MINI PROJECT ON AIRPORT PLANNING AND

DESIGN

CE - 1308 (TRANSPORTATION ENGINEERING-II)

Bachelor of Technology, 6th End-Semester Evaluation

Submitted by:
Tushar Agarwal (17-1-1-065)

Under the supervision of

Dr. Suprava Jena, Assistant Professor
Department of Civil Engineering

CIVIL ENGINEERING DEPARTMENT

NATIONAL INSTITUTE OF TECHNOLOGY SILCHAR
JUNE - JULY 2020
 ACKNOWLEDGEMENT

I would like to acknowledge National Institute of Technology Silchar for giving me

the opportunity to work on the Mini project 'Airport Planning & Design'.

I express my heartiest gratitude towards Dr. Suprava Jena, Civil Engineering

Department, National Institute of Technology Silchar who has been a constant source of
inspiration throughout and for her timely guidance in the conduct of my project. I express my
gratitude to entire people, who in one way or other helped me in completing the project.

________________

Tushar Agarwal
(17-1-1-065)

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 ABSTRACT

The airport is one node in a larger system. The planning of the airport has to carefully
consider its role, function, and interaction within the entire system. Neglecting to do so will
adversely impact its future development. It is therefore important to understand the relationship
between the airports within the system, their planning, and ways to harmonize the planning of
the airport within its system and with the larger aviation system and other interacting systems.

This mini project deals with planning and design of an airport considering all
the guidelines from the concerned governing bodies. From site selection to surveys and future
demands, all the considerations made are included.

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 TABLE OF CONTENTS

ACKNOWLEDGEMENT…………………………………………………………………….1
ABSTRACT…………………………………………………………………………………...2
TABLE OF CONTENTS……………………………………………………………………...3
LIST OF FIGURES…………………………………………………………………………....4

CHAPTER 1: INTRODUCTION……………………………………………………………..5
1.1: HISTORY...........................................................................................................5
1.1.1 HISTORY OF AIR TRANSPORT............................................................5
1.1.2 TIMELINE OF AIR TRANSPORT IN INDIA.........................................6
1.2: NATIONAL AIRPORT AUTHORITY OF INDIA...........................................7
1.3: AIRCRAFT AND ITS CHARACTERISTICS...................................................8
1.4: AIRPORT CLASSIFICATION..........................................................................9
CHAPTER 2: LITERACTURE REVIEW...............................................................................11
CHAPTER 3: AIRPORT PLANNING....................................................................................14
3.1: PURPOSE OF AIRPORT PLANNING............................................................14
3.2: OBJECTIVES OF AIRPORT PLANNING......................................................14
3.3: AIRPORT MASTER PLAN.............................................................................15
3.4: FAA RECOMMENDATIONS FOR MASTER PLANNING..........................17
3.5: REGIONAL PLANNING.................................................................................19
3.5.1 CHALLENGES WITH REGIONAL AIRPORTS..................................19
3.6: AIRPORT SITE SELECTION.........................................................................21
3.7: SURVEYS FOR SITE SELECTION................................................................23
3.8: ESTIMATION OF FUTURE AIR TRAFFIC NEEDS....................................25
3.9: FORECASTING METHODOLOGY...............................................................26
CHAPTER 4: RESULTS AND DISCUSSIONS.....................................................................27

REFERENCES.........................................................................................................................28

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 LIST OF FIGURES

S. No. Title Page No.

1. First powered and controlled flight by the Wright brothers, on 5

December 17, 1903

2. Air India before its first flight 6

3. Airports Authority of India logo 7

4. Aircraft and its characteristics 8

5. Master Plan Preparation Process 16

6. FAA Logo 17

7. Nijgarh Airport and Airport City 20

8. Sample Design of an Airport Site 22

9. Typical Trend Curves 26

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 CHAPTER

INTRODUCTION

1.1 HISTORY

1.1.1 HISTORY OF AIR TRANSPORT

On December 17, 1903, the Wright brothers powered, controlled, and sustained the first
successful airplane flight. About a decade later, at the beginning of World War I, heavier-than-
air powered aircraft became feasible for reconnaissance, artillery spotting, and even land
positions attacking. As designs grew larger and more robust, the aircraft began transporting
both people and cargo.
Great advancements were made in aviation during the 1920s and 1930s, including the first
transatlantic flight by Alcock and Brown in 1919.
By the beginning of World War II several towns and cities had built airports, and numerous
professional pilots were available. The war brought many inventions to aviation, including the
first jet aircraft and the first rockets fuelled by liquid.
By 1950s, the development of passenger jets grew and it was more economical than aircraft.
Efficient engines and composite materials were introduced in the 1960s. Since then,
developments in aircrafts have been visualized till today.

