UTILITIES CONSIDERATION

CHAPTER III: DESIGN

Solar orientation
PARAMETERS o Use of active and passive systems
for capturing the suns energy.
*also affects the light and ventilation.
Airport planning considerations
PASSENGER CONSIDERATION

Safety of passengers
AIRFIELD CONSIDERATIONS Walking distances
Convenient spaces
Taxiway and taxi lane requirements Traffic
o It is important to provide an
Accessibility
adequate taxiway network to provide
flexibility in aircraft movements SUSTAINABILITY CONSIDERATION
throughout the entire airport. This will
Water conservation
provide for safe, efficient, and
Light and ventilation
expeditious travel between airport
Indoor environment quality
facilities.
Airport obstacle clearance surface
requirements
o To protect the airspace and runway
approaches from obstacles and
hazards to aircraft in flight.

LANDSIDE CONSIDERATION

Intermodal facilities
o Regional rail links that connects airport
station to terminal.

ICAO/CAAP
GUIDELINES
RULE VII DEVELOPMENT OF NEW
AIRPORTS
SECTION 52. Development of New
Airports. -The Board shall be responsible
for the planning, development, construction,
operation, maintenance, or the
expansion of airports. In planning and
developing new airports, the Board shall
consider:
a. The suitability of a proposed site in
terms of terrain and proximity to population
center(s);
b. The projected size of the market to be
served by a proposed airport;
c. The ability of a proposed airport to
generate sufficient revenue to cover costs
of operation and maintenance;
d. The availability of funding from both local
and foreign sources for the construction of
ICAO SAFETY GUIDELINES
a new airport or expansion of an existing
one;
e. The proximity of other airports to a
proposed new airport and the capability of
such other airport to handle traffic projected
to be handled by the new proposed airport;
f. The governments public service
obligations, more particularly the
governments duty to ensure the availability
of air transport infrastructure for remote
areas far from major population centers and
that are not otherwise easily accessible by
transportation via land or sea. In such
cases, the Board shall take reasonable
steps to ensure that funding will be
available for the operation and maintenance
of such airports;
g. ICAO best practices and
recommendations concerning the
development of airports; and
h. Such other considerations as the Board,
in the exercise of its reasonable discretion,
may consider relevant or important.
6.5.1 Annexes 1, 6, 8, 11, 13 and 14 establish that
States shall require, as part of their SSP, that approved
training organizations that are exposed to safety risks
during the provision of their services, aircraft operators,
approved maintenance organizations, organizations
responsible for type design and/or manufacture of
aircraft, air traffic service providers and certified
aerodromes implement a safety management system
(SMS). An SMS is a management tool for the
management of safety by an organization. The Annexes
also establish that the SMS shall be accepted by the
State and shall, as a minimum:
a) identify safety hazards;
b) ensure the implementation of remedial action
necessary to maintain agreed safety performance;
c) provide for continuous monitoring and regular
assessment of the safety performance; and
d) aim at continuous improvement of the overall
performance of the safety management system.
6.5.2 The four generic processes included in the
ICAO SMS requirement above (identification of hazards,
implementation of remedial action to address the safety
risks of the consequences of hazards, continuous
monitoring and continuous improvement) encompass
the four basic safety problem-solving activities that
support delivery of services by an organization:
a) finding out what is wrong (hazard identification); b)
proposing and implementing a fix or fixes
(remedial action);
c) making sure that the proposed fix or fixes work as
intended (continuous monitoring); and
d) constantly improving the management system to
ensure efficacy and efficiency of the delivery of services
(continuous improvement of the SMS).
CONCEPT OF SAFETY GUIDELINES
2.2.1 Depending on the perspective, the
concept of safety in aviation may have different
connotations, such as:
a) zero accidents or serious incidents a
view widely held by the travelling public;
b) freedom from hazards, i.e. those factors
