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<br />development should be identified. First, <br />essential development elements to serve <br />airfield, passenger airline, and general <br />aviation needs must be considered <br />which includes support functions such <br />as airport maintenance, ARFF, and fuel <br />storage. Then areas for other land uses <br />can be considered such as aviation- <br />related commercial development. <br /> <br />As a result of the many options <br />available for developing land at San <br />Marcos M unici pal Airport, the airport is <br />open to planning efforts which <br />maximize existing property in an <br />efficient manner. Because of this, th~ <br />lands ide alternatives to follow will <br />indicate land use areas. Attention will <br />be given to providing areas to <br />accommodate long term demand and <br />provide economic development <br />opportunities for the airport and local <br />community. <br /> <br />Following a review of the development <br />alternatives by the Planning Advisory <br />Committee, the public, and city officials <br />a land use plan will be developed which <br />defines the highest and best uses for <br />property at San Marcos Municipal <br />Airport considering functional needs, <br />regulatory requirements and <br />development potential and needs. <br /> <br />LAND USE CONSIDERATIONS <br /> <br />The primary landside functions to be <br />accommodated at San Marcos <br />Municipal Airport include: general <br />aviation terminal area, terminal <br />support, general aviation storage and <br />service facilities, ATCT, ARFF, and <br />aviation related and non-aviation <br />related commercial development. <br /> <br />4-11 <br /> <br />Considering only landside development, <br />all facilities lie on the south side of the <br />airport. The terminal area has been <br />developed to primarily align with <br />Runways 8-26 and 12-30. This <br />development is concentrated in the <br />western portion of the airfield. <br /> <br />The airport has an abundance of <br />property on the north and east sides of <br />the airport. It is reasonable to assume <br />that much of the property immediately <br />to the east of the existing terminal area <br />and on the north side of the airport will <br />be needed to meet aviation demand for <br />the next twenty years. Some property <br />will not be needed within the scope of <br />this plan for aviation facilities, but <br />should be reserved for aviation facilities <br />in the future. The remaining property, <br />not planned for use in this plan or <br />reserved for aviation facilities in the <br />future can be developed for non-aviation <br />purposes. Non-aviation purposes could <br />include light industrial or all forms of <br />commercial uses. <br /> <br />TERMINAL AREA FACILITIES <br /> <br />The orderly development of the airport <br />terminal area can be the most critical, <br />and probably the most difficult <br />development to control on the airport. <br />A terminal area development approach <br />of taking the path of least resistance <br />can have a significant effect on the long <br />term viability of an airport. Allowing <br />development without regard to a <br />functional plan could result in a <br />haphazard array of buildings and small <br />ramp areas, which will eventually <br />preclude the most efficient use of the <br />valuable space along the flight line. <br />