CONFIDENTIAL
(3)
Data
on oceanographic factors, available borrow materials and preferred strategy for NWNT developments, are drawn from the Northwest New Territories studies,
(4)
The nominal finished grade elevation for the runway centrelines is 9.6m for the purpose of this study.
3.2
REASONABLE RUNWAY ALIGNMENTS AND AIR ROUTES
The southeastern Deep Bay study area is constrained on the north by the territorial boundary, on the northwest by a line of compromise charted as a "Military Outer Flying Boundary", on the east by the shoreline and Castle Peak Range, and to the southwest by the loose constraint of water too deep to consider land reclamation and by marine navigation requirements in the Urmston Road. Only two general alignments for runways can be considered within this area: (1) those generally parallel to the Castle Peak Range and Deep Bay coast, and (2) those generally parallel and south of the northern border of the New Territories.
Consultants postulated several individual runway locations within this area (see Figure 3-1) and assessed the ability of each to achieve the operational criteria. Pairs of runways were then examined to see what systems of two runways might be termed reasonable configuration/alignments.
3.3
CRITICALITY OF BORDER ROUTE
take
Approaches from the northeast to the Deep Bay site area must place in a corridor between the PRC border and high terrain to the south of the border. This corridor, together with assured protection of airspace surrounding it, is critical to operation of a Deep Bay airport site. The corridor is perhaps even more critical to the operators in terms of departures to the northeast operating with profitable payloads. The corridor lies essentially parallel to the border for most of its length. It is possible to design two parallel routes in this corridor, separated by about 1500m. One route lying about 800m south of the border is not severely constrained with respect to northeast departures from Deep Bay runway locations. Economically feasible departure routes using the second route are marginally suitable for regional services as operated by Cathay Pacific. This second route is viable only as an adjunct to the primary route nearer the border.
3.4
FIRST OPTION
C
COASTLINE PARALLELS
Parallel pairs of runways along the Deep Bay coastline, including a system similar to those investigated by the Consultants in 1973/74, were examined, a combination of runways D and E in Figure 3-1. However, it is not possible to develop internationally acceptable procedures for precision approaches to these runways
from the northeast with foreseeable technology • 1973/74 it was generally thought that forthcoming technology, specifically the Microwave Landing System (MLS), could make such runways technically feasible to operate in the Subsequent developments now indicate that the MLS will be
term.
In
3-3
CONFIDENTIAL