Legislative Code is
hereby amended to read as ollows:
(1) Any uses permitted in the I-1 District as
"principal uses permitted" a "principal uses
permitted subject to spec�al conditions," except
for adult bookstores, ad�lt abarets, adult
conversation/rap parlors; a ult health�sport
clubs, adult massage paxlo , adult mini-motion
picture theatres, adult,;mo ion picture theatres,
adult steam room/bathhdus facilities and other
adult uses and a ort' a ub c a d r v e
heliports and helistogs; rovided, that they
meet at least the minim conditions imposed in
each district.
Sectio 11.
That Section 60.624 of the Saint Paul L gislative Code be amended so as to add
the following new subdivisions (13) , ( ) , (15) , and (16) thereto:
(13) Private helistop for emergenay dical services which is accessory to a
hospital, subject to the condit'ons set forth for RM-2 Medium Density,
Low Rise Multiple-Family Reside tial District in Section 60.453,
principal uses permitted subje t to special condition.
(14) Airport.
(15) Public and private helipoxts and helistops located at an airport,
subject to the conditions se forth for I-1 Industrial Districts in
Section 60.614, principal u es permitted sub3ect to special conditions.
(16) Accessory buildings, struc res and uses as defined in Section 60.201.
Section 12.
That Section 60.773 subdivisio (4) of the Saint Paul Legislative Code is
hereby amended to read as foll ws:
f4j A��ge��s;-g �va�e-aa�-ee�e�e�a�;-}ae��d�ag
�e��ge��s- �-�e��pads;-aa�-e�ke�-a��e�a€�
�a���ag-€# ��s;-x�nWays;-€��g��-s���gs-aa�
€�y�ag-se e�s;-�ege��e�-W���-�aaga�s;
�e���a��- ���d�Ags-asd-atix��}a�y-€ae#���#es
s�b�ee�- -��e-�eq���e�ex�s-se�-€e��k-�a
�ke-"Qea �a�-P�ev�s�erls;"
w..iTE — c�r• c�¢RK
PINK � FINANCE (�j I TY O F SA NT PA U L Council
C�MI�1�• —OEP�RTMENT �+
•lVE —M�YOR {-�IC NO.
� � Ordin nce Ordinance N O.
Presen��a By
Referred To Committee: Date
Out of Committee By Date
(4) Private helisto for emer en � medical services Nhich is accessor
to a hos ital sub'ect to th conditions set forth for RM-2 Me �um
Dens�t Low-Rise Mu t e- mi Resi ent a D strict in Section
60.453 r�nci a uses erm tte su ect to s ecia con t on.
Secti n 13.
This ordinance shall take effect and b in fo�ce thirty days from and after
its passage, approval , and publicatio .
COUNCII. MEMBERS
Yeas Nays Requested by Department of:
�� Planning and Economic Development
�ot in Favor
Gos�vitz
ReWoan
��� Against By
SOODEO
VViISOo
Form Ap r ved by City ttorne
Adopted by Council: Date ,
Certified Pessed by Council Secretary BY
i
i
By
Approved by Mayor: Date Approv by Mayor for Submission to Council
By BY
a ctrr o� r.
' �:�` ���t�. CITY OF SAINT PAUL
.-�
�� - ° "� DEPARTMENT OF LANNING AND ECONOMIC DEVELOPMENT
: __��� ;
� A DIVISION OF PLAVNItiG
� 25 West fourth Street,Sai�t Paul,Mlnnesota 55102
,�••
612-22&3270
GEORGE UTIMER
MAYOR
DATE: June 16, 1989
T0: Planning Commission
FROM: Roger Ryan 1...�—
i
SUBJECT: Heliport Zoning Amend�t►en
I.
�fter reviewing the testimony o� t e June 9, 1989, public hearing, staff
recommends the following change�.
1. A definition of airport has' be n added. This will help distinguish
among airport, heliport, aryd listop.
The effect of the definition s to identify Downtown Airport as a
permitted special condition e. It is undesirable that any more of
the City's land be used fqr additional airport. In the highly
unlikely event that an addit onal airport would be established in the
future in the City, it would have to be publicly owned and operated
for a public purpose.
2. The definition of helistop as been changed by removing tie-down space
and adding temporary parlci space. The temporary parking space will
provide an area to place a elicopter which has just brought a patient
to a hospital if another h licopter arrives at the hospital and wants
to land.
