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The levels of improvement assumed for each airport are based on existing master plans or other ~evelopment plans where available. Tables 2 and 3 describe the assumed storage capacities and and improvements necessary to achieve maximum development of the system (Alternatives 2 and 4)- CAPACITY EVALUATION Tables 4 and 5 shows the analysis of demand and capacity at the airport, subregional and regional levels. Only Alternative 4 will provide sufficient capacity to handle expected regional demand in the year 2010. Alternative 2, if either Gateway North or Carver County airports considered under the subalternatives analysis can be achieved is also capable of satisfying regional demand. However, only Alternative 4 provides enough additional capacity in the .western half of the region to satisfy the demand generated in that part of the west metro area. If this demand is forced to be accomodated at airports in the eastern part of the region the accessibility of the system, particularly to the growing west metro area, deteriorates. The accessibility to the general aviation airports would decline from current conditions under these alternatives, however, because the predominate capacity growth takes place in the eastern portion of the region whereas most of the demand growth occurs in communities in the west. The capacity shortfall is due primarily to the growth of 666 based aircraft in the region, but will be compounded by the likely closure of the privately owned- public use airports in the region. Alternative 1 Alternative 1 is the most deficient in terms of capacity, falling 695 spaces short of the amount needed to satisfy expected growth. The alternative provides an average travel time of about 29 minutes, significantly greater than the estimated current average of 18.5. About 22 percent of the region's pilots would be forced to base their aircraft at airports outside the Metropolitan Area. Alternative 1 is clearly an inadequate option for the regional aviation system. Alternative 2 Alternative 2 provides a slight excess of capacity in the system as a whole. The average travel time 'to satisfy demand would increase to about 22 minutes since the additional capacity is located primarily in the eastern half of the region whereas about 60 percent of the new aviation demand comes from the west metro area. Although this increase appears small overall, it would occur because a substantial amount of the new demand would experience travel times nearly 50 percent higher than the current system average as they are forced to inconvenient airports. Subalternatives considered later could offset the regional deficiency in capacity, although the imbalance between west side demand and capacity would continue to exist. In addition, many of the improvements assumed in the