Hogeschool van Amsterdam Domein Techniek Aviation Studies Hogeschool van Amsterdam
Domein Techniek
Aviation Studies 2011 – 2012
Project Airport Operations
Project group AE Nick Antwerpen Joey Bakker Kevin van der Hart Bart van der Heijden Frank Mars Lars Veling Daniël van der Weijden
Project guide D. V. Kerstens
Date 23 May 2012
Airport consultancy group AE Hogeschool van Amsterdam Domein Techniek Aviation Studies Summary
Project group AE has been working on an advice to the Dutch government, on the best possible future solution for the growing shortage of capacity at airports in the Netherlands. To fully understand this problem and to provide the government with the best possible solution, general airport theory is first researched. Air traffic is generally divided in Civil aviation and military aviation. Civil aviation is subdivided in Commercial aviation (CA) and General aviation (GA). Aircraft can fly under two types of flight rules. Visual Flight Rules (VFR) are flight rules based on navigation by landmarks on the ground, instrument Flight Rules (IFR) is based on navigation by using the instruments on board an aircraft. Airspace is divided in different categories, ranging from Class A to G. Class A airspace is the most strict airspace and class G the least. Airspace is further divided in upper airspace, CTA, TMA, and CTR. At an airport, various services and facilities are present. These services and facilities are divided in passenger and cargo services/facilities, runway and taxiways, flight facilities and navigation facilities and its adherent services. Airports are subject to various laws and regulations. The three most important regulation are noise laws, air safety regulations and regulations for buildings around an airport.
The four airports in this research are Amsterdam Schiphol airport, Eindhoven airport, Rotterdam airport and Lelystad airport. Amsterdam Schiphol airport handled 420.250 flight movements in 2011 and is expected to grow to 803.500 movements in 2030. This growth will not cause problems with the capacity of 1.400.000 flight movements. Eindhoven airport handled approximately 22.000 flight movements. In 2030, a total number of 44.000 flight movements. The capacity of Eindhoven airport is 120.000 movements and will not cause problems. Rotterdam airport dealt with 53.900 movements in 2011 and is expected to grow to 103.100 movements. Its capacity is 100.000 movements, this capacity will be exceeded. Lelystad airport handled 134.000 flight movements in 2011. In 2030, 256.200 movements are expected. This is a large excess of the capacity of 100.000 movements. With this information, a multi airport system plan can be constructed. The surplus of flight movements at Lelystad airport will be distributed to Eindhoven airport, Rotterdam airport and a new VFR airport. The surplus of IFR flights at Rotterdam will be moved to Schiphol airport. This MASP ensures a good development of the Dutch aviation and expansion is possible in the future.
The new VFR airport that will be build should handle approximately 66.700 flight movements. Three possible locations for this airport are Lage Mierde, Dinteloord and Soesterberg. By looking at various aspects of advantages of each airport, Soesterberg is chosen as the best location for a VFR airport. Soesterberg airport is able to handle at least 67.000 flight movements each year. Soesterberg is an old military airport and can be relatively cheap renovated to a modern VFR airport. It will have two main runways, one concrete and one grass runway. In addition, a small grass runway for glider pilots will be created. The main entrance will be to the west of the airport and the aircraft hangars will be in between the two runways.
Soesterberg airport will have the opportunity to expand when a larger capacity is required. It can even be reconstructed for IFR traffic. Therefore, a recommendation is given for this multi airport system plan, which incorporates renovating Soesterberg airport, with the discussed airport master plan.
Airport consultancy group AE Hogeschool van Amsterdam Domein Techniek Aviation Studies Table of Content
Preface ...... 1 Chapter 1: Basic theory ...... 2 1.1: Air traffic ...... 2 1.2: Airspace ...... 3 1.3: Airport ...... 5 1.4: General Legislation ...... 8 Chapter 2: Dutch airports ...... 13 2.1: Expected growth ...... 13 2.2: Schiphol airport ...... 13 2.3: Eindhoven airport ...... 15 2.4: Rotterdam – The Hague Airport ...... 16 2.5: Lelystad airport ...... 17 2.6: Multi airport system plan ...... 19 Chapter 3: Design options ...... 22 3.1: Requirements ...... 22 3.2: Location ...... 22 3.3: Layout ...... 26 3.4: Conclusion ...... 29 Chapter 4: Airport elaboration ...... 30 4.1: Certification ...... 31 4.2: Facilities ...... 32 4.3: Expansion Possibilities ...... 33 4.4 Financial aspect ...... 33 4.5: Recommendation ...... 36 List of terms ...... 37 Literature list ...... 39
Airport consultancy group AE Hogeschool van Amsterdam Domein Techniek Aviation Studies
Preface
The aviation market is growing rapidly due to further growing businesses and the need that people want to travel to foreign countries. In Holland the aviation grows quickly also, but the Dutch aviation has his limits due to the few airports and required space needed for this growth. The Dutch government has contacted Aviation Project-group AE to investigate the substantial growth in the Dutch aviation and look for possibilities to take advantage of the upcoming growth. The estimated average growth will be 3,47 percent a year so there will be a limit within these years and aviation project-group has to investigate what the growth until 2030 will be and on which elements the growth has more influence and which not. Here fore they have to write a plan to redistribute the flight movements between the already existing airports and on these number design a new extra airport to enhance the growth in the Dutch aviation. The aviation project-group AE consists of seven young men that have different knowledge in the aviation scene to investigate this growth and will therefore have a substantial amount of potential to form a redistribution and create a new design of the necessary airport that will be designed.
Project-group AE will be assisted by Engineer Kerstens and can consult him or many documents to have the right sources and collected knowledge. To understand the complete investigation and its terminology the basics of an airport and its adherent features will be explained. Subjects like different type of flight traffic (military or civil) are investigated. The different airspaces that surround an airport and the different airspaces or airspace-setups that are currently used in Holland are also described in this report. The topic that has the most variety factors is the airport itself, factors like passenger facilities, safety and regulations are main factor and those are obviously mentioned (1). The basic knowledge is collected and the investigation on the given airports can take place. The situations on Schiphol, Eindhoven, Rotterdam-the Hague and Lelystad have to be known on its current situation, expected growth and the given limitations to create a Multi Airport System Plan on all gathered data (2). When a MASP is finished the type of airport is and its necessary flight movements is clear and the design option can be assessed. Design options include multiple subjects like, regulations and requirements, the comparing of the best locations the types of layout that can be used for this type of airport and the final conclusion which location and layout will suite the best (3). All elements are available to design our new airport and the final chapter will describe the preparations for the construction of this new airport and the facilities, utilities and services that will be installed on this airport. All elements will be mentioned again and what the eventual design will be of the new airport (4).
Sources that are read trough are airport data from year reports of the relevant airports and the EASA, IATA and ICAO airport/aerodrome regulations and requirements. Expected growths are assessed on the economic growth sources and compare the average figures from the past years and create an average economic growth on the aviation growth figures of airliners and the European statistics. This report is written on the basics of van den Hoeven ‘bouwen aan je project verslag” Amsterdam 2011.
Airport Consultancy group AE 1 Hogeschool van Amsterdam Domein Techniek Aviation Studies Chapter 1: Basic theory
Current aviation air traffic can be divided into several types of traffic (1.1). They are divided into their use, civil or military, or how they are operated, visually or instrumentally. Air traffic operates in different air spaces. These airspaces can also be divided into different kinds (1.2). This differs from very strictly regulated till not regulated. Because air traffic cannot be airborne forever, they need places to land (1.3). These airports have many different facilities that are necessary to keep the aircraft operational. But all these facilities need to be regulated by law. All these laws are captured in several different files (1.4).
1.1: Air traffic To understand how the airspace is classified and why there are differed kinds of airports, the different types of air traffic and their purposes must be known. The air traffic can be divided in two major categories. The first category is civil aviation (1.1.1), which consists out of all the aviation except military aviation. Therefore the second category is called military aviation (1.1.2). Besides the different purposes of air traffic, it is also possible to divide air traffic in the way they navigate, called flight rules (1.1.3).
1.1.1: Civil aviation Civil aviation is all the non-military air traffic, and consists of private and commercial purposes. Civil aviation can be divided into commercial aviation (1.1.1.a) and general aviation (1.1.1.b).
1.1.1.a: Commercial aviation Commercial air traffic is air traffic with the purpose of making profit. The most common way of commercial air traffic is the transport of passengers, cargo and mail. The commercial air traffic can be divided into two categories:
1. Scheduled air traffic 2. Non-scheduled air traffic
Ad 1. Scheduled air traffic Scheduled air traffic are pre-set flights on a particular route, time and on a regular basis. These flights can be booked directly by the airline companies and fly regardless the amount of passengers.
Ad 2. Non-scheduled air traffic All sorts of commercial air traffic that do not fly on a standard schedule, is the non-scheduled air traffic. An example of this is a charter flight with a chartered aircraft by a holiday company.
1.1.1.b: General aviation General aviation (GA) consists of all flights besides the commercial and military aviation, and consists primarily of private, business and governmental flights. All the general flights are non-scheduled and can land and take-off when they want. According to NACA, 90% Of the total aviation in the Netherlands is general aviation. Therefore the general aviation is an important part of the Dutch aviation. General aviation consists of several categories. There are educational flights such as flight schools, service flights such as police and medical helicopters, aerial work such as photograph planes, test flights and private flights such as gliders, ultra-light planes, hot air balloons and business aviation (BA). Some general aviation categories also have a commercial purpose like the BA and aerial work. But these sorts of aviation are not counted as commercial air traffic.
Airport Consultancy group AE 2 Hogeschool van Amsterdam Domein Techniek Aviation Studies 1.1.2: military aviation The purpose of military aviation is to protect and secure the Dutch skies. The Royal Netherlands Air Force (RNLAF) is in charge of the Dutch military aviation activities with in charge, the Dutch minister of defence. The Dutch air force has their own airports which are in some cases only available for their own aircraft, for example Volkel and Leeuwarden airport. Only in emergency cases these airports are available for civil aviation. It is also possible that civil aviation gets permission to use military airports, for example Eindhoven and Den Helder airport.
1.1.3: Flight rules There are two ways to navigate aircraft; one method is by using the visual flight rules (VFR) to navigate on visibility (1.1.3.a). When the weather conditions are not good enough for VFR, it is necessary to use the instrumental flight rules (IFR) (1.1.3.b).