Several people suggested maximum size for helistops. However, since
the size of the landing a d takeoff area of a helistop varies with the
length of the helicopter sing a heliport, a standard maximum size
cannot be determined. e proposed definition does limit helistops to
one landing and takeoff rea.
3. A definition of hospita has been added. It will help differentiate
hospitals, from other m dical facilities, such as nursing homes and
ambulatory care facilit es. The state licenses each of these
facilities.
. '
Planning Commission
June 16, 1989
Page Three �
4. A detailed contour map showingI su face noise from the helicopters
using heliports would be requilred in order to see if the Minnesota
Noise Pollution Control Rules �aou d be violated.
The Noise Pollution Control Rules specify the methodology of ineasuring
noise, including measurement loca ion, equipment used to measure
noise, and measurement procedu�es and documentation. These are the
procedures which will have to be ollowed in the required noise
analysis.
5. The Downtown Airport should not b designated a public or private
' helistop or heliport. A cap sho d be placed on existing helicopter
operations at Downtown Airport, d flight path patterns should be
regulated.
The Planning Commission has reco ended that the Metropolitan Council
not designate Downtown Airport i the Council's Aviation Systems Plan
as a public helistop or helipart.
The City cannot put a cap on the umber of helicopter operations or
flight paths. The FAA has autho ity to regulate these matters.
6. Since Downtown Airport is the on airport in the City and is in an
I-1 district, airports should on be allowed in I-1 districts.
Allowing airports in I-2 distric s is consistent with the zoning code
format which allows all the uses in less restrictive districts (I-1)
in more restrictive districts �(I 2) ,
The southern tip of Downtown Air ort is also zoned I-2.
7. The spacing between residenti�l roperty and helistops and heliports
should be increased. i
Staff believes that Downtown �ir ort is the best location for heliport
facilities in the City. The flir ort is in the largest non-residential
area in the City (near the riv�er downtown, and industrial area) and
consequently has more potenti�l on-disruptive paths to a heliport.
The Airport is the safest locati n: it has a control tower with
personnel to guide helicopter$ i and out of a heliport; it has a
specially trained crash-fire fir fighting crew stationed at a nearby
City fire station; and it has a ighting system for night flights.
The 1,000 foot spacing requireme t for heliports will provide a buffer
spacing of about one and one-hal blocks between heliports and
residential. The main effect of this requirement will be to prevent
heliport landing and takeoff are s from locating at Downtown Airport's
building expansion sites which a e closest to residential areas. It
will allow new heliport faciliti s at the building expansion sites
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.�nt t i, :
OFFICE OF HE CITY COUNCIL
KIK( SONNEN I
Counc�7m�ber '
MOI.LY O'ROURKE ', JUn2 9, 1989
L.e�tlative Aide '
James Christenson, Chair
St. Paul Planning Commission
St. Paul , Minnesota 55102
Dear Mr. Christenson and Members o the Planning Commission:
Over the past year we have all spe t a considerable amount of time studying
the Condor Corporation's reques ' f r a heliport in the Midway, the
Metropolitan Council 's feasibility study for heliports and, now, the current
zoning code amendments. Your e te sive review of these complicated issues is
greatly appreciated.
I must express my grave concerns a out allowing any heliports or helistops in
the city until the FAA or the C�ng ess gives local authorities the right to
regulate flight paths, number o flights, hours of operation, and the height
of flights over residential nei�hb rhoods. The municipalities' traditional
rights and authority of zoning mat ers should reflect our new age, new
technologies and trends. Citie� n ed the right to regulate and enforce use of
air space (and underground space) . We are entering the 1990's and limiting
zoning powers to surface land u�,e ly puts us back into the 1950's.
If the commission still feels it n ds to proceed with land use zoning only,
there are some suggestions for aiddi ional amendments which would strengthen
and clarify the zoning code:
1. The definition of airports con ained in Section 60.614, subdivision 2,
should be retained, so we can ifferentiate between airports, heliports
and helistops.