Fig 1: First powered and controlled flight by the Wright brothers, on December 17, 1903.

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1.1.2 TIMELINE OF AIR TRANSPORT IN INDIA

1911 - First airmail service in India from Allahabad to Naini

1912 - First International Flight from Delhi to London
1924 - Construction of Airports in Calcutta, Allahabad and Bombay
1932 - Tata Airlines Ltd (First commercial Airline of India) was established.
1937 - Formulation of Indian Aircraft Act
1946 - Air Transport Licensing Board was established
1948 - Government acquired Air India International Ltd.
1960 - Introduction of Jet Airplane Boeing 707-437
1972 - Formation of The International Airport Authority of India (IAAI)
1985 - Announcement of Air Taxi Policy
1986 - Constitution of National Airports Authority (NAA)
1987 - Establishment of The Bureau of Civil Aviation Security
1995 - Emergence of The International Airport Authority of India (IAAI) and National
Airports Authority (NAA) to form Airport Authority of India (AAI)
2008 - Regional Airlines Policy was announced
2009 - Parliament passed the Airports Economic Regulatory Authority (AERA) bill to
regulate economic aspects of the airports

Fig 2: Air India before its first flight

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1.2 NATIONAL AIRPORT AUTHORITY OF INDIA

On June 1, 1986, the National Airport Authority of India was formed through the act of
Parliament and is managed by a board consisting of Chairman, four full-time members and
eight part-time members.
The main aim of the NAA is to ensure the best standard and qualities of air traffic control with
the help of modern equipment and also to maintain the international standards in coherent with
air traffic control, aeronautical communications, ground safety operations, etc.

The major responsibilities of NAA can be written as follows:

• To provide safety of operations performed by the aircraft.
• Management of all domestic civil airports and civil enclaves.
• To provide all requirements of facilities such as management of runways, technical
buildings, air traffic control services, environment of the airport, civil aviation training
centres, navigational and radar services at national and international airports, visual and
ground safety service at domestic airports, etc.

NAA has achieved numerous numbers of achievements and their work is much appreciated
and has made great contributions to the development of the Indian Aircraft.

In the later years, the organization which was formed in 1972 to manage all international
flights, the International Airport Authority of India (IAAI) was merged with NAA in the year
1995 to form a statutory body- Airport Authority of India (AAI) working under the Ministry
of Civil Aviation. AAI manages a total of 126 airports, including 11 international airports, 11
customs airports, 89 domestic airports, 26 Civil Enclaves at the Military Airfields.

Fig 3: Airports Authority of India logo

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1.3 AIRCRAFT AND ITS CHARACTERISTICS

Aircraft is a vehicle which can fly with the support of the air.
The aircraft is composed of a various number of characteristics. Some of them are explained
as under:

1. Type of Propulsion:
• A propeller has two or more blades driven round in circular path to reflect air
backwards with an acceleration and thus impacting forward thrust (lift) to the aero
plane which is called propulsion.
• Size of aircraft, circling radius, speed and weight carrying characteristics, etc.,
depend upon the type of propulsion.

2. Size of Aircraft: Size of Aircraft involves following dimensions:

• Wing span
• Fuselage length
• Height
• Distance between main gears, i.e., gear tread
• Wheel base and
• Tail width

3. Minimum Turning Radius:

• The radius of the taxiways is decided to establish the path of the movement of the
aircraft.
• Minimum turning radius is represented by the distance of the farthest wing tip from
the centre of rotation.

4. Minimum Circling Radius: Minimum radius with which aircraft can turn in space.

5. Speed:
• Ground speed/Crushing speed: Aircraft speed with respect to ground when
aircraft is flying at its maximum speed.
• Air speed: Aircraft speed relative to ground.

6. Aircraft capacity: The total number of passengers, cargo and fuel that can be
accommodated in the aircraft.

7. Weight of Aircraft: It influences the length of runway, thickness of runway, taxiway,

apron and hanger.

8. Jet blast: Cement concrete pavements are provided so as to resist the effect of blast
since the flexible bituminous pavements are affected by the jet blasts.

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 9. Fuel Spillage: Constant surveillance of the pavements are required in order to lower
the effects by the fuel spillage.

