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<br />between the existing benefit-cost ratio <br />and 1.0, or 100. For example, the FAA <br />would provide 65 percent operational <br />funding for current operations. In the <br />long term, however, if funding for the <br />construction of a tower can be secured <br />from TxDOT, the city could receive full <br />staffing costs for operating the tower <br />from the FAA. The alternatives <br />illustrated in the next section will <br />depict alternative locations for the <br />construction of an ATCT. <br /> <br />ARFF FACILITIES <br /> <br />As detailed in the previous chapter, new <br />rulemaking under F.A.R. Part 139 will <br />likely require San Marcos Municipal <br />Airport to provide ARFF services as a <br />Category IV airport. This need will be <br />prompted by the use of the airport by <br />Berry Aviation. <br /> <br />Due to this requirement, alternative <br />analysis must consider the construction <br />of an ARFF facility on or adjacent to the <br />airport. As discussed in the previous <br />chapter, ARFF services do not <br />necessarily have to be located on the <br />airport. It is possible that a station <br />could be constructed near the airport <br />and be shared with the city/county. <br />This location could serve both <br />community and airport needs. <br /> <br />The new rulemaking will require that <br />San Marcos ARFF meet "Index A" <br />standards. "Index A" includes aircraft <br />less than 90 feet in length and requires <br />one vehicle carrying at least the <br />following: <br /> <br />1) 500 pounds of sodium-based dry <br />chemical or halon 1211; or <br /> <br />4-13 <br /> <br />2) 450 pounds of potassium-based <br />dry chemical and water with a <br />commensurate quantity of <br />Aqueous Film Forming Foam <br />(AFFF) to total 100 gallons for <br />simultaneous dry chemical and <br />AFFF foam application. <br /> <br />The ARFF vehicle would need to be <br />stored in a location that would permit <br />adequate response time to an <br />emergency under requirements of Part <br />139. Regulations require that at least <br />one vehicle must be capable of rea ching <br />the mid-point of the farthest runway <br />within three minutes. If the station is <br />located off-airport, the ARFF vehicle <br />may need to be moved to the airport <br />during operations bound by Part 139 <br />requirements. <br /> <br />LAND USE COMPATIBILITY <br /> <br />Land use compatibility, both on and off <br />airport has become a significant factor <br />in airport planning. As detailed <br />previously, aviation demand projections <br />are utilized to outline the specific <br />facilities required to meet the projected <br />demand. In most cases, airport plans <br />are focused on the development of areas <br />within the bounds of airport property. <br />The key to the long term success of an <br />airport, however, can also rely on <br />proper planning of areas surrounding <br />the airport. <br /> <br />Due to a lack of proper planning, many <br />airports across the country have been <br />surrounded with areas not necessarily <br />compatible with airport operations. The <br />best land use for areas immediately <br />surrounding an airport is open or <br />agricultural. A good use for areas near <br />