PUERTO PRINCESA INTERNATIONAL

AIRPORT
 An AIRPORT is a station that consists of buildings and
airfields used to house and provide runways for airplanes.

Airports are used as the main gateway to and from a

country. It consists of a runway for a plane to take off and land
, control towers and hangars, and passenger terminals where
passengers transfer between ground transportation and allows
them to board and disembark from an aircraft.
 In the Philippines, airports come in a range of shapes
and sizes, and while some are used for international
flights, others cater more to interisland travel.
Most travelers first arrive in the country through the
Ninoy Aquino International Airport (NAIA), the main
international gateway in the country. From NAIA,
travelers can catch another flight to one of the smaller
airports in the country. One of these smaller airports is the
Puerto Princesa Airport.
 The beneficiary of this project is the provincial government
of Palawan as it will affect its economy greatly. With the
probable influx of tourist resource, the potential economic
growth for the province of Palawan can greatly increase.
Moreover, the development of the Puerto Princesa airport is
expected to revitalize the transport and trade linkages.

The indirect beneficiary of the project is the passengers

using the current facilities of the passenger terminal that will
enable them a comfortable and convenient use of the
proposed facilities.
 Therefore the major area of civil engineering being
considered is TRANSPORTATION ENGINEERING and one
minor area is STRUCTURAL ENGINEERING. Since one
objective of this study is to design a sustainable and
environmental friendly passenger terminal building in
consideration with the province’s image known for its natural
beauty, another area of civil engineering being considered is
ENVIRONMENTAL ENGINEERING.
 PROJECT
DEVELOPMENT CYCLE
OF
INTERNATIONAL AIRPORT
PROJECT INITIATION AND IDENTIFICATION

 Site Location
• Environmental Issues
 Physical Environment
 Biological Environment
 Socio-Cultural, Economic and Political Environment
 Institutional Responsibilities and Agreements
 SITE LOCATION

Determine the areas available for development and the

procedures for procuring the land. For site selection, consider
the ability to easily maneuver current and future airplanes from
the site, taxiway access requirements, existing rotary aircraft
flight paths, and proximity to airline operations, runways,
taxiways, and parking.
The potential for horizontal and vertical expansion of the
facility is also an important consideration, as are options for
adjacent or other air- or land-side locations.
ACCESS TO PROPERTIES AND RIGHT OF ENTRY

Surveying and related inspections of privately held lands

for airport development projects by municipalities or their
agents is authorized.
The Consultant will notify the landowner in advance that
entry will occur, when it will occur, and why it will occur.
Reasonable efforts should be made to accommodate the
landowner if they wish to be present while the survey or
inspection is performed.
If entry is denied, politely explain to the landowner the
agreement ant the right of entry. If the landowner continues to
deny entry, withdraw from the site and inform the Bureau of
Aeronautics.
LAND SURVEYS

 Property Surveys
Property surveys must meet state statutes, administrative
code and regulatory requirements of local authorities for
developing, filing and recording surveys. All property surveys
must be prepared by and bear the stamp and signature of a
Professional Land Surveyor.
Airport owners are obligated to maintain good title and to
preserve rights and powers in land. Care should be taken to avoid
conveying or dedicating public interests on aeronautically
obligated property. Airport land should not be divided except for
purposes of conveyance.
  Airport Boundary Surveys
The airport boundary survey should be based on a title
review of existing airport property, field reconnaissance of
property corners and evidence of occupation, and a thorough
search of local public records.

 Meteorological Survey
To determine the direction, duration and intensity of
wind, rainfall, fog, temperature and barometric pressure etc.

 Topographical Survey
To prepare contour map showing other natural
features such as trees, streams, buildings, roads etc.
 Environmental Issues

• · Operational Impacts—those issues related to patterns of

aviation operational activity and thus driven by changes in
aircraft design, airport capacity, and air traffic management;
and

• Geographical Impacts—those issues related to the size,

dimension, and placement of airport facilities that may result
in effects on natural resources including wetlands,
floodplains, flora, and fauna.
  Physical Environment

Evaluate the likelihood and effect of severe weather (e.g.,

hurricanes, tornadoes, hail), earthquakes, prevailing winds,
extreme heat or cold, bird hazards, and visibility problems. Also
consider noise issues that may require dedicated noise-abatement
facilities for engine and daytime taxiway run ups.
  Biological Environment

Puerto Princesa is a melting pot of various cultures as waves of

migrants from other Philippine provinces and other countries came to live
in the city. As of 2010, the total number of inhabitants of the city is about
222,673, making the city the least densely populated in the country.