10. Noise: The correct assessment of noise patterns is essential to the optimal layout of the
runways.

Fig 4: Aircraft and its characteristics

1.4 AIRPORT CLASSIFICATION

Airports have been classified by different agencies. The International Civil Aviation
Organization (ICAO) being the most popular and commonly used, the classification is based
on the following two tables:

TABLE 1: ICRO AIRPORT CLASSIFICATION

Basic Runway Length Width of Runway Maximum

(m) Pavement Longitudinal
Airport Type
Grade (%)
Maximum Minimum (m)

A Over 2100 2100 45 1.5

B 2099 1500 45 1.5

C 1499 900 30 1.5

D 899 750 22.5 2.0

E 749 600 18 2.0

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The code letters A-E are used in the table order to indicate the basic runway length, width of
runway pavement and maximum longitudinal grade.

TABLE 2: ICAO AIRPORT CLASSIFICATION

Code Single Isolated Wheel Load Tyre Pressure

Number (kg) (kg/cm2)

1 45000 8.5

2 34000 7.0

3 27000 7.0

4 20000 7.0

5 13000 6.0

6 7000 5.0

7 2000 2.5

The numbers 1 to 7 in Table 2 are to indicate single isolated wheel load and tyre pressure.

U.S. Airport Classification:

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 CHAPTER

LITERATURE REVIEW

As we look forward to the new millennium of air travel, we should pay attention to the past
and present. Airports dealing with many practical, economic, social and environmental
problems are not new issues, so, their owners, users, and regulators need more data, analysis,
and technical information. Research is therefore essential to support good aircraft planning,
construction and investment, to ensure safe and environmentally friendly flight operations, and
to solve daily flight problems.
The broader classification of airport-related research could include topics such as the effect of
general noise on people living near the airport, highway and chemical R&D in the creative,
basic operations and humanities research, all of which are important for designing and
operating aviation properly, safely, safely and in a natural way.
In the aeronautics field of citizens, the two sponsors of the research on airports are the FAA
and the National Aeronautics and Space Administration (NASA). As the federal agency is
responsible for the control, management, and day-to-day operation of the national airspace
system, the FAA sponsors the largest and most comprehensive set of supporting research
activities.
Comprehensive research into the field of operation and safety has been carried out using new
technologies. The concept of performance measurement has been adopted by facility managers
and project managers, who use it more as a benchmark against which performance can be
measured, as well as the basis upon which development is decided. A model for crisis
management is developed where performance and increased safety needs is given by Facility
Management in the design state. Financial planning, economic planning, environmental
planning, organizational planning and strategic planning are some of the most studied areas of
airline planning. Currently toxic air emissions, measurement and risk assessments are part of
planning research.

The basic tendencies that are currently encountered in aviation are described below:
• Changes in the aviation industry, including aircraft infrastructure and aircraft tracking;
• Continuous growth of aviation and air cargo markets;
• The decline of government and increased focus on public-private partnerships; and
• Growth in the global economy and global political change.

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When considering these factors, airports are able to maintain a flexible response to rapidly
changing technological changes and political and economic events. To cope with the amount
of capacity and delays, the methods that improve the accuracy of the precision-guided tool are
in space faster with unique GPS. This new development will provide near-term reductions in
the case of delays. For new safety equipment, latest research like explosive detection equipment
(CTX 5000), ticketless travel requiring a lesser ticket counter and the launch of DGPS for
ground travel and air navigation etc should be considered. We reviewed some notable papers
on airport planning which includes:

1. Analysis of New Orleans Airport Ground Transportation System (Mundy, 1980)

details the steps taken by the New Orleans airport authority to construct a landing
system. Addition of HOV routes to public transit problems due to poor access to the
road system, lack of parking spaces and overcoming issues of priority.

2. Effects of Road Access Pricing at the Los Angeles Airport: A Case Study (Lampe,
1993) describes the cost of access to the airport placed on commercial vehicles at the
airport. After evaluating available technologies and systems, LAX moved, in 1989, to
install a state-of-the-art automatic vehicle identification (AVI) system to reduce traffic
congestion and, at the same time, increase the revenue collected for transit operations.

3. Ground Access to Singapore Changai Airport (Fan, 1990) emphasizes the

understanding of traffic signals and the use of access points. The potential of
implementing common land planning restrictions recommended by Western airports at
Changai airport is also being investigated. Accessible traffic levels were found.

4. Lessons for Rail Access to Airports (Kivett, 1996) summarizes the key planning,
design, and operational issues to be addressed in the ongoing expansion of existing
airports, and in the development of new, international airports. Focus on those airports
where railroad access or construction phases are used.

