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AIRPORT DEVELOPMENT ALTERNATIVES Pavement which should be eliminated over the planning period is outlined in red dashes. These pavement surfaces are repurposed remnants from a previous airfield configuration and many do not meet modern FAA design or geometry standards. Some pavement sections will be preserved and reconstructed as connections to Taxiway A when practical, such as Taxiway D, Taxiway E, and Taxiway F. The connection of Taxiway P to Taxiway A is proposed to be eliminated, but the remainder of Taxiway P is preserved as an efficient bypass for general aviation traffic taxiing around the commercial terminal area during the planning period. The Taxiway D connection between the terminal apron and Taxiway A is proposed to be eliminated. Some portions of Taxiway D will be repurposed to access new deicing pads and as a connection between the new taxiway (parallel to Taxiway A) and Taxiway A. The dashed areas of new taxiway extending Taxiway M and the new apron taxiway/taxilane parallel to meet Taxiway A represent pavement not required during the planning period but identified as important airfield connections beyond the planning period. As terminal concourse expansion occurs and the building becomes reoriented to the airfield configuration, the need for Taxiway M and the apron taxiway extension will be realized. After the completion of these critical future airfield connections, it is recommended that Taxiway P be removed. The preferred terminal area airfield development accommodates a variety of deicing options. Deicing operations can occur at the gate, after aircraft pushback, or in the new heavy pad positions away from the terminal gates. A 2011 study by RS&H evaluated alternative deicing pad designs and locations and determined a preferred location for a centralized deicing pad in the area of the airfield currently home to the segmented circle, surrounded by Taxiway A, Taxiway D, Taxiway E, and Taxiway P. At the time of this study, it was believed that new Environmental Protection Agency (EPA) deicing effluent guidelines would come into effect, updating 40 CFR Part 449 by requiring the collection of 60 percent of effluent produced during deicing operations. This rule was altered prior to its issuance in 2012, exempting existing airports 8 like Eugene Airport from such collection requirements. For this reason, the deicing pad designed in the 2011 study was never constructed. No near-term EPA policy changes are anticipated, however, State of Oregon Department of Environmental Quality can implement more stringent collection policies. Therefore, centralized deicing pads were considered in the design of this terminal area airfield. Since the time of the 2011 deicing pad study, airline deicing agent usage at the Airport has shifted from Type II to Type IV. This allows longer holdover times for taxi and take-off. With that operational change in place, reducing taxi distance during icing conditions for departing aircraft is no longer as critical to ensure deicing fluids meet holdover time limitations. Ultimately, any facilities constructed for deicing activities must be placed in locations which do not impede future development or require the burden of relocation within the useful life. For these reasons, it is recommended that deicing take place on proposed pavement/taxilanes after aircraft pushback, until such a time that deicing standards are updated under Federal or State law to require enhanced fluid collection. As these rule changes come to fruition, a plan is in placeto accommodate a minimum of three deicing positions capable of holding three B737-900 aircraftat one time, as shown in Figure 4-25. 8 discharge wastewater associated with airfield pavement deicing to use non-urea containing deicers, or alternatively, meet a numeric www.EPA.gov, Retrieved September 28, 2017. EUGENE AIRPORT MASTER PLAN 4-61