1.1.3.a: Visual flight rules The VFR regulations apply when the pilot uses his sight to control and navigate an aircraft. VFR is the most basic way of controlling an aircraft and is mostly found in the general aviation. All pilots need to learn flying VFR aircraft before they can start learning to fly IFR aircraft. This is because the basics need to be known in case of an instrumental failure. The big disadvantage of flying VFR is that it is required to have enough sight in horizontal and vertical direction to avoid a collision with other aircraft or objects.
To make VFR flying safe, several rules are determined. These rules are mainly weather or sight rules and priority rules. Because VFR flying depends on sight, clear rules are set regarding weather and sight called visual meteorological conditions (VMC). In airspace category G below 3000 ft, a flight visibility of 1.5 km is required. Above 3000 ft a visibility of 8 km is required. In airspace category B and E the minimum visibility is 8 km, except for the weekends and official holidays. During the weekends and holidays, a minimum required visibility is 5 km in category E. In airspace category C a minimum visibility of 5 km is required. VFR flights outside the daylight hours are not permitted in the Netherlands. Besides visibility rules, there are also rules about flight height. Above cities, towns or settlements, industrial areas, and open air assemblies of persons, a distance of 1000 ft above the highest obstacle within a radius of 600 m is required. In all other cases at least 500 ft above ground and water is required. There are also priority rules, mainly to avoid collisions. For example, with a straight forward approach of two aircraft, they both need to change their direction to the right.
1.1.3.b: Instrumental flight rules Instrumental flight rules (IFR) make it possible to fly when there are no VMC conditions. In this case the instrument meteorological conditions (IMC) apply. This means that it is no longer possible to fly on visibility and instruments are needed to navigate the aircraft. Before an IFR flight takes off, the pilot is required to submit an IFR flight plan to the air traffic control (ATC). This needs to be done 30 minutes prior departure to get a clearance from the ATC. A flight plan is necessary to fly in IMC conditions in controlled airspace to avoid collision, and possible delays must be reported to the ATC.
Besides the possibility of flying in IMC conditions, IFR makes it also possible to navigate an aircraft at high speeds and heights. In these conditions it is not possible to navigate on roads and recognizable objects. Another advantage of IFR is the possibility of flying at night.
1.2: Airspace In the Netherlands, the ICAO airspace classification system is used. This system distinguishes seven different classes of airspace, all with their own minimum air traffic service requirements and the services provided and obligations to pilots (1.2.1). Besides the different classes, the airspace has been further divided into different types of airspace (1.2.2).
Airport Consultancy group AE 3 Hogeschool van Amsterdam Domein Techniek Aviation Studies 1.2.1: ICAO airspace classification system The ICAO airspace classification used in the Netherlands is a worldwide standard to provide the pilot with clear information on the amount of air traffic and obligations. The ICAO airspace classification system uses seven letters from A to G to resemble the different airspace categories. For example, category A (Table 1.1) is the most strict regulated airspace, where the G category (Table 1.2) resembles area’s where no other airspace rules are active and therefore is the least strict. The VMC minima in class A airspace are included for guidance to pilots and do not imply acceptance of VFR flights in class A airspace.
Class A: IFR VFR Service provided Air traffic control service Air traffic control service Separation provided All aircraft All aircraft 8 km visibility; Visual meteorological 1500 m horizontal and Not applicable conditions minima 1000 ft vertical distance from cloud. Speed limitation Not applicable Not applicable Radio communication Continuous two-way Continuous two-way Flight plan Required Required ATC clearance Required Required Table 1.1 – Class A airspace Class G: IFR VFR Service provided Flight information service Flight information service Separation provided Not provided Not provided Above 900 m (3000 ft) AMSL 8 km visibility; 1500 m horizontal and Visual meteorological 1000 ft vertical distance from Not applicable conditions minima cloud. At or below 900 m (3000 ft) AMSL 1500 m visibility; clear of cloud with surface in sight Speed limitation Not applicable 250 KIAS below FL 100 Radio communication Continuous two-way Not required Flight plan Required Required ATC clearance Required Required Table 1.2 – Class G airspace
All exact specifications of all types of airspace can be found in the document “ENR 1.4 ATS Airspace” (Annex I).
1.2.2: Airspace types Besides the different classes, the airspace has been further divided into different types of airspace; these types correspond on the phase of flight based on the altitude. Aircraft above FL245 are in the airspace of the Upper Area Control Centre. This control centre is airspace class B, and controls aircraft using a system of airways. Below FL245 the aircraft will enter the Control Area (CTA); the minimal altitudes vary between different CTA’s. Below the CTA the Terminal Area (TMA) is used. The TMA is used to control departing and arriving air traffic and can vary in class depending on the activity of the serving airport. The airspace from the ground up to the TMA is the Control zone (CTR).
Airport Consultancy group AE 4 Hogeschool van Amsterdam Domein Techniek Aviation Studies The CTR is class C airspace, and usually is 3000ft high and 8 nautical mile in diameter. A combination of Airspace types and classes are used to define the rules and regulations of each part atmosphere in the Netherlands, an overview of all of the layout in the Netherlands can be found in “EH-ENR-6-2-1- A2m” (Annex II). Furthermore certain parts of the Dutch airspace are considered prohibited area, restricted area or a danger area. The location of these areas can be found in “EH-ENR-6-5-1-A2m” (Annex III).
1.3: Airport On airports many activities take place; passengers come and leave, cargo is collected and prepared for its destination. The transfer of cargo, luggage and passengers is a complex operation, and requires a lot of facilities, services and personnel to ensure a smooth handling of these elements on the entire airport (1.3.1). Also, flight operations have to be carefully planned and coordinated, which also requires a service and facility to (1.3.2). Another important service is the safety at the airport, it is important to be able to intervene when conflicts occur (1.3.3). The aircraft require service and facilities to keep the aircraft operational. Refueling and towing are examples of this (1.3.4). To get aircraft airborne or back to the ground, proper runways and taxiways are necessary (1.3.5). To help aircraft land and navigate, several navigation facilities should be installed (1.3.6).
1.3.1: Passenger and cargo services & facilities An airport is divided in two sections, landside and airside. The landside area is where people can come without passing border customs. The airside is considered international territory, and is therefore only accessible for airport personnel, military police, and passengers that cleared customs.
Both passengers and cargo should be transported quickly, but carefully from the airport’s check-in to their respective aircraft. Passengers are likely to stay at the airport for multiple hours before their flight leaves. Therefore, all kinds of facilities are desirable at the airport to ease the wait for a flight. The most common passenger facilities are restaurants, hotels, shops and a panorama terrace. These facilities are not required by law, but increase the airport’s value. Cargo and luggage also need their specific facilities. Cargo and luggage can be transported automatically or manually to the correct aircraft. This system should be reliable to prevent luggage from going into the wrong aircraft.
An airport should have a terminal large enough to accommodate the largest number of passengers expected in a worst-case scenario, for example in case of excessive flight delays or cancelations.
1.3.2: Crew services & facilities Different kinds of crew and personnel work at the airport. Flight crews need a proper office for briefing and flight planning. Flight dispatchers help the flight crew by planning the flight in advance. Another important aspect of flight operation is weather observation and forecasting. Many weather variables are constantly measured, and therefore a weather center is required. This service can be performed by an external company, but facilities for weather observation and forecasting are required at the airport. All IFR flights are constantly coordinated by air traffic controllers, who need a control tower from where they can see all areas of the airport. In addition, a radar room from where they can control all flights that are departing or approaching the airport is desirable. VFR flights are not constantly controlled, but need a Flight Information Service (FIS) to provide the pilots with information regarding weather and traffic.
1.3.3: Airport security Airport security and standard safety procedures are required at every airport. For the security personnel, facilities such as offices and guard posts are required. Security and border customs on airports is performed by the Dutch military police.
Airport Consultancy group AE 5 Hogeschool van Amsterdam Domein Techniek Aviation Studies Emergency response services are also required at every airport. When an emergency occurs on the airside of the airport, emergency services should be available within 1.5 minutes. Because fire and ambulance departments are often located too far from the airport, separate departments should be established at the airport. Emergency prevention is another important task at the airport. A common safety risk at an airport are bird strikes. To prevent bird strikes, birds should be fended off the airport. This can be done by transmitting bird-imitating sounds, lasers or predator birds.
1.3.4: Aircraft services & facilities Aircraft services are important for airport safety and capacity. If an aircraft requires maintenance, services and facilities have to be available. For based airlines, sufficient hangar space has to be available at the airport for scheduled checks. For other airlines, maintenance services should be available to repair unexpected faults. For regular flying, other services and facilities are required. The most common used services are aircraft towing, refueling and during freezing conditions, de-icing on aircraft and runways. When approaching the airport, aircraft need proper arrival and departure routes, coordinated by air traffic control.
Aircraft need a runway that will allow the largest expected visiting aircraft to take-off and land in the most unfavorable circumstances, for example crosswind or slippery conditions. Depending on the expected number of movements, there has to be a sufficient number of runways to prevent long holding times. After landing and before take-off, aircraft have to taxi from the gate to the runway and vice versa. A proper taxiway infrastructure is required to prevent big congestions on the airport. Adequate apron space has to be available for movement and parking of aircraft.
1.3.5: Runway and taxiway features To determine how long a runway should be for a specific aircraft in specific circumstances, to land or take-off, data about the runway has to be available. The most important information is the surface, width and declared distances of the runway. There are five declared distances that must be known for each runway. TORA (Take-Off Run Available) is the length of the part of a runway available for take-off. TODA (Take-Off Distance Available) is the TORA plus an optional clearway. A clearway is a non-paved area at the end of the runway, kept clear to allow bigger planes to take off. ASDA (accelerate-stop distance available) is the TODA plus an optional stop-way. A stop-way is an area of the runway unavailable for landing or take-off, but could be used to stop the aircraft during a longer than expected landing or rejected take-off. LDA (landing distance available) is the length of the part of a runway suitable for landing and decelerating an aircraft. EDA (Emergency Distance Available) is the total length of the paved area of a runway, available during an emergency.
1.3.6: Navigation Facilities For an aircraft to be able to navigate and land at an airport with reduced visibility, an airport should have a number of navigation facilities. There are several different options for navigation facilities. One of these navigation facilities is the Instrument Landing System (ILS) (1.3.6.a). To determine the position of the aircraft a VHF Omnidirectional Range (VOR) is used (1.3.6.b). Non-Directional Beacon (NDB) stations only give radian from the beacon (1.3.6.c).
