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Mayor Sheila Young • • July 15, 2004 Page 3 of 9 • compared with what was projected in the 1997 document. Since fewer future aircraft operations are now projected compared to the future projections in the 1996/97 EIR, congestion on Runway 29 is not expected to be as severe as previously estimated. In addition, in the 2000 Settlement Agreement with the City of San Leandro, the Port formalized its ongoing policy of directing passenger air carriers to land and depart on Runway 11/29, except during emergencies or maintenance operations. Please refer to the San Leandro Runway Use Policy on Page 3 of the settlement agreement. We recognize that it is confusing to have the aforementioned mitigation measure from the 1996/97 EIR repeated in the 2003 SEIR since the Port eliminated the need for that scenario in the 2003 document. However, it was necessary to carry over all mitigation measures to the new document because the preceding federal documents, the Port's supplemental documents and all of the settlement agreements associated with the Airport Development Program refer to the mitigation measures listed in the 1996/97 EIR. That is why we explained in the SEIR that this particular scenario is no longer considered likely. 3) The Port's 2001 Airfield Planning Report makes several references to relocation of the ILS from 27R to 27L. The concluding paragraph of Section 12.1 2. states: It should be noted that relocating the ILS from Runway 27R to 27L had been mentioned in the Environmental Impact Report for the Airport Development Plan (Port of Oakland, 1999) under the assumption that up to 25% of the Boeing 737 aircraft could land on the North Field runways and then taxi to the passenger terminal. It was demonstrated that the airfield could accommodate the level of traffic forecast for 2010 under this scenario. Answer: The context for this statement is that because this possible scenario had been discussed in the 1996/97 ADP EIR, the Port was compelled to discuss it in the Airfield Study because that study reviewed the operational scenarios and mitigations included in the 1996/97 EIR. San Leandro asked the Port to look at the ILS relocation and the EIR assumptions in the Airfield Study. The assumption stated above was based on the scenario in the 1996/97 EIR and not an assumption encouraged or supported by the Airfield Study. There are' numerous other ways the airfield could have supported the traffic predicted for 2010 without using the 25% of the pilots of B737 aircraft choosing to land at North Field. For example, it is much more likely that pilots would choose to delay arrivals to South Field in order to use the longer Runway 29 and to reduce taxiing time to the passenger terminal. The DRAFT 2001 Airfield Planning Report prepared by Ricondo & Associates states that there could be a slight increase in North Field capacity by relocating