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IMPLEMENTATION AND FINANCING PLAN The extension of Taxiway M from its eastern-most end at the intersection of Taxiway P to meet with Taxiway A is an important and logical step for completing the airfield taxiway movement areas. This extension allows dual-flow between the two runways and offers Air Traffic Control (ATC) flexibility in controlling the ground movement of aircraft. Under the proposed ultimate terminal area configuration, this taxiway connection can serve as a main corridor for the movement of commercial aircraft to/from Runway 16R-34L. CAPITAL IMPROVEMENT PLAN: IMPACT TO AIRPORT AND AIRLINE REVENUES As previously discussed the funding of the proposed CIP has been structured to make maximum use of AIP, PFC and CFC sources. In this section we will assess the probable impact of the proposed CIP on the airports rates and charges as well as the cost per enplaned passenger (CPE) and overall airline revenues. CIP Impact on Airline Rates and Cost-Per-Enplaned Passenger Table 5-10 presents the considering the probable funding sources presented in Table 5-8. The analysis assumes that current use and lease agreement conditions for establishing rates and charges will remain the same. It has also been assumed that the Airport will primarily include, in the terminal and landing rates, the cost of projects that have a direct benefit to all airlines operating at the Airport and therefore only those project costs were included as capital expenses in the determination formulas of the terminal rent and landing fees. Additional operating expenses associated with the expansion of the passenger terminal in 2022 and 2034 were incorporated in the determination of the Gate, Joint Use, and Customer Fees. Projects within the CIP can impact airport rates and charges through incorporated capital project expenses and increases in available leasable space. Table 5-10 shows the impact of programmed capital improvement projects and operating expenses on airport landing fees and terminal lease rates. Short- term landing fees, if absorbed, would be heavily influenced by airfield projects with estimated costs exceeding currently programmed federal funding levels. These projects include the 2019 Taxiway A1-A5: Phase II Construction, the 2020 Reconstruct Terminal Taxiways: Phase II Construction, and the 2022 Taxiway C/M Rehabilitation: Phase II Construction, where significant levels of funds are currently programmed as unmet needs and may be required from Airport Pay-Go to cover the remaining project costs. For this reason, they are included in the rates and charges assessment. The most significant impact on terminal lease rates occurs during the 2034 expansion of the new concourse and terminal area apron. As shown in Table 5-10, signatory landing fee rates are budgeted to grow at a 3.42 percent CAGR, reaching $5.09 at the conclusion of the planning period. Signatory terminal lease rates are budgetedto grow at a 1.44 percent CAGR, reaching $51.93 at the conclusion of the planning period. EUGENE AIRPORT MASTER PLAN 5-67