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to the maximum wind coverage alignment of 14 -32 would achieve only a 84.2% <br />combined coverage. <br />The construction of a crosswind runway, whether on a Runway 9 -27 or <br />Runway 14 -32 alignment, would have virtually the same road clearance <br />and clear zone problems as experienced with Crosswind Runway 9 -27 and <br />Primary Runway 16 -34 in the previously reviewed alternative. Obstructions <br />which would have to be removed from the south Clear Zone area of Primary <br />Runway 3 -21 include a new sawdust and shaving company building located <br />about 700' south of the primary surface and a auto and truck repair shop, <br />a camper sales lot, a used car sales lot, and two residences - all located <br />between U. S. #10, #52, and #169 and the railroad tracks. <br />Zones A and B of the Runway 3 -21 south approach area do not include any <br />existing development, but their restrictions would prevent or seriously <br />restrict the development of prime business - commercial lands along U. S. <br />#10, #52, and #169 and desirable residential land near the Mississippi <br />River. Zone B of the northeast approach area lies totally within a <br />sanitary landfill site which would be a permitted activity in that zone. <br />Based on the above listed factors, it is felt that the Northeast /Southwest <br />runway orientation does not provide a feasible runway orientation landing <br />strip at the existing airport site. <br />20 <br />