TNAG-0962-FCO40-1181-Possible-new-airport-for-Hong-Kong-1980 — Page 15

to include a shorter runway with. independent midfield facilities principally to serve regional traffic during the busy hours;

(b)

to changes in the types of aircraft;

(c)

to shifting patterns in the use of aircraft;

(a)

to rates of traffic growth different from those forecast;

(e)

to improved airspace management and navigation technology.

It may even be possible to develop a third runway to the north when the demand warrants it.

32.

The timing and layout of the second and subsequent runways will require further study during the Master Planning and construction of the Phase I airport.

The air operations, civil engineering and environmental implications of the proposed Phase I and Phase II layouts

a) Air operations implications

33.

As the original consultancy in 1973-75 had noted potential constraints on Chok Lap Kok's operational capability from terrain some distance from the proposed site, in 1979 the Consultants placed emphasis on determining whether the full capability of the site could be realized. Their studies centred around

*

(a) the meteorology at the site;

(b)

the terrain and airspace associated with the site;

(c)

the site's suitability with regard to aircraft performance; and

(a)

34

its suitability with respect to 'separation criteria' for aircraft operating to or from the runways.

As to (a) in paragraph 33 above, meteorological data obtained from the station at the site has so far indicated that there are unlikely to be persistent wind or temperature constraints on the use of the site.