24

Contents
24.1 24.2 Introduction 24/3

Airports
E V Finn CEng, FICE, FIStructE, FRSH,
MIWEM, MConsE

R H R Douglas BSc(Eng), CEng, FICE,

FIHT, MConsE and

D J Osborne BSc(Eng), CEng, FICE, FIHT,

MIWEM, MBIM Sir Frederick Snow and Partners
24.4.14 24.4.15 24.4.16 24.4.17 24.4.18 24.4.19 24.4.20

Airport location 24/3 24.2.1 Basic considerations 24/3 24.2.2 Criteria for comparative analysis of sites 24/3 Standards 24.3.1 Airport reference codes 24.3.2 Runway length 24.3.3 Runway width 24.3.4 Runway vertical alignment 24.3.5 Runway transverse slopes 24.3.6 Taxiway widths 24.3.7 Taxiway vertical alignment 24.3.8 Taxiway minimum separation distances 24.3.9 Aprons clearance distances 24.3.10 Aprons slopes 24.3.11 Obstruction surfaces Airport concept and layout 24.4.1 General 24.4.2 Runways 24.4.3 Runway length 24.4.4 Temperature and elevation effect on runway length 24.4.5 Wind effect on alignment 24.4.6 Taxiways 24.4.7 Terminal area 24.4.8 Centralized concepts 24.4.9 Decentralized concept 24.4.10 Apron layout 24.4.11 Terminal building layout 24.4.12 Car parking layout 24.4.13 Airport access 24/5 24/5 24/5 24/5 24/5 24/6 24/6 24/6 24/6 24/7 24/7 24/7 24/8 24/8 24/9 24/9 24/9 24/9 24/9 24/10 24/10 24/12 24/12 24/14 24/14 24/14

24.3

Ancillary buildings Control tower Apron control Aircraft catering building Cargo terminal building Maintenance hangars Buildings for electrical and electronic equipment 24.4.21 Airfield lighting 24.4.22 Telecommunications 24.4.23 Airport security 24.5 24.6 Traffic forecasts Aircraft pavements 24.6.1 General 24.6.2 Function of aircraft pavements 24.6.3 General requirements of an aircraft pavement 24.6.4 Construction 24.6.5 Choice of construction 24.6.6 Rigid pavements 24.6.7 Composite pavements 24.6.8 Flexible pavements 24.6.9 Overlays of existing pavements 24.6.10 Pavement design, UK method 24.6.11 Pavement design-FAA method Surface water drainage design 24.7.1 General 24.7.2 Drainage for runways 24.7.3 Taxiways 24.7.4 Aprons 24.7.5 Subsoil drainage

24/15 24/15 24/15 24/15 24/15 24/15 24/15 24/15 24/15 24/15 24/15 24/16 24/16 24/16 24/16 24/16 24/16 24/16 24/18 24/18 24/18 24/19 24/21 24/21 24/21 24/21 24/22 24/22 24/22

24.4

24.7

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24.7.6 Stilling ponds 24.7.7 Main drainage channels 24.8 Ancillary services 24.8.1 Aircraft sanitation 24.8.2 Fuel installation 24.8.4 Ground movement signs 24.8.5 Crash and rescue services 24.8.6 Boundary and security fences, including crash access Definitions 24.9.1 Aerodrome (airfield or airport) 24.9.2 Aerodrome beacon 24.9.3 Aerodrome elevation 24.9.4 Aerodrome reference point 24.9.5 Aerodrome reference field length 24.9.6 Apron

24/22 24/22 24/22 24/22 24/22 24/22 24/22 24/22 24/23 24/23 24/23 24/23 24/23 24/23 24/23

24.9

24.9.7 24.9.8 24.9.9 24.9.10 24.9.11 24.9.12 24.9.13 24.9.14 24.9.15 24.9.16 24.9.17 24.9.18 References Bibliography

Barette Clearway Crosswind component Instrument approach runway Non-instrument runway Obstacle Runway effective slope Shoulder Stopway Strip Taxiway Threshold

24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/23 24/24

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24.1 Introduction
The planning and design of an airport is complex and involves specialists in airport planning, traffic forecasting, aeronautical ground lighting, telecommunications and navigational aids, air traffic control, baggage handling, and many other activities. The development of an airport will involve architects, structural, electrical, mechanical and telecommunications engineers, planners, economists, interior designers, quantity surveyors and other specialists, as well as civil engineers. Traditionally, civil engineers have played a major role in the development of airports and the co-ordination and management of all the disciplines involved. This is, perhaps, because so many aspects of civil engineering have always been involved, such as the design of loadbearing pavements, access roads and car parks, surface water drainage, water supply, fire-fighting mains, foul drainage (including sewage treatment), as well as major building structures. Airports have been required to cope with the increase in passenger traffic, the number of aircraft movements, and the size and weight of aircraft. The character of the airport has also changed, with greater emphasis on security, safety, comfort and convenience of passengers, efficiency and economical operation, and with the need for the involvement of more specialists in their planning and design. In order to consider the civil engineering aspects of an airport in perspective, reference is made in this chapter to the location, standards and general concepts of airports, as well as to the other facilities which together make an airport. Only those aspects of civil engineering which are particular to airports are dealt with in detail.

(4) (5) (6) (7) (8) (9) (10)

Financial appraisal. Airspace. Topography. Obstructions to aircraft operations. Meteorology. Construction problems. Utility services.

There is no particular order in which these should always be considered, and there are few fundamental criteria to provide a clear basis for rejection of a site from further consideration, other than perhaps the intrusion of unacceptable obstructions into the approach surfaces. There are clearly wide variations between what might be an acceptable site high in the Andes, in the desert of Jordan, on the southern tip of Shetland, or on the shores of Loch Neagh. An initial selection of sites for subsequent comparative analysis has to be made in the knowledge of these factors, but the final selection is made from an objective comparison of each. 24.2.2.1 Passenger catchment area Where regional airports are concerned, a journey time of about 45min from a centre of population is normally considered acceptable. In developed countries it will be necessary to assess the effect on journey time of any planned improvement or new highways. In less developed countries, it may be necessary to consider the effect the airport may have on the existing highway system. A major international airport will attract passengers from a much wider catchment area, including those using feeder air routes from regional airports, and the proximity to a centre of population may be less critical. 24.2.2.2 Environment An airport affects the environment in three major ways, through: (1) land use; (2) noise and (3) ecology. In the UK most existing airports have been developed from wartime airfields. Where new sites have been sought, as for the third London Airport, there have been objections and lengthy inquiries, essentially on these environmental issues. In developing countries the emphasis is likely to be different. The area required by an airport is large. A modest regional airport may occupy 450 ha; a major international airport might require 5000 ha. Unfortunately, one of the requirements for an airport site, namely relatively flat and well-drained land, is often also the best agricultural land in an area, or alternatively is an area suitably distant from a population centre to be designated for industrial use. To avoid these conflicts, areas unsuitable for other use need to be looked at. Such sites may involve major earthwork problems as, for example, the site being considered for the new Bangkok Airport, which is largely waterlogged, or incur the possibility of disturbing the natural ecological balance, as was a major objection to proposals for the proposed development of the third London Airport at Maplin. Noise became a major environmental issue in the 1960s and 1970s and is an important aspect of airport planning. Certification procedures introduced by the International Civil Aviation Organization (ICAO) in 1972 have resulted in a new generation of quieter aircraft, such as the Boeing 757, introduced into service by British Airways on domestic routes in the UK early in 1983. It is no longer permissible for earlier and noisier aircraft, such as the Trident and the BA 1-11, to be used in the UK. Such improvements and restrictions are unlikely to apply to developing countries for many years.

24.2 Airport location

24.2.1 Basic considerations The site selected for a new airport development must be capable of providing the longest possible useful life in order to secure the maximum return on the large investments which are required for its development. Many factors require examination in order to determine the most suitable site, but before consideration is given to the criteria involved, it is necessary to define the purpose for which the airport is required, and the size of the facilities to suit this requirement. The need for an airport might be because: (1) none exists and it is believed air services will meet a specific physical or economic demand; (2) an existing airport cannot be expanded to meet growing traffic; or (3) an existing site has become environmentally unacceptable. The facilities to be accommodated and considered will include the length and direction of the runway, the number of runways, the terminal building and apron, and ancillary requirements such as cargo handling, airport maintenance, catering and car parking. The scale of these facilities and, hence, the overall area of land needed for the airport site, will be assessed in relation to national or regional planning of airspace use (if such exists), traffic forecasts, and an assessment of aircraft types appropriate to predicted use. 24.2.2 Criteria for comparative analysis of sites The essential factors to be considered in selection of an airport site include: (1) Passenger catchment area. (2) Environment. (3) Economic appraisal.

