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<br />Figure 5.4 shows the land area that is considered to be generally <br />excesS to aeronautical operations, i.e., it would be possible to <br />operate the facility at current and anticipated levels of activity <br />through the year 2005 without utilizing the land identified as non- <br />essential to aviatim. It is estimated that awroximately 493 acres <br />are considered non-essential to aviation at San Marcos Municipal <br />Airport. This land can be considered as available for al ternati ve <br />land uses. <br /> <br />~ ~ 1 it.y Ac%eage Jaar;prll ~~ls <br /> <br />Based upon forecasts of aviation acti vi ty anticipated to develop at <br />San Marcos Municipal Airport, and with a reasonable allowance for <br />variations that may occur should activity grow beyond the forecast <br />levels, basic land acre89t' requirements over the planning period have <br />been identified. It must be recognized, however, that these land <br />areas are based em sanewhat idealized conditions and that the existing <br />aiJ:port configurations will require that some additional land area be <br />abeorbed that is over and above the minimum requirements shown. The <br />areas shown are considered to be minimum acreages that should be <br />reserved or pzotected to insure that future aviation activity is not <br />oonstrained as a result of insufficient area or due to inefficient or <br />ncn-eoonomi.c layout of the facilities. <br /> <br />Table 5.1 shows the total estimated acreage required for San Marcos <br />Municipal Airport operations over the planning period. <br /> <br />Jnmcti--1. P.lat"i~i~ <br /> <br />Puncti.ooal relatiooships between oompatible activities are keys in the <br />la1g term development of an airport. 'n1ere are obvious relationships <br />which must be strictly adhered to. For example, parking for itinerant <br />aircraft must be adjacent to, or in the immediate vicinity of, facili- <br />ties needed by the pilots and passengers of the aircraft, Le., <br />passenger terminal or lounge refueling facilities, ete. '1bose facili- <br />ties in turn must be accessible and located in an area that is safe <br />and convenient to the public. other relationships are equally <br />important, such as the proximity of aircraft maintenance facilities to <br />adequate apron parking and taxiways as an extension of these <br />relationships. It is evident that other tyPes of development which <br />may be constructed so as not to interfere with other airport <br />activities would include such secondary effects as utilities, <br />drainage, air quality, ete. <br /> <br />5.9 <br />