5. Automated Guideway Transit to Provide Access to New York City Airports

(Tambi and Griebenow, 1993) describes New York Port Authority's efforts to address
airport access problems in a straightforward manner and connects existing rail,
passenger and subway, airline routes. This communication will be achieved through the
creation of an automated Guideway Transit (AGT) system that links airports with major
transit centres.

6. Improvement of Airport Landing Access to Classification and Behaviour of

Multiple Airport: A two-way extension of the Bay Area Rapid Transit rail link to San
Francisco International Airport (SFO) has been developed. One is a nested logit model
in which the decision to select an airport takes place at a higher level and a decision to
choose a mode at the lower level; and the other is a multinational logit model.

7. Planning for Intermodal Access at American Airports (Shapiro, 1996) briefly

describes the contents of the Planning Guide, some of the relationships that are formed,

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 how they are taken, and the importance of arriving at an airport. This guide is intended
to provide guidance to nations, city planning agencies, and airport staff regarding the
types of analysis to be undertaken when planning an airport.

The research was conducted on an assessment system that monitors ongoing quality assurance
and performance improvement based on user satisfaction with the aim of developing a standard
model for passenger transportation at the airport, as well as suggesting strategies for
eliminating passenger dissatisfaction which also takes account of airport construction.
One of the most important research that has come to the airport planning is The Airport Master
Plan (AMP), which is the structure of the changes and development needed to maximize the
airport's potential. The main agenda of the Airport Master Plan is to provide legislation
regulating the expansion of the airport to accommodate important and advanced changes in the
airport in the most practical and beneficial ways and also to improve the social and
environmental environment of the region. The AMP expresses ideas through observation
presentation to Airport Layout Plan (ALP) diagram set and transfer data and concept. The
Airport Master Plan model is usually done using Computer Aided Software where additional
planning and modifications are most likely to be done by AutoCAD.

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 CHAPTER

AIRPORT PLANNING

3.1 PURPOSE OF AIRPORT PLANNING

The draft plan of the airport describes and reflects the overall concept of long-term airport
development. Produces concepts accurately in the airport planning system (ALP) the diagram
sets out and reports the details and concept on which the concept is based on the airport master
plan (AMP). The purpose of the master plan report is to provide guidelines for airport
development that will satisfy the airline's financial need, while at the same time balancing
aviation, environmental and social aspects of the airport.

3.2 OBJECTIVES OF AIRPORT PLANNING

The initial goals of the airport operation plan are to develop an accessible access point that will
fulfil the airport's requirements in a safe, efficient, economical and environmentally friendly
manner. The program serves as a guide for decision makers, airport users and the general public
to implement airport operations in line with airport and community concerns and objectives.

The general objectives of the Flight Program include the following:

• Clearly indicate the current and future roles of the airport.

• Potential demand evaluated for commercial service flights serving Monument Valley.
• Aircraft activity forecast updated for the airport.
• Refine the size and layout of commercial service and general aviation areas.
• Identify preferred development alternatives to meet airport requirements and FAA
safety and design standards.
• Provide a building upgrade plan to accommodate increased use and meet airline
standards for the current FAA airport.
• Identify high quality land uses, which will enhance the economic benefits of the airport
and are relevant to air development.

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 • Prepare a schedule of development projects and cost estimates for implementing the
proposed development here (i.e. Capital Improvement Plan).
• Develop realistic, phased development and maintenance plans for the airport.
• Provide an Airport Layout Plan drawing set in accordance with current FAA standards.
• Prepare an Environmental Overview for proposed development.
• Prepare a suggested, comprehensive Airport brochure, which includes the necessary
information and terms of Airport users.
• Prepare an integrated land use plan and height restrictions for the area around the airport
including border zoning protection within the airport area.
• Renovating / reconstructing airports to provide a safe airport.
• Re-route the airport entrance to fit the new hospital entrance.
• Providing a high quality and attractive environment for commercial air travel and
economic development.
• Identifying planning areas for future hangars and aviation related businesses.
• Compatible land use around the airport includes Eagle Air Med with flight tracks to
ensure continued land use.
• The Airport Plan is integrated with the ongoing Township Master Plan.

3.3 AIRPORT MASTER PLAN

Master planning applies to the construction of new airports and the significant increase of
existing facilities.