24.2.2.3 Economic appraisal An economic appraisal compares the total cost of each site to the whole community.The comparison will take into account: (1) the capital cost of site acquisition and construction; (2) access to the airport by airport employees; (3) access for passengers and cargo; (4) noise and other environmental factors; and (5) operation of the airport. These costs will be offset by the revenue earned directly by the airport operator, the airlines, and airport-associated and airport-attached businesses. Many of these will be the same regardless of the site, but others may be affected considerably. 24.2.2.4 Financial appraisal A financial appraisal compares alternative sites on the basis of the capital costs of development only, although it can be considered as including direct costs and revenues related to operating the airport, loan receipts, repayments and interest charges. 24.2.2.5 Airspace All countries who are members of ICAO have a government authority responsible for Air Traffic Control. In the UK, National Air Traffic Services (NATS) is responsible and provides a combined service to both the Civil Aviation Authority (CAA) and the Ministry of Defence. The siting of an airport

may be critical if there is the possibility of aircraft operations conflicting with operations from an adjacent airport, particularly if this is sited across a national border in another country. Otherwise, air traffic control services, and particularly landing and take-off procedures, can usually be adapted to meet the particular site requirements. 24.2.2.6 Topography For the purpose of comparison of several sites it is not necessary, initially, to quantify the amount of work required to construct the airport on that site. It is necessary to compare the advantages and disadvantages and to identify any difficulties. Ideally, an airport should be located on relatively flat ground, having effective natural drainage. The site should not be hemmed-in by hills, rivers, roads or development which may hinder future expansion, or form potential obstructions to aircraft approaching or departing. The assessment can be made largely from examination of existing maps and aerial photographs, but an inspection of the site should be considered essential. 24.2.2.7 Obstructions to aircraft operations Objects which project above the imaginary obstruction surfaces (Figure 24.1) are classified as obstructions and will need to be removed if possible, or marked, if a particular site is chosen and

Conical surface Rise 5%

Transitional surfaces slope 0% Approach surface

Slooe

Runway Take-off surface Inner horizontal surface 45 m above aerodrome Radius from aerodrome reference point = a (see Table 24.9)

Outer limits of conical surface are such that the height of the surface here is b above the inner horizontal surface Figure 24.1 Plan view of obstruction surface (second and horizontal sections of approach surface for non-precision and precision approach are not shown for clarity)

Table 24.1 Aerodrome reference codes

Code Element 1 Code number
1 1 2 3 4

Code Element 2 Code letter

3 A B C D E

Aeroplane reference field length

Wing span
4

Outer main gear* wheel span

5

2
Less than 800 m 800 m up to but not including 120Om 1 200 m up to but not including 180Om 180Om and over

Up to but not including 1 5 m 1 5 m up to but not including 24 m 24 m up to but not including 36m 36 m up to but not including 52 m 52 m up to but not including 60 m

Up to but not including 4.5 m 4.5 m up to but not including 6 m 6 m up to but not including 9 m 9 m up to but not including 14 m 9 m up to but not including 14 m

*Distance between the outside edges of the main gear wheels.

developed. At a stage of initial site appraisal, possibly before even the alignment of a runway has been determined, it is the potential of objects becoming obstructions which needs to be assessed, together with the degree of problems they could create in terms of removal or by inhibiting the location or alignment of a runway. 24.2.2.8 Meteorology For any site to be appraised properly, meteorological records of wind direction, strength and frequency, together with visibility range and cloudbase height are necessary. This information provides the data for determining the runway alignment, and the need for and type of approach aids needed to provide the required level of usability. There is usually sufficient data available in the general vicinity of an airport site in the UK for a valid interpolation to be made. This is frequently not the case in developing countries. 24.2.2.9 Construction problems Any particularly difficult construction can usually be recognized in the initial stages of appraising a site. Such a problem in the UK is usually limited to the particular site characteristics, which may be poor soil conditions or bad drainage. In other countries these difficulties may extend to difficulties of access and lack of suitable materials for construction.

24.3.1 Airport reference codes From 24 November 1983, ICAO Annex 14' was subject to amendment. Two-element reference codes, incorporating numbers 1 to 4 together with letters A to E are now assigned to airports depending on the main runway length, aircraft wing span and outer main gear wheel span in accordance with Table 24.1. 24.3.2 Runway length The actual runway length should be adequate to meet the operations requirements of the aeroplanes for which the runway is intended and should not be less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of the relevant aeroplanes. It may be noted that the actual runway length can be reduced within certain limits if a stopway or clearway is provided. Further comment on the design of runway length is made in sections 24.4.3 and 24.4.4. 24.3.3 Runway width The width of a runway should not be less than the appropriate dimensions in Table 24.2.

24.3 Standards
Details of international requirements for the layout of airfields are covered in the ICAO Standards and recommended practices for aerodromes,' Annex 14, and this publication is revised periodically. Any aerodrome (airfield or airport) requires a licence to accept a commercial service. The technical and other requirements for the licensing of a site on an aerodrome in the UK are incorporated in Civil Aviation Publication CAP 168, Licensing of aerodromes, published by the CAA.2 In general, this conforms with and amplifies the information given in ICAO Annex 14, except for certain modifications which have been found appropriate to aerodromes in the UK. The detailed standards and recommendations regarding airport layout, including recommendations for length, clearance and for the vertical alignment of runways and taxiways are given in Annex 14 with respect to the various airport reference codes. The following excerpts from Annex 14 are given for guidance only and reference should be made to Annex 141 or CAP 1682 for full details.

Table 24.2 Runway widths (m)

Code letter Code number

1 2 3 4

18 23 30 -

18 23 30 -

23 30 30 45

45 45

45

Note: The width of precision approach runway code number 1 or 2 should be not less than 30 m.

24.3.4 Runway vertical alignment Recommendations in relation to the various components of vertical alignment are given in Table 24.3.

Table 24.3 Runway vertical alignment

Code letter
4 3 2 1

Table 24.5 Taxiway widths

Taxiway width (m) 23 2% 2% 18 2% 2% 0.4% 0.4% 7500 7500 15
10.5 7.5

Code letter E or D and the taxiway is intended to be used by aeroplanes with an outer main gear wheel span equal to or greater than 9 m. D and the taxiway is intended to be used by aeroplanes with an outer main gear wheel span of less than 9 m; C and the taxiway is intended to be used by aeroplanes with a wheel base equal to or greater than 18m. C and the taxiway is intended to be used by aeroplanes with a wheel base less than 18 m. B A

Maximum effective slope 1% 1% Maximum slope 1.25% 1.5% Maximum change between consecutive slopes 1.5% 1.5% Maximum rate of change of slope per 30m 0.1% 0.2% Minimum radius of curvature (m) 30000 15000 Minimum distance between successive points of intersection of vertical curves is the sum of the absolute numerical values of the corresponding slope changes multiplied by the factor given in metres 30000 15000

2% 2%

Note: The second subdivision of the 18 and the 15m widths are defined by the wheel base, not the wheel span.

5000

5000

Notes: (1) The maximum slope for a runway code number 4 should not exceed 0.8% for the first and last quarters. (2) The maximum slope for a runway code number 3 precision approach category II or III should not exceed 0.8% for the first and last quarters.

24.3.7 Taxiway vertical alignment Recommendations in relation to the various components are given in Table 24.6.

Table 24.6 Taxiway vertical alignment

24.3.5 Runway transverse slopes Recommendations for the transverse slopes are given in Table 24.4. E Maximum slope Maximum change of slope per 30m Minimum radius of curvature (m) Minimum change of slope per 25m Minimum radius of curvature (m) Maximum transverse slope D Code letter C B A 3%
-

Table 24.4 Runway transverse slopes

Code letter E
1.5%

1.5% 1.5% 1.5% 3%

1% 1% 1% -

D
1.5%

C
1.5%

B
2%

A
2%

3000 3000
-

3000
-

1%

1%

Note: The transverse slopes should not exceed 1.5 or 2% as applicable nor be less than 1 % except at runway or taxiway intersections where flatter slopes may be necessary.

2500 2500 1.5% 1.5% 1.5% 2% 2%

24.3.6 Taxiway widths The width of a straight portion of a taxiway should be not less than that given in Table 24.5.

24.3.8 Taxiway minimum separation distances Recommendations for taxiway minimum separation distances are given in Table 24.7.

Table 24.7 Taxiway minimum separation distances

Distance between taxiway centreline and runway centreline Taxiway Taxiway & centreline to apron taxiway taxiway centreline centreline to object 4 Aircraft stand taxilane centreline to object

Instrument runways* Code 1 number Code letter

A B C D E

Other runways* 4 1 2 3

82.5 87 -

82.5 87 -

37.5 47.5 21 42 52 31.5 168 93 - 46.5 176 176 101 101 68.5 180 - 10576.5

13.5 19.5 28.5 42.5 46.5

12 16.5 24.5 36 40

The separation distances shown represent ordinary combinations of runways and taxiways. The basis for development of these distances is given in the 'Aerodrome Design Manual, Part T.

24.3.9 Aprons - clearance distances An aircraft stand should provide the clearances between an aircraft using the stand and any adjacent building, aircraft on another stand and other objects as shown in Table 24.8.

Table 24.8 Apron clearance distances

Code letter
A B C D E

airport and beyond its limits are defined. It is necessary to restrict the creation of new objects and to remove or mark existing objects (whether man-made or naturally occurring) which project above these imaginary surfaces. A plan view of them is shown in Figure 24.1 and dimensions are given in Tables 24.9 and 24.10. The main components are: (1) An inner horizontal surface located 45 m above the airport elevation extending to a horizontal distance a measured from the aerodrome reference point. (2) A conical surface with a slope of 5% above the horizontal, a lower edge coincident with the periphery of the inner horizontal surface and an upper edge located at a height b above the inner horizontal surface. (3) Transitional surfaces along the side of the strip and part of the side of the approach surface q that slopes upwards and outwards at c% to the inner horizontal surface. (4) Take-off surfaces established for each runway direction. The limits of the take-off surfaces are determined by an inner edge, two sides of which initially are diverging and then parallel and an outer edge, the inner and outer edges being perpendicular to the flight path. The inner edge has a length / and is at the end of the clearway if provided (and if it exceeds the specified distance) or at a distance m from the end of the runway. Each side diverges at a rate of n% relative to the extended centreline of the runway until a specified maximum width p is reached, continuing thereafter at that width to the outer edge. The distance between the inner and outer edges, or length of take-off surface, is q and the surface slopes up at r% to the horizontal. (5) Approach surfaces established for each runway direction

Clearance (m)
3 3 4.5 7.5 7.5

Note: These clearances can be reduced in special circumstances where the code letter is D or E - for details reference should be made to ICAO Annex 14. Consideration must also be given to the provision of service roads and to manoeuvring and storage area for ground equipment.

