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AIRPORT DEVELOPMENT ALTERNATIVES relocated from an existing site. It is recommended that the Airport work with the service providers in order to understand the SASPs niche in the market and work towards a strategy for the future service location which meets long-term needs of both the SASP and the Airport. Further analysis of economic development potential relevant to SASPs can be found in Appendix C, Eugene Airport Economic Development Study. PREFERRED DEVELOPMENT PLAN The preferred development future is the combination of the preferred development ideas for each functional alternative area (airfield, terminal, landside, and support). The preferred development can be described in terms of the ultimate airport build-out vision and the defined planning activity levels. This section will place emphasis on describing the preferred development through PAL 3, while keeping the ultimate vision in mind. Thus far, the four alternative areas (airfield, commercial terminal, landside/roadway, and support facilities) have been evaluated to a degree of independence, however, they are required to work in a harmonious balance. Through collaborative workshops with Airport leadership supplemented by the public involvement process, a comprehensive preferred development future was selected. That comprehensive preferred development future is described in this section. At the conclusion of this chapter, Figure 4-27 presents a conceptual illustration of the preferred ultimate airport land use vision. This future is only achieved through incremental development which aligns with the vision. In accordance with that vision, the following chapter will describe the preferred development future through PAL 3, beginning with leading elements and concluding with trailing elements. Preferred Airfield Development The airfield is the foremost leading element in airport planning. The preferred airfield development, shown in Figure 4-22, addresses FAA design standard deficiencies and creates a safe and operationally efficient airfield system. The taxiway connectors for Runway 16R-34L are optimally located according to current and forecast fleet requirements. A new run-up area is created near the Runway 34L threshold to replace the recently removed Taxiway A8 non-standard bypass and to prevent operational constraints when that runway is in use. Taxiway R is offset from Taxiway B3 to eliminate direct access to Runway 16L- 34R from the East General Aviation Ramp area and Taxiway B2 is offset from Taxiway C to avoid potential runway incursions from aircraft traveling east on Taxiway C and missing a turn onto Taxiway B. Terminal area development and airfield reconfigurations within the infield area are marked with a yellow boundary. Infield reconfigurations will be detailed later in Section 4.6.4, Preferred Terminal Area Airfield Development, because they are dictated by terminal area development. Finally, occurring beyond the planning period, Taxiway M is extended from Taxiway P to Taxiway A to allow dual traffic flows between the parallel runways. The extension of Taxiway M is a logical step to complete the reorientation of the primary airfield movement surfaces but analysis shows that it is not needed to meet facility demands within the 20-year planning period. As the terminal area develops and capacity restraints begin to develop EUGENE AIRPORT MASTER PLAN 4-55