Draft EUG Master Plan Update, February 2010

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CHAPTER 4 ALTERNATIVE PLAN CONCEPTS Deicing Facility Alternative 1 One option is to locate the deicing facility northwest of the main passenger terminal building. This site is along the taxiing routes from the terminal gates to Taxiway A. This location would require new pavement (connecting Taxiways E and F) to accommodate the aircraft and the deicing vehicles, and may require the removal or marking of some adjacent pavements as unusable to encourage aircraft separation. This northwest site is expected to allow aircraft to pass on Taxiways A, E and F as an aircraft is being deiced. However, the taxilane to the south of the deicing ramp (between the main apron and the deicing apron) would likely not be able to be used when an aircraft is being deiced. It may be that taxiing practices require additional pavement (at the northeast corner of the Taxiway A and E intersection) to accommodate aircraft turning and travel between the taxilane and the main taxiways. Deicing Facility Alternative 2 A second option is to locate the deicing facility southwest of the main passenger terminal building, on the south ramp. This site is along the taxilane connecting the main apron to the south ramp aircraft parking area. This location would likely require the reconstruction of existing taxilane and ramp pavement to support heavier aircraft, and may require the relocation of the taxilane centerline (to the southeast) to provide adequate separation from Taxiway G. This option would also likely require additional pavement to connect the deicing pavements to Taxiway A. This southwest site would affect the availability of aircraft parking on the south ramp, including aircraft in line for access to Flightcraft hangar and services. Comparison Alternative 1 would restrict ground movement around the main apron and passenger terminal building while an aircraft was being deiced. Alternative 2 would do so in the event of aircraft had to queue for deicing, and therefore is expected to have less impact on terminal area ground movements. This supports Alternative 2 as the preferred alternative. Alternative 1 may require additional pavement to accommodate taxiway turning from the deicing ramp, onto Taxiway E, and onto Taxiway A. This would likely increase the complication of the existing intersections of Taxiways A, E, and F with the main apron taxilanes. Alternative 2 may require additional pavements to be improved for larger and heavier aircraft to negotiate turns onto Taxiway A, but the improved pavements would likely be contained within the south ramp area. This supports Alternative 2 as the preferred alternative. Alternative 1 would introduce pavement that is likely used only for deicing. The use of the south ramp for deicing, and the pavement improvements required to accommodate heavier aircraft, will likely result in the increased use of this generally underutilized ramp for activities besides deicing, such as larger aircraft parking and access to Flightcraft facilities. This supports Alternative 2 as the preferred alternative. As one improvement alternative for the main passenger terminal building would shift aircraft ground movement and parking closer to the northwest site, the southwest site may be better suited to accommodate expansion of the main passenger terminal building. This supports Alternative 2 as the preferred alternative. 4-35 Eugene Airport Master Plan Update (February 2010)