Virginia Tech. 1 of 47. Airport Master Planning Notes. CEE 4674 Airport Planning
and Design. Dr. Antonio A. Trani. Professor of Civil Engineering. Virginia Tech ...
Airport Master Planning Notes
CEE 4674 Airport Planning and Design
Dr. Antonio A. Trani Professor of Civil Engineering Virginia Tech
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Purpose •
Planning concept to develop the ultimate version of an airport
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Includes aviation and non-aviation related sectors
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Specific Goals
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Provides guidelines for future development of the airport
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To develop physical facilities of an airport
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To account for land use impacts and airport noise compatibility standards
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To establish access requirements
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Schedule priorities in the development process
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Who Participates? Coordinated effort between groups of people •
Groups involved in master planning
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Airlines
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Airport authorities
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Engineering team
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Environmental groups
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Financial groups
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City council (community)
NOTE: Get the community involved
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Master Plan Check List •
Organization and study groups
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Inventory of existing facilities
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Forecasts of future aeronautical demand
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Capacity and delay analysis
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Facility requirements and concept development (phases and alternatives)
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Airport site selection (or infrastructure site selection if the airport is in place)
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Environmental procedures analysis (noise and water pollution)
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Master Plan Check List •
Operational simulations (capacity and delay analyses)
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Airport plans (ALP)
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Plan implementation
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Factors Considered in Airport Site Selection •
Operational capacity (airspace issues, obstructions)
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Capacity potential (land available, weather conditions)
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Ground access (distance from city centers, existing highways, etc.)
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Development costs (terrain, land acquisition, cost, soil conditions, utilities, etc.)
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Environmental consequences (noise, impact on flora and fauna, air quality, endangered species)
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Socioeconomic factors (relocation of people, changes in employment patterns, impact on industry, taxes, etc.)
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Consistency in area wide planning (impact on land use, effort on metro/regional plans, etc.) Virginia Tech
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Data Requirements (a list) •
Demand and traffic data
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Passengers (historical annual, monthly and hourly passengers)
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Aircraft (annual, monthly and hourly movements)
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Cargo (annual, monthly and hourly tonnage of cargo)
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Environmental data
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Local regulations
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Local development plans
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Existing land uses
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Local transportation plans
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Data Requirements •
Local and national noise regulation
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Physical data
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Market an modal share of access modes
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Meteorological data (winds, rain, snow and low visibility phenomena records)
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Topographical information (10 m. contours or better)
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Detailed information on existing facilities (check out the old master plans)
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Flora and fauna
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Data Requirements •
Aeronautical data Holding stacks, approaches, and climb out procedures Navaids Airways
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Financial information Revenue/expenses Debt structure Capital expenditures Assets and liabilities Legal limitations
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Data Requirements Costs •
Construction
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Detail costs
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Finishing costs
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Equipment costs
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Outputs of the Master Planning Activity Document(s) that detail the development of the airport including future expansion/construction of the airport Possible complementary documents: •
Environmental Impact Statement (EIS)
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Regional air transportation needs
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Regional economic impact study
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Sample Master Plans
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Los Angeles International Airport •
Large hub airport
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Busy ATC tower operations and complex airspace around LAX
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30.8 million emplanements per year (1999)
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779,000 aircraft operations per year (equivalent to and average of 2,135 operations per day)
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Four parallel runways (>10,000 ft. long)
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Many noise complains
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Master plan costs > 10 million (10 engineering firms involved)
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Los Angeles International Airport
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Sample Master Plan (LAX) •
An excellent example of how a complex airport master plan is developed.
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A good example on how the airport authority communicates to the community via the World Wide Web (WWW)
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See sample screens below or go to:
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http://www.lax2015.org/
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LAX Master Plan Contents • •
Table of Contents Executive Summary
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Preface
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CHAPTER 1 - Air Transportation in the Los Angeles Region
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CHAPTER 2 - Existing Conditions Working Paper
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CHAPTER 2 - Appendices A through Q
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CHAPTER 3 - Forecasts of Aviation Demand
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CHAPTER 4 - Facility Requirements
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CHAPTER 5 - Concept Development (Volume 1)
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Concept Development (Volume 2 ) Virginia Tech
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LAX Master Plan Contents •
APPENDIX A - Flight to gate assignments
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APPENDIX B - Unconstrained Airside options Simulation assumptions and results
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APPENDIX C - 2nd Iteration terminal option
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APPENDIX D - Scattergood fuel farm relocation feasibility study
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APPENDIX E - Executive summary
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APPENDIX F - 1996 Baseline airside simulation assumption and results
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APPENDIX G - Chapter5 Appendices G through H
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APPENDIX H - Aircraft operations profiles Virginia Tech
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LAX Master Plan Contents •
APPENDIX I - Passenger activity profiles (2,385 KB)
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APPENDIX J - Constrained airside alternatives simulation assumptions and results
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APPENDIX K - Supplemental information provided for the Draft EIS/EIR
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APPENDIX L - Model update information
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APPENDIX M - Description of automated people mover systems
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APPENDIX N - LAX Expressway
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APPENDIX O - Assess cargo and Ancillary facilities
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LAX Master Plan Contents •
APPENDIX P - Preliminary property acquisition and relocation plan
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APPENDIX Q - Westchester southside development
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APPENDIX R - Detailed Simmod reports for air quality purposes
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LAX Master Plan Timeline October, 1994 LAX Master Plan is initiated to address long-term issues of airport capacity, ground access and environmental impacts. Three Phases in the Master planning process: •
December, 1995 Phase I of the LAX Master Plan is completed. Research phase determines demand for air service by 2015 could reach 98 million annual passengers and 4.1 million annual tons of cargo.