The city of Puerto Princesa is very rich in both flora and fauna.
Mangroves are found mostly in the outskirts of the city, and lush foliage
can be seen in rainforests and mountains. Different species of fishes are
abundant in the reefs surrounding the island. While a variety of bird
species, both local and migratory, can be seen in some places (The Official
Website of the City Government of Puerto Princesa, 2013)
 Socio-Cultural, Economic and Political
Environment

Consider community attitudes toward airport

development, potential local or state financial inducements
for development, development schedule limitations,
established application processes and points of contact, and
airport or local jurisdiction site development criteria.
  Institutional Responsibilities and Agreements

Any project in the Philippines that poses a potential environmental risk or

impact (such as mining, agriculture projects, and construction) is required to secure
an Environmental Compliance Certificate (ECC) from the Department of the
Environment and Natural Resources – Environmental Management Board (DENR-
EMB).
An ECC is issued by DENR-EMB after a positive review of the project’s
application. This certificate indicates that the proposed project or undertaking will
not cause a significantly negative impact on the Philippine environment.
The ECC contains specific measures and conditions that must be met by the
project proponent before and during the operation of the project. In some cases,
conditions are listed to be performed during the project’s abandonment phase to
lessen identified potential environmental impacts.
An ECC also certifies that the proponent has complied with all the
requirements of the Environmental Impact Statement (EIS) System and has
committed to implement its approved environmental management plan.
Requirements:

• Letter of request to DENR-EMB stating desire to receive ECC;

• Project Description, indicating raw materials to be used and

process or manufacturing technology to be implemented;

• Estimated project capacity, type and volume of products and

discharges; and

• Proof of possession of necessary capital for proposed project:

– Location map of project area, and
– Manpower requirements.
Procedure:

• Conduct Impact Assessment and Environmental Management Plan;

• Submit application letter to DENR-EMB for review and subsequent site

inspection;

– Approval and ECC is issued if all requirements are satisfied and no

apparent serious environmental damage shall result from the project

– In cases where DENR-

EMB finds that an ECC is not
applicable, a Certificate of Non-
Coverage (CNC) shall be issued
confirming that the proposed
project is not part of the
Environmental Impact Statement
(EIS) and poses no environmental
threat.
PROJECT PREPARATION

Preliminary Design And Cost Estimations

Airport Categories

• Commercial Service Airports 

Are publicly owned airports that have at least 2,500 passenger
boarding each calendar year and receive scheduled passenger
service.
Passenger boarding refer to revenue passenger boarding on an
aircraft in service in air commerce whether or not in scheduled
service. The definition also includes passengers who continue on
an aircraft in international flight that stops at an airport in any of
the 50 States for a non-traffic purpose, such as refueling or
aircraft maintenance rather than passenger activity. Passenger
boardings at airports that receive scheduled passenger service are
also referred to as Enplanements.
 Nonprimary Commercial Service Airports - are Commercial
Service Airports that have at least 2,500 and no more than 10,000
passenger boardings each year.

 Primary Airports - are Commercial Service Airports that have more

than 10,000 passenger boardings each year. Hub categories for
Primary Airports are defined as a percentage of total passenger
boardings within the United States in the most current calendar year
ending before the start of the current fiscal year. For example,
calendar year 2014 data are used for fiscal year 2016 since the fiscal
year began 9 months after the end of that calendar year. The table
above depicts the formulae used for the definition of airport
categories based on statutory provisions cited within the table,
including Hub Type described in 49 USC 47102.
• Cargo Service Airports - are airports that, in addition to any other air
transportation services that may be available, are served by aircraft providing air
transportation of only cargo with a total annual landed weight of more than 100
million pounds. "Landed weight" means the weight of aircraft transporting only
cargo in intrastate, interstate, and foreign air transportation. An airport may be both
a commercial service and a cargo service airport.

• Reliever Airports  - are airports designated by the FAA to relieve congestion at

Commercial Service Airports and to provide improved general aviation access to
the overall community. These may be publicly or privately-owned.

• General Aviation Airports  - are public-use airports that do not have scheduled
service or have less than 2,500 annual passenger boardings (49 USC 47102(8)).
Approximately 88 percent of airports included in the NPIAS are general aviation.
PROJECT SCHEDULE
The project schedule is estimated to determine if the
project is within the time limit allocated by the government
and if the project is feasible to be constructed.
BUDGET ESTIMATION
The budget is estimated to determine if the
project is within the limit of the budget allocated
by the government and if the project is feasible
to be constructed. .
CONSTRUCTION OF PUERTO PRINCESA INTENATIONAL AIRPORT

TOTAL AREA: 131,840 sq. meters

PROGRAM OF WORKS: 7 years (2555 days)
•RIGHT OF WAY NEGOTIATION -------------------------------525M

a. 131,840 sq. m total construction area

•CONSTRUCTION OF TERMINAL -------------------------------408.113M

AND APPURTENANCE STRUCTURE
a. Construction of terminal Building
b. Construction of fire hall and maintenance building
c. Small building
d. Catering building
e. Construction of national and international Cargo
f. Construction of hangar
g. Construction of ground services equipment
•CONSTRUCTION OF RUNWAY ----------------------------------------- 760M
AND APPURTENANCE STRUCTURE
a. Construction of 2600 by 45 m runway
b. Construction of runway light

