AIRPORT IN SPATIAL PLANNING

STRATEGIES & INTRODUCTION TO AIRPORT PLANNING

Spatial planning goes beyond traditional land use planning to bring together and integrate policies for the development and use of land with other policies and programmes which influence the nature of places and how they function.

Aerodrome or airport? whats the difference?

Aerodrome: Any area of land, water (including the frozen surface thereof) or other supporting surface used, designed, prepared, equipped or set apart for use either in whole or in part for the arrival, departure or surface movement of aircraft.

Certified aerodromes are referred to as airports.

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Types of Aerodromes
Aerodromes are grouped into number of groups depending on number of factors Use : Civil Aerodromes/ Military Aerodromes/ Joint User Aerodromes Landing Surface : Land Aerodromes/ Water Aerodromes/ Heliports, Infrastructure: Airports/ Aerodromes/ Landing Pads/Strips, Helipads,/Helidecks Nature of Traffic : Domestic / International, (passenger/cargo) Nature of Surface : Paved runway / unpaved runway

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Aerodrome Planning Factors to be considered for site:

Standard aerodrome layout

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Topography
Area's features: the features on the surface of an area of land

Ground space- Airport property

Justification of acquiring land Indicate how various tracts of land within the airport boundaries are acquired Justify use of land for aeronautical purposes

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Ground space- Land use drawing

Depict existing and recommended use of all land within the ultimate airport property line (on airport) and in the vicinity of the airport Depicted by general use categories (agriculture, recreational, industrial, aviation, commercial) Determine allowable proximity of farming operations to runways and taxiways Line of sight between runway ends and within the "runway visibility zones.

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Passenger Terminal Complex Car Park Building 1, 2 Airport Operation Building Aeronautical Radio of Thailand Novotel Suvarnabhumi Airport Hotel Free Zone Domestic Cargo TG Technical Department TG Ground Service Equipment TG Operation Center Bangkok Flight Services BAFS Co., Ltd Public Transportation Center LSG Sky Chefs Airport Rescue & Fire Station TG Catering

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DCAP
Suvarnabhumi Postage Longterm Parking Area Meteorological Facilities Airport Maintainance Facilities/AMF ASIG Co., Ltd Bangkok Air Catering Co., Ltd.

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Eg: Airport dimensions

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Obstacle Limiting Areas/Surfaces - ICAO

An airport/aerodrome reference point (ARP) is the notional centre point of an airport, located at the geometric centre of all the usable runways
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Declared distances
TORA - take-off run available TODA - take-off distance available ASDA - accelerate-stop distance available LDA - landing distance available.

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Obstacle Limiting Areas/Surfaces

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Sample measurements for Obstacle Limiting Areas/Surfaces for CATIII

Surface / Area Instrument Runway CAT III ( 4-F) 5 % (for Instrument RWY) 100 m/328

Conical
Slope Height Inner Horizontal Height Radius Inner Approach Width Distance from Threshold Length Slope Approach Length of Inner edge Distance from threshold Divergence
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45 m/147 4000 m/13123

155 m/508 60 m/196 900 m/2952 2% 300 m/984 60 m/196 15 %
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Aerodrome reference point

Aerodrome Reference Point: (ARP) is the notional centre point of an airport, located at the geometric centre of all the usable runways, and its height is determined by the aeronautical authorities of the country. Its height is usually one of the most elevated point of the runways in use or one of the lowest points. The ARP is used as the reference to the altitude for the airport obstacle limitation surfaces.

Aerodrome Reference Point,

N056 22.36 W002 52.11

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Runway elevation
Aerodrome and Runway Elevation is the highest point of the landing area. Usually aerodrome elevation is reported in meters to an accuracy of meter

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Types of Aerodromes ...