24.3.10 Aprons - slopes Slopes on an apron including those on an apron taxilane should be sufficient to prevent accumulation of water on the surface of the apron but should be kept as level as drainage requirements permit. On an aircraft stand the maximum slope should not exceed 1%. 24.3.11 Obstruction surfaces Imaginary surfaces which extend over the area occupied by the

Table 24.9 Approach runways: dimensions for obstacle limitation surfaces

Runway classification Non-instrument code number Non-precision approach code number
4 45 4000 5% 100 3 45 4000 5% 75 2, 1 45 3500 5% 60 20% 150 60 15%

Precision approach Category I code number 4, 3 2, 1

45 4000 5% 100 45 3500 5% 60

Surface and dimensions Inner horizontal Height Radius Conical Slope Height Transitional Slope Approach* Length of inner edge Distance from threshold Divergence (each side) First section Length Slope Second section Length Slope Horizontal section Length Total length

4
45 4000 5% 100

3
45 4000 5% 75

2
45 2500 5% 55 20% 80 60 10%

1
45 2000 5% 35 20% 60 30 10%

Category II or III code number 4, 3

45 4000 5% 100

b c d e / g H / j

14.3%
150 60 10%

14.3%
150 60 10%

14.3%
300 60 15%

14.3%
300 60 15%

14.3%
300 60 15%

14.3%
150 60 15%

14.3%
300 60 15%

3000 2.5%

3000 3.33%

2500 4%

1600 5%

3000 2% 360Ot 2.5% ^40Ot 15000

3000 2% 360Of 2.5%

2500 3000 3.33% 2% 360Ot 2.5% 840Ot 15000

3000 2.5%

3000 2%

1200Ot 300Ot 3% 2.5% 15000 840Ot 15000

840Ot 15000 2500

*A11 dimensions are measured horizontally. fVariable length. Under certain circumstances the length of the second section may be increased but the length of the horizontal section will be reduced by the same amount.

Table 24.10 Take-off runway: dimensions for obstacle limitation surfaces

Runway classification Non-instrument code number Non-precision approach code number
4 180 3 180 2, 1 60

Precision approach Category I code number 4, 3 2, 1 180 80/60 Category II or III code number 4, 3 180 60 12.5% 1200 180Ot 15000
25

Surface and dimensions Take-off climb Length of inner edge Distance from runway end* Divergence (each side) Final width Length Slope (%) / m n p q r

4
180 60 12.5% 1200 180Ot 15000

3
180

2
80

1
60 30 10% 380

60 60 12.5% 10% 1200 580 180Ot 15000 2500

1600 5

60 60 12.5% 12.5% 1200 1200 180Ot 180Ot 15000 15000

2 2

60/30 60/30 80 10% 12.5% 10% 580/380 1200 580/380 180Ot 2500 15000 2500 1600 1600
4/5 2 4/5

*The take-off climb surface starts at the end of the clearway if the clearway length exceeds the specified distance. flSOOm when the intended track includes changes of heading greater than 15% for operations conducted in IMC, VMC by night.

used for the landing of aeroplanes. The limits of the approach surfaces are determined by an inner edge, two diverging sides (when viewed from the runway end) and an outer edge, the inner and outer edges being perpendicular to the flight path. The inner edge of length d is located at a distance e from the runway threshold. Each side diverges at a rate/% from the extended centreline of the runway to the outer edge and the length to the outer edge is g. The slope of the surface above the horizontal is /2%. Non-precision approach and precision approach runways have an approach surface in which the outer section length j is at a flatter slope k% and with a horizontal section beyond.

24.4 Airport concept and layout

24.4.1 General Growth of aviation over recent years has been accompanied by a continuous process of change, and airport planners have increasingly become aware of the need to provide flexibility for future extensions and modifications of the facilities, bearing in mind that 10 to 15 years may elapse between master planning and commissioning of a major airport. Conceptual planning has been influenced by the trend towards larger aircraft for handling the increasing numbers of passengers. The number of air passengers carried throughout the world on scheduled services by airlines of ICAO member states has risen from 111 million in 1961 to 639 million in 1981. The size of aircraft has increased greatly; the Boeing 747, for example, is 70.5m long and has a wingspan of 59.7m and a maximum height of 19.4m, whereas the earlier Boeing 707 had corresponding dimensions of 44.2, 39.8 and 12.7m. The ability of modern aircraft to land in crosswinds has resulted in a much reduced need for subsidiary runways in different directions. Also, the potential capacity of two independent runways means that few airports now need to be planned with more than two runways which can be parallel. Thus, a simple pattern of widely separated parallel runways has emerged which assists the planner to achieve a rational layout with the ground handling facilities located between the runways and served by a common access 'spine' as illustrated in Figure 24.2. Examples of such layouts can be seen at Amman, Changi (Singapore), Munich and Athens. It will be noted that this type

Figure 24.2 (1) Maintenance and cargo zones; (2) Terminal zones
of layout allows considerable scope for future extension of the airport facilities. An airport is designed to meet many needs but compromise is inevitable since some of the most important requirements present varying degrees of incompatibility. The main factors are: (1) (2) (3) (4) (5) (6) Rapid and efficient handling of passengers. Minimum walking distances. Simple directional guidance for passengers. Maximum runway movement rates. Minimum taxiing times. Rapid aircraft turnround on the apron.

Whilst layouts of the airside facilities of runways, taxiways and aprons are governed by international standards described previously, no such standards exist for the design of passenger terminal buildings and other ground facilities. It is therefore in this part of the airport plan that the designer can exercise his individual skill. No two terminal buildings are the same but modern airports for large- and medium-sized aircraft generally follow the pattern of parallel runways with the terminal facilities based on one of two principles, either: (1) centralized handling; or (2) decentral-

ized handling. In the former, all the facilities such as check-in, baggage-handling, customs and immigration, restaurants, bars, concessions, banks, etc. are concentrated in one location, with associated car and aircraft parking facilities. There is, however, limited airside and landside frontage. Aircraft sometimes have to be parked away from the building with access by piers or apron buses and landside car parks tend to involve long walking distances. Decentralization involves the distribution of these facilities over several centres in the terminal complex. The concept includes the range of variations from independent, or unit, terminals, each with the full complement of facilities, to the provision of facilities at the aircraft whereby passengers undergo a complete check-in (the gate check-in concept). The small airport for light aircraft will almost certainly have centralized handling facilities and it may well require one or more cross-runways owing to inability of light aircraft to operate in strong crosswinds. Various aspects of planning the airport layout follow in greater detail. 24.4.2 Runways The number of runways at any airport, other than one for light aircraft, will be determined from the number of aircraft expected in a given period, usually an hour, but it is difficult to give general guidance since the capacity of any runway or runway system depends on a variety of factors such as: (1) (2) (3) (4) Aircraft types. Landing aids. Air traffic control techniques. Ground movement capability (e.g. taxiway and apron facilities).

and enable runway length to be computed for given sets of conditions. At a specific airport runway take-off length will be determined by range considerations. Landing length is controlled by the maximum landing weight of an aircraft with allowance being made for the condition of the runway pavement in terms of braking ability. It should be noted that runway lengths quoted in documents such as the 'UK Air Pilot' do not necessarily equate to actual physical lengths of pavement as account may be taken of the existence of a stopway, a clearway or a displaced threshold. 24.4.4 Temperature and elevation effect on runway length The average daily temperature (over 24 h) for the hottest month of the year is of interest to the designer and it will be necessary to increase the length of the runways where high temperatures are recorded (see ICAO Annex 14).' The elevation of the airport has a like effect, and the basic length of a runway should be increased as also described in Annex 14. 24.4.5 Wind effect on alignment The use of an airfield is controlled to a certain extent by the wind. Crosswind components may prevent safe usage of the runway and the direction of the runway should be aligned to keep instances of unacceptably high crosswinds to a minimum. To do this, a full summary of wind duration, speed and direction is required, taken over a period of years. From this a convenient graphical method of determining runway orientation as devised by Marwick is as follows. The recorded hours (as percentage total) for each range of velocities are plotted in the sectors intercepted between concentric circles representing these velocities (Figure 24.3). The runway is then drawn in a trial direction through the centre of the circles and two parallel lines representing 13 knots (or any permissible crosswind component) to the same scale as the circles. All winds falling outside these lines are in excess of the critical for that particular runway direction. Further trial and error establishes the desired pattern. Alternatively, a computer may be employed to follow a similar process in order to establish the percentage usability of an airfield having one or several runways in various orientations. In a multi-runway layout, the main runway may be set in the direction of the prevailing winds and the subsidiary runways are laid in the direction which yields the minimum crosswind component effect and the maximum percentage usability for the whole system. The present tendency is to aim for a single runway system with high permissible crosswind components. The prevalence and nature of gusts and air turbulence in the area must be considered separately. 24.4.6 Taxiways At busy airports there will certainly have to be a parallel taxiway for the full length of the runway and, at some of the more sophisticated airports, there may be double or even treble parallel taxiways. Exit taxiways linking the runway and parallel taxiway must be conveniently located so that landing aircraft can vacate the runway as soon as possible. The exit taxiways may either be perpendicular to the runway and parallel taxiway or, where particularly rapid turn-off from the runway is desirable, they may be angled up to 45 to the runway centreline for small aircraft although, for the larger aircraft, the maximum angle should be about 30 which will permit runway exit speeds

There will be significant differences between the capacities under instrument flight rules (IFR) and visual flight rules (VFR) and the IFR capacities will be lower. The major airports handling high rates of commercial air transport movements operate under IFR even in good weather conditions. As an indication, the capacity of a single runway handling a mixture of air transport and general aviation aircraft will be in the order of 37 movements per hour, assuming roughly equal numbers of landings and take-offs. The maximum figure may rise to about 50 movements per hour under VFR but, of course, VFR operations are entirely dependent on favourable weather conditions. For parallel runways, maximum capacity is achieved when separation is sufficient to enable each runway to be operated independently with mixed landings and take-offs. The total capacity will then be in the order of 74 movements per hour. A minimum runway centreline spacing of 180Om is required for this mode of operation. The staggering of the parallel runways depicted in Figure 24.2 reduces taxiing distance at the expense of increased total land requirements. 24.4.3 Runway length Runway length is dependent on the following main variables: (1) (2) (3) (4) (5) Aircraft performance. Aircraft take-off or landing weight. Aircraft reference temperature. Airport elevation. Runway gradient.

