Draft EUG Master Plan Update, February 2010

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CHAPTER 4 ALTERNATIVE PLAN CONCEPTS The existing Hollis taxilane accessing the hangar sites should be extended to connect to Taxiway A. Long-term, the existing taxilane traveling north from Taxiway C that ends after connecting to the Hollis taxilane should be extended to connect to Taxiway A. These connections provide aircraft in the Hollis area efficient access to primary Runway 16R/34L. A taxiway extension connecting Taxiway C and Taxiway A, or an ARFF vehicle access lane in the same location should also be considered. The undeveloped area, bordered by Hollis Lane on the west, Taxiway B on the east, and Taxiway C on the south, has been and should continue to be reserved for larger aviation-related business, such as aircraft manufacturing or a large maintenance base. This site offers roadway frontage and access to airfield pavements. Depending on the facility desires and needs, consideration needs to be given to ATCT visibility requirements for Taxiway B and Runway 16L/34R, which could affect the facility’s development. The Hollis area benefits from an abundance of airport property (located north of the existing Hollis taxiway) that can likely be developed as opportunities present themselves. Although specific developments for these areas are not shown, many configurations of improvements can be accommodated, depending on the requirements and desires of the proposed improvement. Wetland Impact Improvements to the Hollis Area, as depicted in Exhibit 4-10, include several functional structures and paved surfaces, as well as a potential future aviation business. There would be wetland impacts in this area that could potentially be minimized or avoided. Most of the wetlands adjacent the current structures have been compensated for through historic fill permits, although wetland characteristics may have reestablished in some areas. Previous delineations indicate that there would be approximately 0.5 acres minimum predictable impact. The lane connecting Taxiway C and Taxiway A could potentially be shortened southerly to reduce impacts 4. Special Airport Facilities 4.1 Aircraft Rescue and Fire Fighting (ARFF) Facility Exhibit 4-11 (see ) A new ARFF facility is needed to replace the current facility (which has reached the end of its useful functional and economical life), and to meet incident response time requirements to each runway, which cannot be attained from the current facility. To provide similar response time to each runway, midfield alternatives were considered, instead of the current site located south of the main passenger terminal building. The two sites considered are north of Taxiway C (“north site”), and south of Taxiway C (“south site”). Both alternatives are presented on Exhibit 4-11. Comparison Both alternatives are expected to provide adequate and similar response times. As most ARFF calls are to the passenger terminal and parking lots, the north site limits the ability of ARFF vehicles to access the southern airfield, which would be reached either by crossing an FAA ATCT-controlled movement area, or by traveling the lengthy route along public surface roads from the Hollis Lane Aviation Area to the passenger terminal. The south site has height restrictions to accommodate ATCT visibility requirements, 4-30 Eugene Airport Master Plan Update (February 2010)