The FAA says that the purpose of the master plan is to provide the necessary framework to
guide the development of airports that will meet the cost of aviation while addressing the
potential environmental and social impacts. The FAA strongly recommends that planners
consider possible environmental and social costs associated with certain developmental
concepts and ways to avoid, minimize, or mitigate the impact of critical resources on
appropriate level of planning data.

Main objectives of the master plan:

• Documentation of the issues thar are needed to be addressed.

• Describe the development proposed by the technical, economic and environmental
investigations for the purposes and alternatives.
• Provide an effective presentation of airport development again expected land use in the
vicinity of the airport.
• Suggest the financial plan available to support the implementation plan.
• Provide sufficient description of the project and subsequent environmental details
testing that may be required before the project is approved.

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Fig 5: Master Plan Preparation Process

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3.4 FAA RECOMMENDATIONS FOR MASTER PLANNING

Fig 6: FAA Logo

1. Preplanning:
• Initial needs determination based on observed or potential deficiencies in the
existing plan or airport
• The manner of calling for requests for proposals and subsequent consultant
selection
• Development of study design, showing a scope of work that includes goals and
objectives, data availability, forecast horizons, environmental considerations,
schedules, and deliverables; organization of a formal structure of review
committees for coordination and public involvement program; adjustment of the
scope of work to budgetary requirements
• Negotiation of consultant contract
• Application for study funding

2. Public Involvement:
• Timing of public involvement that ensures that all major decisions are set before
the public at an early stage of the planning process before irreversible decisions are
made.
• Identification of key issues, broadening those earlier identified in the preplanning
stage to include the stakeholders.
• Documentation of the key issues and the operation of the public involvement
program itself.

3. Environmental Considerations:
• Determination of the existing environmental conditions of the potentially affected
geographic area.
• Environmental consequences of the alternatives, including the proposed action,
adverse environmental impacts which cannot be avoided, relationship between

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 short-term use of the environment and the maintenance and enhancement of long-
term productivity, and the irreversible commitment of resources.

4. Existing Conditions:
• An inventory of pertinent data for use in subsequent plan elements. For all potential
sites, the planner needs data relating to the following: the physical and
environmental characteristics of the site; the presence nearby of any existing airport;
the structure of airspace and the status of air traffic management in the area and the
availability and location of navigational aids; the location of utilities, schools,
hospitals, and other public infrastructures; and the legislative constraints related to
ordinances, bylaws, zoning, building codes, and so on, which could affect the nature
and scope of any projected airport development.
5. Aviation Forecasts:
• There is a need to develop short-, medium-, and long-term forecasts of aeronautical
demand to permit well-conceived planning leading to the ultimate development of
the airport site.
• The planner needs forecasts of passenger volumes as well as movement of aircraft
and cargo both at the annual and the peak levels.
• Knowledge of annual movement is necessary for estimating the magnitude of
revenues that will accrue to the facility; peak movement levels determine the scale
of facility required to assure a balance of capacity to demand.
• For forecasting purposes, the FAA recommends using estimates of economic
growth and changes in industrial activity, demographic patterns, disposable
personal income, geographic factors, alternative technology, sociological and
political factors, regulatory changes, and historical air traffic data.

6. Facility Requirements:
• At this stage, having determined the levels of future demand, it is possible to assess
the ability of the existing airport, both airside and landside, to support the forecast
demand.
• Future facility requirements can be estimated by simulation of future operations.
These should be related to future levels of demand, so that the planner can identify
what demand levels trigger the need for expansion or improvement of a particular
facility.

7. Airport Layout Plan Drawing Set:

• One of the key products of a master plan is a set of drawings that provides a graphic
representation of the long-term development plan for an airport. The primary
drawing in this set is the airport layout plan. Other drawings may also be included,
depending on the size and complexity of the individual airport.

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 8. Facilities Implementation Plan:
• This section of the master plan provides a summary description of the recommended
improvements and associated costs. The actual timing of improvements depends, in
large part, on the levels of demand that trigger the need for expansion of existing
facilities.
• However, based on the output of the demand/capacity analysis, a capital
improvement program can be produced that identifies expenditure and the most
likely time that these will be incurred.

3.5 REGIONAL PLANNING

3.5.1 CHALLENGES WITH REGIONAL AIRPORTS:

To ensure that regional airports are ready to accommodate increased passenger traffic, it is
important for those airports to be involved in long-term, ongoing planning. Poor airport
planning can lead to many problems, including, but not limited to, operational restrictions,
hazardous impacts on local residents and airport closures in extreme cases. As the saying goes:
fail to plan, plan to fail.