•CONSTRUCTION OF CONTROL TOWER --------------------------111M

•CONSTRUCTION OF EMERGENCY POWER HOUSE -----------------335M

•CONSTRUCTION OF PARKING SPACE ---------------------------------650M

INCLUDING LAND SCAPING
•Construction of 6783 sq. ft. parking area
•Construction of drainage
•water supply and other facilities

TOTAL: PHP 2,789,658,000

APPRAISAL AND FUNDING

• Project Approval and Funding

• Suppliers selection
ENGINEERING AND DETAILED DESIGN

DETAILED ENGINEERING DESIGN

• Forecasting Number of Passengers

• Loads and Codes

• Structural Design

• Plan Set
Forecasting Number of Passengers

The method used in forecasting the number of passengers is the

Growth Rate Method. The data gathered will be used in determining the
needed area of the floor area of the terminal building to be constructed .
 • Loads and Codes

The structural codes used in the design market conform to the National
Structural Code of the Philippines (NSCP) 2010 Volume 1 (Buildings and
other Vertical Structures) and to the American Concrete Institute (ACI)
Code for Buildings.

Minimum design loads are considered based from the NSCP 2010, as
well as the seismic considerations. For the seismic loadings, ETABS were
used and complied with the Uniform Building Code (UBC) 1997
requirement.
• Structural Design

The design shall conform to the National Structural Code of

the Philippines 2010 for Volume 1: For Buildings and other
Vertical Structures.
• Plan Set
IMPLEMENTATION AND CONSTRUCTION

Organizing
Construction :
• TERMINAL
• RUNWAY
• CONTROL TOWER
• POWER HOUSE AND HANGARS
• PARKING AREA AND LAND ESAPING
TERMINAL BUILDING
The terminal building is modeled as a single unit representing all
passenger throughput, ranging from baggage check in and gate
boarding to arrivals and baggage retrieval. The terminal building is also
coupled with aircraft docking bays (gates), initially set to be identical in
size, used as aircraft parking bays for loading and unloading.

The terminal building must be located within an area with easy

access to passengers arriving and departing from the airport, as well as
easy access to the airfield for aircraft docking. It must also contain
adequate building evacuation locations and emergency exit locations.
RUNWAY

The runway is the most obvious and recognizable airport component. The
implemented model contains two runways by default. The most basic
requirements for a runway are length, width and runoff area. A runway’s
approach system consists of:
• ILS5 :
Localizer (horizontal) and glide scope (vertical) must be present in the
form of an end of-runway transmitter.
• Outer, Middle & Inner Marker beacons:
Flashing lights to help pilots to judge distance.
• Runway approach lighting:
Used to illuminate final approach for landing aircraft. These can be
summarized as REIL6 (white strobes lights at end of active runway) and
HIRL7 (white lights at side of runway and red/green end lights indicating the
end/start of runway).
 Runway location and orientation are of the utmost importance to aviation safety,
comfort and convenience of operation, environment impacts, and the overall efficiency
and economics of the airport. In establishing a new runway layout and/or evaluating
existing layouts for improvements where runways are added and/or existing runways are
extended, the factor influencing runway location and orientation should be considered.
The weight and degree of concern to be given to each factor are in part dependent
on the airplane types expected to utilize each runway, the meteorological conditions to
be accommodated, the surrounding environment and the volume of air traffic expected to
be generated on each runway.
Following factors should be considered in location and orienting new runways
and/or establishing which end of existing runways should be extended.
1. Location of neighbouring airports.
2. Obstruction and topography.
3. Built up areas and noise.
4. Air traffic control technique.
5. Wind direction and visibility condition.
6. Capacity (type and amount of traffic).
RUNWAY DESIGNATOR BOARD/LIGHTS

Board showing runway ahead (i.e. ‘Runway 09R27L’ with red lights to
show non-active runway and yellow for an active runway). This is important
for pilots not used to an airport while clearing for takeoff. This is particularly
important as accidents have previously occurred due to the lack of such
indicators, such as the Singapore Airlines accident while taking off from a
Taiwan airport in 2000.
Tarmac markings are also a critical part of on-ground navigation,
including hold-short lines. On taxiways joining runways and crossing other
taxiways there are hold short lines used as marker points, or to give way to
other aircraft.
CONTROL TOWER & RADAR
The control tower houses approach controllers and ground
controllers. It is imperative that the control tower is in a clearly visible
location in full view over the airport and runways for ground controllers.

Although this is often accompanied by an additional ‘ground’ tower

to aid visibility, the model shall only cater for a main control tower. In
addition to the control tower, a radar is also required for long distance
visibility as well as short distance visibility in poor condition scenarios.
 Whether building a new control tower on a new airfield or replacing
an existing control tower, planning the height and location is the first aspect
of design to be addressed.

The design of the control tower must considers the integration of lifts,
stairs and multiple fire segregated service risers.

The Visual Control Room (VCR) demands very careful consideration

involving multiple specialists who coordinate the seating layout for each
air-traffic controller.

The design process considers the desk, equipment layout and

sightlines from each seat together with the sun shading, lighting and air
conditioning requirements for day and night time operations. By its very
nature the VCR contains very large areas of glass.