MASTER P LA NNI NG
PR I N C I P L ES PROCESS AIR SID E C APAC IT Y R U N WAY L E N G TH R E Q U I R E ME N TS
Key steps in the msterplanning process are: The airport master planner must meet the challenge of planning for Airside capacity, which is most frequently presented as annual and hourly capacity, is de ned in terms of
sufficient capacity and level of service for the forecast aircraft, passenger, the number of aircraft operations that may be completed in a given perio of time. It is frequently adequate
1. Preplanning cargo and vehicle movements: to assess runway capacity potential using examples of current best practise for a master plan at low
2. Air traffic/ demand volume airports.
3. Site evaluation/inventory 1. At the optimal capital and operating costs;
4. Requirement analysis 2. In a phased approach so as not to provide unnecessary infrastructure It should be noted that theoretical maximums can be reduced by:
5. Strategic choices for a long period;
6. Development of options 3. That fully meets all applicable regulatory requirements; 1. Operating restrictions;
7. Environmental Evaluation 4. That provides flexibility both in terms of traffic levels and composition, 2. Air traffic control practices and procedures;
8. Outline development program because the future is uncertain and the forecasts are simply a reasonable 3. Fleet mix;
9. Financial Assessment estimate of demands that may occur; 4. The absence of rapid exit taxiways (RETs);
10. Reporting and Deliverables 5. That is aligned with existing and expected future market conditions; 5. The location of aprons and parking in relation to the runways; and
6. That considers reasonable and foreseeable trends in technology, 6. Poor airport pavement geometry.
During the planning process, there may be several elements systems and service pat-terns;
operating concurrently (such as forecasting and site 7. That allows incremental expansion towards the ultimate development
evaluation), with information from one component having an potential of the site. BOAR D IN G BR ID GES
impact on another. The specific order in which the plan The planner constantly needs to be addressing the question, "and then
components are implemented may also vary. what?";
For instance, it is advised that a preliminary financial analysis 8. That considers all constrain ts and opportunities; and
begins during preplanning ano be updated as the plan is 9. That is an active document open to revision as circumstances change.
developed.
COM P O N E N T S OF A IR P O RT S YSTEM R U N WAY GEOM EN T RY A P R O N R E Q U I R E ME N TS
The number and type of aircraft that will need to be accommodated during peak hours, as well as the predicted fleet mix by type of traffic (such as charter, domestic,
international, etc.), will determine the size and extent of the aircraft aprons. The required areas for aircraft aprons, both contact and remote, and the corresponding taxiway
clearances for different wingspans are roughly:
The Fig below provides an indication of the large areas taken up by primary infrastructure systems.
Here, the runway separation is 2,250 meters, the runway stagger is 1,500 meters and the total site area
is 1,297 .5 hectares. The cross-over taxiways are 195 meters apart. Thi s dimension allows for a further
code F taxiway to be inserted between the two shown at some later date. In this example, the area
required to support the movement of aircraft represents approximately 53 percent of the total area
available.
R E C O MME N D E D S TA N D C L E A R A N C E S
APR ON R EQU IR EM EN T
AT C TO W E R C O N S ID E R AT ION
R A D I I FO R A 3 8 0 - 8 0 0
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