2. Helistops at hospitals should ve the following conditions:
a. Pedestrian and vehicular a ess need to be restricted and controlled
in the helicopter land/tak off area.
b. The land/take off area sho d be double the size of the largest
helicopter authorized by t FAA to use the site.
c. The landing/take off ar�a ould be surfaced with an appropriate
material to control dust di persion, and noise and lighting
mitigation at the site sho d be required.
d. A map illustrating all flig t obstructions within 3,000 feet of the
landing/take off should be equired. A detailed noise contour map
should also be required, sh wing surface noise levels in dba's from
all types of helicopters au horized by the FAA to use the heliport and
C1TY HALL SEVENTH FLOOR SAINT PAUL,MWNESOTA 55102 612/298-5378
46
James Christenson, Chair
June 9, 1989
Page Two
for all approach and depa�rtu e paths. If the map shows that the Noise
Control Rules, Chapter 7010 f the Minnesota Pollution Control
Agency, would be violated!, t e helistop should not be established.
e. The special condition use pe mit for the helistop should end whenever
the use of the building(s) a a hospital are discontinued.
f. All other conditions proppse for helistops at hospitals should be
measured from residential us s not just residential zones.
g. The FAA has height restricti ns surrounding helicopter landing areas
and since these regulations ould supersede local zoning height
restrictions, the code shoul require that the applicant get
two-thirds of the signatures of property owners within the area
affected by the height restr'ctions.
3. I propose that the above mention d conditions also be required for
heliports or helistops at airpor s.
Thank you for the opportunity to co ent on this study.
Sincerely,
I�
Kiki Sonnen
Councilmember
KS/mb
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COl4iENTS ON THE PROPO ED HELIPORT PLAN
To The Saint Paul P1 nnin Commission
June 4 1989
My name is David Morris. I am resident of Saint Paul and have for
years been following airport disputes here, in the rest of the country, an
abroad. I submit these comments in o position to the designation of any part
of Saint Paul, including the airport, as a heliport, either public or
private.
"(Helicopters) are highly visi e and potentially intrusive to a large
population" , the Tfain Cities Re iona Heli ort Stud by Edwards and Kelcey,
Inc. correctly observes. Helicopter ' "noise is perceived as loud and
frightening" .
There is no question that hdli opter traffic disrupts people's lives.
There is also no question that once ermission is granted for helicopter
traffic the community has little �ns ing regulatory authority. The Heliport
40 Acre Study by the Department o� P anning and Economic Development(p. 16)
notes, "the City cannot regulate hel copter activites such as approach and
departure paths, minimum altitudes, r maximum number of operations." Indeed,
even with respect to fixed wing airc aft, PED observes, MAC's noise abatement
program "is an operations plan and n t a re�ulation". Moreover, says the
Edwards and Kelcey report, (2-42) , " ere are no rotorcraft noise �
standards. . ."
There is some dispute about ho fast helicopter activity will grow.
The forecasts in the study are pure uesswork. As it indicates(3-3) , "There
are no historical series of either h liports or helicopter demand in the �ain
Cities area". The FAA's 1984 method logy to forecast helicopter is less than
helpful. The future demand for helic pters depends on five factors:
1. Technological developments elated primarily to the cost of the
' aircraft.
2. Growing traffic congestion
3. The shift of corporate jet to downtown Airport from MSP.
4. The shift of MSP to a ne�w cation 70 miles outside of the city
5. The development of new hel' orts. Large operators of helicopter
fleets say "they would fly more fre ently into the area if there were such
facilities"(2-30)
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Based on the ma 'or disru tion th t helico ters la the lack of an
local control over such fli hts and t e ossibilit of a ma 'or increase of
such lanes in the near future ub ic olic should be to minimize their
use. To do so we must know to what�us s helicopters are currently put, how
essential are these uses, and what �lt rnatives are available to using
helicopters.
Helicp t r Use
Use T tal hours X Total Operations %
Commercial and Charter 10 36 13,106 22
Business and Corporate 67 17 4,563 8
Industrial 608 5 679 1
Agricultural 327 1 9,602 16
Medical 742 15 3,958 7
Military 11,000 18
Police 391 12 12,809 21
Government S .04 59 .1
Personal 83 .7 696 1
Training 30 .2 353 .6
Mosquito Control 400 3 3,200 5
How would we rank these operati ns in terms of necessity? Certainly
medical uses would have the highest p iority. Moreover, the only substitute
for helicopters would be ambulances w th sirens, an equal noise problem. Yet
medical uses represent a very modest roportion of overall uses.
Police use is much more extensi e and is probably also essential.
Other essential uses may be mosquito ontrol.
Most other uses range from que ionable to highly questionable.
Military use represents 75 percent o all flights from the downtown Saint
Paul airport, for example, and illus rates not only the potential for noise
reduction but also the inability of he local community to influence either
the Metropolitan Airport Commission r the military itself on this issue.
In 1984 the Saint Paul City Co ncil, recognizing the severe noise
problem represented by military heli opters, passed a resolution, urging the
Metropolitan Airports Commission �o dopt the St. Paul downtown airport
operations plan as the operations po icy for this airport and to "rigorously
monitor applications of the noise ab tement program contained therein". The
resolution also demanded that MAC "i itiate discussions among controlling
agencies to address the possibility f reassigning military helicopters to
another site".
