Batangas Airport Philippines.pdf
- 2. Table of Contents Inventory of the airport and associated ………………. 1 -2 Communities ..…………………………………………… 3-4 SWOT Analysis ………………………………………… Demand/ Capacity ……………………………………… Facility Requirements …………………………………… Development Alternatives ……………………………… Airport Layout Plan ……………………………………… Cost Estimates ………………………………………… Financial Assessment …………………………………… Socio-environmental impacts ………………………… 2
- 3. Inventory of the airport and associated In this section of the airport planning and design, the researchers will tackle the description of the main airport facilities and equipment, aviation activity, characteristics of the community that the airport serves that includes the main socio economic activities and sources of employment and the land use regulations that could affect the future development of the airport. Check-in facilities - passengers are accepted by an airline at the airport prior to travel. The airlines typically use service counters found at airports. The check-in is normally handled by an airline itself or a handling agent working on behalf of an airline. Security clearance gates - Generally people are screened through airport security into areas where the exit gates to the aircraft are located. These areas are often called "secure", "sterile" and airside Passport control - is the area where passengers are inspected for their passport , to verify if the passport is valid. Gates - is the portion of an airport that connects an aircraft with its payload. Commercial airport gates have airside components to facilitate passenger boarding and aircraft ground handling. Waiting Areas - This is where you wait for your plane. Gates usually have seats that you can sit in and televisions that show information about the Airport and current news. Gates are also the areas where you leave the airport building to board your plane. 3
- 4. Baggage reclaim facilities - This serves two purposes: first it reduces baggage theft, and secondly it helps to prevent passengers from accidentally leaving the airport with another passenger's bag that bears resemblance to their own. Customs - Customs control is mandatory for all passengers of international flights. If the passenger is carrying items that need to be declared, he/she shall fill in the Passenger Customs Declaration form. Runway The geometric design of the runway in particular, and the airfield as a whole, depends on the approach category, wing span and undercarriage width of the design aircraft, and the types of approaches performed on the runway system. Capacity and the Number of Runways Required According to FAA criteria, the hourly capacity of a single runway configuration under Visual Flight Rules (VFR) is somewhere between 50 and 100 operations per hour, while in Instrument Flight Rule conditions the capacity is reduced to 50 or 70 operations per hour, depending on the aircraft mix and navigational aids available. Runway Orientation Primary Surface Longitudinally centered on the runway, the primary surface extends 150 meters left and 4
- 5. right of the centerline and 60 meters beyond the end of the runway. (b) HorizontalSurface This surface consists of a horizontal plane, 45 meters above the established elevation of the runway, the perimeter of which is defined by 4,000 meter radii arcs centered at each end of the primary surface and connected by tangents. At Laguindingan, the airport reference point is 54.46 meters above mean sea level, and the horizontal surface has an elevation of 99.46 meters. (c) ConicalSurface This surface extends 2000 meters from the horizontal surface at a slope of 20 to 1 (5%). The lower and upper elevations of this surface are 99.46 meters and 199.46 meters, respectively Taxiways The basic requirement of the taxiway is to provide aircraft access to, and egress from, the runway. Taxiway width requirements are determined by the size of aircraft to be accommodated by the taxiway. In accordance with ICAO standards, taxiway widths, like those for runways, are determined by the outer main gear wheel span. For a Code D airport, the clearance between the edge of the taxiway and the outer main gear of the aircraft, when stationed over the taxiway centerline, should not be less than 4.5 meters. For a taxiway serving A300 aircraft, the width should be a minimum of 23 meters. Aircraft Ground Activity Requirements 5
