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' C. Utilizing a Northwest- Southeast Orientation <br />A third alternative alignment on the existing airport site is oriented <br />more westerly and easterly than the existing primary runway and is shown <br />' on Exhibit E. <br />This runway alignment, numbered Runway 14 -32, achieves the maximum wind <br />coverage of 83.1% for a single runway. But this again does not attain <br />the 95% wind coverage needed and a crosswind runway is therefore recommended. <br />' <br />The southeast end of primary surface for Runway 14 -32 is approximately <br />1750' northwest, as measured along the runway centerline extended, of the <br />intersection of the Burlington Northern Railroad tracks and the access <br />road to Prestressed Concrete Incorporated. Again, this is required in order <br />to provide the approximate 900 feet of horizontal separation, measured along <br />the southwest edge of the approach surface or clear zone, to achieve the 23 <br />' <br />feet of clearance above the rails. County Road #56 would be intersected <br />' <br />just west of the existing crosswind runway and approximately at the midpoint <br />of the primary runway. It would appear doubtful that the necessary approach <br />surface clearance could be attained above the future extension of CSAH #57 <br />' <br />west of C. R. #56. <br />' <br />Since County Road #56 would already need to be abandoned or rerouted to <br />accommodate Primary Runway 14 -32, a crosswind runway such as Runway 9 -27, <br />' <br />the existing crosswind runway, could be shifted westward to provide the <br />necessary clearance above CSAH #57 at the east approach area. Obstructions <br />21 <br />