1.3.6.a: Instrument Landing System An ILS (Instrument Landing System) is used to land aircraft in reduced visibility. An ILS station (fig 1.1) consists of two systems, the localizer and the glideslope. The localizer consists of two transmitters located at the end of a runway. These transmitters send a signal on a specific frequency, ranging from 108 to 112 MHz one of these antennas points slightly right (1) and is modulated at 90 Hz. The other one points slightly left (2), with a modulation of 150 Hz.
Airport Consultancy group AE 6 Hogeschool van Amsterdam Domein Techniek Aviation Studies
1. right- 1 localizer beam 2. left-pointing localizer beam
2
Fig. 1.1 – Localizer
When the pilot enters the localizer frequency in the aircraft radio, receivers on the aircraft pick up the signals of the two localizer antennas. The signals are then compared. If the intensity of the two signals is equal, the aircraft is flying at the correct approach path. If the intensity of the 90 Hz modulated signal is stronger, the aircraft is flying to the left of the desired approach path and vice versa.
The glideslope (fig 1.2) works similar to the localizer. It also consists of two antennas, however these send a signal ranging from 329 to 335 MHz. These frequencies are linked to the localizer frequency, the pilot does therefore not have to enter a separate frequency for the localizer. One of the glideslope antennas points exactly horizontal (1) and the other points slightly higher at an angle of approximately six degrees (2). These signals are compared in the aircraft. If the two signals are equal, the aircraft is at the correct approach angle of three degrees. If the 90 HZ modulated signal is stronger, the aircraft is above the desired approach path and vice versa. 1. horizontal glideslope beam 2 2. up-pointing glideslope 1 beam
fig. 1.2 – Glideslope
There are several degrees of accuracy on ILS systems. These accuracy levels range from Category I to Category III. Category III is also divided in three sub-categories, IIIa, IIIb and IIIc. A CAT I ILS system is the least accurate, only providing reliable signals down to a minimum of 200 ft. At 200 ft, the pilot must have visual contact with the runway and manually land the aircraft. ILS Cat II is more accurate, providing reliable signals down to at least 100 ft. ILS Cat III systems are the most accurate and are able to provide a reliable signal all the way until touchdown. For CAT III systems, both aircraft and aircrew must be specially qualified in order to perform a CAT III approach.
Airport Consultancy group AE 7 Hogeschool van Amsterdam Domein Techniek Aviation Studies Modern autopilots are capable of following the ILS signal automatically, thus with ILS cat IIIC systems capable of performing an autoland, allowing an aircraft to land in zero visibility.
1.3.6.b: VOR stations A VOR is a navigation aid used by pilots to determine the aircraft’s lateral position in relation the VOR station. A VOR station is basically the same as an ILS station, but the frequency range is 112 to 118 MHz. Just like an ILS, a VOR transmits a signal at a specific frequency. If the pilot enters that frequency in the aircraft’s radio and enters a desired course to the VOR station, two beams are compared and information is presented on the aircraft’s position in relation to the VOR. The two VOR beams are positioned at a smaller angle from each other than the beams of an ILS localizer station, providing a larger cover area but a smaller accuracy. Most VOR stations have a co-located distance measuring equipment (DME) station. A DME station provides information on the aircraft’s distance from the DME station and thus the VOR station. A VOR and DME station combined is used for determining the aircraft’s position.
1.3.6.c: NDB stations A NDB is a station that transmits a signal at a specific frequency. If the pilot enters that frequency in an aircraft’s automatic direction finder (ADF), information is presented on which heading the NDB station is in relation to the aircraft. VOR and NDB station could also be combined, providing clear and accurate information of the aircraft’s position. This allows pilots to navigate to or from an airport when flying in reduced visibility, or above the clouds.
1.4: General Legislation When building a new airport, laws have to be taken in account. There are several documents stating rules of airports (1.4.1). An important part of these laws are about the noise limitations (1.4.2).
1.4.1: Airport Regulations There are different kinds of regulations for airports. There is the “Wet Luchtvaart” (1.4.1.a), this law contains all the regulations about the Dutch aviation and created by the Dutch government. Secondly, the airport has to comply with the specific rules stated in the “Luchthavenbesluit” (1.4.1.b). This document contains rules specifically for one airport. The area around the airport also has to comply with several rules. The document that states these rules is called “aanwijzingsbesluit” (1.4.1.c).
1.4.1.a: Wet luchtvaart The Dutch “Ministerie van Verkeer en Waterstaat” (V&W) is responsible for the laws and regulations of the Dutch aviation. All the laws are defined in the document called “Wet Luchtvaart” (WLV). This document is based on the international rules which are defined in Annex 14, which is made by the International Civil Aviation Organization. In the WLV all the regulations concerning airports are defined. Regulations that are important for this project are:
Safety of airports
Regulations for obstacles on and around the airport.
Noise limitations
Safety of airports is a critical issue in aviation. The goal of WLV is to keep aviation as safe as possible. An example of a rule for safety is: 5.2.1.6 “Apron safety lines shall be of a conspicuous color which shall contrast with that used for aircraft stand markings.” Another part of this safety is that there is a regulation of the obstacles that are on and around the airport.
Airport Consultancy group AE 8 Hogeschool van Amsterdam Domein Techniek Aviation Studies An example of a rule regarding obstacles: 6.1.1 “A fixed obstacle that extends above a take-off climb surface within 3 000 m of the inner edge of the take-off climb surface should be marked and, if the runway is used at night, lighted.” Another big issue of airports is the noise nuisance aircraft create. Due to this, it is also regulated by law. Every airport in the Netherlands has been tested on the previous regulations. The Inspections division of the V&W supervises these rules. Not every airport has the same regulations, this is based on the airport’s size (Annex IV).
1.4.1.b: Luchthavenbesluit To be allowed to operate, an airport is required to have a “Luchthavenbesluit”, this is stated in WLV. This “Luchthavenbesluit” contains for example information on the airport, the airport traffic and the possible limitations. This “Luchthavenbesluit” has to be approved by the “Provinciale Staten”. The regulations that are important for this project are:
The maximum level regarding noise nuisance
Safety regulations
For example, the “Luchthavenbesluit” of Schiphol airport states that during daytimes (07:00-23:00) the sound load will not exceed 63,71 dB.
1.4.1.c: Aanwijzingsbesluit Every airport parcel in The Netherlands has to comply with several rules and regulations. These rules and regulations are stated in the “Aanwijzingsbesluit” of that specific parcel. An “Aanwijzingsbesluit” procedure is started on initiative of the operator of the airport. The document established after a public consultation with the ministry of “Verkeer & Waterstaat”, “Volkshuisvesting, Ruimtelijke Ordening en Milieubeheer” and the concerning local communities, this procedure takes around 15 years. This document contains inter alia:
The geographical limitation of the parcel The placement of the take-off and landing runways Noise zoning Operation prescription Preference for runway usage and allocation Departure and arrival procedures Damage claims
1.4.2 Noise Noise is a critical issue on and around an airport. Sound is expressed in decibels (1.4.2.a). The maximum noise limitations are there to protect the surroundings, these limitations can be calculated with formulas (1.4.2.b). The actual limitations are stated conform the governmental guides (1.4.3.c).
1.4.2.a: Decibel Sound comes into existence when pressure fluctuates. The amount of sound is expressed in decibel, also written as dB. When the dB gets higher, the sound will become louder. Sound, that is created for example by an aircraft engine or pressure waves from the wings, does not contain only one tone but is a mix of all kinds of different noise frequencies. Frequencies are also referred to as pitch, which all have their own sound intensity.
Airport Consultancy group AE 9 Hogeschool van Amsterdam Domein Techniek Aviation Studies Frequency is expressed in Hertz (Hz), the amount of vibrations a second. An ear of a relative young person can hear sound which has a frequency between 16 Hz and 20.000 Hz. The ear is not equal sensitive for each frequency. This is why the frequency-weighted-decibel is introduced. There are four different frequency-weighted-decibels namely A, B, C and D. The A-weighted-decibel is most commonly used, because the human ear is the most sensitive for the A-weighted-decibel. The A- weighted-decibel is indicated as dB(A). A dB(A) measurement instrument has a filter, which filters the B- C- en D-weighted-frequency out and lets through the A-weighted-decibel. This will then give a more reliable value, because when you let for example a B-weighted-decibel through, the instrument will show more decibels. However the ear will not have to cope with this amount of measured decibel, because the ear is not sensible for the B-weighted-decibel.
Aviation also uses other decibels which have another way of measuring. Such as the Effective Perceives Noise decibel(EPNdB). These types of measurements have the purpose to divide the typical character of the aviation. The EPNdB is used for noise certification of jet engine driven aircraft and big propelled driven aircraft, which is required for each aircraft before it can be sold. These decibels are not easily measured and have to be calculated by using a measured frequency spectrum.
1.4.2.b: Noise limitations formulas To calculate the noise limitations the LAmax, LAX, N and the Lgevel are used. The LAmax and LAX both give noise values for a single aircraft that passes by, in dB(A). The LAmax has a minimum of 65 dB(A), underneath the 65 dB(A), it will not be take part of the summation. This is because when the Ke was introduced, the aircraft commonly were louder than the aircraft these days. Therefore the aircraft which produce noise beneath the 65 dB(A) will not take part in the summation. That is why the Lden is introduced, because these days the aircraft produce way less noise. There The LAX does not has a minimum. The N is a factor that depends if the aircraft goes by on night time or day time. In the night the N factor will be higher than on day time, because people who live around the airport tend to be more troubled by noise on night time than on day time. Lgevel gives the difference between the noise value when people are in their house and outside their house. For Schiphol the take-off Lgevel value is 20,5 dB(A) and for landing the Lgevel value is 22 dB(A). This means the aircraft can produce for example 50 dB(A) but the people in their houses receive by take-off 29,5 dB(A).
There are several ways to calculate noise limitations:
Ad. 1 Ke
Ad. 2 LAeq-nacht Ad. 3 Lden Ad. 4 Lnight Ad. 5 BKL
Ad 1. Summation of the contribution of all aircraft which take off or landed through the whole day for one year, can be calculated with Formula 1.
( ) 157 Property Quantity Property Quantity B Kosteneenheid(Ke) N (-)
LAmax A-weighted-decibel (dB(A)) Formula 1 – Formula of Kosteneenheid
Airport Consultancy group AE 10 Hogeschool van Amsterdam Domein Techniek Aviation Studies
Ad 2.
( ) Property Quantity Property Quantity LAeq-nacht A-weighted-decibel LAX A-weighted-decibel (dB(A)) (dB(A))
Lgevel A-weighted-decibel (dB(A)) Formula 2 – Formula of LAeq-nacht
Summation of the contribution of all aircraft which take off or landed through a night for one night only, can be calculated with Formula 2. The aviation law says that the night in the Netherlands starts on 23:00 hour and ends on 06:00 hour.