- 6. Aircraft services that occur while it is parked in a stand position include: toilet service; baggage handling; potable water service; fuelling; air conditioning; oxygen; electrical power supply; and compressed air. Most of these functions have vehicles and/or equipment associated with them, or have some type of fixed installation established to conduct fiese services. Space for access to the aircraft and the performance of these services must be provided. AIRPORT PAVEMENT MARKINGS In order to aid pilots in guiding the aircraft on the runway, taxiways and aircraft parking apron, pavements are marked with lines and letters. Standard markings are provided to establish uniformity among airports for ease of recognition, and in the interest of safety and efficiency of aircraft operation. Air Traffic Control Tower Air traffic control towers are the facilities from which the tower personnel control flight operations within the airport's designated airspace and control aircraft and vehicles on the ground within the Airport Operating Area (AOA). The primary consideration for control tower location is to provide visibility of all portions of the AOA and the surrounding airspace. Instrument Landing System (ILS) An ILS provides pilots with radio guidance for aircraft alignment, descent gradient, and position until visual contact is made with the runway alignment. Very High Frequency Omnidirectional Radio Range (VOR) 6
- 7. The ground-based VOR transmits azimuth information for instrument approach procedures. The VOR should be located 150 meters from the centerline of the runway and 75 meters from the centerline of the taxiway. Distance Measuring Equipment (DME) The DME provides the pilot with range information (distance to or from the airport) and is normally co-located with the VOR facility. However, since the precision instrument approach to the new airport will be over water, the DME should, instead, be co-located with the LLZ. The DME will take over the functions of the marker beacons in relaying distances along the approach path of the landing aircraft. Passenger Terminal The primary function of the passenger terminal is to serve as a passenger-processing center. The passenger-processing system consists of those facilities required for the efficient handling of passengers and their baggage prior to, or after a flight. It is the element that links the ground access system to the air transportation system. Cargo Terminal The cargo terminal prevents the interference between freight and passenger traffic at the airport. Regional Land Use and Planning The proposed industrial master plan for the Corridor identifies light industrial and/or agro-industrial development as the most feasible development outside the metropolitan population centers of Nasugbu, Batangas. The implementation of the proposed 7
- 8. airport project prior to extensive planning for the economic expansion would foster a more orderly development process, The new airport facility would be located centrally within the Corridor, thus providing more equalized access to the proposed facilities while supporting the identified objective of dispersing development not only within the Corridor but also to the economic development zones throughout the region. 8
- 9. SWOT Analysis Strengths of Nasugbu Airport - High level of customer satisfaction, the company with its dedicated customer relationship management department has been able to achieve a high level of customer satisfaction among present customers and good brand equity among the potential customers. - Ideal location to allow connections using the main road of malapad na bato. - A large surface area available to the airport may allow long term expansion Weakness of Nasugbu Airport - New company brand - Inexperienced management - limited services differentiation Opportunities for Nasugbu Airport - Penetrate new growth markets, leveraging markets Nasugbu Airport infrastructure business - Aviation market growth - New customers attraction - High investment needed Threats Nasugbu Airport Facing - The increase of the Fuel price which raise the operational price rates the operational costs - Rising pay level and increasing prices in the airport can lead to serious pressure on profitability of Nasugbu Airport 9
- 10. Demand/ Capacity The main problem of the congested airports is finding an efficient and effective way of matching their fixed capacity to growing demand at the tactical and the operational level, in the short-term. The “short-term” implies any period of time, which is shorter than the time needed for planning, design, and implementation of the substantive airport capacity such as building an additional runway and the passenger terminal complex. The term “capacity” implies a throughput of a given facility. In such a context, the capacity of an airport can be expressed by the maximum number of entities that can be accommodated during a given period of time under given conditions. The entities include the aircraft operations or air transport movements, landings and take-offs, the arriving, departing, and transfer/transit passengers and their baggage, and the airfreight shipments. Estimation of the current and prospective demand has needed to be as reliable as possible and consistent in order to enable a reliable planning and design of the airport and the airspace infrastructure on the one hand, and the airline’s fleet capacity on the other. Facility Requirements Runway Runway capacity is defined as the number of aircraft movements, the combined total of landings and take-offs, which can be accommodated within an hour. Capacity is determined by average runway occupancy time-the average time between consecutive aircraft movements. 10