In 1988 the City Council enact d another resolution, noting that
"little progress has been made" in c rrying out is 1984 directive.
unresponsivenessand is a particularl difficult situation.
2
• A letter dated October 11 , 19 8, signed by Mayor Latimer, Council
President Scheibel and Councillor D mond concluded, "An airport located at
the heart of an urban community is ot an appropriate location for helicopter
operations" and reiterated, "It i the position of the City. . . that the
immediate proximity of residential eighborhoods to the airport makes it an
inappropriate site for helicopte� o erations" .
What has been the military'Is esponse to these concerns? The Army plans
to upgrade its helicopter fleet �nd forecasts a 10-20 percent increase in
helicopter operations. When Gerald . Wildes, Chairperson of Downtown
Airport Advisory Council(DAAC) , wro a letter on November 18, 1988 to
Wilbert W, Sorenson, Commanding Col el of US Army, complaining about his
recent proposal to activate an attac helicopter battalion at Holman Field,
Gary E. Schmidt, Manager of Reliever Airports, in an apologetic 1989 letter
to Sorenson made clear that DAAC, a the City Council, have no influence on
MAC. Concerning Wildes's letter, wh ch was written with the full agreement
of DAAC members and in his capacity s Chairperson of DAAC, Schmidt declared,
"This letter should be taken as a pr vate citizen's onin on an issue of which
he has interest. " Schmidt goes on, 'Although the letter was typed on
Commission letterhead, it was done s without authorization and in no way
should be construed to reflect the p sition or opinion of the Metropolitan
Airports Commission. The Commission . .from an operation standpoint, has no
objections to their(military) locati n there(Holman Field)". Furthermore,
with respect to the City Council's 1 84 resolution, Schmidt insisted, "No
timetable for relocation nor any spe ific agreement that relocation will take
place has ever been entered into",
It is intriguing to note how t e military reacts to communities that
more effectively protest helicopter oise. In April 1989 the Washin�ton Post
noted recent protests by Germans �bo t US military flights. Using human
rights laws the communities have per uaded courts that excessive military
activity is an invasion of their �ig ts to a quality environment and life
style. A local court in Weisbaden e joined the US Army from building the
facilities it needs to move a new Ap che helicopter unit to the nearby
military base. The military respons ? "The U.S. military increasingly is
turning to high technology simulatio s", the Post observes, "to train pilots
and tankers in an effort to reduce m'litary flights. . . "
Corporate use is the largest s' gle category of flights from the Study
area, representing 30 percent of all lights if we include military use,
almost 40 percent if we exclude mili ry flights, and possibly 50 percent if
we use as our criterion hours flown. e study concludes that most growth
will be for corporations. For exampl , JR Copters' Roger Sheenan "sees a big
potential in the corporate market, ere are 17 Fortune 500 companies plus
19 non-industrial Fortune 500 compani s. None of these companies are using
helicopters. . ."
Astonishingly, the report does ot detail what these corporate uses
are, how crucial they are, and what s bstitutes are available. This is a
critical oversight. If corporate sta f are using helicopters to shave a few
minutes driving time at the expense o disrupting the lives of hundreds, even
thousands of people it does appear a ecessary use. Moreover, with personal
fax machine and cellular phones the c mpany car is an extension of the office
so the trip to the airport can no lon er be viewed as a time of lost
3
productivity.
The Planning Commission at pres nt seems to have embraced a
Neighborhood Committee recommendation that no heliports be designated in
Saint Paul, including the Downtown' Ai port. But in the zoning regulations
intended to enact this recommendation it appears that private and public
heliports would be allowed at the Do town Airport and that at least one
other area in Saint Paul that is pres ntly industrially zoned and has no
airport would be zoned for heliports.
The Planning Commission should e firm that helicopters should not be
encouraged, that the vast majority o current uses are unnecessary, and that
until the users of the downtown Airpo t are willing to abide by
restrictions(e.g. flight path design ions, curfews) that no further enabling
regulations will be endorsed.
