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on the east side of C. R. #56 are of a high density and would fail to <br />meet the land use zoning restrictions. <br />1 <br />Because major existing thoroughfares would have to be relocated, the <br />development of prime business lands along U. S. Highways #10, #52, and <br />' #169 would be seriously curtailed or not allowed at all and the development <br />of some prime residential and industrial would have to be relocated, it <br />' would appear that development of a Mn /DOT -FAA approved Basic Utility - <br />Stage II airport facility on this site with the present runway alignments <br />would not be feasible. <br />' B. Utilizing a Northeast - Southwest Orientation <br />A second alternative alignment on the present airport site utilizes a <br />northeast - southwest alignment more nearly perpendicular to the railroad <br />tracks and numbered Runway 3 -21. The NE /SW alignment, shown on Exhibit D, <br />' intersects the existing runway centerline approximately 1000' north of <br />the sod runway's south end. <br />With this NE /SW alignment, the south edge of the primary zone is situated <br />approximately 900 feet north of the Burlington Northern Railroad tracks in <br />order to provide the approach surface clearance of 23' above the top of <br />rail. The centerline of CSAH #57 is again intersected approximately 2100' <br />' down the runway with this orientation. This alignment has a major drawback <br />in its orientation to the wind direction where only a 69.5% wind coverage <br />' is attained. The addition of crosswind runway 9 -27 would attain only a <br />83.0% combined wind coverage and a reorientation of the crosswind runway <br />19 <br />