Performance curves are published by aircraft manufacturers

Figure 24.3 Graphical method to determine runway usability

up to 60 m.p.h. (96 km/h). At the other end of the scale, an airport with only low movement rates may not require a parallel taxi way, and back-tracking on the runway would be acceptable. Taxiways should lead directly on to the end of the runway to enable aircraft to move rapidly into the take-off alignment with maximum occupancy of the runway, although again, at airports with low movement rates, taxiing along the runway may be acceptable to achieve economy in taxiway construction costs. 24.4.7 Terminal area The terminal area has three main constituents: the aircraft apron, the terminal building and car parking with the associated road system. Their relation to each other will be determined in principle by whether the centralized or decentralized concept is adopted and, at major airports, by the method of internal surface transport. There are other factors which influence the relationship such as the pattern of airline operations, the ratio of domestic to international passengers, number of transfer passengers, etc. The various centralized and decentralized concepts are illustrated in Figure 24.4.

24.4.8 Centralized concepts The centralized concept may be considered to include the following variations: (1) simple terminals; (2) linear terminals; (3) finger terminals; (4) satellite terminals; and (5) mobile lounge terminals, although, depending on the extent of facilities provided in the satellite and mobile lounge terminals, these latter variations may tend towards the decentralized concept. The simple terminal consists of a common area for all passenger handling facilities with several exits on to a small aircraft parking apron. It is only suitable for airports with low passenger and aircraft movements or is adaptable to general aviation operations whether located as a separate complex in a large airport or as an airport used exclusively by small general aviation aircraft. The linear terminal concept is merely an extension of the simple terminal concept in which the latter is repeated to provide additional apron frontage and increased space for passenger processing which may feature a two-level arrangement for separating arriving and departing passengers. Passenger walking distance from set-down kerb to aircraft is relatively short. Linear terminals can easily be extended although this may destroy the advantage of short walking

Linear terminals Simple terminals

Finger terminals

Satellite terminals

Mobile lounge terminals Figure 24.4 Terminal area concepts

Unit terminals

distance if directional signing is inadequate, and passengers cannot leave their cars opposite the appropriate aircraft departure gate with its adjacent passenger processing facilities. The finger or pier terminal has evolved from the early provision of a covered walkway between the simple terminal and the aircraft such that later arrangements now incorporate holding lounges at the gate and vertical separation of departing and arriving passengers. A disadvantage of the concept is the long walking distance involved from the central processing facilities to the aircraft gate. There are many examples of this arrangement, that for Belfast Airport being illustrated in Figure 24.5. The necessity for provision of adequate space between fingers for manoeuvring aircraft is to be noted. The features of the satellite concept are similar to those of the finger concept except that aircraft gates are located at the end of a long concourse rather than being spaced at intervals along it. Walking distances are relatively long and later developments have incorporated a people-mover system between the central terminal and satellites, as at London Gatwick. An advantage is that satellite gates can be served from a common holding lounge. The aircraft parking arrangement more readily allows the introduction of self-manoeuvring stands although the

Primary reception building

Terminal building West pier East pier

Figure 24.5 Belfast airport

wedge-shaped stands tend to impair the operation of aircraft servicing equipment. Expansion is difficult with the satellite concept other than by introduction of additional satellites. The ultimate satellite arrangement is depicted at Paris Roissy (see Figure 24.6) where the main building containing the common facilities is completely surrounded by satellites containing waiting-lounges, access between terminal and satellite being by tunnel. The mobile lounge or passenger transporter concept has been used at Dulles International Airport, Washington, D.C. The mobile lounges transport passengers between the common processing facilities in the central terminal and the aircraft parking apron or aprons, where they can be used as holding lounges. This arrangement reduces walking distances and allows considerable operational flexibility for aircraft parking-apron arrangements with excellent opportunities for future expansion. The cost of providing and operating independent service buildings and mobile lounges together with time involved in moving passengers by the mobile lounges will, however, often prove a disadvantage.

passengers. The terminal is served by twenty wide-bodied aircraft stands of which sixteen are linked to the building by a pier. The planning of the building is based on the principle of centralized processing which is provided in three levels. Upper level: Departing passengers are processed on this level where after check-in, immigration and security passengers enter a common departures lounge which in effect is a pier 25 m wide and some 640 m long with satellite areas at each end. Mezzanine level: Immigration and health control are located on this level where arriving passengers are processed and then proceed to baggage reclaim at the lower level. Ground level: The baggage hall, customs and arrivals concourse are located on this level together with associated public facilities and access to road transport. The major function criteria adopted in the design include: (1) Centralized passenger processing. (2) Complete segregation of arriving and departing passengers for security reasons. (3) Maximum unassisted walking distance from the check-in to aircraft gate is 200 m. (4) 75% of aircraft stands are served via loading bridges. (5) Complete vertical separation of arriving and departing passenger flows. (6) Maximization of non-aeronautical revenues. 24.4.9 Decentralized concept In this concept, independent unit terminals, each incorporating the complete passenger processing and aircraft parking facilities are built around a system of interconnecting access and service roads. The separate terminals may take the form of any of the centralized concepts previously described and be built to the requirements of specific airlines or groups of airlines (as at Kennedy, New York) or may be split for operation by route type (as at Heathrow, London) into arrival and departure; alternatively, they may be split into domestic and international functions. This concept is usually justifiable at high-volume airports where walking distances become excessive with finger terminals. It can, however, cause problems for transfer passengers unless a high level of inter-terminal connecting services is provided, as at Dallas, Forth Worth, US, illustrated in Figure 24.7. Future extension of the decentralized concept can be difficult because of the land requirements for each terminal. Development costs are high because similar facilities must be provided at each unit terminal. Sophisticated developments of the centralized satellite terminal can result in this concept merging towards a decentralized system if each satellite contains complete passenger processing facilities. Complete decentralization is not achieved, however, if a central terminal is retained with common car-parking provision. 24.4.10 Apron layout The overall size and layout of the aircraft apron will depend on the number and type of aircraft likely to be parked at any one time. The number of stands is derived from the aircraft standard busy rate (SBR, see section 24.5 for general definition) and is a complicated process often necessitating computer simulation studies. Small airports are treated empirically and a rough rule

Figure 24.6 Roissy, Paris. Note 'drive-through' parking (A) car park

24.4.8.1 Heathrow Terminal Four One of the largest terminal building projects in the world came into operation in 1986 at Heathrow Airport and is a good example of centralized passenger processing. The need for a fourth passenger terminal was recognized back in 1975 when passenger forecasts suggested that the three terminals in the central area would reach saturation capacity by the early 1980s. As there is not sufficient space within the central areas to provide for the extra capacity it was decided that the only site that could be made available for development to meet demand on time was to the south of the airport. The Terminal Four complex occupies some 40 ha of land and has direct access to London's orbital motorway (M25) and the A30. It is also linked directly to the underground system as well as to the other three terminals by a frequent bus service through the cargo tunnel. The designed annual throughput of Terminal Four is 8 million international passengers with one-way flow of 2000

Figure 24.7 Dallas, Forth Worth (A) car park

is to increase the SBR by 10% and round up to the next whole number. Minimum wing-tip clearances between adjacent aircraft and from aircraft to buildings must be maintained according to the standards previously referred to. The area of the stand will also be governed by the mode of parking. Nose-in parking, in which the aircraft must be mechanically pushed backwards on leaving the stand, requires special vehicles for this purpose but is more economical in overall area requirements than stands where the aircraft is self-manoeuvring. Most large and busy airports tend to adopt nose-in parking. Typical stand areas for various groups of aircraft are given in Table 24.11. Access of aircraft to and from the parking stand is obtained by defined taxilanes on the apron surface. The width and other design parameters required for these taxilanes should be similar to those for independent taxiways as previously described such that the necessary wing-tip and obstacle clearance are maintained.

Table 24.11 Aircraft stand areas

Nose-in parking Self-manoeuvring (m) (m dia.) Airbus Long haul Medium haul Short haul General aviation 85 x 85 65 x 65 50 x 50 40 x 40 100 90 60 50 30

Each stand position must be of sufficient area to accommodate the wide variety of mobile ground service equipment which is required for the modern aircraft. Generally, a minimum 3 m should be added to the apron depth to permit service access and 10m additional depth may be required for operation of the push-out vehicle used in the case of nose-in parking.

A service road, typically 7 to 10m wide, should be provided adjacent to the terminal building. Vertical clearance of 5m should be available over the road. A graphical design method for determining the separation of aircraft parking stands has been devised by the ICAO in the Aerodrome design manual? Part 2 and, in Airport aprons* the FAA has published graphs and equations for the determination of clearances for aircraft turning and taxiing out of a parking position. The Apron and terminal building planning report,5 prepared for the FAA, provides scaled outlines for six groups of aircraft and gives general guidance for planning airport apronterminal complexes. 24.4.11 Terminal building layout The functions, flow pattern, accommodation, configuration and size of the terminal building or buildings need individual assessment for the factors of influence are many and differ in each case. Simulation and computer models have been developed to aid design of this most complex of buildings and are likely to be used for the larger terminals. The usual approach to determining the required floor area is to estimate the requirement for each facility derived from the peak hour or SBR passenger demand (see section' 24.5). After categorizing the peak hour passengers into international and domestic types and also into terminal and transit passengers, it is possible to estimate the number of passengers to be processed in each facility, such as check-in desks, lounges, customs and immigration, etc. and, hence, to determine the space requirement for each facility to ensure reasonable provision. Various guides are obtainable for estimating the space requirements of the different facilities. The Federal Aviation Administration and IATA have published the guidelines summarized in Tables 24.12

and 24.13. Perrett6 gives the following approximate guide for the total capacity of the terminal: (1) 1500 passengers per hour in each direction for every 15 000 m2 of area available to the public. (2) 1500 passengers per hour each way for every 25 000 m2 of total terminal (excluding office accommodation). Reductions of 30 to 40% could be made in the areas for terminals handling predominantly domestic traffic. Conversely, the space could be increased drastically if, for example, there were a high proportion of visitors. Perrett gives additional useful data on terminal building design and the Airport terminals reference manual1 (IATA) is also helpful.