But city action should not sto with this policy. The issue of
helicopter noise is only a subset of he larger issue related to the downtown
airport. It is only because of the vere economic recession of the early
1980s that airport activity growth i the Airport has not achieved previous
estimates. Yet since 1982 airport a ivity has actually grown faster than
previously predicted, and we can exp ct if present trends continue a
potential doubling of airport useage in the next 10-15 years. Since it is
now clear that airport operators wil not follow voluntary plans relating to
flight paths, that the military, the largest user of the downtown airport's
facilities with respect to helicopte s, is indifferent to citizen complaints,
and that MAC is not only unwilling t enforce its own noise control standards
but is actively contemptuous of citi en participation, the City Council must
take steps beyond its recurrent plea to�MAC and the military to listen.
The Planning Commission should immediately proceed with a study to
analyze how many of the existing hel'copter uses could be reduced(e.g. by
pooling the highway traffic reports rom local media, or by substituting car
travel for helicopter travel by corp rate staff, etc. ) . Such a study is
essential if we are ever going to se k real solutions to airport noise rather
than merely try to distribute the no se over wider areas, as is the present
policy. Finally, the Planning Commis ion should develop recommendations for
city actions in light of the continu ng refusal by users and regulatory
bodies to deal with citizen concerns
4
• �, WEST
' SIDE
CITIZENS
ORGANIZATI0�1
209 West Pcge, St. Paul, MN 5510? 292-8020
To: St. Paul Planning Cammissior�
Department of Planning end Eco omic Deveiopment
St. Peul Ci ty Counci 1 Member�
Mayor Geor�e Latimer �
Representative Sandra Pappa�
Congressman Bruce Vento
From: Bridget Martin, President �
Re: Helicopter �ctivity et Holman Fi Id
Date: June 6, 1989 ,
Enclosed is the official position of the est Side Citizens Organization
{District 3 Planning Council) concernin helicopters et Holmen Field. We
urge th�i this ststement, along with th se of other neighborhaod groups, be
giaen strong consideration in the delib rations of the Planning Commission
and other groups es they deaelop regula ions related to helicopter activity.
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Mey 31, 19$9 '
IN YIEW OF THE FOLLOWING CONSIDERATIONS, RE ATED TO !-bLh1�M FiELD AND ITS PLITENTIAL
USE AS� HELiPORTr HELISTOP: I
,
•lacal regu)atory control over fl',igh s is limited, which includes
restriction of operation & numbe�r o arriv�ls and dep�rtures, flight paths
over residential ereas, and low ellti ude flying over residential areas
after take-offs and before 18ndirlgs;
•The shift of ell carpor�te avietion o the St. Peul Downtown Airpart;
•The uncerteinty af future helicppt r activity, including th� potentiat
for a majar increese in traffic; �,
•One thousand feet between th� �eli ort/helistop and residentiaily zoned
property is inadequ�te end does ot eke into consideretion the
typogrephy of the area, such�es b uf s;
•Failure of the St. Paul City Cou cil ta tollaw thrvugh on a 1984
resolution to initiate discussion� a ong controlling agencies ta address
the possibility af reessigning th� t o military heiicopter oper$tions �t
the St. Paul Downtown Airport to;an ther site;
• Lack of rigaraus monitoring by �he Metrapolitan Airports Commission
concerning application af the Naise betement Program according ta th�
1984 St. Paui City Council Resoluitio , while users ef the St. Paui
Dawntvwn Airport da not volunt�rriiy fallow piens in the Naise Ab�tement
Program related to flight paths, �iti udes and naise;
•Gener�l lack of response by the �1et opoliten Council, St. Paul Plenning
Commission and its Neighborhood��Co mittee, and the City Planning and
Economic Development Depertme t t eddress citizen concerns;
THE WEST SIDE GITI2ENS ORGAMIZATION, DI TRI T 3 PLANNING COUI�IL OF THE CITY ST.
PAUL, MINhIESOTA, RECOMMENDS: �
i. The St. Paul Downtown Airporti no be designated as a public or
private heliport or helistop; �,
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2. �► cap be piaced on all existingl�lhel�copter operations at the St. Paui
Downtawn Airport;
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NOTICE OF U IC HEARING
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Notice is hereby given that a bLi hearing wul }�e heid b�r� � City�
Eouncil on th t d of A t 1 at :flOA.M:�n the Saint pa�,�ity Ceunci!
Chambers on e r
Chapter Sp of the Sainti Faul Legi ti Code aseth��� �°��s to
ey retate`!a 7onin� Text
��8�'s .P��ing to Heliports listops. At saf@ �fine g� plaq� the
; Councit will hear all persoas relati .to is proposal,
Dat.ed Au�ust 16, 1989. �
ALBERT$.OI,SpN,Gity Clerk
(Au t 1 , 1989f
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