Aerodrome Reference Code The Code Consists to two elements viz. Number and a Letter
Code Element - 1
Code Number

Code Element - 2
Wing Span (m) Out main gear span (m)

Aeroplane Reference Code Letter field Length (m)

1 2 3 4

< 800 800 - 1200 1200 - 1800 > 1800

A B C D E F

< 15 15- 22 22-36 36-52 52-65 65-80

< 4.5 4.5 -6 6- 9 9 -14 9-14 14-16

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Runway Requirements
Dimensional Criteria Based on the ICAO Coding system known as the Airport Reference Code (ARC). Orientation RWY orientation is primarily a function of wind coverage requirements for the existing and projected aircraft fleet. This analysis is used to determine if additional runways are needed to provide the necessary wind coverage. Existence of obstructions and Physical features, in approach and departure routes should also be considered in determining runway orientation. Usability factor. The percentage of time during which the use of a runway or system of runways is not restricted because of the crosswind component
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A wind rose is a diagram that shows the distribution of wind directions and speeds at a specific location over a specified time period.

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Length the selection of an appropriate design aircraft and the longest nonstop distance to be flown by the design aircraft from the airport. Aircraft-specific runway length requirements are a function of aircraft physical characteristics at time of flight, weather conditions, and runway conditions. Width The required width of a runway is a function of the approach minimums, airplane approach category, and airplane design using the runway

Runway requirements

Airport Capacity Single runway - 200,000 movements per year Single runway (under VFR) 99 operations per hour for smaller aircraft 60 operations per hour for larger aircraft Under IFR (42 -53) operations Dual parallel double the capacity
Runway under construction
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Airfield-Airspace
The functional use & geometry of: runways taxiways Lighting Marking of runways navigational aids visual approach aids instrument approach procedures.

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Instrument runway. One of the following types of runways intended for the operation of aircraft using instrument approach procedures

Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line.

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 Clearway. A defined rectangular area on the ground or water selected as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. Stopway. A defined rectangular area on the ground at the end of take-off run available prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take off.
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 Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.

Movement area and related facilities

Movement area in an aerodrome is to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s).

In some countries, the manoeuvring area or movement area is the part used by aircraft only for landing and takeoff and does not include the airport ramp. The terms are used differently in the United States and Canada.
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 Taxiway. A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including Aircraft Stand Taxi lanes, Apron Taxiways, Rapid Exit Taxiways Touchdown zone. The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway.

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Taxiways

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Non-instrument runway
Intended for the operation of aircraft using visual approach procedures. Runway strip. A defined area including the RWY and stopway intended to reduce the risk of damage to aircraft running off a RWY and to protect aircraft flying over it during take-off or landing operations.
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Air space
Use of the airspace and how air traffic is managed, including operational limitations resulting from traffic interaction with other airports or reserved airspace, obstructions to air navigation, noise abatement procedures, and airfield or navigational aid shortcomings.

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Airspace capacity
Runways should be the limiting factor in an efficient ATC system.

Airport acceptance rate (AAR)

Used by airport radar traffic control centers to calculate the desired interval between successive arriving aircraft
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Airport Master Plan

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Airside and Landside

Landside: prior to clearing security where the general public other than the travelling pax have access Airside: (sterile side) after clearing security and immigration. Only travelling pax have access

Airside Land Uses

Flight Operations Runway Taxiways Apron Parking Space Obstacle Free Areas
Navigational Services Control Tower VOR/DME Light and Signals

Supporting Services Hangers Catering service Fueling Maintenance Fire Brigade Cargo Handing Area Service Vehicle Parking Waste Disposal

Design of aircraft parking

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Overnight parking

Remain-Overnight-Parking (RON) should also be determined.

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Facility Requirement

Assessment of the ability of existing facilities to meet current and future demand. If not, planners must determine what additional facilities will be needed to accommodate the unmet demand Sometimes, it is in the communitys best interest for the airport not to continue to grow or to accommodate forecast activity only up to a point, in which case, the master plan should document this decision and indicate the probable consequences of the decision : Sometimes the demand will be diverted to another airport
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General aviation facilities

The quantity and type of hangars; transient aircraft parking apron areas, tie-down positions; general aviation terminal facilities; aircraft parking aprons; fixed base operators; flight schools; pilot shops; and the number and mix of based aircraft.

