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It would be incorrect to characterize the Chek Lap Kok site as an ideal environment for flight operations, but in the context of Hong Kong terrain, it is the best site available. The prism of airspace northeast of the runway area is somewhat more constrained than an ideal airport site. The application of current rigorous standards to define procedures and obstruction clearances results in a constrained operational environment for a multirunway airport. In the Consultants' opinion, however, the tech- nology of airspace management and the precision and confidence in air navigation in constrained terminal areas will improve considerably in the next 10 to 20 years. These improvements will be such that, when the full capabilities of the configuration are needed, virtually no constraints will exist to the operation of the proposed two-runway airport at Chek Lap Kok.
In terms of aircraft performance and certification stan- dards, the initial runway will meet the most rigorous recommendations of the International Civil Aviation Organization (ICAO) for protected departure obstacle clearance limitations of 1.6% in both directions. Each runway meets the criteria to the southwest, and the second runway applies a 2% obstacle clearance limitation to the northeast. The proposed two-runway airport imposes no constraint on the traffic in view of the expected use patterns of the runways.
The term "separation criteria” applies both to permissible longitudinal spacing between aircraft operating to or from a runway and to the permissible lateral separation distance between parallel runways. The long-term
AMP PARSONS OVERSEAS COMPANY WILDUR SMITH & ASSOCIATES
capability of the Chek Lap Kok airport site depends on these two closely-related subjects. Each factor was studied carefully as part of the current work. Theoretical studies were conducted to define the minimum permissible lateral separation between runways while maintaining a satisfactory degree of independence. Both an analysis of the available airspace northeast of the site and a study of the optimum spacing between parallel runways led to the conclusion that a pair of runways separated by 900 m at centreline appeared to offer the most useful configuration for the replacement airport.
The investigation of alternative airport layouts involved a series of working sessions with participation by the Consultants, CAD experts, and other agencies and branches of the Hong Kong Government invited by the Director of Civil Aviation. At the first working session, the Consultants presented for consideration more than 20 schematic airport layouts. In later sessions, these layouts were reduced to nine alternative schemes and, finally, to a single pilot scheme. After refinement, the selected scheme became the pilot airport layout (Figure 9).
The longest runway will enable all aircraft forecast to use the airport to operate on a typically hot day at design stage length carrying maximum payload. The second runway is planned to permit any aircraft to fly 80% of its design stage length at maximum payload. The two runways are paved for 3,600 m and 2,800 m, respectively, and the use of clearways is envisioned to extend their capability. All other dimensions of the airfield geometry conform with current ICAO recommendations.
COLLINS MELVIN WARD PARTNERSHIP CIVIL AVIATION AUTHORITY (UK)
The study of air operations included an extensive analysis of alternative development timing. The analysis made use of fast-time computer simula- tions of the selected pilot layout, both in its one- runway initial configuration and in the developed two-runway scheme. In simple terms, the model simulated the movement of aircraft from a common point on the approach path to a destination on the airport and then from that position to takeoff. A 1995 busy day schedule (Figure 12) was developed as part of the forecasting task to operate the model. The description of the airport for the model is shown in Figure 13.
The runs performed with the fast-time simulation model led to several hypotheses about the timing of development options. In one simulation, the initial Phase I single-runway airport was deliber- ately overloaded; the results indicated that the scheme would be superior to the Kai Tak Airport and, most important, that it could operate well beyond its calculated capacity with only moderate levels of delay. The developed two-runway airport could handle all of the projected 1995 demand, as expected, with considerable unused capacity. The significant result of the simulation was a clear indication that there may be opportunities to defer development of a second runway. The Consultants recommend a thorough review of development timing options for the second runway during the Master Plan activity.
WILHUR SMITH & ASSOCIATES
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LEGEND
TERMINATING FLICHY
- ORIGINATING FLIGHT
TTICLE
TYACHISH OF FURNAROSMO
FUCK
CAROR FLIGHTS
PASSENGER FLIGHTS -WIDE AGGY AIRCRAFT FASSENGER FLIGHTS - NEW GENERATOR MEHUM
CAPACITY AIRCRAFT
ni
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Figure 12 - 1995 Design Day Schedule
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•GOLLINS MELVIN WARD PARTNERSHIP • CIVIL, AVIATION AUTHORITY (UK) PARSONS OVERSEAS COMPANY AMP-
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