AIRPORTS: PLANNING 'm “airport” can include not only the civit airports 10 holidaymakers but also airfields (which may have few or no associated buildings) and heliparts. They may be divided into those which are public (ie. accessibie to any air travellers) and those which ore private (eg. airtreight terminals, company airports, aeroclubs and airforce bases, Location The choice of location for an airport will depend on topographical, geological and meteorological conditions as well as the position of surrounding built-up areas. Sufficient land must be availabe for take-off and landing runways, taxiways, terminal buildings, maintenance areas, fuel storage, etc, and, ideally, for possible future expansion. Another important factor is proximity to existing and potential transport networks. Fel Sana = Goneral expansion plan For all airports, an expansion plan covering atleast 20 years ahead should be drawn up, and revised at regular intervals inorder to allow for changes inthe volume and nature of air a traffic, developments in aircraft technology and other Traffic forecasts should include information about = _ movements of aircraft, numbers of passengers and volume seston of freight. They should be checked and updated on a regular ‘basis to account for the pace of modern change. For the calculations, and design of the airport facilities and Installations, typical peak traffic values (ve, those reached 30 times per year or 10 times within the peak month) should bbe chosen, not the absolute peak values, Ceset © prope ett Cs eS Fa et en roresecton 8) ee Te: © Fanetontsngram of termina! bung Permaibe bulding height immeatly beside cine acy Cet — 446 © Test wind rove © wind ate© Tl eet pking erngemate AIRPORTS: PLANNINGAIRPORTS: TERMINALSAIRPORTS: TERMINALS inal concepts Passenger ewe Airports use different methods of accommodating aircraft eee {and linking them with terminals and the main buildings. eve ne ‘There are four main concepts. 1a) Pier concept (with central main terminal sp. 448, ©-G+ ®). Aircrat park on both sides ofa pier connected SSS as 1% 1mom-26 tothe terminal building, Where there are two or more piers, the space in betwaen has to be sufficient for 1-2 apron SS tm see ste0-ssst0 taxiway each (allowing taxiing in and out at same time) (2) Satelite concept (with central main terminal -p. 448, (+). One or more buildings, each surrounded radially jo eemrmom-sonop—~—«Wthaliferaft parking places, are connected to the main a terminal, generally by large underground corridors, : (2) Linear concept (sp. 448, (@ +). Aircraft are parked ‘alongside the terminal building ina line next to one another jor 2 sana «iM ROSEN, parallel or diagonal positions. The parking position determines to a great extent the overall length of Sue the terminal (4) Transporter concept (-»p. 448, @ + @. Aircraft parking 's spatially separated from the terminal and the passengers secs zawopzmwo «a8 taken tO and from theie fights by specially designed transport vehicles Further mixed variations (hybrid concepts) canbe eto rims zuino developed from these basic layouts © ‘nscopie vraba eign ending bridge with support column 449450 © Pre Charts Gute © Amsterdam Serio! See AIRPORTS: RUNWAYS AND APRONS ‘The orientations lengths and numbers of take-off and landing runways are determined by 9 numberof factors + "Orientation is determined essentially by the prevailing local wind direction, the aim being to make it possible to ‘approach the airport for 95% of the year (with ‘maximum side wind of 20 knots). Frequent strong ‘rosswinds may make a corresponding second runway necessary -p. £48 (3) + 6). ‘+ Lengths determined by the typeof aircraft, predominant elimatic and topographic. conditions, such as temperature, ait pressure (related to height above sea level, and gradient ete. + The number of runways is dependent upon the volume of trafic tobe handled. A parallel arrangement note that the minimum separation is 215m) is particelarty ‘advantageous and, f the separations more than 1310™m simultaneous take-off and landings are possible, which allows the highest theoretical capacity to be reeched 449.1) The taxiing area is to be designed in such a way that the runways can be cleared as fast as possible after a landing fast ‘exit taxiing runways’ and parking postions can be reached by the shortest possible routes. In especially busy airports, brovision of overtaking areas or by-pass cunwaye can Melp to tnerease caps. Aircraft parking positions The ‘nose-in’ position (-+p. 447 @) has the following ‘advantages: small space requirements; fow problems with exhaust streams for personnel, equipment and buildings; quick Servicing times as the necessary equipment can be made available before ariva: and ease of connection to passenger bridges. However, this position requires a means of towing for manoeuvring purposes and this adds time and calls for tained personnel ‘With ‘tax’ intaxi out parking (e.g. diagonal nose-in -»p. 647 @ and diagonal nose-out ~-p. 447 (D towing i not necessary. However, such parking needs a larger space and creates mor fumes and noise pollution divetiy in the vicinity of the terminal the sirraft are taxiing, thus making necessary to add protective measures such a8 blast barirs. The parallel parking system offers the easiest manoeuvring for arriving and departing aircraft and there is no need for towing. The disadvantages are that parallel parking has the freatest overall space requirement and limits. activity in eighbouring airralt postions during taxing, Apron roadways and parking spaces Signposting and positioning of service roadways on the apron fare of great importance tothe efficient and sate functioning of the airport. Apron roadways should be designed to give direct ‘end safe connection of the apron to the other working areas of the airport. The points at which they cross aivraf taxiway oF ther service vehicle routes should be kept to the minimum, They can be run in front of oF behind planes in the nose'in position, or between the wings »p. 447 @). ‘Should the roadways run underneath passenger bridges, suficent headroom for all service vehicles is required (usually 450m minimum) -»p. 449 @) +. Because of the extensive Imechanisation and contanerisation of aircraft servicing, tis vital to provide enough space for loading and parking of service vehicles and equipment lineluding empty contains), Terminals essentially faciitate the transfer of passengers fom ground transport public wanspont, taxi, private cars) to the airrat. They must therefor be planned in such a way that the movement of passengers and their luggage takes place efficiently, comfortably and quickly, and atthe same time with the lowest possible tunning cost. An important criterion is passenger traveling distance: the distances between the car parkidroproff point and the main functional areas should be kept as short a6 possible. Modification to accommodate any Increases in traffic must also be possible without radial and costly alterations tothe orginal terminal.AIRPORTS: EXAMPLES fl Yar Y 451