Ad 3.
( )-74,99 Property Quantity Property Quantity
Lden(day-evening-night level) A-weighted-decibel N (-) (dB(A)) Formula 3 – Formula of Lden
Summation of the contribution of all aircraft which take off or landed through the whole day for one year, can be calculated with Formula 3.
Ad 4.
( )-70,22 Property Quantity Property Quantity
Lnight A-weighted-decibel LAX A-weighted-decibel (dB(A)) (dB(A)) Formula 4 – Formula of Lnight
Summation of the contribution of all aircraft which take off or landed between 23:00 and 07:00 for one year, can be calculated with Formula 4. Lnight is legally bound by the EU and therefore is the night not the same in Netherlands.
Ad 5.
( ) Property Quantity Property Quantity Noise load small aviation A-weighted-decibel LAX A-weighted-decibel (BKL) (dB(A)) (dB(A)) Daytime weighted factor(N) (-) Formula 5 – Formula of BKL
Summation of the contribution of all aircraft which take off or landed on a representative day can be calculated with Formula 5.
Airport Consultancy group AE 11 Hogeschool van Amsterdam Domein Techniek Aviation Studies 1.4.2.c: Noise limitations The noise limitations which are set for Dutch aviation are there to protect the people who live around the airports. When the noise exceeds the limit certain measures, such as fines or keeping the aircraft on the ground, can be taken by the “Ministry of Verkeer and Waterstaat”. The limit does not change and is a boundary around the airport parcel. Within this parcel the noise is louder and outside the noise is lower. The limit is established by a wide consideration, where the environment aspects and economic aspects are both considered. For big airports the limit is 35 Ke and the LAeq-nacht limit is 26 dB(A), should the LAeq-nacht reach the 26 dB(A) 20% of the people who live around the airport will be troubled by the noise. Schiphol is the only airport which has the EU limitations, the Lden and Lnight. The Lden limit is 56 dB(A) and for Lnight 48 dB(A). On this noise level, 25% of the people who live around a big airport have serious trouble with the noise. For smaller airports the limit is 47 BKL. When it reaches 47 BKL, 10-15% of the people are troubled by the noise, and 0-5% of the 10-15% are serious troubled by the noise.
Airport Consultancy group AE 12 Hogeschool van Amsterdam Domein Techniek Aviation Studies Chapter 2: Dutch airports
To analyse the Dutch Aviation in 2030, a research in the economic growths are necessary. A complete analysis of this growth is given (2.1). Also the current situation and the limitations are value to assess the specific situation at each airport. The expected growth in Europe and Holland will inflict each airport in Holland, therefore the four major airports are investigated. Starting off with the Netherlands’s largest airport; Schiphol (2.2). This section is followed by the Netherlands’s second largest airport; Eindhoven Airport (2.3). The second mixed IFR and VFR airport is Rotterdam – The Hague Airport (2.4). Finally, the Netherlands’s largest VFR airport, namely Lelystad airport is defined (2.5).
2.1: Expected growth To calculate a growth percentage of aviation, two things have to be taken into account, the economic growth and the current situation of the airport. The economic growth is important because aviation has a direct connection with the economy. When the economy experiences a growth, aviation does that as well. To calculate the growth of an airport, the current situation of an airport is required to be known. All these situations are given in the upcoming chapters. According to Eurostat the average growth of all the 27 countries of Europe is 2,28% over the years 2002 up to and including 2007, this interval has been chosen because at these years, the economy was growing steadily. The economic crisis hit in the year 2008, so the growth is not reliable there. The economic growth of The Netherlands from 2002 up to and including 2007 is 1,98%. So if the European growth is stated at 100%, the Dutch growth is then 86,84% of this. Concerning the growth of aviation, several sources state different growth numbers. For example, Boeing states the flight movement growth for 5% every year. ICAO states this growth at 2,6% and EASA states this growth between 4-5%. On average this growth is 4,15%. But because the Netherlands had only 86,84% on the total growth, assumed can be that the Netherlands only 86,84% of this growth of 4,15% has. This leads to a growth of 3,47% every year.
2.2: Schiphol airport Schiphol airport (ICAO code: EHAM, IATA code: AMS), is the largest commercial airport of The Netherlands. Schiphol is placed roughly 15 kilometres south of Amsterdam, the capital of The Netherlands. To determine how Schiphol is going to grow in the next 20 years, the current situation must be examined (2.2.1). Then the expected growth is analysed(2.2.2). The expected growth with the current limitations that Schiphol airport has can give a rough idea of how Schiphol is going to develop (2.2.3).
2.2.1: Current situation Schiphol airport is only used for commercial purposes. Schiphol airport (fig. 2.1) has six runways, the longest runway is approximately 3.8 kilometres and the shortest runway is about 2 kilometres. The six runways of Schiphol airport are the: polderbaan (1), Zwanenburgbaan (2), Aalsmeerbaan (3), Buitenveldertbaan (4), Schiphol oostbaan (5) and the Kaagbaan (6). Schiphol is placed next to the A2 highway, where the exit leads to the main terminal of Schiphol (7).
Airport Consultancy group AE 13 Hogeschool van Amsterdam Domein Techniek Aviation Studies
1. Polderbaan 1 2. Zwanenburgbaan 3. Aalsmeerbaan 4. Buitenveldertbaan 5. Schiphol-oostbaan 6. Kaagbaan 7. Terminal 2 3
4
5
7
6
fig. 2.1 – Overview Schiphol airport
In 2011, Schiphol airport handled approximately 49.800.000 passengers, and 420.250 flight movements. 100% of these movements are IFR.
2.2.2: Expected growth There are many factors that have to be taken into account for predicting the expected growth of Schiphol. Given the total growth of air traffic movements of 3,47% a year, based on the growth of aviation throughout Europe and the economic factors off countries in Europe are calculated in the percentage. It is likely that Schiphol airport will grow by this percentage until 2030. All calculations in this paragraph will therefore assume a growth of 3,47% a year, over the next 19 years. This is equal to a total growth of 91,2% for the flight movements. The current trend for passengers is that the growth is larger than the flight movements. Executing this calculation the total number of flight movements in 2030 will be about 803.000.
2.2.3: Limitations Schiphol airport has two main limitations, lack of space and noise complaints. Adding a seventh runway will be almost impossible to achieve. Currently there is no available space to use for another runway. The only way to increase the efficiency of Schiphol airport is to increase the flight movements per year. The limitation of the flight movements of until 2030 has been set to 1.400.000 per year. It is not possible to include VFR flights on Schiphol since it will occupy procedure time and negatively affect the procedures for IFR flights.
Airport Consultancy group AE 14 Hogeschool van Amsterdam Domein Techniek Aviation Studies 2.3: Eindhoven airport Eindhoven airport (ICAO code: EHEH, IATA code: EIN) is the largest regional airport of the Netherlands. It is situated just northwest of the city of Veldhoven, and within 10 kilometres west of the city of Eindhoven. Eindhoven airport is a fast growing airport mainly served by low cost carriers. Ryanair, Transavia airlines, and Wizzair are the most frequent airlines at Eindhoven airport. To examine the future of Eindhoven Airport, the current situation is first defined (2.3.1). Thereafter, the expected growth in movements and passengers is determined (2.3.2). On this information, a conclusion can be drawn on this expected growth, and the limitations of this growth are defined (2.3.3).
2.3.1: Current situation Currently, Eindhoven airport is a military airport, although there are more civil flights then military flights. Eindhoven Airport (fig. 2.2) has a single, 3 km long runway (1). Three different aprons are present, one of them is for civil operations (2), and the other two are in use by the military (3). 1. Runway 22/04 2. Civil apron 3. Military aprons
2
3
1
fig. 2.2 – Overview Eindhoven airport
Because the military flights are mainly transportation flights, it is expected that all military operations will be moved to another airport within the coming years. Therefore, only civil operations are considered in this paragraph. In 2011, Eindhoven airport handled approximately 2.6 million passengers, and 22.000 flight movements. Only aircraft with a maximum take-off weight of more than 6.000kg were considered in this figure. The IFR movements are primarily performed by low cost carriers, mainly Ryanair, Transavia, and Wizzair. The VFR movements primarily consist of general aviation, such as private aircraft or flying lessons.
2.3.2: Expected growth There are many factors contributing to a growth in air traffic. Therefore it is very difficult to calculate the growth of an airport. Given the total growth of air traffic in Europe of 3.47% a year until 2030, the growth of Eindhoven Airport is likely to be similar to that percentage. All calculations in this paragraph will therefore be made using a growth of 3.47%. Executing this calculation, the number of passengers travelling to or from Eindhoven will be approximately 5 million in 2030. The total number of flight movements in 2030 will be approximately 44.000 these numbers are only accurate if the distribution of flights (IFR-VFR) does not change.
Airport Consultancy group AE 15 Hogeschool van Amsterdam Domein Techniek Aviation Studies
2.3.3: Limitations Due to intense protest of the residents of Veldhoven and surroundings, the Dutch government has decided that Eindhoven airport is not allowed to grow unrestricted. Eindhoven airport is now at its maximum flight movements, but is allowed to grow to a total number of 86.100 flights in 2020. In that year, it is expected that all military operations at Eindhoven airport are transferred to another airport, which will allow Eindhoven airport to grow to its capacity limit, which is 120.000 movements. This only applies if no additional requirements are set. This means that there should be no problem for the expected growth, and even creating the possibility to adopt some of the flight from another airport. Currently, the passenger terminal is expanded to accommodate for the expected number of passengers until 2020. After 2020, when the military terrain area becomes available for civil aviation, new terminals could be built near the current military aprons, expanding the terminal capacity even further. The only capacity limit that cannot be expanded is the runway limit. Eindhoven airport does not have the possibility to build a second runway. However, the taxiway infrastructure could be changed, for example incorporating “high speed turn-offs” on the runway, increasing the capacity of the existing runway.
2.4: Rotterdam – The Hague Airport In this paragraph a research of Rotterdam – The Hague Airport is given. Rotterdam – The Hague airport (ICAO ID: EHRD) is the 3rd largest airport in the Netherlands. To make an estimation for 2030 the current situation has to be assessed (2.4.1). In the first paragraph of chapter 2 the growth percentage has been calculated and with the current situation, the expected growth can be estimated (2.4.2). The Dutch government stated a limitation for Rotterdam- The Hague airport for the year 2030 (2.4.3).