- 11. Primary Surface Longitudinally centered on the runway, the primary surface extends 160 meters left and right of the centerline and 65 meters beyond the end of the runway. Horizontal Surface This surface consists of a horizontal plane, 45 meters above the established elevation of the runway, the perimeter of which is defined by 4,000 meter radii arcs centered at each end of the primary surface and connected by tangents. At Nasugbu, the airport the reference point is 54.46 meters above mean sea level, and the horizontal surface has an elevation of 99.46 meters. Conical Surface This surface extends 2050 meters from the horizontal surface at a slope of 20 to 1 (5%). The lower and upper elevations of this surface are 99.46 meters and 199.46 meters. Approach Surface A surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. The three sections of the instrument approaches at the Nasugbu Airport. Taxiways Each measuring 207 meters long x 23 meters wide, are proposed for the new airport. Aircraft Parking Apron 11
- 12. The number and size of aircraft stand positions needed at the apron are determined by the number of aircraft expected to use the apron at any one time. The forecast methodology for determining the expected annual commercial aircraft movements at the Nasugbu Airport. The "highgrowth case" forecast of aircraft movements for 2011 was used to determine the number of each type of aircraft that will park on the apron, and is summarized as follows: Class 1 - Turboprop Aircraft (F50) Annual Regional Movements Class 2 - Narrow-Body Jet Aircraft (B737-300) Annual Regional Movements Annual Manila Movements Total Class 2 Movements Class 3 - Wide-Body Jet Aircraft (A300) Annual Manila Movements 3,409 2,550 2,190 4,740 1,475 Aircraft turnaround time is the time it takes to land, disembark/embark passengers, load/unload cargo, service the aircraft, and then take-off. Aviation Forecasts 12
- 13. Tourist arrivals in Batangas province are seen to reach 10.35 million this year, up 20 percent from 8.62 million last year, according to the Batangas Provincial Tourism and Cultural Affairs Office (PTCAO). The researchers estimate that 20% (2,070,000) of those travelers will be using the airport since data shows that not all travelers came from batangas. With a 20% growth of tourism per year, the Nasugbu airport estimates that an additional 414,000 tourists will use the airport in the year 2023. Development Alternatives In order to meet future demand growth and boost competitiveness, the company must come up with a development plan for the next 10 years or even 20 years. Professional consultant teams can be hired in order to study extensively the matters related to the airport’s development. Developments regarding airport runways could be implemented; maintaining the airports two runways, or adding another runway. If the airport company decides to maintain their two-runway system, extending airport facilities can be an option, facilities such as parking stands of aircraft or even the terminals. Since the extension of terminals can be implemented, additional multi-storey parking can also be built in order to prevent overcrowding of previous multi-storey parkings. Another option would be adding a third-runway, however, this proves to be more costly since another extension of terminals and car parkings will be implemented. Developments involving drainage and pollution control can or may be implemented in the future to improve quality. 13
- 14. Studies of operations on the airfield that were deemed to be a threat to water quality were conducted, including the following: ● Oil interception ● Fire Training ● Aircraft and Vehicle Washing ● Aircraft and General Maintenance Activities ● De-icing activities ● Unauthorized discharges While all of the mentioned activities pose a threat to the waterways and drainage system, de-icing can be the most concerning De-icing at airports is well known to cause problems in receiving watercourses, hence it was a major focus of the investigation. Pavements and aircraft were also taken into account. 14
- 15. Airport Layout Plans Location of Airport The land where the Nasugbu Batangas Airport will be developed is a 160 Hectare land piece. The site where the new airport will be established will be using the main road of Malapad na Bato. This road can cater to an average of 1000 cars per day. Obstacle Limitation Surfaces Terminal Area Plan Ground Access Land use plan 15
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- 17. Cost estimate - ARC 7,890,300 RUNWAYS 40,492,853 TAXIWAYS 30,638,843 VISUAL AIDS 1,387,910 AIRFIELD LIGHTING 1,337,561 FENCING 567,112 APRON 32,081,480 HANGARS 55,737,330 TERMINALS 411,157,646 UTILITIES 6,774,250 ROADS/PARKING/ACCESS 16,915,536 WEATHER REPORTING 2,013,300 FUEL FARM 4,948,197 WASH RACK 294,900 ATC 75,000,000 ENVIRONMENTAL 6,260,715 LAND ACQUISITION 300,000,000 IAP 671,970 CONTRACTOR COST 200,000,000 TOTAL COST 1,194,168,003 17
