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The city has another option to fully regulate land uses (with regard to airport compatibility) for specific areas near the airport without the need for full purpose annexation if the city population reaches or exceeds 45,000. Currently, the city's population falls short of this threshold. The city could either wait until population growth reaches the threshold or act through full purpose annexation to envelop areas which will bring the population to the threshold. If near term planning is needed, annexation would likely be required which could be costly in terms of new services to be provided. A final option is to allow the areas around the airport to remain unincorporated. It is unlikely that county land would be developed for significant residential areas due to the lack of services available from the county. The city could attempt to work with the surrounding jurisdictions to ensure that airport compatibility planning is considered. This method leaves the city with the least amount of control, but would not prohibit any future moves towards one of the aforementioned options available. It will be incumbent upon the city to proceed with a measure which meets the goals of both the citizens of San Marcos and the aviation community. AIRPORT DEVELOPMENT ALTERNATIVES The remainder of this chapter will detail airport development alternatives. Most planning efforts segregate airfield and landside elements within the alternative analysis. For this plan, however, it is necessary to first identify 4-15 airfield configuration options available and then select an airfield configuration before a detailed landside concept can be developed. The goal of this analysis is to present alternative airfield scenarios and landside development areas which would correspond with the specified airfield configuration. Detailed landside facility development, such as hangar areas, will be presented in the next chapter once an airfield orientation is selected. Each alternative, however, will depict a potential ATCT and ARFF site. AIRPORT ALTERNATIVE 1 The first alternative considers maintaining Runway 12-30 as the primary runway in the future. To serve in this role, extension potentials were examined. As previously mentioned, planning should consider providing 7,000 feet operational length on the prImary runway. As depicted on Exhibit 4B, Runway 12- 30 is currently limited from providing 7,000 feet given existing airport boundaries. Exhibit 4B depicts Runway 12-30 at 6,400 feet, providing full RSA and OFA within airport property. State Highway 21 to the northwest and Reedville to the southeast pose extension constraints to Runway 12-30. This extension alternative would require, at a mInImum the acquisition of approximately 14 acres of avigation easements in Reedville for the RPZ. The city may choose to extend Runway 12-30 to 7,000 feet, however, this would significantly increase development costs. Either State Highway 21 would