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Cargo facilities
The quantity and area of air cargo buildings and aircraft parking aprons. At airports with significant air cargo activity, freight forwarders and other support functions are often located in areas adjacent to the airport. These should be identified on the airport layout plan.

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Space for support facilities

Support facilities at an airport that encompass a broad set of functions that ensure smooth and efficient airport operation, include Aircraft Rescue and Fire Fighting stations, airport administrative areas, airport maintenance facilities, airline maintenance hangars, flight kitchens, aircraft fuel storage, heating and cooling systems, determine hours of operation for airport towers.

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Land Side Uses

Terminal Operations Check in Waiting area Custom, Immigration and Emigrations Duty free shops Baggage handling Flight Operation-Supporting Services Approach Control Centre Flight control centre Met office Connectivity Support Car Parks Shuttle Service Bus/Train Stations

Access, circulation and parking

Ground access systems and commercial areas On-airport access roads, circulation and service roads Parking and curb space Highway and transit plans Traffic density statistics leading to and from the airport

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Commercial Passenger Terminal Facilities

Terminal building space by functional use and size: ticket counters, number of gates, lineal feet of gate frontage, aircraft parking apron area, restaurants and other concession space, and passenger security screening procedures.

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Utility space
Utilities Major elements of the infrastructure that service the airports utility demands for water, sanitary sewer, communications, heating and cooling, and power. Historical consumption data may be necessary to quantify future utility loads. Storm-water drainage, deicing and industrial waste disposal systems should also be included. Other Non-aeronautical uses such as recreational facilities and parks, industrial parks, agricultural or grazing leases, and retail businesses

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Security Considerations
Planning for security early in the development process can produce designs that accommodate security requirements in a more efficient, less costly, and less intrusive manner. However, specific measures for implementing security requirements will vary in response to shifting threats, evolving technology, and the physical and operational circumstances of individual airports

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Terminal space - Facility Requirement

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COMMERCIAL SERVICE PASSENGER TERMINAL COMPLEX

Gates and Apron Frontage : Passenger Terminal Building : Curb-fronts

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GROUND ACCESS, CIRCULATION, AND PARKING REQUIREMENTS

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Regional Transportation Network On-Airport Circulation Roadways/parking Originating and terminating air travelers Employees travel /parking Delivery vehicles Taxi/Limo/Courtesy Van Staging Areas Rental Car Facilities Courtesy and Charter Bus Operations
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Pre-Planning site - Considerations

Climatic Conditions (Temperature, Wind speed and pattern, humidity, elevation, usability factors) Soil Conditions Site value (archaeological importance) Vulnerability for natural disasters Adequate Space for immediate, mid term and long term expansion Accessibility by other modes of travel

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Public Involvement
Information sharing and collaboration among the airport sponsor, users and tenants, resource agencies, elected and appointed public officials, residents, travellers, and the general public Involve stakeholders before major decisions are made to reach a consensus on controversial matters Consider special needs and sensitivities of low income and minority populations Committee members must have technical competency in aviation or airport operations
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Aircraft Noise

Cumulative aircraft noise differ for each country ICAO recommends total noise exposure levels (TNEL) Amount of aircraft noise : loudness: How loud overflying a/c are Frequency : how often they occur Timing : the times at which overflying occur Flight Paths Aircraft Heights Hourly variation of flight patterns

Sydney is one of the oldest continually operating airports in the world. The city of Sydney has slowly grown around the airport over the years, with many people now living directly under the flight path. During the week you might be able to feel the windows rattle as a 747 thunders in to land. The curfew from 11pm until 6am does help, however airlines are allowed to break the curfew (for a fee) and of course a curfew is not guaranteed to stand forever - a Sydney resident

Sydney Airport Noise contours

The Environmental Impact of Airports

The main environmental impact categories: Noise Emissions Water pollution and use Waste and energy management Wildlife, heritage, and landscape

The Greener skies program is being tested at some airports. It is estimated that the new technology will be able to cut down on carbon emissions by 22,000 metric tons/year = taking 4,100 cars off the road. It will also downgrade noise pollution.

