The selected pilot scheme is presented in its initial single- runway configuration in Figure 8. Perhaps the one most important characteristic of the scheme is its adaptability:
(1) To changes in the character of the air
transport system.
(2) To shifting patterns in use of air vehicles.
(3) To rates of traffic growth different from
those forecast.
(4) To altered patterns of airspace manage- ment and navigation technologies.
Given the expected gains in airspace technology, this initial runway and its supporting infrastructure will probably be capable of sustaining a continuous hourly demand considerably greater than that which can be accommodated at Kai Tak. Further, because it could be used on a 24-hour basis, it is capable of a much larger volume of annual aircraft movements. Therefore, it should not be compared with the Kai Tak facility.
Although the Phase I runway configuration may be considered to be fairly definite, the facilities layout should be regarded as preliminary. A comprehensive Master Planning activity is required to confirm the optimum configuration of airport elements.
Figure 9 (next page) shows a feasible expansion of the runway system and terminal facilities. The modular principle reflected in Phase II illustrates an added shorter runway that is intended to provide additional capacity for the extended operational busy hours. These busy hours are expected to continue to be dominated by regional traffic that can be served easily by the shorter runway. In essence, the second runway and the midfield area serving it would be used during the peak demand hours. The first runway would carry the routine loads.
It must be noted that the developed two-runway scheme, designed to meet the forecast needs of the 1995 planning horizon, requires careful study and further investigation in a Master Planning phase to investigate the expansion alternatives and optimize facility locations.
There are possibilities to develop a third runway to extend the pilot scheme capability. In the course of developing the several alternatives, the dual-lane runway system and other long-term expansion options were explored. The Master Planning phase of the work should continue to explore additional alternatives for second- and third-runway expansion plans.
Finally, a scale model was developed to characterize the developed two-runway airport scheme. A photograph of the model is shown in Figure 10.
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