infrastructure engineering and management process of airport.pptx.pdf

8/19/2019 infrastructure Engineering and Management Process of Airport.pptx.pdf

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LINGGA FADYA PUTRI

INFRASTRUCTURE engineering and management process of airport


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• Infrastructure engineering addresses the building, managing, and evolving of the

environment that supports the processes, physical resources such as facilities,hardware, software, tools, and human resources such as engineers,

programmers, administrators, help desk, required to support the development,

operation, and sustainment of infrastructure technology applications.

• One of infrastructures engineering is transportation infrastructure engineering

that include road, railways, canals, seaport, airport, ferries, and so on.

• An Airport is a location with facilities for commercial aviation flight to take off and

land.

• Infrastructure Management is the management essential operation components

for overall effectiveness.


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• There are some goals that can be obtained from the airport planning in one

state, region, or country, such as:

It can improve economy of the society and public welfare with the creating of

new jobs.

It can develop regional tourism.

The opportunity for more frequent exchanges of information has beenfacilitated, and air transport is enabling more people to enjoy the cultures and

traditions of distant lands. Means that it facilitates the movement of goods

and people from one place to another.

As effective infrastructure for mitigation of natural disaster.

Sometimes, it has impact to open the isolated region

Support the effectiveness of the implementation of the government

administration.

Help the defense and security of the state.


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• In the airport system planning procces, there are some evaluations of the basicariport system plan report in relation to existing condition of the airport. Theevaluation have aims to identify the existing condition and identify changes orconstrain that affect the validity of the existing plan. Spesific example that needfrequent evaluates include:

Geotechnics

Drainage

Pavements/recycling

Geometrical layout Runways and taxiways

Aprons

Airside/landside roads and parking

Project and construction management


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One example of engineering evaluations is airfield pavement strength. In this part,one case of airfield pavement strength is taking as aplication of engineeringevaluation.

In 2010, the Bremerton National Airport conducted an updated evaluation ofpavement condition and strength ratings for the airfield. The evaluation was

based on engineering analyses of pavement sections, which produced slightlydifferent strength ratings than published data (table 1) compares publishedpavement ratings with the updated evaluations. The airport’s 2010 pavementevaluation estimated remaining useful life of the runway pavement to begreater than 20 years, with the exception of a small section at the north end ofthe paved overrun, which was estimated to have 5 to 10 years of useful liferemaining. During a recent site inventory, runway pavement was observed tobe in good or very good condition, consistent with its age and the findings inthe recent evaluations. The runway pavement strength appears to beadequate to accommodate a wide range of aircraft used in general aviation,commercial and military aviation.


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In 2010, the Bremerton National Airport conducted an updated evaluation of

pavement condition and strength ratings for the airfield. The evaluation was based

on engineering analyses of pavement sections, which produced slightly differentstrength ratings than published data (table 1) compares published pavement

ratings with the updated evaluations. The airport’s 2010 pavement evaluation

estimated remaining useful life of the runway pavement to be greater than 20

years, with the exception of a small section at the north end of the paved overrun,

which was estimated to have 5 to 10 years of useful life remaining. During a recentsite inventory, runway pavement was observed to be in good or very good

condition, consistent with its age and the findings in the recent evaluations. The

runway pavement strength appears to be adequate to accommodate a wide range

of aircraft used in general aviation, commercial and military aviation.


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In 2012, Bremerton National Airport was evaluated again, and table 2 summarizes

airfield pavement conditions for Bremerton National Airport based on the 2012inspection and the predicted conditions in 2015 and 2020. Airfield pavements are

assessed using the Pavement Condition Index (PCI). The PCI inspection quantifies

the types, severities, and amounts of distress observed in the pavements through a

visual inspection. The evaluation is quantified using a scale from 0 (failed) to 100

(excellent). The PCI ratings reflect the type and age of pavement and visuallyobserved surface conditions (weathering, cracking, other distress). The engineering

analyses conducted by the Port provide an indication of anticipated pavement

performance based on the composition of pavement and base sections and the

quality of the underlying soils.

1


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• Economic and financial analyses of major airport projects are very important

component of proposals seeking government funding or private financing thathave important contribution to a State’s economy by generating employment and

other economic activity.