 Thoroughly evaluate airport development alternatives Airports environmental setting: Identify potential environmental impacts of airport development alternatives Overview of sensitive environmental resources: Use existing maps of the airport area, prior environmental documents, and the Internet Evaluation of alternatives : Tailor to each airports size, unique setting, and operating environment

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Sample Environment check list

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1928 Original land donation

Evaluate Existing conditions

1937 First commercial airline flight

1934 Airport officially opened

The history of the airport; Timeline Physical facilities on the airport; basic utilities Regional setting of the airport and surrounding land uses; Environmental setting of the airport; Socioeconomic and demographic data for the airport service area; Historical aviation activity; Airport business affairs. Existing data of previous Master Plans
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1941 Additional 40 acres donated

1953 Dedication of new terminal building and ATCT

1934

1960 VORTAC installed

1970 Passenger terminal expanded 1975 New ATCT constructed

1975 1987 Airport Authority established 1990 Airport master plan updated

1998 Terminal expansion began

1998

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REGIONAL SETTING AND LAND USE

Examine the regional setting of an airport and the land use patterns around it. Airport planning can extend well beyond the airport property line. Check the boundaries of the airport and jurisdiction over the operation of the airport and adjacent land uses. Collect documents such as official maps, the latest land use and transportation plan, applicable municipal zoning controls, height zoning ordinances, noise overlay zones Identify land that will be exposed to airport operations. Land use is a continuously changing process, particularly in urban environments. Collect information on planned and proposed land uses, as well as on existing uses. Identify land that may affect the safe operation of the airport or influence its expansion. Structures that could obstruct air navigation is of safety concern. Identify areas near the airport that may represent a potential hazard to aircraft, such as flood control areas, stockyards, and sanitary landfills. Use geographic maps, aerial photographs, topographical maps, obstruction charts, aeronautical charts, approach plates and other mapping tools to examine and display land use details.
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Alternatives Analysis
The alternatives analysis process should start with a broad group of alternatives for the primary elements and progressively screen them to produce reasonable alternatives that meet the planning need The alternatives should address those airport elements that are the focus of the particular master plan (airside, airline passenger terminal, or ground access) and deemphasize functional elements that are less important to the airports overall function.

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Check list: - Site Selection - Wind analysis - Airspace analysis - Surrounding Obstruction analysis - Sitting of the runway - Availability of expansion - Design and operation of airfield and airspace - Design and operation of terminal and ground access - Convenience to pax: short distance to the city - Noise - Cost comparison of alternative sites

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B.Sc (Hons) Transport & Logistics Management Course - U of M

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Atlanta: A Maximum Capacity Fortress Hub Airport

2 Runways Arrivals 2 Runways Departures 50 Arrivals/Hr/RW Max 72 Seconds Between Arrivals 8.5 minutes Average Delay 36 Delays/1000 Operations 38 min./delay 50 Arr /Hr/RW @ 72 sec separation safety limitation!

Wake Vortex (W turbulence) Factor in Safety-Capacity

Single RWY hazards

Forms behind an aircraft as it passes through the air Wingtip vortices are gases expelled from a jet engine Wingtip vortices can remain in the air for up to three minutes after the passage of an aircraft Especially hazardous during LDG and T/O: (1) During T/O & LDG, a/c operate at low speeds and high angle of attack . (This attitude maximizes the formation of dangerous wingtip vortices) (2) T/O & LDG are the times when a plane is operating closest to its stall speed and to the ground (little margin for recovery in the event of encountering another aircraft's wake turbulence) (3) A/c close together and along the same flightpath, maximizing the chance of encountering the phenomenon.