With the increase in incoming traffic everywhere, regional airline owners (usually Local
Government) need to look at how much they are prepared to deal with traffic congestion. Is
current infrastructure, such as freeways, taxis, and terminals ready to accommodate large
airports? Is airport material good for accommodating many people? Is technology used to
optimize efficiency? However, not all responsibilities should be solely responsible for the
airlines and local governments. The State and County Government authorities also have a role
to play, to ensure proper Local Government funding, support for planning, airport security, and
comprehensive planning and funding for accommodation and accommodation for inbound
travellers.

Exceptions from leased airports, required under the Airport Aviation Act of 1996 to create,
plan and implement a 20-year Master Plan every 5 years, there is no such requirement for
airlines. The result is that Local Government planning often focuses on strategic planning and
location, where the airport gets its historical name. This has resulted in a severe lack of good
planning for regional airlines.

While most airports produce good systems, there is little consensus between them and no need
for a constant update. With no minimum regulation, it is not easy for regional airports to ignore
or ignore non-compliant items, but it is of little importance, a workaround for future and future
aviation strategies. More often than not, until important issues or challenges begin to emerge
that the importance of planning is reflected in regional airports, with these challenges avoiding
in one way or another through a comprehensive and effectively implemented system.

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Take a current aspect:
Assessing the airport situation as it currently exists is a critical step before any planning can
begin. This includes aspects such as:

• Regulatory environment
• Key users and stakeholders
• Regional development and planning
• Aircraft types, classification and number of movements
• Previous Master Plan recommendations and progress
• Landside and airside assets, including condition

Articulate future airport scenarios:

See what the future image of the airport can be, based on the current icon and the input of
participants and wishes. This step can produce some of the most imaginative things, so the
airport development options should be implemented at a reasonable level compared to the more
advanced manufacturers during the set period of the Master Plan (usually 5 years to regional
airports). In the meantime, a SWOT diagram can help visualize what items will be important
to achieve the airport objectives.

Create a future aspect:

Specify a future snapshot of the airport that meets the Master Plan objectives. This should
include but not be limited to:

• Infrastructure development required

• Regulatory changes and requirements
• Changes to aircraft types, classification and movement numbers
• Environmental and heritage/cultural impacts
• Airport safeguarding and planning considerations
• Precinct planning and concept plans (landside and airside)

Fig 7: Nijgarh Airport and Airport City

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3.6 AIRPORT SITE SELECTION

The selection of the appropriate site for the airport depends on the airport being discussed.
However, if such factors as are needed in the selection of the largest area are considered to be
the development of the airport it will be simplified and economical. The features listed below
are for the selection of a suitable site for the installation of a major airport:
1. regional plan
2. airport use
3. proximity to another airport
4. ground accessibility
5. topography
6. obstructions
7. visibility
8. wind
9. noise nuisance
10. grading, drainage and soil characteristics
11. future development
12. availability of utilities from town
13. economic consideration

• Regional plan: The selected location should be in good alignment with the regional
program where it forms part of the national airport network.
• Airport use: The choice of site depends on the use of the airport. Either for public or
military purposes. However, during an emergency airstrip is taken by the security
forces. Therefore, the preferred location of the airport should be that it provides
environmental protection from the airways. This consideration is very important for
airports to be located in combat zones. If the site offers dense bibs.
• Proximity to other airport: the site should be selected at a considerable distance from
the existing airports so that the aircraft landing in one airport does not interfere with the
movement of aircraft at another airport. The required separation between the airports
mainly depends upon the volume of air traffic.
• Ground accessibility: The site should be selected for easy access to users. The
passenger is more concerned about his or her door-to-door time than the actual flight
time. The time to arrive at the airport is why the most important consideration is in the
short haul operation.
• Topography: this includes natural resources such as tree streams etc. The built-up area
at the top of the mountain is often considered to be a good airport.
• Obstruction: when an airplane helps or moves it loses or gets slower by comparing the
speed of forward. For this reason, long-haul permits are provided on both sides of the
train known as the approaching lanes where the aircraft can safely or safely land.

