TNAG-1174-FCO40-1476-Proposed-replacement-airport-for-Hong-Kong-at-Deep-Bay-or-Ch-1982 — Page 38

CONFIDENTIAL

3.8.4

-

Departure and Approach Tracks

Departure and approach tracks have been examined in sufficient. detail to be assured that the area can accommodate a viable route structure for all-engine standard instrument departures (SIDS), engine inoperative routes (Subject to operator concurrence), standard terminal arrival routes (STARS) and satisfactory precision instrument approaches and associated missed approaches.

3.9 FACILITY IMPLICATIONS (See Figure 2-1)

A general analysis of facility development potential has been undertaken for Scheme "A":

a.

b.

to be reasonably satisfied that the area facility requirements estimated for 1995 Hong Kong replacement airport can be logically accommodated within approximate reclamation boundaries of the

site, and

to broadly configure facilities in such a manner that future expansion is facilitated.

will

Both of these purposes have been met by a broad review of dimensional requirements for facilities and operations. Scheme "A" boundaries, as outlined for establishing orders of cost, permit development of the estimated 1995 facilities. Future expansion to a 1500 meter spaced parallel runway configuration has also been considered in the general placement of 1995 facilities. It appears that detailed planning can be developed to establish a very workable progression of facilities to complement increased operational capability.

3.10

HEIGHT LIMITATIONS

Safeguarding of the Deep Bay site and its associated off-airport navigational aids should be considered early in the planning process if the location is to be considered for further study. Application of International Civil Aviation Organization (ICAO) Annex 14 and the AN(OT)0 criteria (See Figure 3-5) impose certain height restrictions to development of the NWNT.

Although Scheme "A" is the scheme selected which fully meets the constraints of the brief, a logical development arrangement would protect future expansion into Scheme "B". The preliminary safeguarding map protects that option.

Although the runway protection surfaces are the most restrictive, insofar as NWNT development is concerned, the inner horizontal surface height of 55 APD must also be considered. Because of the high ground in the Castle Peak range area, some "shielding effect" may provide some relief to tall structures in the area northeast of this range. A case-by-case evaluation would likely

be required.

3-14

CONFIDENTIAL