Table 24.13 International Air Transport Association standards

Passenger requirements in any specific area Standing passengers Seated passengers Plus 10% additional circulation and airline requirements space at lounges Space required per peak hour passenger (m2) 1.0 1.5

Table 24.12 Federal Aviation Administration standards

Domestic terminal space facility Space required per peak hour passenger (m2)
1.0 4.8 1.0 1.8 1.6 1.6 0.5 0.3

24.4.12 Car parking layout The problems arising out of making provision for car parking are among the most difficult facing the airport designer. In general, the majority of passengers travel to and from airports by car. Visitors and airport workers must also be catered for. There are five main categories of car parking: (1) (2) (3) (4) (5) Kerbside - for setting down and picking up. Short term - say up to 15 h. Long term. Staff - both airport and airline. Visitors - accompanying departing passengers, meeting arriving passengers and casual spectators.

Ticket lobby Airline operational Baggage claim Waiting rooms Restaurants Kitchen and storage Other concessions Toilets Circulation, mechanical and maintenance, walls Total:

11.6 24.2

International terminal space facility (additional to domestic requirements) Public health Immigration Customs Agriculture Visitors' waiting rooms Circulation, baggage assembly, utilities, walls, partitions Total:

Space required per peak hour passenger (m2)

1.5 1.0 3.3 0.2 1.5 7.5 15.0

The parking areas required to accommodate these various demands can be considerable and air travellers may comprise a small proportion of the total car users. No standard guidelines are available for determining the various parking requirements which are likely to differ from airport to airport. Estimates of traffic flow must be made by conventional methods such as census sampling. A decision must be made on the comparative proportion of short-term and long-term parking if, indeed, the alternatives are considered desirable. It is normal to price these facilities differentially to encourage rapid turnover in the shortterm car park, which is usually located closest to the terminal building. On large airports, long-term parking may be extensive and the distance from the terminal building may necessitate a shuttle bus service. 24.4.13 Airport access In addition to the terminal building, apron and car parking arrangement, the airport planner must consider and make provision for the alternative modes of surface access by which air passengers, airport workers and visitors may move to and from the airport. Although road access for cars must invariably be provided, consideration must also be given to provision for taxis and

public buses. Other modes of access such as railways may also be favoured - London Gatwick and Heathrow have surface and underground railway links respectively from the city centre which carry in excess of 42% of all persons passing through the airports. The design of access road systems and other modes of airport access are outside the scope of this chapter. 24.4.14 Ancillary buildings It has been customary to collect the remaining airport buildings under this heading but some, such as large hangars, cargo terminals, etc. may be major projects in their own right. 24.4.15 Control tower This should give controllers a view of all the runways and is designed round the equipment required for air traffic control. Large areas of false floor to accommodate cabling may be needed. The tower is generally a separate building and not a part of the terminal building. 24.4.16 Apron control Some airports include an apron control cabin located so that an apron controller can direct aircraft to the apron stands from the taxiways. 24.4.17 Aircraft catering building This should preferably be located close to the terminal area and is a specialist catering building run by the airlines. 24.4.18 Cargo terminal building This facility may be a simple framed building or a sophisticated terminal such as that of British Airways at Heathrow Airport which comprises transit sheds housing computer-controlled mechanical handling equipment, office blocks, vehicle parking, loading bays and circulation. There are no particular civil engineering requirements. 24.4.19 Maintenance hangars These may range from a simple framed building to a major structure such as the British Airways hangar for the Boeing 747 at Heathrow Airport, London. The structure basically is a cladding for the maintenance requirements but consideration of large clear spans and door openings will determine the structural forms. 24.4.20 Buildings for electrical and electronic equipment These, generally, are simple buildings designed to house particular items of equipment, some of which may require a controlled environment. The manufacturers advise on this point. The buildings for certain navigational aids cannot have ferrous metal above a specified level and the manufacturer's advice should be sought. Others may require special shielding. Generally speaking, there are no particular construction problems. 24.4.21 Airfield lighting The extent of the approach and runway lighting provided not only depends on the airport classification but should be compatible with the radio and radar landing aids provided. It generally consists of high-intensity centreline and crossbar lighting for the

approach areas, together with runway centreline and edge lighting. Taxiway lighting usually consists of green centreline lights supplemented with blue-edged lights at junctions and around the apron area. For visual guidance in the angle of descent, visual approach slope indicators (VASIs), or precision approach path indicators (PAPIs) are provided. 24.4.22 Telecommunications Telecommunications is a general term covering radio navigational aids and radar in addition to data and voice communications. All modern airports require telecommunication services to some degree and in the case of a larger international airport those can be quite extensive. These services will consist of some or all of the following: (1) (2) (3) (4) (5) (6) (7) (8) Air-ground radio communication. Land mobile radio. Navigational aids. Final approach and landing aids. Radar. Direct speech communication. Direct data communication. Public communication services.

Recommendations and requirements concerning telecommunication requirements are given in the ICAO Annex 108.8 The positioning of the various telecommunication facilities is extremely important and must conform to the accepted ICAO recommendations in respect of siting and the grading of surrounding areas. The following electronic services, not covered by the term 'telecommunications', are also required in most cases: (1) (2) (3) (4) Meteorological systems. Flight information display systems. Public address systems. Security systems.

24.4.23 Airport security Attacks on civil aircraft for the furtherance of extreme political aims, both on the ground and in the air, have become a major feature of air travel since around 1970. Security on the ground at airports has therefore had to be developed to counter this trend. New technology is playing a significant role in upgrading the standard of security at airports but there are some basic problems that remain unsolved. Airport security has made major advances since the early 1970s but it is only new terminals or airports that incorporate security as part of initial planning. In most cases, the attempt was to make secure an existing building, which in most cases proved very expensive and not 100% successful. Computers play a prominent role in sophisticated security systems together with more advanced X-ray and electronic 'sniffer' equipment but the process is in a continuous state of evolution in order to cope with new types of explosives and plastic guns that are not easily detected on X-ray machines. Apart from the severe high cost of security, the human factor is always at the centre of most security systems used at airports for screening passengers and their baggage.

24.5 Traffic forecasts

The capacity of the apron, terminal building and car parks is

determined from the traffic forecasts. Such forecasts are normally made on an annual basis and are split into scheduled and charter flights for both domestic and international services. These annual forecasts are determined by one of two main methods: firstly, extrapolation of historical data and, secondly, by analysis of such factors as future income levels, regional and national development plans, future population forecasts, tourist potential, etc. This analysis is usually carried out on a computer. The annual figures are then converted to hourly flows, each called standard busy rate (SBR). The SBR is defined as that rate which is exceeded 29 times in the year, and has been found to give a reasonable basis for design. It is essential to obtain an estimate of the short-period flow rates for passengers and aircraft. This can be done by an analysis of monthly, weekly, daily and hourly aircraft movement patterns but, unless the relevant data is available, an assessment using ratios of standard busy hour passenger rates to annual movements is more likely to be the only suitable method. In general the ratios decrease with increasing annual movements and they tend to be higher at airports with high proportions of international leisure traffic. They also tend to be high where one route dominates the schedules, as occurs at many small airports, and therefore such airports need to be independently considered. Special consideration should clearly also be given at airports such as Aberdeen and Sumburgh where there is a high proportion of helicopter operations. Table 24.14 gives an indication of the ranges of ratios. The passenger SBR is then used to determine the SBR of the aircraft movements estimating the likely mix of aircraft, capacity and load factors, taking future trends into account.

(2) Adequate strength to resist the effects of repetitive loading. (3) Absence of loose particles which could be sucked into aircraft engines. (4) Imperviousness to water - resistance to jet blast. (5) Resistance to fuel spillage (particularly on aprons and maintenance areas). (6) Good surface drainage. (7) Ability to accept temperature movements. (8) Good skid resistance. (9) Good riding surface for comfort in the aircraft. (10) Economy in construction and maintenance. 24.6.3 General requirements of an aircraft pavement From an operational point of view it is difficult at busy airports to close down a runway, taxiway or apron for the purposes of pavement maintenance or strengthening; indeed, routine maintenance may have to be carried out at night. Pavements designed to fulfil the needs of only the immediate future may prove to be expensive in the long term. A runway may be required to have a life of 20 years or more and the designer must anticipate requirements as far into the future as possible. 24.6.4 Construction The three types of pavement construction may be grouped as follows: (1) rigid; (2) composite; and (3) flexible. An example of each of the three types is shown in Figure 24.8. In the UK it is usual practice to provide for all pavement types a 100mm thick layer of dry lean concrete directly on the compacted subgrade. This gives immediate weather protection and acts as a working platform for placing subsequent layers. It is interesting to compare this with American practice where, under certain conditions, full-depth asphalt flexible pavements may be laid directly on the subgrade. 24.6.5 Choice of construction The choice of type of construction and of materials depends on the location and function of the pavement, or overlay, the ground conditions or existing pavement and, very importantly, the cost. It is normal to carry out several designs, using all possible materials combinations, and to cost each design for comparison. A compromise between technical excellence and economy is often necessary. 24.6.6 Rigid pavements Concrete surfacing is resistant to fuel spillage and to engine exhaust blast, has good friction characteristics and good resistance to scuffing. It is thus often preferred for aircraft parking and fuelling areas and for turning areas at runway ends. However, because of the need for construction in bays, with joints at regular intervals, it is often considered less suitable for runways and taxiways, where the uniform surface afforded by bituminous surfacing is of advantage. A concrete pavement is usually considered as being rigid because the load is spread over a wide area of subgrade by virtue of its inherent flexural strength. The concrete can be reinforced or unreinforced and is divided into rectangular bays to restrict the tensile stresses which are induced by a combination of three factors: (1) Contraction of the slab due to falling temperature and concrete shrinkage. This movement is restricted by the friction between the slab and the subgrade and as a result tensile stresses are induced in the slab. (2) Warping of the slab due to a temperature gradient through

Table 24.14 Standard busy rate (SBR) values

Annual passenger movements 100000 250000 500000 1 million 2-5 million SBRfannual movement ratio 0.002-0.003 0.001-^0.002 0.0007-^0.0012 0.0006-0.0010 0.0004-0.0009

24.6 Aircraft pavements

24.6.1 General Pavements suitable for the aircraft that will use them are required for runways, taxiways, aprons, maintenance areas, etc. The determination of pavement type and thickness is complex with many interacting variables involved which are often difficult to quantify. The first mathematical approach to airfield pavement design was introduced in 1945. Since then, there has been progressive refinement of the approach to suit increasing loads and complex landing gear configurations. This section is intended to provide guidance to the principal considerations and methods used in aircraft pavement design. 24.6.2 Function of aircraft pavements The general functions of aircraft pavements are as follows: (1) Adequate strength for all aircraft types likely to use the airport.