Land Use Around Airport

Can be utilized for Hotels Hospitals Tourist Attraction Places Transport Facilities And banned for High Structure Buildings Power Lines Telecommunication towers
Your main goal of spatial planning is to create space for the different functions that demand it, on the limited surface area that we have available to us in Sri Lankan airfields.

The level of environmental concern varies from country to country or indeed from one airport to another, depending on views about aviation and other social and political attitudes.
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Mitigation Measures
Compensating diminution in property values attributable to noise impacts Standards on noise levels and emissions levels, imposed and enforced Explore methods by which the airport can improve waste and energy management Methods to create a habitat more conducive for wildlife by reducing water pollution Establishing buffer zones around the airport Waste water management systems establishment Airport night curfews

Approach Protection
The airport sponsor must protect terminal airspace, and prevent growth or establishment of obstructions in the aerial approaches to the airport.

Obstruction must be cleared, removed, lower, relocated, marked, or lighted

Prima factory built on the approach of China Bay airfield

Puttalam RWY

Puttalam was under DCA in 1946. It had a gravel runway and RAF replaced it by a tar macadam strip during occupation. It was used as an emergency runway and for cross-country flights by trainee pilots. CAA lost Puttalam RWY owing to the construction of the Holcim Cement factory on it

Wildlife hazards
Wildlife Hazards pose a serious for aviation safety Wildlife attractant: Poorly drained locations Detention/retention ponds Roosting habitats on buildings Landscaping, Agriculture, Wetlands

Example: FAA Recommends: Airports Serving Piston Powered a/c 5,000 between AOA and Hazardous wildlife attractant Airports Serving TurbinePowered a/c 10,000 between AOA and Hazardous wildlife attractant Protection of Approach, Departure, and Circling Airspace 5 SM between AOA and Hazardous wildlife attractant

Environmental Impacts
Air and water quality Ambient noise level Ecological processes Natural environment values An airport is a stimulus to a society in terms of economic growth and service it offers to the public. These benefits may be negated if compatibility between an airport and its environs is not achieved

Lost opportunities

Loss of one runway in Katukurunda owing to ignorant and ill-advised political decision

Aerodromes
Ratmalana was opened in 1938 with a grass landing area 600 yards square. Three story terminal building with hangars and workshop facilities provided in 1939 During war time RMA was provided with a 1,700 by 56 yards RWY In 1948 RWY was extended to 2000 yards and could accommodate aircraft of 75,000 lbs Mr. Francis J. Rhody in 1948 recommended development of RMA to be an international airport with 3000 by 100 yards runway.

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Katunayake was constructed with 2000 X 100 yards RWYs in 1946. Coconut land of 2,300 acres were requisitioned for airfield construction Aircraft destined to RMA were diverted to KIA during bad Wx but Operating 2 major airports within close proximity of each other were subjected to discussions. Development of KAT as an International Airport in 1959 KIA major expansion in 1964 with Canadian assistance Construction of RWY of 11,050 ft. at KAT in August 1965 KIA new terminal building was opened on 05th August 1968. Further extension of RWY 3350 X 150 ft at KIA in 1986. BIA Phase II Development Project commenced in 2003

Aerodromes..

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Sri lanka has two main ports: KIA & RML .These cover the actual airport areas and the surrounding regions. But the areas are not used for major urban and international aviation businesses. The economic importance and the limited space around both these airfields require national co-ordination. Eg: KIA can be developed further at its current location while RML is restricted. Not many aviation related businesses and offices are located in the immediate vicinity of KIA or RML.
With the perception that new urban areas should not be built under frequently used flight paths, if KIA is to be further developed, no new housing locations should be allowed under the flight path and the Katunayake Katana areas. Consideration of noise contours within and beside the runway system is another factor.

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Minneriya was constructed by RAF on crown land during the war.

Ampara airfield..
Ampara was opened for civil traffic in 1949 but was closed down in 1950 due to serious damage caused by floods. Ampara was repaired by Gal Oya Development Board and re-opened for regular flights in 1957.

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Proper use of a legend

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