2.4.1: Current situation In 2011, Rotterdam – The Hague airport dealt with a total of 53.899 flight movements. 32,5% or 17.877 of the flight movements existed of IFR air traffic, which flies to 35 different locations. 67,5% or 36.022 of the flight movements existed of VFR air traffic. Rotterdam has one runway of 2200x45 meters (1) and most of the IFR-flights are from Transavia.com. These flights are mostly holiday transfers. Rotterdam – The Hague airport has a terminal (2) with a capacity of around 5.000.000 people a year. Also, Rotterdam – The Hague airport deals with the Royal and the governmental flight movements.
Airport Consultancy group AE 16 Hogeschool van Amsterdam Domein Techniek Aviation Studies
1. Runway 2. Terminal
1
2
fig. 2.3 –Overview Rotterdam – The Hague airport
2.4.2: Expected growth According to paragraph 2.1 the flight movements will grow with an estimated percentage of 3,47% between the year 2011 and 2030. This is a total percentage, but the flight movements of Rotterdam- The Hague airport can be divided into 32,5% IFR and 67,5% VFR. This ratio has to take part of the calculation for the estimation of the year 2030. This results into numbers which are given in Table 2.1.
Year Flight movements IFR Flight movements VFR 2011 17.877 36.022 2030 33.489 69.562 Table 2.1 Rotterdam – The Hague airport 2.4.3: Limitations The limit for Rotterdam-The Hague airport in 2030 is stated on 100.000 flight movements per year. This limit is stated by the government and cannot exceeded by any means.
2.5: Lelystad airport Lelystad airport (IATA-Code: LEY, ICAO-Code: EHLE) ,a daughter company of Schiphol, is the largest airport for the General Aviation sector in the Netherlands. Currently, only smaller aircraft and business aircraft can use this airport. This limits the types of air traffic that are able to land or take off (2.5.1). Also Lelystad airport will encounter a growth in flight movements (2.5.2). Because Lelystad airport has limitations, these have be taken in consideration (2.5.3).
2.5.1: Current situation Lelystad airport is occupied by private/recreational flights (39%), pilot training flights (60%) and business air traffic (1%). Lelystad airport is positioned in the centre of Holland and deals with 134.000 flight movements per year. The recreational flights consist various kinds of flights, like ultra-lights, para-gliders and parachutists. This airport is located near the city of Lelystad, and near the A6 and the A27 highways for easy access by car.
Airport Consultancy group AE 17 Hogeschool van Amsterdam Domein Techniek Aviation Studies Lelystad airport (figure 2.4) has two runways, one grass runway (1) with a length of 430 meters and a 50 meter width and one tarmac runway of 1250 length and a width of 30 meters (2). Lelystad airport has a main hall (3) and an airport museum (4).
1 1. Grass runway 2. Airport museum 3. Main hall 4. Main runway (tarmac)
2 3
4
fig. 2.4 – Overview Lelystad airport
2.5.2: Expected growth According to paragraph 2.1 the average growth of the Dutch aviation will be 3,47% per year. This comes down to a total growth of 191,19% compared to the situation of 2011. Lelystad airport will have around 256.000 flight movements in 2030 (Table 2.2).
Year Flight movements 2011 134.000 2030 256.200 Table 2.2 Lelystad airport
2.5.3: Limitations The limitations for Lelystad airport are set by the government to 100.000 flight movements per year. These restrictions cannot be exceeded. Because the current airport territory is built up (fig 2.5), Lelystad airport can not expand.
Airport Consultancy group AE 18 Hogeschool van Amsterdam Domein Techniek Aviation Studies
The red areas are airport territory.
fig. 2.5 – Facility space
2.6: Multi airport system plan A multi airport system plan (MASP) is used to optimize the capacity of multiple airports. In the Netherlands currently no multi airport system plan is used. With a multi airport system plan, the expected under capacity of the Dutch aviation can be calculated (2.6.1). To anticipate on this under capacity, a couple of solutions need to made (2.6.2). These possible solutions need to be compared. A conclusion is drawn from the most suitable solution (2.6.3).
2.6.1: Problem analysis With the expected growth of the aviation in the Netherlands, the limitations of the Dutch airports will be exceeded. Airports are constrained in their growth by several limitations. Limiting factors can be: maximum runway/apron capacity, terminal capacity and legal limitations (such as noise and air pollution). With the current limitations, the airport capacity will be smaller than the expected growth of aviation of 3,47% per year till 2030. This limited capacity will result in a total under capacity of 156.200 VFR flight movements (Table 2.3).
IFR VFR Total Limitation Overcapacity Schiphol 803.493 0 803.493 1.400.000 0 Eindhoven 41.072 2902 43.974 120.000 0 Rotterdam 33.489 69.562 103.051 100.000 -3.051 Lelystad 0 256.200 256.200 100.000 -156.200 Total 878.054 328.664 1.206.718 - -159.251 Table 2.3 – Overcapacity 2.6.2: Possible solutions Building a new airport could require redistribution of the IFR and VFR traffic between the Dutch airports. A possible solution would be to simply keep the current ratio of IFR and VFR on the airports and moving the excess flight movements to the new airport (2.6.2.a). Another possible solution would be to move all IFR traffic to Schiphol airport to make more room for the excess VFR flights (2.6.2.b). The last researched possible solution is to still make use of the IFR facilities in Eindhoven and Rotterdam, but still save place for VFR flight movements reducing the total size of the new airport (2.6.2.c).
2.6.2.a: Solution 1 The first possible solution for redistributing the air traffic between the airports in the Netherlands is to keep the current ratio of IFR and VFR on the airports, and moving the excess flight movements to the new airport.
Airport Consultancy group AE 19 Hogeschool van Amsterdam Domein Techniek Aviation Studies This will result in a total of 159.251 VFR flight movements at the new airport (Table 2.4). The advantage of this possible solution is that no reorganization is required at the already existing airport. But a VFR airport of this size will be unrealistic to accomplish.
IFR VFR Total limitation total 878.053 328.665 1.206.718 1.720.000 Schiphol 803.493 0 803.493 1.400.000 Eindhoven 41.072 2902 43.974 120.000 Rotterdam 33.488 66512 100.000 100.000 Lelystad 0 100000 100.000 100.000 New airport 0 159.251 159.251 Table 2.4 – Solution 1 2.6.2.b: Solution 2 The second possible solution for redistributing the air traffic is to move all IFR traffic to Schiphol airport, to make more room for the excess VFR flights. This will result in a total of 8.665 VFR flight movements at the new airport (Table 2.5). The advantage is that the capacity of Eindhoven and Rotterdam will be optimally used because only VFR traffic will use these airports. The disadvantages of this solution will be that the current IFR facilities at Eindhoven and Rotterdam will not be used.
IFR VFR total limitation total 878.053 328.665 1.206.718 1.720.000 Schiphol 878.053 0 878.053 1.400.000 Eindhoven 0 120000 120.000 120.000 Rotterdam 0 100000 100.000 100.000 Lelystad 0 100000 100.000 100.000 New airport 0 8.665 8.665 Table 2.5 – Solution 2 2.6.2.c: Solution 3 The third possible solution for redistributing the air traffic between the airports in the Netherlands is to keep making use of the IFR facilities in Eindhoven and Rotterdam, but still save place for VFR flight movements reducing the total size of the new airport (Table 2.6). The advantage of this solution is that all existing IFR facilities will be kept operational. Furthermore the IFR flight are evenly spread reducing travel times for airport users. And the new airport has a reasonable amount of flight movements, making a new airport profitable. The slight disadvantage of this solution is that the capacity of Eindhoven and Rotterdam may be decreased because of the mix of IFR and VFR.
IFR VFR total limitation total 878.053 328.665 1.206.718 1.720.000 Schiphol 820.053 0 820.053 1.400.000 Eindhoven 43.000 77000 120.000 120.000 Rotterdam 15.000 85000 100.000 100.000 Lelystad 0 100000 100.000 100.000 New airport 0 66.665 66.665 Table 2.6 – Solution 3
Airport Consultancy group AE 20 Hogeschool van Amsterdam Domein Techniek Aviation Studies
2.6.3: Conclusion Considering all possible solutions, the conclusion can be made that solution three will be the best reorganization, including the placement of a new airport. The advantaged of option three above the other options include that the facilities at the existing airports will be optimally used. Already made investments in IFR facilities at Rotterdam-The Hague and Eindhoven airport are not wasted. Another advantage of the third solution is the spreading of the IFR airports. This reduces travel time and will encourage more people to travel by aircraft instead of train or car. Furthermore, the growing use of business jets will be complemented by airports closer to their final destination. The possibility for VFR flights to take place at multiple locations will be maintained and expended with the new airport. The Netherlands will therefore stay attractive to VFR pilots. This will also have the advantage for VFR pilots that they maintain their current location. The size of the new airport with the third solution will also be ideal for the Netherlands. Because of the amount of expected traffic, the new airport will have a reasonable size making the investment profitable, but still fits in the small Dutch available infrastructure.
Airport Consultancy group AE 21 Hogeschool van Amsterdam Domein Techniek Aviation Studies Chapter 3: Design options
Now that is known that a new VFR airport is necessary, several options can be investigated. To determine these options, the requirements have to be specified (3.1). A location that is sufficient for the new airport must be found. When these locations are investigated, several factors such as protected nature areas, population density, reachability and airspace should be taken into account (3.2). To choose a lay-out of the new airport, an investigation of the possible facilities is necessary, for example the runway, aircraft stands and visitor and flight facilities (3.3). A conclusion based on the research of possible locations and lay-outs can be drawn (3.4).
3.1: Requirements When an airport is designed, it has to meet several standards and pre-assessed features. According to the chosen MASP, the new airport has to be a VFR airport with a minimum capacity of 67.000 flight movements. For a VFR airport, there are less regulations to consider with, but still with the same importance (3.1.1). The necessary services and facilities need to be installed at the airport (3.1.2). Costumers need several facilities to maintain operating in the air and on the ground. Some VFR-specific features have to be available at the new airport (3.1.3). Also extra features can be added to the airport for greater occupation and extra funding of the airports costs (3.1.4).
3.1.1: Regulations The first regulations that have to be considered is the safety regulations. Enclosing the airport with fencing and creating an entrance is required. Regulations on an Air traffic Zone (ATZ) for the new VFR airport is required for proper separation and preventing areal conflicts. A minimum flight altitude of 500 feet is required and so is following the standard route for entering and exiting the airport. The minimum radius of the flight zone is two miles (3,7 KM). Also parachutists, gliders and ultra-light aircraft are allowed to land on this airport, so appropriate clearance should be provided. Noise and pollution regulations have to be met in consideration for the adjacent villages and natural areas.