Original ground-level Level after removal of surface soil

Concrete surfacing

Bituminous surfacing Surface dressing or 'friction course' Wearing course of rolled asphalt or dense tar surfacing Rolled asphalt or dense macadam base course

Cut

Pavement

Lean concrete Formation (Natural foundation in areas of cut) Level at which /lvalue is determined for all pavement types

Lean concrete Natural foundation Formation (Top of filling in areas of fill) Level at which K value is determined for all pavement types Flexible

Composite Rigid Figure 24.8 Alternative recommended types of aircraft pavements

the thickness of the slab. High surface temperatures cause the slab to dome until it is supported mainly at the edges, whilst low surface temperatures cause the corners to curl upwards. (3) Loading. Slabs are usually most susceptible to loading near their corners which may cause cracks to form across the corner. Acute angles in slabs should therefore be avoided. The bays are separated by contraction joints and the bay size depends on the slab thickness. The maximum bay sizes should be as indicated in Table 24.15.

Slot

Crack forms during curing

Alternative shape Preformed crackinducer. Wood or concrete Figure 24.9 Contraction joint
Expansion joints may be provided in thin slabs but may be entirely omitted in slabs more than 250 mm in thickness. Single butt construction joints as shown in Figure 24.10 are recommended since those incorporating a joggle are susceptible to cracking. Dowels may be omitted for slabs 275 mm thick and over. The pavement quality concrete (PQC) used in rigid pavements should be designed on the basis of its flexural strength measured by loading 152 x 152mm test beams, rather than on cube strength. It is the strength of the concrete when it is first loaded which is of importance so that age factors may be taken into account. The aggregate/cement ratio should not exceed 6.3:1 and the water/cement ratio should be less than 0.50.

Table 24.15 Maximum bay sizes of concrete runways

Slab thickness (mm) 150 or less 151-224 225-274 275 and over Bay size (m) 3 3.75 5.25 6

The contraction joints may be formed by using crack inducers as shown in Figure 24.9. Load is usually transferred between adjacent slabs by aggregate interlock in which case no dowel bars are needed. If the aggregate particles in the concrete are not too hard, however, a more satisfactory solution is achieved by continuous casting of the slab, perhaps employing slipforming techniques, followed by sawing the joints after the concrete has set. Slots in the surface of concrete pavements, whether preformed or sawn, should be as narrow as possible; they should be filled with a semi-compressible material such as hardboard or fibreboard, depending upon the subgrade, and need not be sealed.

Slot (in fresh concrete)

Hardened Dowel Fresh concrete concrete Figure 24.10 Construction joint

Pavement

Pavement quality concrete (PQC) surfacing

PQC continuously reinforced Lean concrete

Cement, bitumen or tar bound base material

The PQC. slabs should be placed over a layer of dry lean concrete having an aggregate/cement ratio of 15:1 and a minimum cube strength of 5.2 MN/m 2 . In order to improve the skid resistance of the concrete surface, the concrete may be wire combed or small transverse grooves may be cast into the wet concrete surface. It is essential that experiments are carried out to ensure that such treatment is applied at the correct time. Alternatively, the hardened concrete may be scored with diamond cutting drums. Well-constructed concrete pavements show little cracking and are resistant to both jet blast and fuel spillage. They are ideal at runway ends, taxiway junctions, aprons and on maintenance areas where aircraft stand or are slow-moving. Joints can be largely eliminated if prestressed concrete construction is adopted but this form of construction is unlikely to be economic under most conditions. 24.6.7 Composite pavements Composite construction can often provide an economical solution, with the advantages of a bituminous surfacing without the disadvantages of a concrete pavement. In a continuous reinforced concrete pavement, cracking (accentuated by exposure to heavy traffic) is likely to develop whatever quantity of reinforcement is incorporated. However, if the continuous reinforced concrete pavement is overlaid by bituminous surfacing, the cracking is reduced since the variation in the temperature in the concrete is lowered and those cracks which do form in the concrete are not subject to wear and are unlikely to be severe. While there is some tendency for cracks to form in the bituminous surfacing above those in the concrete they are usually minor and can be resealed easily. The flexural strength of the concrete slab gives this form of construction good load-spreading properties, and a good riding quality surface can be obtained. It is not as resistant to jet blast, heat and fuel spillage compared with the rigid pavement so it is often used on runways and taxiways where aircraft are likely to be moving fairly rapidly. Pavement-quality concrete should be used for the reinforced slab overlying 100mm of dry lean concrete. The minimum cross-sectional areas specified for reinforcement for the appropriate concrete slab thickness, as recommended by Martin and Macrae,9 are given in Table 24.16. The surfacing, normally 100mm in thickness, should be rolled Marshall asphalt or dense tar surfacing laid in two courses. This two-course work reduces the tendency to sympathetic cracking in the wearing course over cracks in the underlying slab. 24.6.8 Flexible pavements The top structural layers of flexible aircraft pavements are usually of a hot rolled asphalt, with the mix designed and controlled by the Marshall method (bituminous concrete in American terminology). This achieves high density and stability and affords an excellent riding surface which has good friction characteristics in dry conditions. In wet weather, however, flat gradients and surface tension lead to retention of surface water. It is common to provide an open-textured, non-structural, friction course on top of bituminous surfacings to prevent the build up of surface water where aquaplaning could otherwise occur. Water drains through the interstices of the friction course and passes to the runway edge along the impervious top structural layer of the pavement. Bituminous surfacing is not resistant to aviation fuel and proprietary materials are available as surface treatments to provide fuel resistance where required. Examples are 'Salviacim', an epoxy-based surfacing, and 'JetseaF, a tar-

Table 24.16 Steel reinforcement in rigid pavements Schedule of reinforcement Slab Main steel thickness Minimum Spacing (mm) limits area (mm2/m (mm) width)
100 125 150 175 200 225 250 275 300 325 350 425 530

Transverse steel Minimum Spacing limits area (mm2/m (mm) width)

295

125-175

635 740

125-175
170

150-225

825

Source: Martin, F. R. and Macrae, A. R. (1971) 'Current British pavement design', Paper 6, Proceedings, Conference on Airfield Pavement Design, Institution of Civil Engineers.

based surface sealant. Dense tar surfacing (DTS) by the Marshall method, where tar replaces bitumen as the binder, has also been successfully used in areas subject to fuel spillage. A flexible pavement is one which depends on its thickness and elasticity to disperse the load to such an extent that the subgrade is not overstressed. It is made up of a number of layers of granular materials increasing in rigidity and decreasing in flexibility towards the surface. The lower materials may be unbound, or bound with bitumen or cement. The middle layers should be asphalt, bitumen or tarmacadam. The surface layers should be impervious and Marshall asphalt or dense-tar surfacing specifications are usual. The following factors have to be considered in relation to the design: (1) The overall depth of pavement must be such that the strength of the subgrade is not exceeded. (2) The strength of each individual layer of the pavement must be such as to resist the pressure at that level. (3) The shearing strength of the surfacing and layers beneath must exceed the shear stresses produced by the tyre load. For very light-duty pavements several layers may be omitted. When dry lean concrete is used on the subgrade to provide a good working surface it must be weak, otherwise cracks which form in this layer are likely to spread upwards towards the surface. An aggregate/cement ratio of 18:1 for gravel or 22:1 for crushed rock is usually suitable. Well-designed flexible pavements have good riding qualities but some surfaces are susceptible to jet heat and fuel spillage may cause softening of the surface. Relatively high landing and take-off speeds of modern aircraft, combined with the flat transverse slopes on runways, have led to the problem of aquaplaning. 24.6.9 Overlays of existing pavements It is often necessary to overlay existing pavements to provide

greater strength or to repair a damaged surface, to improve ride or friction characteristics, or to provide resistance to fuel spillage. Overlays are usually of bituminous materials, for ease of construction and potential for minimizing disruption of existing operations. However, some work has been carried out using concrete overlays bonded to original concrete slabs. Economic and practical considerations would generally mitigate against such treatment, except in cases where concrete surfacing might be considered essential. 24.6.10 Pavement design, UK method 24.6.10.1 Development The construction of aircraft pavements did not commence until shortly before the outbreak of war in 1939 and design principles at this time were based on experience of highway construction. The use by heavy bomber aircraft rapidly overstressed some of these early pavements, and led to investigations into the behaviour of paved surfaces and subgrades and the development of pavement design methods. The first mathematical approach to airfield pavement design was made in 1945 when a design manual for concrete pavements was issued by the Air Ministry which contained design charts for single-wheel loads based on Westergaard's equations. Investigations into the behaviour of pavements under increasing loads continued as heavier jet-powered military aircraft with larger and more complex landing gears came into service. 24.6.10.2 The load classification number (LCN) system The principle of relating aircraft loads and pavement strength by means of a numerical scale, the load classification number (LCN), first established in 1945, remained the UK design and evaluation system until 1971. The LCN was recognized by ICAO and incorporated into its 'Aerodrome Manual, Part 2' as a recommended method of aircraft and pavement classification in 1956. In the late 1960s the LCN system was becoming increasingly difficult to apply to the heavy gear loads and a reappraisal of pavement design methods was undertaken utilizing both the latest analytical methods available at that time and the experience gained with the many heavy aircraft pavements constructed between 1950 and 1965. A revised system which introduced the concept of load classification groups (LCGs) for pavement evaluation replaced the LCN system in 1971 and is currently in use in the UK. This is set out in Design and evaluation of aircraft pavements published in 1971 by the Department of the Environment, London. 24.6.10.3 The load classification group (LCG) system The load classification group (LCG) system was published in 1971, and was recognized as a rigid pavement system by ICAO in 1974. A coarse scale of seven groups was superimposed upon the old LCN scale, reflecting broadly the seven ICAO aircraft classification groups, as can be seen on the design and evaluation chart in Figure 24.11. The seven groups are referenced by roman numerals in descending order as gear loads and pavement strengths increase, thus group VII is the group of lowest strength and group I is the highest. Since it is UK practice to construct rigid pavements without load transfer devices at joints, provision is made at the design stage for the increased stresses due to edge and corner load cases by increasing the theoretical slab thickness and by providing a

