Draft EUG Master Plan Update, February 2010

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CHAPTER 4 ALTERNATIVE PLAN CONCEPTS The ability to control the land within the Runway Protection Zone (RPZ) is also a significant factor in a runway extension. A northern extension of Runway End 16L places the RPZ on private property, which may require acquisition to control. A southern extension of Runway End 34R keeps the RPZ on airport property. This supports Alternative 2 as the preferred alternative. The amount of obstruction removal is also a factor. A northern extension of Runway End 16L shifts the approach surface into conflict with existing poles and towers. A southern extension of Runway End 34R is not expected to introduce obstructions. This supports Alternative 2 as the preferred alternative. As a runway end is extended, the range of visibility required by the Airport Traffic Control Tower (ATCT) increases. Visibility requirements limit the airfield areas which can be developed with structures and parked aircraft, and affect the movement areas of aircraft. Both extension options would require setting aside additional land for ATCT visibility. However, a northern extension of Runway End 16L would require a greater area for ATCT visibility than a southern extension of Runway End 34R. In particular, the area between Hollis Lane and Taxiway B, north of Taxiway C, being reserved for aviation manufacturing, would be affected by the ATCT visibility requirements resulting from a northern extension of Runway End 16L. This supports Alternative 2 as the preferred alternative. Third Alternative A third option is to add runway length to both runway ends to attain the 500-foot increase, although such an option would likely not prevent the required relocation of the ILS components, nor the revision to FAA approach procedures and publications. Also, such an option is not expected to lessen construction nor ease facility implementation, both of which would be desired of any airfield improvement. Environmental Factors Other factors influencing the direction of runway extension may be presented as part of an environmental assessment, or similar documentation process. Environmental documentation considers specific details of an improvement, and provides opportunity for review and input from regulatory agencies and the public. It is expected that such an environmental process will be required prior to implementation of this runway extension. Wetland Impact Exhibits 4-2 and 4-3 show extended runways, Runway Safety Areas, and Runway Protection Zones for Alternatives 1 and 2, respectively. Areas within the extended runway for Alternative 1 were filled and/or mitigated for fill as part of the original runway construction. There would be some wetland impacts due to the expansion of the Runway Safety Area for Alternative 2. Alternative 1 would be preferable to reduce wetland impacts. Implementation Regardless of extending the runway north or south, the process of lengthening the parallel runway will likely require one of two actions. One option is to temporarily shorten the parallel runway’s effective, usable length by relocating the runway threshold to safely accommodate the construction on one runway 4-8 Eugene Airport Master Plan Update (February 2010)