Ord. 20640 - Laserfiche WebLink

Home Browse Search

AIRPORT DEVELOPMENT ALTERNATIVES making laps around the loop road, parking at the curbside for extended periods of time, or even parking illegally along Northrup Drive. What was previously programmed as a long-term overflow parking lot is already programmed to become a long-term economy lot served by an on-demand shuttle service, 7 effective October 1, 2017. Finally, the tenant employee parking and administration office employee parking are planned to be combined into a single employee parking lot at the northern perimeter of the terminal loop road. Preferred Terminal Area Airfield Development Development of the terminal area airfield was determined to be dependent upon preferred development of the airfield and the commercial terminal building. With the preferred primary airfield and terminal development established, the terminal area apron and infield taxiway system can be designed around the needs of those leading elements. Figure 4-25 shows the preferred development plan for the infield portion of the airfield, near the commercial terminal. Concrete apron is required to accommodate parking of the critical aircraft at future concourse boarding gates. The concrete portion of the apron will need to extend a minimum of approximately 250 feet from the building face to allow various aircraft parking positions and ground service equipment access. Beyond the concrete aircraft parking area, asphalt at appropriately designed depths is adequate for taxiing aircraft. Taxiway G and Taxiway K should be realigned to better serve commercial aircraft in the terminal area. The North Ramp area could then be used for commercial aircraft pushback and taxi. In order to allow this new use, existing light poles and small aircraft tie-downs in the North Ramp area need to be removed and some portions of pavement need to be reconstructed at strengths suitable to serve larger commercial aircraft. Commercial remain-overnight (RON) aircraft parking positions are proposed to be created north of Concourse A, positioned and designed to allow power-in/power-out aircraft parking operations. One additional heavy pad is proposed on the apron south of Taxiway F. This placement creates flexibility by serving as both an RON parking position and a hold position for aircraft entering the terminal environment. The heavy aircraft RON parking positions are best suited in the near-term in the locations identified in Figure 4-25, but the connection between Taxiway G and Taxiway K should be preserved as a new terminal area taxilane. These heavy aircraft parking pads will meet facility requirements while design and construction is completed for the terminal concourse expansion. The three RON locations north of Concourse A create an opportunity to include ground power connections as an element of the new RON heavy pads. Power could be made available from the nearby electrical line serving the lighted segmented circle. Creating ground power connections in the parking pads would eliminate the need for mobile Ground Power Units (GPUs) and may be eligible for Federal funding under the Voluntary Aircraft Low Emissions (VALE) program. It should be noted that creating permanent power connections in the ground has the potential to lower the flexibility of the parking positions for serving many different types of aircraft. Terminal expansion will make Taxiway G and Taxiway K no longer available for general aviation aircraft taxiing past the commercial terminal between the south airfield and north airfield. Instead, these general aviation aircraft will need to route via the new apron taxilane/taxiway (parallel to Taxiway A), Taxiway P, Taxiway M, and/or Taxiway C. As the terminal concourse develops, 7 Parking rates updated per City of Eugene Administrative Order 58-17-22. EUGENE AIRPORT MASTER PLAN 4-59