100 mm subbase of rolled dry lean concrete. As the system was designed around the parameters of rigid pavements, the inclusion of flexible pavements into a common reporting system could only be accomplished by inserting in the group scale flexible pavement thicknesses derived empirically and from experience. 24.6.10.4 The LCG method for rigid pavements The LCG method requires the following data: (1) aircraft LCG; (2) subgrade modulus; and (3) concrete flexural strength. The highest LCG corresponding to the aircraft expected to use the airport, excepting the occasional visitor, is selected for the design. The soil subgrade is classified by its subgrade modulus or k value. The minimum flexural strength of the concrete is estimated for the time the pavement is to be loaded; this may be 6 months after construction. If no information is available it is reasonable to use the common value of 3.5 MN/m2. The design chart is entered at the upper value of the LCG band and the pavement quality concrete thickness is then read off the corresponding band of the 'Rigid' column. An example is given on the published chart. Some points should be noted: (1) The LCG grouping for the aircraft or the LCN value must be taken from the corresponding column as the LCN values differ from that calculated by the original LCN method or which are given in the ICAO Aerodrome design manual" Part 3. (2) The LCG system and design method is basically related to UK practice and to the soils commonly found in the UK. Not only are these often clay soils with low strength but with all-the-year-round rainfall it is normally advantageous to prepare a working surface on which to lay the pavementquality concrete. For these reasons the LCG method always incorporates a 100 mm layer of dry lean concrete. This could be omitted with certain suitable soils. (3) The LCG system recognizes that over 95% of aircraft operate on the central 30 m of runway and almost all taxi along the centreline of taxiways. Thus, the central strips of runways and taxiways, to which must be added all the aprons or holding areas, can be considered as channelized areas. For 'non-channelized areas' one group lower can be selected to reduce the required design thickness.

24.6.10.5 The LCG method for composite pavements The LCG method is also appropriate to design a pavement which is a composite of a reinforced concrete slab to spread the aircraft load with a bituminous surface. The design process is exactly similar to that of unreinforced rigid pavements except that the composite column of the chart is used. 24.6.10.6 The LCG method for flexible pavements The simplest way of designing a flexible pavement is to use a similar process as for unreinforced rigid pavements except that the flexible column of the chart is used. A flexible pavement constructed to such a design would be satisfactory, for the whole construction is in bound material. There is only one system of construction accepted which comprises a 100 mm layer of bitumen bound surfacing, a thick layer of cement, bitumen or tar-bound base material on the standard 100 mm of dry lean concrete. Some confusion has existed between the LCN values and the LCG system since both use the common term LCN. The actual

NOTE: the RIGID construction, tthe For all pavements other han heavy line 2coincident used. 3.5 MN/m must be with

DESIGN EXAMPLE The example shownandfor the desiagnLCGthe centre longifoundedstripsa of the runways, to carry aircraft of LCN < 100. II Aerodome tudinal on good taxiways is aprons of of subgrade on should be: Constructi (1) 350 mm PQC surfacisurfacing onle180 mm continuouslyconcrete, or PQC on n undowel (2) 100 mm bietan concrete,g or d on 100 mm lean reinforced 100 mm bituminnous surfacing on 500 mm cemented base material on 100mm l umi ous (3) 100mm lean concrete depending on the surface required and the economics of the construction Thebe based ponof theLCG Hl requirways and aprons for the same aerodrome may outer stri s the runways, taxi ements. Figure 24.11 Design and evaluation chart for rigid, composite and flexible aircraft pavements

REVERSE DESIGN EXAMPLE The reversean concrete. Cores show that2 theation of 400 mm PQC on 2 100imum lflexuralnstrengtheisshowsMN/m . uThe subgrade icorrected MN/m /m). mm e desig exampl 3.0 the eval appropriate s bad (15 min The finish mayntbeil esusedthiby the LGC Il band. wi n LGC Il Pavementlepoi usage frequency aircraft. assessed using relative position Permiisssibpoifutureband boundaries, the anticipated loading pattern and may be of fin engineeritog factors. other h nt n

SYMBOLS quality concrete (PQC) Pavement undowelled Continuously ityreiconcrete (PQC) pavement qual nforced Dry lean concrete Bituminous surfacing Cement, bitumen or tar bound base material Unbound base material

LCN values derived under the two systems are, however, different and unrelated and must not be confused or interchanged. 24.6.10.7 Evaluation of existing pavements The majority of aircraft pavement works have consisted of strengthening and extending existing pavements. The evaluation of these pavements is rarely an easy matter as there is no mathematical basis on which a calculated evaluation can be made. Pavement evaluations are normally made either by assessment or by physical testing. Assessments are made either by a 'reverse design' procedure or by the professional judgement of an experienced pavement engineer. Where a reasonably accurate assessment cannot be made, physical testing by means of plate bearing rigs or, more recently, by means of deflection measurements made with a heavy falling weight deflectometer, can be carried out. 24.6.10.8 The pavement classification number (PCN), and design system The ICAO now requires airports to classify airfield pavements by means of the pavement classification number (PCN) and publishes in Design manual, Part 3, aircraft classification numbers (ACN) relating to types and thicknesses of pavement. The relationship between the ACN and PCN measures the ability of the aircraft to use the relevant pavement. It is a classification system but it is not a pavement design system. The Airfield Pavements Branch of the Property Services Agency (PSA) has recently been developing a new design system for use in the UK and to be published in late 1987. It is expected to provide the design relationship to pavement classification numbers which is currently absent from the ACN/PCN system.

24.6.11.3 Rigid pavement thickness design The FAA advisory circular Airport pavement design and evaluationn gives design charts for groups and individual aircraft and use of the charts requires the following: (1) (2) (3) (4) Concrete flexural strength. Subgrade modulus. Gross weight. Number of the equivalent annual departures of the design aircraft.

The charts give the total concrete slab thickness for critical areas, which can then be reduced by the appropriate factors for non-critical areas. 24.6.11.4 Flexible pavement thickness design The FAA advisory circular 'Airport Pavement and Design' also gives flexible pavement design charts for the same aircraft groups and aircraft as for the rigid pavements. Use of the figures requires the following: (1) The CBR value of the subgrade. (2) The gross weight. (3) The annual departures of the design aircraft. The figures give the total pavement thickness of a three-layer construction and the thickness for the critical and non-critical areas of the bituminous surface or wearing course, the thickness of the granular base course and, by deduction, the thickness of the granular subbase. In addition to the design charts, the FAA present a further chart which shows the minimum base course thickness, and this has to be calculated as a check against the thickness determined from the main charts. 24.6.11.5 Pavement evaluation The advisory circular contains separate charts for evaluating the strength of an existing pavement.

24.6.11 Pavement design - FAA method 24.6.11.1 General The FAA design method is based on the gross weight of the critical aircraft operating at the maximum take-off weight. The areas of traffic concentration are considered as 'critical areas', which comprise the central portion of the runway, aprons, taxiways and runway ends, where departing traffic will load the pavement. The design charts produce a pavement thickness which is appropriate to critical areas; non-critical areas can have a reduced thickness. 24.6.11.2 Equivalent design aircraft departure The design method requires the following initial steps: (1) An estimate of the annual departures (half the total movements) of all aircraft forecast to use the pavement. (2) Determination of the design aircraft. (3) Calculation of the equivalent number of departures of the design aircraft. It should be noted that arrivals are neglected since the landing weight of an aircraft is less than the take-off weight. The design method provides a pavement life of 20 years with the forecast annual departures.

24.7 Surface water drainage design

24.7.1 General As for all traffic-bearing pavements, a carefully designed water drainage system is a necessary requirement of an airport. Inadequate drainage may reduce the loadbearing capacity of the subgrade, decrease skid resistance on the surface and cause breakdown of surface vegetation. In general, the same basic design methods for calculating runoff are used for airports as for highways or urban areas. On the 'landside' of an airport, the methods of dealing with the collection and disposal of surface water by way of gullies and piped systems are conventional. On the 'airside' there are problems which are particular to airports, largely related to the areas involved and the relatively flat grades, which are dealt with in this section. 24.7.2 Drainage for runways A runway has longitudinal gradients limited to being not steeper than 1.25% on major runways and not steeper than 2% on minor runways. It is wide (up to 45 m), with transverse slopes, limited to between 1 and 1.5% on major, and between 1 and 2% on minor, runways. Gullies and gratings are not acceptable on the runway itself, nor are open ditches within the strip.