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• Visibility: poor visibility reduces airport traffic volume. The site selected should
therefore be free of hazardous emissions such as smoke and fog. The fog usually stays
in the area where the wind blows at least in the valley.
• Wind: the runway is so highly regulated that the arrival and departure of air travel must
be collected for a limited period of five years.
• Noise nuisance: The magnitude of the noise disturbance depends on the airflow rate of
your engine and the weight of the main aircraft. The problem gets worse with the design
of a jet plane. Therefore, the site should be chosen such that the area is occupied and
removed by airlines that pass-through land without residential or development.
• Grading, drainage and soil characteristics: Water absorption and drainage play a
major role in the construction and maintenance of the airport which in turn influences
the location selection. The profile of the initial spatial location and any simulation
function determines the shape of the aircraft and the general pattern of the drainage
system. The possibility of flooding in the valleys should be investigated. Areas with
large water tables that may require low-cost water supply should be avoided.
• Future developments: Considering that the volume of air traffic will continue to
increase the future member of the upper race is likely to be given increased traffic.

Fig 8: Sample Design of an Airport Site

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3.7 SURVEYS FOR SITE SELECTION

1. TRAFFIC SURVEY:
Traffic survey is being conducted to determine the amount of air traffic including the
anticipated traffic for future. In this survey, the investigations are carried out to predict the
probable amount of traffic including the expected future traffic. For the purpose of
convenience, the details to be gathered during the traffic survey are grouped in the
following two categories:

• For a new airport:

For a new airport Facilities to be provided to the passengers, baggage & cargo, for
landing & take off and servicing of aircrafts Characteristics of aircrafts likely to use
the airport Peak hourly volume of air traffic to be handled by the airport.
• For improvement of an existing airport:
For improved of an existing airport Adequacy of terminal building Available
facilities Capacity of runway and taxiway Suitability of approaches for the type of
aircraft.

2. METEOROLOGICAL SURVEY:
The science of the atmosphere and its phenomenon is known as meteorology. This survey
is conducted to determine direction, duration and intensity of wind, rainfall, fog,
temperature and barometric pressure etc.
Data to be collected are: Barometric pressure Direction, duration and intensity of prevailing
wind Frost & fog Periods of low visibility Rainfall intensity & duration Snow fall
Temperature, etc.
It is to be noted that the above details are to be collected for several years in the past and
after proper scrutiny, they should be applied for the planning and design of the various
components of an airport. The accurate rainfall data will be of immense help in the design
of pavement and airport drainage. The barometric pressure has direct impact on the length
of runway Orientation of runway depends on the condition of prevailing wind.

3. TOPOGRAPHICAL SURVEY:
In this survey, the surface features like hills, rivers, levels, etc. of the region are measured
and studied. The detailed topographical survey of the area provides sufficient data for the
following:

• To describe the nature of property to be acquired,

• To estimate the excavation quantities,

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 • To estimate the quantities of clearing the site, removing roots and stumps from
ground, etc.
To prepare an accurate contour map having contour interval which will allow the selection
of the best alignment for the runway and also for determining the drainage cost accurately.
To prepare an accurate map showing roads, hills, property lines, streams, buildings and all
other important physical features of the airport site. To provide information for the best
locations of the outfall of the drainage system and for which the survey can be extended
beyond the airport boundary.
Approach zone survey is also conducted to indicate the wide clearance area on either side
of the runway along the direction of landing and take-off. It is a part of topographical
survey. Aim of the survey is to establish the elevations of the tops of the objects within the
airport zone in general and the approach zone in particular.

4. DRAINAGE SURVEY:
This survey is done to have complete source & quantities of water to be handled near the
airport site. Water reaching the airport has to be intercepted and diverted in a proper way.
Rainfall intensity of the locality and the study of contour maps will help in determining the
quantity of storm water to be disposed off. It is also necessary to collect necessary
information about every possible outlet in the form of natural streams or river near the
airport site. The drainage survey also ascertains that the pavement of airport will not be
submerged during floods or heavy rains. The details and information obtained during this
survey proves to be very much useful in the design of the airport drainage facilities.

5. SOIL SURVEY:
This survey is conducted to obtain index properties of sub-grade. The sub-grade soil
supports the runway and other structures of the airport. Hence, the knowledge of soil is
considered to be very important to an airfield engineer.

Objectives are:

• To carry out the design of pavement.

• To decide the best location of various drainage structures.
• To decide whether or not the subsurface drainage for the airport will be necessary.
• To determine the location & extent of areas from which desirable construction
materials can be obtained.
• To determine whether or not the sub-grade soil requires to be improved so as to
increase its bearing capacity.
• To establish the top and the bottom elevations and lateral limits of all the natural
formations to be encountered in cutting and embankment.

