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AIRPORT DEVELOPMENT ALTERNATIVES 4.5.1.3 Taxiway System Design Chapter 3, Facility Requirements determined the taxiway configuration is deficient in meeting various FAA design standards and requires reconfiguration. Analysis of taxiway connector locations for Runway 16R-34L was performed using Runway Exit Design Interactive Model (REDIM) software, determining that accommodations for the current and future aircraft fleet mix requires that six taxiway connectors along Runway 16R-34L be removed and replaced with three strategically located connectors meeting current FAA design standards. The REDIM process uses data inputs to calculate the utilization of each of the exit taxiways and overall Runway Occupancy Time (ROT). These were described in Chapter 3, Facility Requirements. Fleet mix and aircraft performance assumptions were required to calculate exit taxiway utilization and runway occupancy times, and these same assumptions were carried forward to model optimal locations for the future taxiway exit locations. Assumptions used during REDIM modeling are as follows: » Runway 16R and Runway 34L have an even number of annual arriving aircraft (50/50 split for landing direction of aircraft). » The runway surface conditions are evenly split (50/50) between wet and dry. » The load factor assumptions used for commercial service aircraft are identical to those made in Chapter 2, Aviation Demand Forecast and these load factors influence the aircraft weight upon landing by determining number of passengers and weight of payload (bags, cargo, fuel, etc.) An important element of this assumption is the amount of fuel left in the aircraft upon landing, which is estimated at 20 percent above the minimum threshold of maximum to meet FAA minimum reserve fuel requirements. » Weight for small general aviation aircraft is assumed to be 80 percent of maximum landing weight. Assumptions are made that the aircraft would depart the Airport with close to the maximum allowable fuel for takeoff with the intension of performing training maneuverers for two hours, and with two people on board the aircraft. » The same pilot behavioral tendencies observed during the field study have been carried forward in REDIM analysis. These tendencies include performing short-field landings on Runway 34L and landing long on Runway 16R in order to expedite ground movement to the South Ramp area. Pilot behavioral tendencies are discussed further in Chapter 3, Facility Requirements. The REDIM analysis process began by modeling ten exit taxiway locations evenly spaced along the Runway 16R-34L. Various assumptions specific to Eugene Airport aircraft operations were modeled under these conditions to determine acceptable ranges for potential taxiway connecters. From this, REDIM results identified points of high utilization. Modeling best practices show that a range of 75 percent to 80 percent utilization per aircraft category will identify optimal exit locations. Using these results, the original ten taxiway connectors are narrowed down to zones of optimal utilization, repositioned, and reanalyzed to refine runway exit locations in a way that best accommodates the diverse aircraft fleet and brings the ROT closer to the industry standard of 50 seconds. Modeling revealed that three taxiway connectors (not including the end of runway taxiways) are sufficient to meet the needs of the primary use aircraft category while maintaining a high utilization and keeping the ROT within industry standards. Those locations are shown in Figure 4-6. It is important to understand that the distance from the runway end to the preferred EUGENE AIRPORT MASTER PLAN 4-16