It is normal to have a shoulder about 3 m wide adjacent to the runway edge, sloping at 5% away from the runway, often with a subsoil drain under. Ideally, the strip will then slope away from the runway at a slope of about 1.5% to carry surface water runoff either to a storm drain system with grated inlets and manholes or, if the ground slopes away from the runway to the edge of the strip, to an open channel. Where the strip slopes towards the runway, as is permitted within the design standards, then a piped system with grated inlets has to be provided, preferably at the edge of the shoulder. Because of the flat gradients and the potential for a film of water developing, friction courses have been used on many runways in the UK. These are a thin open texture of bituminous overlay, whereby the water flows through the interstices on the impervious surface of the runway, to the edge, where the collection and disposal is normal. 24.7.3 Taxiways Permitted gradients on taxiways are such that these, also, have flat longitudinal and transverse gradients. They are dealt with in a similar way to runways. 24.7.4 Aprons The maximum recommended gradient on an apron is 1%, sloping away from any buildings to minimize any risk arising from fuel spillage. Drainage is usually by continuous grated slot drains dividing the apron into drained areas such that drainage paths are not excessively long. It is undesirable to have frequent changes of gradient on an apron. 24.7.5 Subsoil drainage Subsoil drainage may be necessary to drain low-lying waterlogged areas, or to keep a fluctuating water table well below subgrade level. Open-jointed porous pipes laid in a 'herringbone', 'parallel' or 'gridiron' system should be used. Depths should be as generous as possible, and should not be less than 0.6 m or greater than 1.2 m below the surface. 24.7.6 Stilling ponds Airports are most frequently sited on low-lying relatively flat land, and therefore it is common for problems to arise in the discharge of surface water from the airport into the natural main drainage system, particularly when the flow is high in the latter. The use of stilling ponds is common. These provide storage until the level in the main drainage system has fallen, or relieve the peak flow in the main channel. 24.7.7 Main drainage channels Another feature of airport sites is that there is often a natural major watercourse flowing across them. Where possible this should be diverted, but if this is not possible and a culvert has to be constructed, this should be sized generously, designed for aircraft loading, and be of sufficient length to pass under runway and strip.

24.8.1 Aircraft sanitation The aircraft toilets are emptied into vehicles and the contents are disposed of at airport sanitation buildings. These house macerators or comminutors which discharge into the foul drainage system. The buildings require an electrical power supply. 24.8.2 Fuel installation The supply of fuel to aircraft is normally carried out by the fuel companies who contract for a specified period. There are two means of distributing fuel to the aircraft aprons: (1) by aircraft refuellers; and (2) by a hydrant system. Aircraft refuellers are usually employed and they range from 2250 to 820001. The larger is an articulated vehicle with an overall length of 21.5m, a height of 3.65m (including radio aerial), a width of 3.2m, a turning circle of 21.4m absolute minimum and a laden weight of 911. Hydrant systems consisting essentially of a distribution network terminating in pits in the apron which contain hose couplings, have been installed at some airports but have, up to now, not been very popular for two main reasons. The first is the inherent inflexibility. The mixes of aircraft at any airport change rapidly and the parking stands on aprons have rarely remained constant for more than 2 or 3 years with the result that the hydrant point has frequently been in the wrong position almost as soon as it has been installed. The second is that the fuel companies' tenure is normally shorter than the hydrant system life and individual companies have not been prepared to finance the high capital cost. However, with the advent of very large aircraft of enormous fuel consumption, even larger fuel dispensers become less attractive and the hydrant system is likely to become of increasing interest in the future. Nose-in aircraft parking is becoming the standard with jet aircraft; this is tending to prolong the life of fixed apron stand positions and is a factor encouraging the greater use of hydrants. Both the aircraft refuellers and hydrant systems incorporate safety features which prevent the pumping of fuel if the hosepipe should become disconnected. 24.8.4 Ground movement signs These are placed adjacent to taxiways and aprons to direct the pilots. Details are given in ICAO Annex 14 and CAP 168. In addition, aircraft stand number signs are provided either freestanding or fixed to the terminal buildings or pier. All these signs will require an electrical power supply. 24.8.5 Crash and rescue services Fire engines and crash tenders are housed in buildings with quick and easy access to the aprons, taxiways and runway. The scale of provision for the UK is given in CAP 168 and the requirements are related to the heaviest aircraft in regular operation at the airport. At some airports where a crash in water is possible, rescue boats should be provided. 24.8.6 Boundary and security fences, including crash access Airports should be fenced properly and the choice of fence depends on availability and cost. Whilst a 1.2m fence is adequate over most of the perimeter, security and customs may require a higher fence topped with barbed wire strands in the terminal area separating the landside from the airside. The airside/landside fence will require manned gates at all accesses, which should be kept to a minimum.

24.8 Ancillary services

There are several ancillary services associated with the airport and the main ones are described in the following sections.

The perimeter fence should be provided with a number of frangible gates so that crash and rescue services can get quickly to the scene of any crashes which may occur outside the boundary.

24.9 Definitions
The following definitions are taken from these ICAO 'Standard and Recommended Practices for Aerodromes', Annex 14 and CAP 168, 'Licensing of Aerodromes'. 24.9.1 Aerodrome (airfield or airport) Any area of land or water designed, equipped, set apart or commonly used for affording facilities for the landing and departure of aircraft and including any area or space, whether on the ground, on the roof of a building or elsewhere, which is designed, equipped or set apart for affording facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has been abandoned and has not been resumed. 24.9.2 Aerodrome beacon Aeronautical beacon used to indicate the location of an aerodrome. 24.9.3 Aerodrome elevation The elevation of the highest point of the landing area. 24.9.4 Aerodrome reference point The designated geographical location of an aerodrome. 24.9.5 Aerodrome reference field length The minimum length required for take-off at maximum certificated take-off weight, sea-level, standard atmospheric conditions, still air and zero runway slope as described by the certificating authority or equivalent data from the aeroplane manufacturer. 24.9.6 Apron A defined area on a land aerodrome, intended to accommodate aircraft for the purpose of loading or unloading of passengers or cargo, refuelling, parking or maintenance. 24.9.7 Barette Three or more aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a short bar of light. 24.9.8 Clearway A rectangular area at the end of the take-off run available and under the control of the aerodrome licensee, selected or prepared as a suitable area over which an aircraft may take a portion of its initial climb to a specified height. 24.9.9 Crosswind component The velocity component of the wind measured at or corrected to a height of 10m above ground-level at right angles to the direction of take-off or landing.

24.9.10 Instrument approach runway A runway intended for the operation of aircraft using nonvisual aids providing at least directional guidance in azimuth adequate for a straight-in approach. Those runways served by instrument landing systems (ILS) are designated precision approach runways and are further identified as either category I, II or III dependent on the sophistication of the ILS system and the ability to permit operations in various levels of reduced horizontal and vertical visibility. 24.9.11 Non-instrument runway A runway intended for the operation of aircraft using visual approach procedures. 24.9.12 Obstacle All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight. 24.9.13 Runway effective slope The slope computed by dividing the difference between the maximum and minimum elevations along the runway centreline by the runway length. 24.9.14 Shoulder An area adjacent to the edge of a paved surface so prepared as to provide a transition between the pavement and the adjacent surface for aircraft running off the pavement. 24.9.15 Stopway A defined rectangular area at the end of the take-off run available, prepared and designated as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off. 24.9.16 Strip An area of specified dimensions enclosing a runway to provide for the safety of aircraft operations. 24.9.17 Taxiway A defined path, on a land aerodrome, selected or prepared for use of taxiing aircraft. 24.9.18 Threshold The beginning of that portion of the runway usable for landing.

References
1 International Civil Aviation Organisation (1983) International standards and recommended practices for aerodromes, Annex 14 (8th edn). ICAO. 2 Civil Aviation Authority (1984) Licensing of aerodromes, CAP 168. CAA. 3 International Civil Aviation Organization (1977) Aerodrome design manual: taxiways, aprons and holding bays. (1st edn, Part 2) ICAO, Document 9157-AN/901, Montreal. 4 Federal Aviation Administration (1965) Airport aprons, Advisory Circular AC 150/5355-2, FAA. 5 Ralph M. Parsons Co. (1975) The apron and terminal building planning report, Report FAA-RD-75-191, FAA. (Rev. March 1976)

6 Ferret, J. D. (1971) The capacity of airports - planning considerations', Proc. Instn Civ. Engrs, paper no. 7372, 50, 435-450. 7 International Air Transport Association (1976) Airport Terminals Reference Manual (6th edn), IATA. 8 International Civil Aviation Organization (1972) International standards and recommended practices: aeronautical telecommunications, Annex 108, VoIs I & II (3rd edn). ICAO. 9 Martin, F. R. and Macrae, A. R. (1971) 'Current British pavement design', paper 6, Proceedings, Conference on Aircraft Pavement Design, Institution Civil Engineers. 10 Department of the Environment (1971) Design and evaluation of aircraft pavements, DoE. 11 International Civil Aviation Organization (1977) Aerodrome design manual (1st edn) Part 4: Document 9157-AN/901, ICAO. 12 Federal Aviation Administration (1978) Airport pavement design and evaluation, FAA advisory circular AC150/5320-6C.

(d) 'Airport services manual' (1st edn) Part 1: 'Rescue & fire fighting', Document 9137. (e) 'Airport services manual' (1st edn) Part 2: 'Pavement surface conditions', Document 9137. (f) 'Manual on air traffic forecasting' (1st edn) Document 8991. (g) 'Heliport manual' (1st edn) Document 9261. (h) 'Stolport manual' (1st edn) Document 9150.

US Federal Aviation Administration advisory circulars

(a) 150/5300-6A 'Airport design standards, general aviation airports, basic & general transport' (2.24.81). (b) 150/5200-8 'Planning and design criteria for metropolitan STOL ports' (11.5.70). (c) 150/5325-2c 'Airport design standards - airport served by air carriers - surface gradient and line of sight (2.6.75). (d) 150/5325-4 'Runway length requirements for airport design' (4.5.65). (e) 150/5325-5B 'Aircraft data' (7.30.75). (f) 150/5335-IA 'Airport design standards - airports served by air carriers - taxiways (5.15.70). (g) 150/5335-4 'Airport design standards - airports served by air carriers - runway geometries (7.21.75). (h) 150/5340-4C 'Installation details for runway centreline & touchdown zone lighting systems (5.6.75). (j) 150/5340-19 'Taxiway centreline lighting system' (11.4.68). (k) 150/5340-24 'Runway & taxiway edge lighting system' (9.3.75). (1) 150/5370-10 'Standards for specifying construction of airports (10.24.74). (m) 150/5390-1B 'Heliport design guide'.

Bibliography
International Civil Aviation Organization (ICAO) publications
(a) 'International standards and recommended practices environmental protection', Annex 16 (1st edn) VoI I. (b) 'Aerodrome design manual' (1st edn) Part 4: 'Visual aids', Document 9157. (c) 'Airport planning manual' (1st edn) Part 1: 'Master planning'. Document 9134.