3.1.2: Utilities At VFR airports, there are few utilities required. Only utilities like a fire-department, security for the premises and fuel services for the aircraft are required. AVGAS is the most desired fuel for VFR aircraft and should be available in a sufficient quantity to provide enough. Jet fuel A1 is not necessary for most VFR aircraft, but can be present on the airport in smaller quantities for smaller jets and helicopters. The airport will handle approximately 67.000 flight movements a year and so about 180 a day and therefore have to store the amount of fuel for these flight movements. The fuel should be stored in a secure area were outer elements cannot damage or harm it.
3.1.3: Facilities The tarmac runway should be one of the classification type C. The type C will mean the dimensions of the runway are between the length of 1200-1799 meters and the width is 24-34,99 meters. The thickness of the runway depends on maximum weight of the relevant aircraft.
3.1.4: Non-regulated utilities Apart from the mandatory facilities some additional utilities can be added. These utilities can be used to entertain visitors and make extra revenue. Examples of these utilities are car parking space, restaurants and viewing area.
3.2: Location Now that the requirements of the airport are stated, several locations can be chosen. After a research into possible places, three possible locations have been found. These locations are respectively Lage Mierde, located in the province Noord-Brabant (3.2.1).
Airport Consultancy group AE 22 Hogeschool van Amsterdam Domein Techniek Aviation Studies The second location is Soesterberg in the province Utrecht (3.2.2). The last found location is Dinteloord in the province Noord-Brabant (3.2.3).
3.2.1: Location Lage Mierde The province Noord-Brabant is located in the south of Holland and contains numerous of open fields, but also protected nature where it is prohibited to build (3.2.1.a). The population density in the Netherlands can be an issue and an advantage for an airport due the potential market and noise limitations, therefore the perfect balance is needed (3.2.1.b). The new airport must be easy to reach therefore a good and organized infrastructure is desirable (3.2.1.c). The airspace and flight routes of Eindhoven Airport is something where the potential location have to cope with (3.2.1.d).
3.2.1.a: Protected nature The protected nature around the potential location of Lage Mierde (fig 3.1) within the three km radius (1). Is only a small percentage (2) shaded green, orange and yellow. There has been concluded that the new airport will be a VFR airport. This will mean that the nearest protected nature will not be troubled by the passing aircraft. All protected nature areas can be found in “protected nature” (Annex V).
1. Radius 3 km 2 2. Protected nature
1
fig. 3.1 – Location Lage Mierde
3.2.1.b: Population density Lage Mierde itself has only approximately 450 inhabitants and is located one-and-a-half kilometres away from the airport. Lage Mierde lies in the community called Reusel-de Mierden, Reusel-de Mierden contains approximately 12.600 inhabitants. The community spreads over 78,65 square kilometres, this means that in this area, the number of inhabitants per square kilometre is approximately 161. Compared to the average population density in the Netherlands, which counts 401 inhabitants per square kilometre, the population density is relatively small. Outside the community, four kilometres away from the location is a big town called Bladel with over 9700 inhabitants. Beyond the thirteen kilometres there lays the nearest cities called Tilburg and Eindhoven. These cities both have more than 200.000 inhabitants, but since the airport will only receive aircraft which do not make much noise, these cities will not be troubled in any way by the new airport.
3.2.1.c: Infrastructure The location is located near the freeway N269. The N269 leads to the N284, highways A2, A65 and numerous of small roads (Annex VI). Near the location there is no train station located, however the small village of Lage Mierde can be reached by bus from Eindhoven and Tilburg which both have a large train station. In brief, the location has a good infrastructure and reachability.
Airport Consultancy group AE 23 Hogeschool van Amsterdam Domein Techniek Aviation Studies
3.2.1.d: Airspace The airport is located in the Eindhoven airport’s CTR. In this CTR, close communication is required with Eindhoven airport’s ATC. Besides that, air traffic control is capable of denying air traffic within the CTR. The CTR of Eindhoven is connected to the CTR of Volkel and De Peel. The CTR is active from ground level up to 3000 ft. The airport is located in an area where TMA B is applicable between FL65 and FL195 and TMA E is applicable between 1500 ft AMSL and FL65.
3.2.1.e: Expansion possibilities The expansion possibilities of the location are not unlimited. The location is nearly 400 meters wide and therefore the only possibility of expanding the airport will be buying ground from the surrounding people. Buying the ground of the surrounding people will cost a lot, and since it is not a big airport such investment will not be that sufficient.
3.2.2: Soesterberg Soesterberg (Annex VII) has a rich aviation history, which started in 1910. A Dutch car-trader started a small airport on the moorlands near the small village of Soesterberg. After two years, the Dutch government decided to buy the airport and restructure the moorlands to create an air force base. In the second world war, the base was a target for the Germans and they destroyed a part of the runway. A few years later, the British did the same, and destroyed the complete runway. After the second world war, the Dutch government decided to rebuild the air base and used it again for their air force. In 2009, Soesterberg became too expensive and the Dutch government closed airbase Soesterberg. Nowadays, the runways are still there and a part of it is used for gliders. The other part of the runway is not in use, which can be a problem for our new airport (3.2.2.a). There are several plans for the area, such as to build a museum and a residential area. This, in combination with the surrounding population density, can also give problems for our new airport (3.2.2.b). Due to the history and the arrival of a new museum, the area is already provided with proper infrastructure (3.2.2.c). Besides that, problems in the surrounding airspace may occur, due to the Areal Traffic Zone (ATZ) of Hilversum airport (3.2.2.d). There are several advantages of this location which make this location suitable for a new general aviation airport (3.2.2.e).
3.2.2.a: Protected nature According to the Natura 2000 network, airbase Soesterberg is not surrounded or part of protected nature. However, there are plans for making airbase Soesterberg an ecological head-structure. This means that Soesterberg will be used by flora and fauna, to connect two nature areas with each other. A part of the runway and surrounding areas of airbase Soesterberg is already in use as an ecological head-structure. Nevertheless, an ecological head-structure will not entirely be necessary because the airbase Soesterberg is surrounded by roads and houses in three directions. Besides that, the new airport would not need the total space of the existing airbase, so that the ecological head- structure can partially remain.
3.2.2.b: Population density Former airbase Soesterberg is located between two large cities, namely Utrecht and Amersfoort. Closer to the Airport are several larger villages such as Zeist, Bilthoven and Soest. These areas with a high population density are compensated with large surfaces of forest and moorlands which give the aircraft the possibility to avoid the high populated areas. Also, most of the surrounding residents are used to the noise of loud fighters and other large aircraft. This is an advantage of reopening a new airport with smaller and less noisy aircraft.
Airport Consultancy group AE 24 Hogeschool van Amsterdam Domein Techniek Aviation Studies
3.2.2.c: Infrastructure Former airbase Soesterberg can be reached in ten minutes by car from Utrecht and Amersfoort, is located between three freeways N238, N237 and N413 and in the area of a large and busy highway A28 (Annex IIX). Besides that, Soesterberg is reachable within two hours from the “Randstad”. Soesterberg does not have a train station, but is reachable by bus from the cities of Utrecht, Amersfoort, Soest, Den Dolder and Zeist, which do have train stations.
3.2.2.d: Airspace The CTR and TMA zone are no longer applied since April 2009. However, the airspace remains a military ATZ. This means that the airspace is restricted in lateral a horizontal way on a visibility of eight kilometres. These restrictions only apply during glider activities. Exceptions are made for police, ambulance and military flights.
3.2.2.e: Location advantages Soesterberg was the first air force base in the Netherlands and is well known by many people. Therefore, Soesterberg has a high historic value. With the coming of a new air and land-force museum, a new general aviation airport will be a big additional advantage. Historic aviation organisations such as the Dutch Dakota Association (DDA) can base their planes, and many other historic aviation activities can take place at Soesterberg airport. Besides these advantages, Soesterberg will be the perfect location for users of general aviation. Thanks to the ideal location in the centre of the Netherlands, general aviation will be in reach for many people. This will not only complement the excess VFR flight movement, but also excite new people.
3.2.2: Dinteloord Dinteloord is a small place in the province Noord-Brabant (annex IX). The area around Dinteloord are mostly fields, so this may be a good place for an airport. To get a better view of this place and if it is actually possible to build an airport here some things need to be researched. Starting off with the protected nature area’s (3.2.3.a), this has to be done to actually see if it is allowed to build the airport on that specific spot. Secondly, a closer look has to be taken to the population density, this is important because the airport should be reachable by a lot of people (3.2.3.b). Another important part is that the airport is reachable, the section reachability will define this (3.2.3.c). Finally the space above the airport is researched (3.2.3.d). Because the airspace will be occupied with aircraft, it is important that the airspace above and around the airport is clear of any busy flight routes.
3.2.3.a: Protected nature According to the Natura 2000 network, Dinteloord is almost clear of any protected nature areas. To the north of Dinteloord, a river called the “Dintel” is situated. The river is protected nature and a bird zone. Having bird breeding zones to an airport is dangerous. Making sure the airport is free of any birds is important.
3.2.3.b: Population density Dinteloord is situated in a fairly empty piece of the Netherlands. The municipality that Dinteloord is in, is called Steenbergen. In this municipality live 23.394 people and has it exists of a surface of 158,79 square kilometres. This comes down to 160 inhabitants per square kilometres. The Netherlands has 401 inhabitants per square kilometres. So comparing to the Dutch average, this is relatively low. Dinteloord itself has around 5600 inhabitants.
3.2.3.c: Infrastructure Because very few people live near Dinteloord itself, it is very important that the airport is reachable for a lot of people. The highway A12 ends near the airport.
Airport Consultancy group AE 25 Hogeschool van Amsterdam Domein Techniek Aviation Studies This highway connects Dinteloord to Rotterdam and as well to the highway A17 which leads to Roosendaal. The traffic intensity on this highway is not high.
3.2.3.d: Airspace Also important is the space above the airport. Because it must be known if the airspace is clear of any flight routes to another airport. This is important because mid-air collisions must be avoided. On this specific spot for the airport this might become a problem. Dinteloord is in a TMA A zone for Schiphol airport, that is between FL 055 and FL195. This airport is right underneath the flight route to Schiphol-south. If the airport is going to be built on this spot, a good air traffic control has to be present.