• When airport projects are publicly funded, a methodology that reflects both the

public and private benefits and costs of the project should be considered. Cost-

Benefit Analysis (CBA) identifies the investment option that best conforms to theeconomic goal of maximizing net societal benefits. This obviously goes well

beyond a financial evaluation that focuses on the project’s financial accounts

and cash flows

•

So, there are differences between between a financial evaluation and a CBA onthe treatment of capital costs.

financial evaluation would normally re-state the capital costs into annual

depreciation and interest expenses

CBA measures capital costs by the cash expenditures required in future

years — not by depreciation and interest


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In financial evaluation most evaluations begin with an estimate of the project’s

capital cost, projected output such as passenger enplanements or aircraft

operations, and annual revenues, expenses and deductions. Pro-forma earnings

statement, debt redemption schedules, and statements of cash flows are also

typically prepared.

A properly completed financial evaluation will provide a complete assessment of

the cash flows, including the risks of the downstream revenues associated with

each investment option, and also assist with choosing between alternative

solutions. How the evaluation is conducted is largely dependent on its targetaudience.

Some alternatives measures such as NPV, IRR and Payback periods are used

to summarize financial attractiveness of proposed project.

Benefits and costs do not necessarily follow the same distribution of cash flows

arising from a financial evaluation. In addition, benefits accruing to aviation users

may be insufficient to cover the total cost of the project.


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• Forecasting is basic to all planning and design, where plans for design and

development of the airport depend on forecast for the future. Moreover,forecasting is guide to developing new or expanded facilities, determination of

financial feasibility, mitigation of environmental impacts, and conducting a

complete master plan for the airport development

•

Forecasts are typically prepared for short-term period (up to 5 years) that usedto justify near-term development, medium-term period (6 to 10 year time frame),

long-term period (10 to 20 year) that used to plan major capital improvement and

also to assess the need for additional airports.

• Forecasts of passenger volumes are translated to space requirements for the

terminal building facilities. forecasts of aircraft movements are translated to therunway, taxiway, and apron needs, as well as to the need for air traffic control

systems.


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• One example of forecasts are used to determined the space requirement for

new terminal or the expansion of existing facilities. For its requirement, there are

significant number of traffict characteristic that need to be forcasted, such as

total number of passengers for the design period, domestic, commuter and

international passenger ratios at peak hours, seasonal variations in demand,

volumes of transfer and/or transit passengers for each type of traffic, number of

passengers, bags and well wishers, distribution of dwelling times of passengers,

and sometimes origin and destination of flights for immigration, customs, and

health control purposes• Forecast to project the mix of aircraft and the types of aviation activity at an

airport site is necessary to identify the critical aircraft which dictates the

elements of geometric and structural design, the type and extent of physical

facilities, the navigational aid requirements, and any special or unique facility

needs at the airport


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From example and explanation before, the principal items for which estimates are

usually needed include:

• The volume and peaking characteristics of passengers, aircraft, vehicles, and

cargo• The number and types of aircraft needed to serve the above traffic

• The number of based general aviation aircraft and the number of movements

generated

• The performance and operating characteristics of ground access systems


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Level of ForecastingIn aviation, the level of forecasting determines as in economic, that is done on two

level:

• Aggregate forecast is for total aviation activity in a large region such as a

country, state, or metropolitan area with the variables like total revenue

passenger-miles, total enplaned passengers, and the number of aircraft

operations, aircraft in the fleet, and licensed pilots in the country

• Disaggregate forecast is for activity at individual

• airports or on individual routes, with the variables like the number of

originations, passenger origin-destination traffic, the number of enplaned

passengers, and the number of aircraft operations by air carrier and general

aviation aircraft at an airport.


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Forecasting MethodThere are many kids of forecasting methods, but there are four major methods thatusually used on airport planning:

• Time series method, time series analysis essentially involves extrapolating orprojecting of past examination of historical activity into the future withassusmption that past examination will continue to exhibit similar relationshipsin the future.

• Market share method, where current activity at an airport is calculated as ashare of some other more aggregate measure for which a forecast has beenmade

• Econometric modeling, is a multistep process in which a casual relationship isestablished between a dependent variable and a set of independent variablesthat influence the demand for air travel. This method is the most sophisticatedand complex technique in airport demand forecasting.

• Simulation modeling, often used when one needs very detailed estimates ofaircraft, passengers, or vehicles. By using this method, planners can assess theneeds of thenetwork or a component of the airport to handle theestimateddemand.


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Airport DesignIn this part, there are two type of airport design that will be discussed, the first is

passanger terminal design and the second is arcraft movement design. Passanger Terminal Design

An airport’s passenger terminal acts as the interface between the airside andlandside functions of the airport and also the point at which people transferbetween air and land transport modes. So, there are three passenger terminal

concepts that meet basic planning criteria in development of passanger terminalsuch as easy orientation, simplicity, minimise walking, minimise level changes,minimise pax cross-flows, compatibility of facilities with aircraft characteristics,built-in flexibility to accommodate future changes in dynamic industry, trafficpeaking characteristics, transfer volume and connecting times. There are a

range of facilities that are usually provided in an airport passenger terminal:landside interface facilities, passenger processing areas (including securityscreening), passenger holding areas (including commercial facilities), internalcirculation, airside interface facilities, airline and support areas.