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February, 1996 Phase II of LAX Master Plan is initiated. Facility requirements are assessed and a total of 30 concepts are developed and reviewed by LAWA
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LAX Master Plan Timeline •
December, 1996 Four airport development alternatives are unveiled.
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June-July, 1997 LAWA and the FAA issue Notice of Preparation/Notice of Intent to prepare EIS/EIR, followed by a series of public meetings to help define the scope of the EIS/EIR.
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August, 1997 - As a result of public input, two of the original four alternatives are eliminated.
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October, 1998 Phase III of the Master Plan is underway. A new third alternative is developed in response to issues raised during the initial scoping process and subsequent public input.
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LAX Master Plan Timeline •
June,1999 - A new four-runway alternative is added to the Master Plan. The new alternative is introduced to better balance the needs of the flying public, the business community, and the airport's neighbors. Under the new plan, LAX would accommodate 8 million fewer passengers annually than the other alternatives under study and 400 fewer daily flights.
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1999-2000 - Environmental impact assessments are completed. An Airport Layout Plan and implementation plan for the preferred alternative is developed.
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January,2001 - The Draft EIS/EIR and Draft LAX Master Plan are released. An unprecedented 180-day public comment period commences.
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LAX Master Plan Timeline •
June,2001 - Public Hearings will be held to provide opportunity for the public to voice their comments on the Draft documents.
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LAX Alternatives Do nothing (No action alternative) •
Up to 79 million annual passengers (MAP) by 2015.
Alternative A - North Runway + Terminal Mods. •
Up to 98 MAP and approximately 2,700 daily operations by 2015.
Alternative B - South Runway + Terminal Mods. •
Up to 98 MAP and approximately 2,700 daily operations by 2015.
Alternative C - Terminal and Access Improvements •
Up to 89 MAP and 2,300 daily operations by 2015. Virginia Tech
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$LUSRUt SituationLQ199
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Airports in the Los Angeles Basin
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No Action (Do-nothing) Alternative •
No new improvements will be made at LAX before 2015, with the exception of any projects that are already planned at the airport.
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No major vehicle access improvements would occur.
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Capacity and operating constraints would only allow for future annual passenger growth to 79 million annual passengers (MAP) by 2015
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Accommodation of only 3.1 million annual tons (MAT) of cargo by 2015 and approximately 2,300 daily operations.
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No Action (2005-2015)
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Alternative A - Added Runway, North •
This alternative adds a new runway on the north airfield approximately 400 feet north of the existing runways.
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The efficiency and safety of the taxiway/taxilane structures on both the north and south airfields would be improved.
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A new west entrance and terminal with additional aircraft gates, rental car facilities and parking would be added.
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A people mover would provide passenger access from a new parking garage and the west terminal to new concourses west of the Tom Bradley International Terminal and all other terminals.
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Cargo facilities would be expanded in the southeast corner of the airport.
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Alternative A - Added Runway, North •
The improvements included in Alternative A would enable LAX to accommodate 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily operations by 2015.
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Major vehicle access improvements would include the LAX Expressway, which would draw traffic off of the San Diego (405) Freeway.
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The expressway would connect to an airport ring road to provide direct access to terminals and cargo areas, thus reducing traffic on the freeway and local streets.
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The light rail Green Line would be extended into the airport to provide non-automobile, direct service to LAX.
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Alternative A - Added Runway, North
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Alternative B - Added Runway, South •
This alternative adds a new runway to the south. The existing southern runways would be relocated north in order to increase the lateral spacing between all three runways.
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The efficiency and safety of the taxiway/taxilane structures on both the north and south airfields would be improved.
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A new west entrance and terminal with additional aircraft gates, rental car facilities and parking would be added.
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A people mover would provide passenger access from two new parking garages and the west terminal to new concourses west of the Tom Bradley International Terminal and all other terminals.
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Alternative B - Added Runway, South •
Cargo facilities would also be expanded.
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Completion of the improvements included in Alternative B would allow LAX to accommodate 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily operations by 2015.
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Major vehicle access improvements would include the LAX Expressway, which would draw traffic off of the San Diego (405) Freeway.
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The expressway would connect to an airport ring road to provide direct access to terminals and cargo areas, thus reducing traffic on the freeway and local streets.
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The light rail Green Line would be extended into the airport to provide non-automobile, direct service to LAX.
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Alternative B - Added Runway, South
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Alternative B - Added Runway, South
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Alternative C - No Additional Runway •
No new runways to the airfield at LAX.