3.3: Layout The layout of an airport can influence a lot of different factors. Runways can influence the type of aircraft that can use the airport, and in which weather conditions it can be used (3.3.1). Taxiway and parking spaces influence the capacity of the airport (3.3.2). Besides runway and taxiways, other facilities at an airport are required or useful. All facilities regarding to the operation of the airport are considered flight facilities (3.3.3). Facilities that have no direct connection to the operation of the airport are considered visitor facilities (3.3.4).
3.3.1: Runway The design and placement of the runway at an airport can have huge influence on the capacity of the runway system (3.1.1.a). In regards to these different design and placement possibility’s a number of possible runway layouts can be designed (3.1.1.b).
3.3.1.a: Runway placement The largest factor influencing the capacity of the runway system is the amount of runways being able to be used at the same time, and the limitations of the size and strength of the runway. This is influenced by:
1. Wind direction and strength 2. Runway independence 3. Noise constraints
Ad 1. Wind direction and strength Wind is the primary factor in the amount of runways available for use. During take-off and landing, the wind has to stay within prescribed limits. With the expected traffic at the new airport the maximum cross wind will be 25 kilometres per hour. In the Netherlands, the most common wind direction is south-west. So the ideal runway at the new airport will be 06-24. On average, the wind in the Netherlands will exceed the 25 kilometre per hour crosswind limit eight percent of the time. Because eight percent is too high, a second runway will have to be considered.
Ad 2. Runway independence Besides the amount of runways able to be used, the capacity of the runway system is also affected by independence of available runways. Runways can be in a layout where they are parallel, intersecting, converging or diverging. It is common to have parallel runways at larger airports. When winds are in favour of this runway, it will increase the capacity of the runway system. Only when the distance between the runway centrelines is less than 762 meters, the two parallel runways will have to operate as a single one. When the distance between the runway centrelines is more than 762 but less than 1310 meters, arriving traffic must be staggered with a minimum diagonal distance of 2,9 kilometres. Departing traffic can be handled if the two runways are independent from each other if the climb paths are diverging. If the distance between the runway centrelines is greater than 1310 metres, the runways can operate as two independent runways.
Airport Consultancy group AE 26 Hogeschool van Amsterdam Domein Techniek Aviation Studies In case that the thresholds of the runway are staggered, the distance between the centrelines is increased by 30 meters for every 150 meters the thresholds are staggered. When runways are intersecting it means that the tarmac of a runway crosses the tarmac of another runway. If extended centrelines converge or diverge, they are considered converging or diverging. Specific rules apply varying from between airports for these runway systems.
Ad 3. Noise constraints Another limiting factor for the runway capacity can be the surrounding area. To maximize the runway capacity, runways with extended centrelines over densely populated areas should be avoided. Furthermore, noise should be distributed over the populations that are around. This also applies for the departure and arrival procedures, where a route with the least impact on the surroundings and the most economic route has to be chosen.
3.3.1.b: Runway type Aircraft can be limited to visit the new airport because of their runway requirements. To allow the expected traffic to land at the new airport the runway will have to meet requirements based on:
1. Pavement type 2. Runway size
Ad 1. Pavement type The runway pavement can be made of different types of surface. The most simple runway surfaces are the unpaved. Grass is a runway surface that is cheap to build and maintain, but is not strong enough to support the heavier aircraft (MTOW 5700kg) and the load capacity can be further decreased by wet conditions. Another runway surface option can be gravel, consisting of compacted soil and stones. This increases the load capacity allowing heavier aircraft. The gravel surface can be treated with a special seal increasing the weather resistance but making it more brittle and reducing the maximum aircraft weight. The last and most expensive option is to use a paved runway. Unlike the unpaved runways, the paved runway can be made as thick as required to cope with the weight of the aircraft. Concrete, can be used in various thickness depending on the weight of the aircraft. The concrete thickness can vary between fifteen to 51 centimetres. Concrete is a mixture of cement, sand, coarse aggregate, and water. Flexible pavement varies in thickness from eight to thirteen centimetres and is made from asphalt.
Ad 2. Runway size All aircraft have a set minimum required length of runway for landing and take-off. The required runway length is determent by MTOW of the biggest aircraft expected to operate at the new airport. The runway at the new airport will have to have at least 970 meters to accommodate aircraft with a MTOW of 6000 kilogram in ideal circumstances. In order to be keep operating with a crosswind, the ideal runway length will be 1200 meters or more. A 1200 metre runway is considered a class C runway. A class C runway is between 24-35 metres
3.3.2: Aircraft stands and taxiways At an airport, a safe location to leave aircraft during the time they are not used, and temporary park aircraft between flights is required (3.3.2.a). For aircraft to move around at the airport dedicated taxiway’s/taxi routings are required (3.3.2.b).
3.3.2.a: Aircraft stands Storing aircraft can be done at aircraft stands, which mostly will vary from a half to a full acre. Some aircraft owners will choose the new airport as a home base (hub), others will only make a short stop (spoke). Calculating the necessary parking space for all the aircraft can be difficult, but is necessary to prevent area shortage.
Airport Consultancy group AE 27 Hogeschool van Amsterdam Domein Techniek Aviation Studies Calculating from a point where the aircraft quantity on the airport stays equal, the space required is half of the flight movements. But since the aircraft quantity is not stable and it is possible that there are less departing aircraft then landing aircraft, doubling the space for aircraft stands to the same number as flight movements per day will be necessary. Any additional aircraft stands could be used for long-term parking.
3.3.2.b: Taxiway Creating a taxiway system for a VFR airport is less complicated then a taxiway system for an IFR airport. Since the flow of aircraft on a VFR airport is relatively low, traffic flow increasing methods such as a high-speed runway turn-offs will not be necessary. Taxiways are subjected to maintenance at certain intervals. The kind of maintenance depends on the material that the taxiway is made off. If the taxiway is made of asphalt or concrete, cracks in the taxiway must be fixed. If the taxiway is just plain dirt and grass, levelling off the surface is necessary. It is less expensive to create a dirt taxiway, but will need more maintenance since it cannot stay levelled when an aircraft with maximum take-off weight is landing on it. An alternate taxi route should always be possible, and back-up taxiways could be necessary to facilitate taxiing when a certain part of a taxiway is out of service.
3.3.3: Flight Facilities At every airport, a number of facilities are required for safe and efficient flight operations. The kind of facilities required depend on the kind of airport. Since the planned airport is an airport primarily for VFR traffic, only facilities for VFR aircraft are discussed. Even at small airports, air traffic control is required to ensure safe flight handling. ATC at VFR-only airports can, however, be much less complicated than at large IFR airports. Because VFR traffic requires less controlling and more monitoring, just one FIS station is necessary. This station handles all traffic in the airport’s area, including aircraft on the ground. Even small airports should have an office for the airport staff, and for possible flight preparation by pilots. For every landing, pilots have to pay a landing fee. This is also coordinated at the main airport office. Depending on the airport size, this office does not need to be very large, but adequate office space should be available for multiple pilots, and possible expansion of the airport should be taken into account. For flight preparation, it is important for pilots to check the weather forecast of the expected flying area. If the visibility is expected to drop below VMC limits, pilots are not allowed to take-off unless their aircraft has proper IFR instruments and an IFR flight plan is filed at air traffic control. To prevent violations of VMC limits, a weather station with sufficient and adequate instruments is required. A small VFR airport is attractive for flying clubs or flight schools. If a flying club of flight school is located at the airport, a clubhouse or school is generally necessary. Small aircraft do require maintenance. However, maintenance on small aircraft that don’t fly planned line services each day is easier to schedule. Therefore, only hangar space for aircraft based at the airport should be taken into consideration. Most maintenance tasks on small aircraft are relatively simple, and can most of the time even be performed by the pilot himself. The hangar space required for aircraft storage can also be used to perform maintenance.
3.3.4: Visitor facilities Visitor facilities are the non-required facilities placed in and around the airport. Accommodation can be used to generate attraction to the airport and develop an extra income. Visitor facilities can be divided into two categories. Facilities that make an extra income and facilities that do not. Accommodation such as restaurants, cafeteria and other shops where you can buy food and beverages. Aviation related shops do well at airports for making an extra income. Facilities that do not make an extra income are particularly made for attraction. The most attracting visitor facility at an airport is a plane-spotting area. Other visitor facilities such as a small museum with the history of the airport or aviation in general are also likely to attract visitors.
Airport Consultancy group AE 28 Hogeschool van Amsterdam Domein Techniek Aviation Studies 3.4: Conclusion All possibilities of the location and the layout of the new airport have been discussed, so a conclusion can be drawn on the exact location (3.4.1). Furthermore, different lay-outs have been investigated (3.4.2).
3.4.1: Location For the three researched locations, a summary is made with all advantages and disadvantages of each location (Table 3.1).
Protected Population Reachability Airspace Total Nature Density Multiplier 3 1 2 2 Lage Mierde 4 3 4 1 3,1 Soesterberg 3 4 5 3 3,6 Dinteloord 2 2 4 5 3,3 Table 3.1 - Locations
Classifications of four different aspects have been given to each location, ranging from one to five, with five being the most attractive and one the least. The first aspect that has been looked at is protected nature. It is important that the new airport causes no harm to the protected nature in the vicinity. This is the most important aspect, and has therefore be given a multiply factor of three. The Population density is another important aspect. Ideally, the close surroundings of the airport are not densely populated, to minimize noise disturbance. However, it is desirable that the airport can be reached by sufficient people. This reachability can be improved be sufficient roads to the airport. Population density has been given a multiplier of one, and reachability a multiplier of two. The last, but not least aspect is the airspace. The location of the new airport is preferably not in the vicinity of another airspace or flying route. Airspace has got a multiplier of two.
The first location, at Lage Mierde, is not located near large protected areas. It has been given a qualification of four for protected areas. The qualification for population density is three, because the surrounding area is not very densely populated in relation to the average population density in the Netherlands. Lage Mierde can easily be reached from the cities of Tilburg and Eindhoven. Therefore, the reachability of Lage Mierde has been given a four. Lage Mierde is located in the CTR of Eindhoven airport, which could cause some problems for aircraft landing or departing Lage Mierde airport. This problem cannot easily be overcome, so the qualification for airspace is determined one. The second possibility, Soesterberg, is not located near protected areas. There are, however, plans for transforming the Soesterberg area in an ecological head-structure. Because these plans are not final yet, this can be canceled. Soesterberg has therefore been qualified a three for protected nature. Soesterberg does not have large cities in its direct surroundings. Soesterberg has got a four for population density. The cities of Utrecht and Amersfoort are located near Soesterberg, and Soesterberg is also easily reached by public transport. Because Soesterberg is so easily reached, it has been qualified with a five for reachability. Soesterberg is not located near another airport’s airspace, but the area is an official low-flying route for military aircraft. This low-flying route can be altered, but the qualification for this aspect is a three. Dinteloord is clear of protected areas, but there is a bird breeding zone to the north of Dinteloord. Having a large population near an airport is very dangerous; Dinteloord has been qualified with a two for protected areas. Dinteloord lies in a fairly empty piece of the Netherlands. Therefore, Dinteloord has got a two for population density. The highway A12 leads directly from the large city of Rotterdam to Dinteloord, making it very easily reached. The qualification for reachability is therefore four. Around Dinteloord, there is no other airspace or flying route, and therefore Dinteloord has got the maximum qualification of five for airspace.
