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AIRPORT DEVELOPMENT ALTERNATIVES Conversely, the site does pose challenges for aircraft fuel trucks traveling on the secure-side to and from the north and south sides of Taxiway C and Taxiway M which would be required to cross the parallel taxiways. Crossing these taxiways creates operational safety concerns because it exposes the pavement to contaminants and increases the workload on air traffic controllers required to provide clearance to fuel truck drivers needing to cross the taxiways. These challenges could be mitigated with a tunnel under the taxiways, but this type of construction is not likely to meet the financial feasibility goals of any cost- benefit analysis. 4.5.4.8 Deicing Facilities and Specialize Aviation Service Providers (SASP) During inclement weather deicing operations are conducted to maintain the safe operation of aircraft. At airports across the nation, deicing operations typically occur in one of three locations: 1. On the apron near the gate, 2. In a centralized deicing location, or 3. At the runway end prior to an aircraft departure. Deicing functions are currently performed at the aircraft parking gates. One distinct disadvantage with performing deicing operations near or around terminal gates is that deicing fluids create slippery surfaces for ground handlers operating in the area. Additionally, the distance from the runway end may create situations where holdover times expire prior to the aircraft departing. This means the aircraft must return and begin the process again, causing delays which can ripple across the national airspace system. For those reasons, deicing at the gate is not optimal. Selecting the location of deicing facilities is highly dependent upon the amount of inclement weather experienced and therefore overall deicing service demand, the airfield capacity needs of the Airport, and airline preferences as it relates to fluids used and the associated holdover times. Two alternatives to gate area deicing are available: a centralized deicing pad facility and runway end deicing pads. With these alternatives, certain considerations should be taken into account including capital investment requirements, the types of deicing fluids to be used, and the type(s) of glycol reclamation systems/processes (i.e. vacuum trucks and/or distillation systems). A deicing facilities study performed by . This design uses a gravity sewer system to convey effluent from the Aircraft Deicing Facility (ADF) to infield storage tanks. From that point, linear underground storage will slowly discharge the water through a pump station to a waste water line. -year planning assumptions from the 2010 Eugene Airport Master Plan and not the ultimate airport vision established in this master plan update. For that reason, the location of deicing facilities will be reviewed later in this chapter once the preferred locations for leading facilities such as the airfield layout and the commercial terminal location are determined. Analysis and location for the preferred deicing facility site can be found in Section 4.6.4, Preferred Terminal Area Airfield Development, of this chapter. Potential sites will be evaluated against the criteria stated earlier in this chapter along with consideration to specifics found in the 2001 study such as expandability, taxi times, and ATC line-of-sight. Locations for SASPs should be directed in a way that aligns with the ultimate land use pattern. The locations of SASPs should aim to balance the desire to locate them in an optimal area which satisfies customer needs while making fiscal sense when the facility is constructed, whether new or EUGENE AIRPORT MASTER PLAN 4-54