which cause or are likely to cause harm;
c) attitudes of employees of aviation
organizations towards unsafe acts and
conditions;
d) error avoidance; and
e) regulatory compliance.
2.2.2 Whatever the connotation, they all have
one underlying commonality: the possibility of
 absolute control. Zero accidents, freedom from controlled to a reasonable degree are acceptable in an
hazards, and so forth, convey the idea that it would inherently safe system.
be possible by design or intervention to bring
under control, in aviation operational contexts, all
variables that can precipitate bad or damaging
outcomes. However, while the elimination of accidents 2.2.4 Safety is increasingly viewed as the
and/or serious incidents and the achievement of outcome of the management of certain organizational
absolute control processes, which have the objective of keeping the
safety risks of the consequences of hazards in
is certainly desirable, they are unachievable goals in operational contexts under organizational control. Thus,
open and dynamic operational contexts. Hazards are for the purposes of this manual, safety is considered to
integral components of aviation operational contexts. have the following meaning:
Failures and operational errors will occur in aviation, in
spite of the best and most accomplished efforts to
prevent them. No human activity or human-made system
Safety. The state in which the possibility of harm to
can be guaranteed to be absolutely free from hazards
persons or of property damage is reduced to, and
and operational errors.
maintained at or below, an acceptable level through a
continuing process of hazard identification and safety risk
management.
2.2.3 Safety is therefore a concept that must
encompass relatives rather than absolutes, whereby
safety risks arising from the consequences of hazards in
operational contexts must be acceptable in an inherently
safe system. The key issue still resides in control, but
relative rather than absolute control. As long as safety
risks and operational errors are kept under a reasonable
degree of control, a system as open and dynamic as
commercial civil aviation is considered to be safe. In
other words, safety risks and operational errors that are
ICAO FLOW GUIDELINES
-flow principles to consider with respect to passenger
include:
Routes should be short, direct and self-evident.
Changes in level of pedestrian routes should be
avoided as far as is practicable
Passengers should be able to proceed through a
building without the need to rely on guidance or
instruction from staff.
Departing passengers should have an opportunity
to check their baggage at the earliest possible
point.
Each flow route, as far as possible should be in
one direction only.
Free flow through all parts of the routes between
air and ground transport should be interrupted as
little as possible.
Passengers should not have pass the same type
of control more than once.
The last control which a passenger should pass is
security.
Flow routes should be planned to give visual
continuity to the maximum possible extent.
Multi directional junctions and flow routes which
appear to lead to the wrong direction should be
avoided.
The speed of flow and capacity of the passenger
route should be matched to that of other systems.
ICAO PLANNING GUIDELINES
General considerations
in passenger building planning it is
necessary to provide the means for
passengers to enter and leave their cars or
public transport vehicles, buildings in which
aircraft operators can undertake passenger
processing and where government control
authorities can undertake their inspections
and in which all necessary facilities for
passengers comfort and assistance can be
provided.
Aircraft operations will be less costly and
more efficient if the passenger building is as
close as possible to the runways.
The type and size of passenger building
and the various components within the
building will evolve from land-use
requirements activity forecasts and site
evaluations.
The development of passenger building
plans should be limited to conceptual
studies and drawings. Such drawing should
not be so detailed as to preclude
adjustments which evolve later in the
detailed planning phase.
Provision for all of the necessary passenger
services at an optimum cost, while
 recognizing the need for flexibility and
expansibility, as well as economy of any
future passenger building expansion.