- 18. Financial Assessment- Cost break down project components ($M) Base cost Components Appraisal Estimate Actual Part 1-6 Airport improvement 91.10 13.40 Part 7 Communication and Navigation Equipment 12.20 0.00 Part 8 Crash, Fire and Rescue 12.30 0.00 Part 9 Consulting Services 11.30 8.09 Sub total 126.90 21.49 Contingencies Physical 12.80 0.00 Price 10.60 0.00 Subtotal 23.40 0.00 IDC and other change 16.70 4.19 18
- 19. Total 167.00 25.68 Socio - Environmental Impacts Environmental impacts are anticipated during both the construction stage and the operational stage. Appendix 1 presents a summary of the potential adverse environmental impacts and their mitigation measures. 19
- 20. Construction Stage Earthwork, soil excavation, building construction, and ground preparation are not expected to adversely affect Batangas. The Project’s estimated daily water requirement of 750 cubic meters (m3 ) will not affect the supply of water to the residents of Batangas City, because by 2023 two 2 new pumping stations of PrimeWater Batangas City will have been operational, adding 1,200 million liters per day of water to the supply. The air quality within the vicinity is already above the Philippine TSP standard of 230 mg/Ncm. Earthwork, soil excavation, ground preparation, and concreting activities will further increase the TSP level. However, a comprehensive system of netting to be used as well as constant daily watering of the ground will mitigate the impact. There will hardly be any fire hazard, since no combustible material will be used, and no fires will be ignited. Solid waste generated by some 500 workers at the site as well as solid waste from construction activities will be disposed of daily by Batangas City garbage trucks. Employment opportunities and other sources of income for the residents of Batangas City will be generated by the Project. Operational Stage No significant increase in the already high level of TSP of the air quality within the vicinity will be generated during operation. Nevertheless, the terminal building will be fully air-conditioned and equipped with a filtration system which will be regularly checked and cleaned. The additional aircraft movements will increase the noise level. However, flights are normally scheduled during daytime to minimize noise disruption to settlements relatively near to Nasugbu Batangas Airport. Nasugbu Batangas Airport will have its own sewerage treatment plant, which will properly treat effluents in accordance with Philippine standards. Solid waste will be sorted, treated, and then disposed of daily by Batangas City garbage trucks. 20
- 21. In the operation of the terminal building, building and fire codes will be strictly implemented. Fire extinguishers and hydrants will be installed. In assessing the magnitude of any fire hazard that may be posed by the proposed Nasugbu Batangas Airport, it is essential to state the pertinent provisions of Presidential Decree No. 1185, otherwise known as the Fire Code of 6 the Philippines. These pertinent provisions are contained in Section 8 of the Fire Code, and govern the following aspects: ● inspection requirement prior to issuance of permits and/or licenses to the owners, administration, or occupants of buildings, structures, and their premises or facilities; ● safety measures for hazardous materials; ● safety measures for hazardous operations/processes; and ● provision on fire safety construction, and protective and warning systems. A comprehensive water sprinkler system will be installed. One standard sprinkler head will cover approximately 20 square meters (m2 ) for light hazard areas, and 12 m2 for ordinary hazard areas. Light hazard areas are offices, restaurants, arrival concourse, immigration and customs areas, VIP rooms, departure area, and toilets. Ordinary hazard areas are food halls, kitchens, retail outlets, concession areas, baggage handling and claim areas, and check-in counters. ● Fire hydrants will be installed on both the ramp and street sides of the terminal building. Each fire hydrant will be manually operated. The remotest fire hydrant will be designed to deliver 2,843 liters per minute. ● The water storage tank for general water usage and firefighting will have a permanent 1-hour fire fighting water storage positioned in the service yard. ● Two fire trucks will be on a 24-hour standby basis. ● Automatic fire alarm systems will be connected to the water sprinkler system. 21
- 22. ● Fire-resistant flooring, ceilings, and walls will be used such as fiber cement boards, acoustic tiles, and galvanized iron sheets coated with fire-resistant paint. ● All exits will be sealed from smoke and heat. ● Fire exit plans will be conspicuously posted on each floor showing clearly the routes to appropriate exits. ● Self-closing fire-resistant doors made of coated metal will be used on all exits. ● Exits will be properly marked and lighted. The proposed Airport in Nasugbu Batangas will definitely have a public advantage. The major benefit will be socioeconomic. The primary long-range effects on the physical environment include the relocation of several houses near the Airport. 22