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The outboard northern runway would be relocated and the inboard northern runway would be lengthened to accommodate larger aircraft.
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Taxiways/taxilanes would be added to the two northern and southern airfields to improve safety and operational efficiency.
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A new west entrance and terminal with additional aircraft gates, rental car facilities and parking would be added.
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A people mover would provide passenger access from new parking facilities and the west terminal to new concourses west of the Tom Bradley International Terminal and all other terminals. Virginia Tech
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Alternative C - No Additional Runway •
Cargo facilities would be expanded to meet the needs of LAX through 2015.
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LAX could serve 89 MAP, 4.2 MAT of cargo and approximately 2,300 daily operations by 2015.
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Major vehicle access improvements would include the LAX Expressway.
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The expressway would draw traffic off of the San Diego (405) Freeway and connect to an airport ring road to provide direct access to terminals and cargo areas, thus reducing traffic on the freeway and local streets.
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The light rail Green Line would be extended into the airport to provide non-automobile, direct service to LAX.
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Alternative C - No Additional Runway
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Alternative C - No New Runway
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Sample Master Plan (LAX)
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Sample Master Plan (LAX)
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LAX Today
Added centerline taxiway Crossfield taxiway improvements to improve traffic between North and South complexes
Construction of the Tom Bradley International Terminal (TBIT)
Airport Planning and Design (Antonio A. Trani)
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Airports Evolve with Time (LAX Painting in 1961) Terminal 3
Satellite terminals
Terminal 2 Old ATC Control Tower Theme Building
source: Flight Path Learning Center. A.A. Trani Airport Planning and Design (Antonio A. Trani)
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Airports Evolve with Time (LAX Today - Terminal 3) Original Terminal 3
Terminal 2 now a pier terminal
Added pier connector
source: Google Earth 2013 Airport Planning and Design (Antonio A. Trani)
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Example Study: Runway 7L/25R Runway Safety Area at LAX
source: LAWA
http://ourlax.org/LAXRunway7L25R.aspx Airport Planning and Design (Antonio A. Trani)
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Current Runway Lengths and Layout
RWY 7L/25R is 12,091 feet long
source: FAA Airport Planning and Design (Antonio A. Trani)
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Runway Safety Area Needs
The airport authority wants to comply with RSA dimensions for FAA ARC V
Airport Planning and Design (Antonio A. Trani)
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Screening Process and Alternatives
Table of RSA Alternatives source: LAWA Airport Planning and Design (Antonio A. Trani)
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The Situation on Runway 7L End
711 feet Runway 7L
ILS Localizer Antenna for Runway 25R Runway 7R
Airport Planning and Design (Antonio A. Trani)
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The Situation on Runway 25R End
168 feet
Runway 25R Displaced threshold for Runway 25R Airport Planning and Design (Antonio A. Trani)
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RSA Extension on Runway 7L End
source: LAWA Web site Airport Planning and Design (Antonio A. Trani)
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Runway 25R ILS Localizer Antenna
• Note that at the location of the localizer a hill is evident
ILS Localizer Antenna
source: LAWA EIS Study Airport Planning and Design (Antonio A. Trani)
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A Proposed Solution : Standard RSA
source: LAWA Airport Planning and Design (Antonio A. Trani)
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Final Solution Adopted
Note the use of a Declared Distance Concept Airport Planning and Design (Antonio A. Trani)
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Airport Noise and the Master Plan •
An Important output of the Master Plan process if the evaluation of environmental impacts
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Noise is a major problem in the expansion of existing airports
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Noise is perhaps the most systematic constrain at enhancing the capacity of airports in the world
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Some airports have taken 30-40 years to evolve due to noise constraints
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Virginia Tech Airport •
Small rural airport
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Non-tower operations (no ATC system resident at the airport)
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17,000 operations per year
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4,550 ft. runway (serves 100% of the aircraft population below 12,500 lb.)
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Few noise complains
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Master plan costs = $100,000 (URS-Greiner)
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Virginia Tech Airport (Current Layout)
Source: 1995 Virginia Tech Airport Master Plan
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Virginia Tech Baseline Scenario •
Represents the level of activity recorded between August 1999 and August 2000
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16,972 operations
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56% of the operations are instruction flights
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Only 5% of the flights are night time operations
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11 representative aircraft
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Modeled gyrocopter and local helicopter operations
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INM 6.0a Results (Baseline Scenario) Baseline Noise Contour Results for BCB Airport (Average Day). DNL Level
Population Affected
Area of Contour (km2)
Area of Contour (mi2)
Area of Contour (acres)
25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0 75.0
90634 77926 51368 12642 4206 868 862 0 0 0 0
261.456 138.433 49.682 18.035 6.809 2.784 1.062 0.382 0.115 0.034 0.001
100.949 53.449 19.182 6.963 2.629 1.075 0.410 0.147 0.044 0.013 0.000
64607.1 34207.5 12276.6 4456.6 1682.6 688.0 262.3 94.3 28.4 8.5 0.2
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Baseline Scenario Noise Contours 35
DNL Contours
40
55
45
60 65
50
70 50
35
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