APM Session 3 - APD 1

Chapter 3
Airport Planning and Design 1
Dr. Rohafiz binti Sabar

Transport and Logistics Department
College of Business
Room 257 , Main Building of COB
D/l: 04-9283664
email: rohafiz@uum.edu.my
1 Transport and Logistics Department July 2009
Airport Planning and Design
Introduction
An airport is the point of interaction between the four major components
of the air transport system:
 Airport and Surface Access;
 Air Traffic Control (ATC);
 Airlines (customers of both the airport and ATC); and
 Public (being a customer, directly or indirectly, of both the ‘airport’ and the
airlines).
2
Introduction
Airport TWR
Airport Operations
Passengers,Visitors, Employees
and Freight
Airline
Operations
3
Introduction
An airport:
 Provides a focal point for the arrival, transfer and point of departure of
short > long-distance passengers and cargo
 Has the appropriate infrastructure for safe operation of aircraft
 Has the appropriate infrastructure for passenger and cargo operations
 Has the appropriate infrastructure to allow airlines to undertake aircraft
maintenance, and associated aircraft engineering activities.
4
Introduction
 Provides infrastructure for airlines including facilities for aircrew, flight
attendants, ground crew and staff.
 Provides infrastructure to ensure the commercial success of the airport
(concessions, car parking, car hire)
 Provides support facilities and infrastructure as required by regulatory
authorities (air traffic control, rescue and fire fighting etc.).
 Provides infrastructure for Government functions (customs, immigration,
security)
5
Introduction
6
Planning
Overview
Airport Overview
7
Planning
 Rapid (and expected continuing) traffic growth has resulted in many

airports becoming congested and therefore requiring additional
infrastructure
 Restricted land availability means that there is limited scope for new
airports (Athens, Kansai, Denver, Hong Kong) in some countries
 Proposals for new airports / runways attract the attention of the

environmentalists
 Options for high-speed rail as a short-haul / domestic alternative
8
Planning
 An airport ‘master’ plan presents the planner’s conception of the

ultimate development of a specific airport within a specified time frame
and in a logical, sustainable and cost-effective manner [ICAO
definition]
 An airport ‘master’ plan focuses on an architectural / engineering

development at a single airport, the ‘target audience’ being local
planning authorities and the local community
 An airport master plan focuses on three essential notions >>>>>
9
Planning
 Ultimate vision, that is, a current view of the possible future or a long
time into the future, for example, 20 / 30 years
 Development of the buildings, runways, and other physical facilities –
not operational concepts or management issues
 Specific airport, not to a regional or national aviation system
10
Planning
 Airport master plans are developed in a strict linear process following

guidelines set out by the FAA, ICAO and IATA.
 Inventory of existing facilities
 Trends in aircraft type >>>>> (following slides)
 Forecasts of future passenger and cargo traffic
 Determine facility requirements (new, existing airport)
 Develop alternatives for comparative analysis (alternative sites, runway
configurations)
 Select the most acceptable and appropriate master plan layout
11
Planning
Changes in aircraft size

 Forty years ago there were a wide variety of aircraft types /
manufacturers
 Short-haul operations were primarily operated by relatively slow
turboprops
 Medium / long-haul operations were operated by ‘small’ four engine
aircraft including VC10 (still used by UK RAF), Boeing B707 and Douglas
DC8 ~ all of these had limited range and passenger capacity (technical
stops)
12
Planning
 With deregulation, European liberalisation led to dramatic growth in

short-haul traffic and fierce competition between airlines seeking to
maximise market share by increased frequencies (leading to parking and
runway congestion)
 In a move from turboprops to jet aircraft, Boeing B737 and Airbus A320
families now dominating on the thicker short routes and regional jets /
modern turboprops (fewer seats per movement) on the short thinner
routes
13
Planning

 The introduction of the B747 (25 / 30 years ago) led to the growth of
single daily / long-haul services and an incremental jump in aircraft size
from B707 / DC8 to modern ‘wide-body’, leading to consequential
problems with aircraft apron / stand parking (Frankfurt Terminal 1)
 Longer range of B747 saw reduction in technical stops and commercial
traffic (Bahrain)
 B747 was for many years the dominant aircraft type operating across
the North Atlantic (The DC10 and Lockheed Tristar were smaller and
less successful competitors)
14
Planning

 Continued traffic growth saw frequency becoming more important
(double-daily instead of single daily)
 Technology improvements, more reliable engines, reduced fuel
consumption and increased range saw introduction of twin-engine
aircraft for medium / long-haul operations (twins already used for short-
haul)
 This led to many long-haul routes being operated using smaller aircraft
(B777, A330) but several flights per day / week instead of the single daily
/ weekly service with larger aircraft (B747) that was common 20 years
previously (North Atlantic, for example)
15
Planning
 Now have ultra-long-haul operations (15 / 18 hours mission duration)

with B777ER and A340-600
 However, increased congestion and traffic demand have encouraged the

development of the A380 to be used on selected long-haul ‘thick’ routes;
this larger wing-span aircraft will have an impact on airport operations:
(1) more passengers / aircraft movement (good for LHR) and (2)
problems with aircraft parking / taxiing (B707 > B747 story again)
[limited customers, airports]
16
Planning: Matching Demand with Capacity
 New airport or expansion of existing airport? [land availability]
 What do we need? [where is additional capacity needed]
 Which part of airport infrastructure occupies the most space? >>
 How do we justify the investment? [return on capital invested or state
investment?]
 Who will pay? [state or others]
17
 Land area requirements (runways, aircraft parking areas)