TAXI WAY LAYOUT

Efficient connection between runways and terminal

/ service areas
Avoid conflicts between aircraft operations
Arriving and departing taxi routes
Holding passes and bypasses
Avoid crossing of active taxiways over active
runways
Minimize runway occupancy time of arriving
aircraft (eg. strategically located rapid exit
taxiways enable landing aircraft to leave runway
quickly for other aircraft)

COMMON RUNWAYS
PARKING
CONFIGURATION
SOURCES:
The Airport Business - Rigas Doganis - GoogleBooks
Introduction to Aviation Management
by Andreas Wald,Christoph Fay,Ronald Gleich
Regional Airports
edited by M. Nadia Postorino-GoogleBooks
Airport cooperative research program
Report 38, understanding airspace, objects and their
effects on airports by FAA
Federal Aviation Regulations/Aeronautical
Information Manual
by Federal Aviation Administration(FAA)
Airport Passenger Terminal Planning and Design:
Guidebook
Airport Design and Operation - Antonn Kazda, Robert
E. Caves - GoogleBooks
http://www.faa.gov/airports/resources/advisory_circulars/i
ndex.cfm/go/document.current/documentNumber/150_50
70-6
http://www.scribd.com/doc/23493837/Airport-Design
http://www.faa.gov/airports/resources/advisory_circulars/i
ndex.cfm/go/document.current/documentNumber/150_53
00-13
STRATEGIC AIRPORT MANAGEMENT PROGRAMME
airport planning and terminal design. By CAAS (civil
aviation authority of Singapore)
SAFETY MANAGE MENT MANUAL(SMM)
By ICAO doc 9859 AN/474
AERODROME STANDARDS
Aerodrome design and operations based on ICAO annex
14,3rd edition.
AIRPORT PLANNING DESIGN OPERATION AND
SAFETY
Based on: cf. ICAO Annex 14 Volume I - Aerodrome
Design and Operations, 5th Edition, 2009, Volume II
Heliports, 3rd Edition, 2009,
Manual on Certification of Aerodromes, Doc. 9774, 1st
Edition, 2001, Safety Management Manual, Doc 9859,
2nd Edition, 2009
Global Air Traffic Management Operational Concept, Doc
9854
IMPLEMENTING RULES AND REGULATIONS
OF REPUBLIC ACT NO. 9497 OTHERWISE KNOWN AS
THE CIVIL AVIATION AUTHORITY ACT OF 2008
AIRPORT DESIGN by U.S. department of transportation
FAA
ICAO airport planning manual doc 9184 AN/902 part 1
CHAPTER IV: BEST
PRACTICES
FOREIGN:
Mount Fuji Shizuoka Airport
Mount Fuji Shizuoka Airport is a small airport that was
opened in June 2009 to serve the area between
Nagoya's Central Japan Airport and Tokyo's Haneda
Airport. The airport is located between Shizuoka
Prefecture's two main cities, Hamamatsu and Shizuoka,
and is named after the prefecture's most famous
landmark, Mount Fuji, which is located 80 kilometers
away.
Shizuoka Airport is conveniently located near the
expressway, while the Tokaido Shinkansen passes
directly below it. However, there are currently no plans to
build a new station for easy train access to the airport.
Instead, access by public transportation is provided by
buses.
Gwangju Airport
Gwangju International Airport was opened on
Nonmember 16, 1948, and the first commercial plane
(DC-3) had its virgin flight on February 10, 1950. On
January 10, 1964, the airport was relocated to the
present address, and since then the traveller terminals,
taxi way, apron and other facilities have been upgraded
for full-scale transportation. While being developed with a
proper "airport" appearance, the airport was bought, and
has been managed, by the Korea Airports Corporation
since June 1990.
Gwangju Airport was made into a domestic airport after
transferring its former two international flights to Muan
Airport. The airport now handles domestic flights to
Gimpo and Jeju. After the modernization and expansion
of its airport facilities, Gwangju Airport now serves as the
principal air transport hub for the southwestern regions of
South Korea.
Barcelona airport
One of the advantages of Barcelona airport is that it is
really close by the center of city, at just 14 km. It is
specifically located at El Prat del Llobregat, the town that
gives the name Aeroport del Prat to the airport, the
second largest of the country after Madrid Aeropuerto de
Barajas. The passenger traffic of 2010 was about 30
million and the position of Barcelona El Prat Airport (IATA:
BCN) of the busiest in the world is 32.

Depending on the airline that you are flying with,

departing or landing, you are able to use one of the two
terminals that the airport has. The biggest and the newest
one is T1, finished at 2009.
Sydney airport
Sydney airport is one of Australias most important pieces
of infrastructure. It is an international gateway and an
essential part of our transport network that connects
Sydney to 46 international, 23 domestic interstate and 28
regional destinations.
Sydney Airport is also a major employer in NSW and
makes a significant contribution to our local and national
economies, estimated at $8bn directly and $16.5bn when
flow-on effects are considered. This contribution is
equivalent to six per cent of the NSW economy and
translates into more than 75,000 direct jobs and 131,000
indirect jobs for the people of Sydney.
Sydney Airport is conveniently located only 8km from the
city centre and less than 10km from major tourist
attractions. The convenience of its location has benefits
for both business and tourism and is a major strength
that will help to underpin Sydneys future prosperity.
PERTH AIRPORT
Strategically located in relation to South East Asia,
Europe and Africa, Perth Airport is Australias fourth
largest airport in terms of passenger traffic and is the
winner of the Australian Airports Association (AAA) award
for Australian Major Airport of the Year for 2003 and
2004.

Only 12 kilometres from the heart of Perth, the capital of

Western Australia, the airport is part of a 2,105 hectare
estate with sufficient capacity to expand and meet the
projected commercial aviation demand of the 21st
century.

