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<br />RSA and OFA. This alternative <br />considers implementing a precision <br />approach to Runway 35 and a visual or <br />not lower than one mile approach to <br />Runway 17. This alternative would <br />require a minimum of 44 acres of <br />property to the south and <br />approximately 10 acres north to be <br />acquired as avigation easement for the <br />ultimate RPZ's. <br /> <br />Alternative 2 considers maintaining <br />Runway 12-30 and Runway 8-26 as <br />crosswind, or secondary runways and <br />the closure of Runway 4-22. <br />Ultimately, either Runway 8-26 or 12,- <br />30 could be closed if maintenance costs <br />become prohibitive. Obviously, closure <br />of Runway 8-26 would be the best choice <br />when considering winds or instrument <br />approach capabilities. Runway 8-26, <br />however, provides more convenience <br />than Runway 12-30. It is anticipated, <br />however, that the overall good condition <br />of pavements on both of these runways <br />will not necessitate significant <br />rehabilitation or reconstruction <br />maintenance costs within the near <br />future. Thus, if this alternative is <br />selected, a decision on which runway <br />would ultimately be closed could come <br />after further study. <br /> <br />Similar to the previous alternative, <br />Alternative 2 depicts the layout of new <br />parallel taxiways on the north side of <br />Runway 8-26 and 12-30, and on the <br />west side of Runway 17-35. This layout <br />considers the ultimate layout of three <br />runways. If this alternative is chosen <br />and the city opts to keep only two <br />runways, one of the planned parallel <br />taxiways would not need to be <br />constructed. <br /> <br />4-17 <br /> <br />The proposed development of Runway <br />17-35 as the airport's primary runway <br />would spur the need to develop a new <br />flightline along the runway. As <br />depicted on Exhibit 4C, adequate area <br />on the west side of the runway is <br />available to develop an abundance of <br />aviation facilities. <br /> <br />Consideration was given to the <br />development of aviation facilities on the <br />east side of Runway 17-35, however, <br />previous use of the property may <br />prohibit this potential. The area east of <br />Runway 17-35 was utilized previously <br />by the military as a landfill. Tests have <br />been conducted in the area which <br />indicates that there may be some <br />environmental risks associated with <br />development. Development would <br />require additional environmental <br />investigation. It is likely that <br />development in this area would be <br />extremely costly. The west side of the <br />runway will be adequate for facility <br />development well beyond the scope of <br />this master plan. For these reasons, the <br />area east of Runway 17-35 has been <br />planned for open or recreational uses. <br /> <br />Alternative 2 also provides ample space <br />for the development of non-aviation <br />related development. As with the <br />previous alternative, the area south of <br />the airport entrance road could be <br />developed for a Foreign Trade Zone. <br />Other areas north of planned aviation <br />reserve and at the northeastern corner <br />of the airport could be developed for <br />commercial or industrial purposes. <br /> <br />This alternative proposes two new <br />locations for the ATCT and ARFF <br />station. As depicted on Exhibit 4C, <br />