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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
RMP PARSONS OVERSEAS COMPANY WILBUR 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.
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