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In passanger terminal design, a more or less standard process has evolved over

the years for the design. And It consists of four steps:

1) Forecasting traffic levels for peak hours, the objective The objective of this

exercise is to produce highly detailed, peak-hour demand scenarios for thedesign day many years ahead. Design exercises furthermore frequently develop

hour-by-hour traffic scenarios for the design day, down to the level of a specific

schedule of flights, for which assumptions must be made concerning the type of

aircraft involved, their origin or destination, load factors, percentage of transfer

or transit passengers, etc

2) S ifi ti f l l f i t d d th bj ti h i t if


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2) Specification of level-of-service standards, the objective here is to specify

explicitly level-of-service (LOS) standards for waiting times and space

allocation (i.e., the number of square meters per space occupant) at the

processing facilities, the holding areas and the passageways of the

terminal. This process would proceed as now, with two exceptions.Performance Standars are translated to expectations of service standards

into quantifiable measures such as processing speed (check-in process,

immigration clearance, baggage delivery), fucntionality standart (minimum

connecting time), availability (flight monitor, escalator, trolleys).

IATA’s LOS Framework consisting of fix categories

Level Of Service for Pax

3)Fl A l i d d t i ti f d i t th


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3)Flow Analysis and determination of server and space requirements, there are

essentially three ways:

• Formal applications of queuing theory, have no proven efficinet for design

because because the processes in airports are essentially never in a

steady-state condition that can be analyzed• Graphical analyses using cumulative diagrams, is proven for analysing

and designing the spesific element of terminal such as departure lounge

and ticket counter by presuming that the pattern of load data is kown.

•

Detailed computer simulations, provides the investigating the flowthrouhout an entire building.

4) Configuration of Servers and Space. The final design integrates the above

steps. In this case good design should define solutions that will perform well

over the range of possible circumstances, and that can be demonstrated to

be preferred to others


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Aircraft Movement Design

The heart of any airport is the movement area, or airside area, comprising the runways,taxiways and aprons.

Forecasting and benchmarking can help provide an estimate of essential planning

information, passenger movement activity to be accommodated over time. Morespecifically, it can help determine such things as the likely future: numbers of aircraft andpassengers movements, aircraft types, mix of operations (eg. RPT, GA, charter,training), fleet mix (eg. fixed/rotary wing, single/twin engine, jet/turbo-prop), timing ofpeak operations, seasonality of operations, origin and destination of aircraft/passengers,approach procedures (non-instrument, non-precision, precision), security requirements.

forecasts should attempt to predict the number of aircraft movements, type of aircraft,nature of the traffic, and other criteria essential in determining the movement arearequirements (eg. number, layout, and dimensions of runways, taxiways, and aprons).Runways, taxiways, and aprons consume large areas of land, both of runway andtaxiway are the essential starting point for planning the airport layout.


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Runway• There are four types of runway configurations:

1. Single Runway

2. Parallel Runways

3. Intersecting Runways

4. Open V runways

• Runway Orientation

The orientation of a runway is defined by the direction, and typically be orientedas closely as practicable in the direction of the prevailing winds. The FAArecommendeds that the wind coverage is less than 95 percent a crosswindrunway.

• Runway Length

FAA has published “Runway Length Requirements for Airport Design”, thatconsist of data which is used for estimating runway length, suhc as Designationof a critical aircraft, the maximum takeoff weight of the critical aircraft at theairport, the airport elevation, the mean daily maximum temperature for thehottest month at the airport, the maximum different in elevation along the runway

centerline.


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Aprons•

Holding ApronThere are many configuration of holding apron, but the recommendations for

the minimum separation between aircraft on holding aprons are the same as

those specified for the taxiway object-free area. Holding pads must be designed

for the largest aircraft which will use the pad.

• Terminal Apron and Ramps

The aircraft parking positions on the ramp are sized for the geometric properties

of a given design aircraft, including wingspan, fuselage length and turning radii,

and for the requirements for aircraft access by the vehicles servicing the aircraft

at the gates.• Terminal Apron Surface Gradients

The slopes of the apron should not in any case exceed 2 percent for utility

airports and 1 percent for transport airports. At gates where aircraft are being

fueled every effort should be made to keep the apron slope within 0.5 percent.


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infrastructure engineering and management process of airport.pptx.pdf

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