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 6. MATERIAL SURVEY:
This survey is aimed to collect complete information about the locally available
construction materials, their varieties and quantities, the possible method of transport to
bring them to the site and their economy of their use. The availability of a natural stream
as a source of water supply is also included under this survey. The information and details
gathered in this survey prove very useful in the construction and maintenance aspects of
the airport.

3.8 ESTIMATION OF FUTURE AIR TRAFFIC NEEDS

Aircraft movements can generally be grouped into commercial air transport movements (for of
passenger and freight traffic), general aviation movements (flying training, private and business
flying, aerial work, etc.) and military movements. Accommodation of passenger aircraft
movements is the major reason for future airport development.

The simplest method of forecasting future aircraft movements is to extrapolate the historic
trend, although it is prudent to take historic trends in movements into account, a common
approach is to forecasts of aircraft movements from passenger traffic forecasts and assumptions
about future load and aircraft sizes. Using this approach, care is needed in the interpretation of
the terms and concepts. For example, it is important to distinguish between
“embarked/disembarked” load factors (i.e. the of seats occupied by embarking passengers and
those occupied by disembarking passengers) “on-board” load factors. In some cases, transit
passengers may not be included in airport data, and embarked/disembarked load factors
observed at an airport may be much lower than on-board load. A low observed load factor may
encourage the forecaster to predict a substantial build-up of the load during the forecast period
when, in fact, this may be impossible because of the presence of large of transit passengers.
A critical assumption affecting the forecasts of aircraft movements and the planning of airport
concerns the sizes (including seating capacity) of aircraft that will be using the airport over the
forecast period. Also important are the proportion of movements by aircraft of different sizes.
An indication of likely changes in the mix of aircraft types using the airport may be obtained
from consultations with airlines and from judgements of the likely future suitability of new
aircraft types for use on routes connecting the airport.

The future planning process must consider the following:

• airline goals and objectives;

• passenger and cargo traffic demand;
• service pattern impact on market share;
• aeroplane performance;
• operating economics; and
• operational and other system constraints.

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3.9 FORECASTING METHODOLOGY

The different types of trend curves can be represented by various mathematical

relationships. The mathematical formulations, which correspond to the trend curves
illustrated in Figure 6, are given below. In each case, the dependent variable Y is traffic,
the explanatory variable T is time (normally measured in years) and a, b and c are all
constants (sometimes called coefficients) whose values can be estimated from the data.

• Linear (or straight line):

Y = a + bT

This implies a constant annual increment b in the traffic level, and a declining rate of
growth.

• Exponential:

Y = a(1 + b)T

With b positive and normally less than one, this implies a constant annual percentage
increase in traffic at a rate 100b. By taking logarithms, the exponential formulation can
be converted to a linear formulation.

• Parabolic:

Y = a + bT + cT2

Fig 9: Typical Trend Curves

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 CHAPTER

RESULTS AND DISCUSSIONS

Although it is impossible to predict the future of air travel, even over the next few years, several
things appear to be fairly certain. One is that air travel will continue to grow rather quickly for
the foreseeable future. A large number of people have learned to use the airplane just as they
used trains in an earlier era or they use the automobile or bus today. As the airfare has decreased
significantly, commuting by airplane has become common as even middle class tend to go by
airways in case of long-distance travels nowadays.

Through this mini project we got to learn about the air transport and its history i.e. the entire
arc from how the air transport was imagined to how the idea was brought into practise, aircraft
and its various parts, airport and its classification along with the bodies governing the air
transport. The mini project lead us to research about the airport planning and design where we
learnt about the various surveys and tests done before the selection of an airport site which lead
us to various planning done before the airport is constructed.

The role of airport planning and design is massive in today’s world as the there is need for the
judicial use of space and resources and for that we need to make the technology and nature co-
exist with each other.

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 REFERENCES

[1] https://www.engr.psu.edu/

[2] https://www.grc.nasa.gov/www/k-12/airplane/airplane.html

[3] https://www.technology.org/2019/06/24/the-basic-parts-of-an-airplane-and-
their-functions/

[4] https://www.aai.aero/en/services/airport-planning

[5] Airport System Development, Washington, DC: Office of Technology

Assessment, Congress of the United States, August 1984.

[6] Airport Master Plans, FAA Advisory Circular 150/5070-6B, Washington,

DC: Federal Aviation Administration, May 2007.

[7] Airport Planning Manual Part 1, Master Planning, 2nd ed., Montreal:
International Civil Aviation Organization, 1987.

[8] Airport Planning Manual Part 2, Land Use and Environmental Control, 3rd
ed., Montreal: International Civil Aviation Organization, 2002.

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