 Runway length, orientation, number (forecasts, aircraft performance)
 Topography (terrain, soils, earthworks)
 Environment issues (noise contours, wildlife)
 Interface with other airports, airspace, ATC
 Utilities (electricity, water)
 Development constraints (urbanisation, finance / cost)
18
New Airport ~ A Proposal
Fog
Fog
Fog
Birds
19
 Funding sources (public funds for new airport)
 Cost comparison of alternative sites (construction, access,
environment)
 Benefits (employment, inbound / outbound tourism, trade / business)
 Capital flow, phased development (2 + 2 runways, terminals, taxiways)
20
Airside Design
21
Design: Airside
 There are an infinite number of

possible airfield layouts but all can
be categorised as one of a few
simple models
 Single runway (most airports) or
close parallel runway ~ capacity
up to 48 movements / hour
during peak periods
 Capacity maximised by full-length
parallel taxiway and high speed
exits.
22
23
24
Design: Airside
 Parallel runway (Paris, Charles de Gaulle / Heathrow) ~ capacity up

to 80 movements per hour during peak depending on mode of
operation ~ sometimes as two pairs of close parallel runways
Staggered runway (Manchester) ~ capacity in

excess of 65 movements per hour during peak
depending on runway separation and stagger.
25
26
Design: Airside
 The runway is the interface between airborne and ground operations
 ICAO Annex 14 indicates sizing criteria related to the most demanding (critical) type of
aircraft or aircraft ‘groups’ that may be used in the airport
 This led to the establishment (Annex 14) of the Aerodrome Reference Code
 The Code provides aerodrome designers with guidelines on how to plan and design an
aerodrome by relating rational design criteria with current and future aircraft
requirements and therefore is a simple method that meets both varying aircraft
operational characteristics and the geometric design of aircraft in general
27
Design: Airside
 Taxiway system designed for one-way operation with minimum crossing of runways
 Taxiway layout major influence on runway capacity
 ICAO recommendations (Annex 14 / Airport Planning Manual); taxiway width
function of wing span / undercarriage dimensions
 Surface area may be greater than runway area
 Load bearing strength should be similar to runways
28
Design: Airside
 The apron is an area of hard-standing (same bearing strength as runways and taxiways)
for parking aircraft and servicing (passengers, baggage, catering, cargo, cleaning, security
checks) between flights. An individual parking space for an aircraft is defined as a stand.
 The apron is influenced by the design of the terminal and should ideally be located to
minimise taxiing distances to / from runway.
 There should be sufficient stands to cope with peak-hour traffic; each stand being ideally
independent of another and with adequate space for ground-handling personnel and
equipment (traffic peaks?)
 Environmental impacts should be minimised; safety, noise, emissions
29
Design: Airside
 Navigation aids (lighting,VOR, ILS,
DME) [ATC presentation]
 Control tower
 Rescue and fire fighting services
(ICAO Annex 14)
 Ancillary buildings (cargo,
maintenance)
30

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Chapter 3

Airport Planning and Design 1

Dr. Rohafiz binti Sabar

An airport is the point of interaction between the four major components

of the air transport system:

 Airport and Surface Access;

 Air Traffic Control (ATC);

 Airlines (customers of both the airport and ATC); and

short > long-distance passengers and cargo

 Has the appropriate infrastructure for safe operation of aircraft

 Has the appropriate infrastructure for passenger and cargo operations

 Has the appropriate infrastructure to allow airlines to undertake aircraft

maintenance, and associated aircraft engineering activities.

 Provides infrastructure for airlines including facilities for aircrew, flight

attendants, ground crew and staff.

 Provides infrastructure to ensure the commercial success of the airport

(concessions, car parking, car hire)

 Provides support facilities and infrastructure as required by regulatory

authorities (air traffic control, rescue and fire fighting etc.).

 Provides infrastructure for Government functions (customs, immigration,

 Rapid (and expected continuing) traffic growth has resulted in many

 Proposals for new airports / runways attract the attention of the

 Options for high-speed rail as a short-haul / domestic alternative

 An airport ‘master’ plan presents the planner’s conception of the

 An airport ‘master’ plan focuses on an architectural / engineering

 An airport master plan focuses on three essential notions >>>>>

time into the future, for example, 20 / 30 years

 Development of the buildings, runways, and other physical facilities –

not operational concepts or management issues

 Specific airport, not to a regional or national aviation system

 Airport master plans are developed in a strict linear process following

Changes in aircraft size

Changes in aircraft size

 With deregulation, European liberalisation led to dramatic growth in

Changes in aircraft size

Changes in aircraft size

 Now have ultra-long-haul operations (15 / 18 hours mission duration)

 However, increased congestion and traffic demand have encouraged the

 New airport or expansion of existing airport? [land availability]

 What do we need? [where is additional capacity needed]

 Which part of airport infrastructure occupies the most space? >>

 How do we justify the investment? [return on capital invested or state

 Who will pay? [state or others]

 Land area requirements (runways, aircraft parking areas)

 Funding sources (public funds for new airport)

 Cost comparison of alternative sites (construction, access,

 Benefits (employment, inbound / outbound tourism, trade / business)

 Capital flow, phased development (2 + 2 runways, terminals, taxiways)

 There are an infinite number of

 Parallel runway (Paris, Charles de Gaulle / Heathrow) ~ capacity up

Staggered runway (Manchester) ~ capacity in

 The runway is the interface between airborne and ground operations

aircraft or aircraft ‘groups’ that may be used in the airport

operational characteristics and the geometric design of aircraft in general

 Taxiway layout major influence on runway capacity

 ICAO recommendations (Annex 14 / Airport Planning Manual); taxiway width

function of wing span / undercarriage dimensions

 Surface area may be greater than runway area

 Load bearing strength should be similar to runways