Of the 2,105 hectares, over 700 hectares is available for

a wide range of non-aviation property development,
providing the potential for the airport to become a major
commercial and industrial centre.
LOCAL:
PUERTO PRINCESA AIRPORT
Puerto Princesa airport in the middle of Palawan Island
serves the provincial capitol of Puerto Princesa. Puerto
Princesa is the closest airport to the Balabac Islands and
the closest airport to the Tubbataha Reefs.

Puerto Princesa Airport is the main gateway to the

Palawan mainland. Talks are afoot of converting the
airport to cater to international flights. From Manila, it is
accessible by air via Philippine Airlines, Zest Air, and
Cebu Pacific. There are flights via Southeast Asian
Airlines (SEAIR) from Manila via El Nido/Busuanga.
There are also seasonal flights direct from
Boracay/Caticlan also via SEAIR. Cebu Pacific
meanwhile offers direct flights from Cebu.
Legazpi Airport
The Legazpi Airport is a major airport in the Bicol
Region in the Philippines. It is located in Legazpi City,
Albay and it serves the locals and tourists in the City and
its vicinity. Located about 12 kilometers from Mayon
Volcano, it has a single runway dimensions of 2280 x 36
meters, longer than those of the former airports of
Bacolod (1958 x 30 meters) and Mandurriao Airport in
Iloilo (2100 x 43 meters).

The Airport in Legazpi is known in Filipino as Paliparan

ng Legazpi and Bikol as Palayogan nin Legazpi. It is
operated by the Civil Aviation Authority of the Philippines
and it can handle medium-sized civilian jets and military
aircraft.

The surface of the Legazpi City Airport is asphalt and

the length of the runway in feet is 7480. In aviation
technical terms, the airports direction is 06/24.
Daniel Z. Romualdez Airport
The Daniel Z. Romualdez Airport (airport codes: TAC and
RPVA), popularly known as the Tacloban Airport, was
built on the Tacloban Peninsula, a really interesting
headland to the southeast of downtown Tacloban City in
Leyte. The peninsula is practically coterminous with
Barangay 88 of the city, and it encloses the Cancabato
Bay to the west.

Peninsulas like the Tacloban Peninsula are good places

to build airport runways since they provide less structural
hazards for planes during take-offs and landings. Another
runway build on a similar piece of land is the one at
Sangley Point Naval Base, built on the Cavite City
peninsula.
Lumbia Airport
Lumbia Airport is a major domestic airport serving the
area of Cagayan de Oro City. It is the second busiest
airport in Mindanao and is the only airport in the province
of Misamis Oriental.

Airphil Express and Cebu Pacific operate services to

Cebu, Davao and Manila and Philippine Airlines also fly
to Manila from here.

The Cagayan de Oro trunkline airport is serving Regions

10, 12, and 13. It is located in Lumbia, some 10
kilometers from the city proper.

The largest aircraft that the runway can currently

accommodate is B-737.
Sibulan Airport
Because of the influence of Dumaguete in the Negros
Oriental province, the Sibulan Airport is widely
recognized by locals as the Dumaguete Airport.

The Dumaguete Airport is situated in Barangay Boloc-

Boloc, Municipality of Sibulan because there are no more
spaces available for a domestic airport in the University
City. It is located near the border of Sibulan and
Dumaguete, about 3-4 kilometers from the city center.

The Dumaguete Airport is classified as a Class 1

principal (major domestic) airport by the Civil Aviation
Authority of the Philippines (CAAP), the body of the
Department of Transportation and Communications
(DOTC) that is in charge for the operations of not only
this airport but also of all other airports in the Philippines
except the major international airports.
SOURCES:
http://www.japan-guide.com/e/e2434.html
http://www.airport.co.kr/doc/gwangju_eng/

http://www.barcelona-airport.com/

http://www.sydneyairport.com.au/corporate/about-
us.aspx
http://www.perthairport.com.au/AboutUs/CorporateInform
ation.aspx
http://tourism-philippines.com/puerto-princesa/
http://www.mycam-asia.tv/philippines/how-to-fly-to.php?
airport=pps

http://www.markmaranga.com/legazpi-airport/

http://www.vistapinas.com/article/daniel-z-romualdez-
airport

http://www.cagayan-de-
oro.com/cagayan_de_oro_airport.htm

http://www.airportcentral.com/cagayan-de-oro-city-
airport-lumbia-airport

http://www.markmaranga.com/dumaguete-airport-sibulan/