Airport Consultancy group AE 29 Hogeschool van Amsterdam Domein Techniek Aviation Studies As shown in the table, the Soesterberg location has got the best qualifications, and has therefore been chosen for creating a new airport.
3.4.2: Layout There are many kinds of possible lay-outs an airport can have. Runways, taxiways, terminal, hangars, and other buildings are all kinds of features of an airport that have to be carefully planned and designed (figure 3.x). The first aspect of an airport that has to be planned is the runway, or multiple runways. Because Soesterberg has already been an airport, there are already two runways that could be renovated. Runway 09/27 (1) is still in a fairly good condition, so a decision has been made to renovate this runway. Runway 13/31 is almost completely destroyed, so this runway will be completely removed, and a grass strip will be located at the position and direction of the old runway (2). To accommodate glider flying, a separate small grass strip will be positioned just to the south of runway 09/27 (3). The main runway will be runway 09/27, and runway 13/31 could be used if winds are strong from the north or south. The old main buildings at the airport have already been transformed into a military museum. It has been decided that this museum has an added value to the airport, and this museum can be maintained (4). The main entrance and buildings of the airport will be located to the west of the airport (5). Sufficient space is available there and this location is at a favorable positions in relation to the runways. These buildings are the main office, pilot area, and a possible flying school or aviation club. The main aircraft hangars will be located in the area between the two main runways (6). Old military aircraft hangars are already positioned there, and could be renovated to provide proper hangar space. Taxiways (7) will be positioned around the hangar area and main buildings, to runway 09/27. Runway 13/31 is a grass strip and will therefore not need any taxiways leading to it. The FIS building (8) will be located near the hangars, close to the intersection point of the two main runways. 1. Runway 09/27 2. Runway 13/31 3. Glider runway 5 4. Museum 5. Airport entrance 4 6. Aircraft hangars 7. Taxiways 2 8. FIS building 6 8 7 1 3
fig. 3.2 – Airport Soesterberg lay- out Chapter 4: Airport elaboration
Theoretically, the construction of the new airport could start soon. However, a lot of people will be influenced by this new airport and their wishes should also be taken into consideration. Therefore, the design of the airport must be approved by the Dutch government. This is a very prolonged process and obstructions in this process will likely occur. When all features are approved, the government will grant all certifications (4.1). The new airport does have all kinds of facilities to facilitate every airport user (4.2). When the airport capacity is almost exceeded, expansions need to take place. Around the new airport, room for these expansions is preserved (4.3).
Airport Consultancy group AE 30 Hogeschool van Amsterdam Domein Techniek Aviation Studies The financial aspect of the airport is very important. Landing fees for aircraft have to be established and it must be ensured that the total revenue of the airport is at least equal to the total costs (4.4). Based on all considerations that have been made in this report, a recommendation can be made for the new airport (4.5).
4.1: Certification An airport cannot be built without the approval of the “Provinciale Staten”. An airport decree with the basic certifications for the airport, such as flight safety, noise pollution and external safety is required (4.1.1). Then the remaining certificates are required, such as permits for building the airport (4.1.2).
4.1.1: Airport decree An airport decree contains limits and rules, these are necessary for the relation to noise pollution and the rules of flight safety (4.1.1.a). It is optional for an airport decree to conclude the limits and rules that are necessary for the external safety (4.1.1.b).
4.1.1.a: Flight safety and noise pollution To get a certificate for the flight safety and usage of airspace, the minister of V&W has to approve the airspace and airport safety features. Without this approval, the airport decree will not become effective. The airport’s management has to make a request for the certificate. The safety of the airspace, capacity and the presence of a ATC are taken into consideration before the approval of the certificate.
The limitations of noise pollution are marked by noise contours. Instead of using noise zones, enforcement points are used and placed near the runway and any other residential area surrounding the airport. According to the “Besluit burgerluchthavens”, if the noise outside the airport’s terrain exceeds 56 dB(A) Lden, a “luchthavenbesluit” is required. Any noise pollution surrounding the airport can alter the locations of new residential areas that are planned to build in the near future. The “besluit burgerluchthavens” controls and checks these limitations and approves the validity of the certification
4.1.1b: External safety The risk of an aircraft crashing around the area of an airport is more likely than during a flight. The regulations of the external safety conclude establishments and other destinations surrounding the airport. The external safety is also expressed as a location-specific risk. According to the “Besluit Burgerluchthavens”, article 5.1, a “Luchthavenbesluit” is required when the external risk is greater than 10-6.
4.1.2: Remaining permits When building an airport, several permits have to be obtained to prepare the construction of this airport. The permits are necessary for placing facilities, utilities and service elements like fuelling. The permits of environmental and noise production elements during construction will have the main priority. Construction approval for all facilities and buildings is required before building the actual airport (4.1.2a). Labour permits for all assessed personnel and the expected types of labour needed on the airport when the airport is in operation (4.1.2b). At fuel deposits and fill places soil contamination has to be prevented to acquire and retain an environmental permit (4.1.2c).
4.1.2.a: Construction permits According to the Dutch regulations, the permits have to be approved by the town council of Soest. The permits will have an average cost of one to four percent of the total construction costs. For the construction and soil preparation, permits have to be obtained and executed according to these permits. These permits are for facilities like hangars, ATC tower, restaurants, shops.
Airport Consultancy group AE 31 Hogeschool van Amsterdam Domein Techniek Aviation Studies Some facilities are more important than others. The fuel installations, the prepared soil protection systems, fluid drainage system and the fire extinguisher systems are examples of more important facilities.
4.1.2.b: Labour permits On the construction site, permits for the labouring personnel and the used machinery have to be taken care off. Permits for all participating companies and their personnel are required and safety measurements have be taken into account. Also the permits for the airport when it is in operation are required, these permits will cover the operational features of the airport. The operational features consist of refuelling actions, maintenance work and permits for the emergency crew.
4.1.2.c: Environmental permits The Soesterberg area is already planned to become a part of EHS, these plans are however not definite. These plans need to be modified to suit the plans for the new airport. Because these plans are not definite, it is not clear how it will affect the EHS area. These modifications have to be discussed with the town council and the affected conservation organisations.
4.2: Facilities The new airport at Soesterberg has got different kinds of facilities. These facilities make sure Soesterberg airport is a nice, safe, and easy airport to operate, or visit. Some of these facilities are mandatory at each airport, and others are optional. An example of facilities which are mandatory are air traffic control, and meteorological services (4.2.1). Each airport user requires other facilities. Special airport users, such as glider pilots, require special facilities (4.2.4). A facility most airport users will use, is fuelling. Different aircraft require different kinds of fuel, so the most used fuel types must be available at the airport (4.2.3).
4.2.1: Flight Information Service (FIS) and meteorological service To provide safety in the air and on the ground, a FIS-building will be build. This ensures that no mid- air collisions will happen. Air traffic controllers are not required, but there will be a flight information service. The flight information service is manned by the “havenmeester”. This person also registers all flights departing or arriving, and coordinates all movements. Meteorological information is also important for safe flight operations. Because the major Dutch meteorological centre is located in De Bilt, just five kilometres away from Soesterberg, an additional meteorological centre is not required at the airport. However, an office for pilots to check the forecasted weather is necessary. This office should have connection to the meteorological centre at De Bilt, to provide accurate and real-time weather information and forecasting.
4.2.2: Specific airport users Flight lessons are a big part of the flight movements of all small VFR airports. At Soesterberg airport, the possibility for flight schools is widely available. Hanger space is already available for rent, extra requirements for optimal operation for flight school such as flight briefing room, class room and other building space are also planned at Soesterberg. Airport Soesterberg has a been used since the 1940 for glider activities. The “Amsterdamsche club voor zweefvliegen” (ACVZ) will remain operational with the new plans for Soesterberg Airport. They will be moved from their current location to their own hangar at the new airport. Grass space will be reserved for winch launch, aero tow operations and landing space. Circuit area is reserved to the south of the airport. With these facilities, the ACVZ can continue their operations. Parachutist flights use the main runway for takeoff. If a higher drop then 1050 meters is desired, they can contact the Amsterdam TMA to request clearance to enter the airspace above Soesterberg. As landing zone, the area to the east of the main runway is available.
Airport Consultancy group AE 32 Hogeschool van Amsterdam Domein Techniek Aviation Studies 4.2.3: Fuel For the expected traffic at Soesterberg different types of fuels are required. For the smallest piston engines normal mogas euro 95/98 can be used. For more sophisticated engines, AVGAS will be available. For jets, helicopters and other high performance engines, jet fuel A1 will be available.
4.3: Expansion Possibilities An airport never stays the same for many years. Continues growth of air traffic will cause the need for expansion. On short term, minor expansions are required to keep the airport modern and attractive to private pilots and other airport users (4.3.1). On long term, these minor expansions are not sufficient. Major expansion have to be planned for the airport to remain attractive. These expansions are expensive and time-consuming. However, they will make sure the airport can remain for much more years (4.3.2).
4.3.1: Short term expansion possibilities Dutch aviation will continue to grow after 2030, demanding more capacity. The runways and taxiways are able to cope with this continues growth, but additional hangars, flight schools, scenic flight company’s or clubhouses have to be build. The best possible location for these buildings would be next to the military museum. Another short term expansion is preparing the airport for business flights. Soesterberg will be the closest airport to the cities of Utrecht and Amersfoort, so business travelers can save time by traveling to Soesterberg. This requires a couple of facilities, such as offices, parking stands and terminal changes.
4.3.2: Long term expansion possibilities If the current growth of air traffic in the Netherlands remains, it is expected that the IFR capacity in the Netherlands is exceeded in 2040. A possible anticipation for this capacity problem is expanding Soesterberg airport to be able to handle IFR flights. This can be done by expanding runway 09/27 eastwards until a minimum of 1800 meters, for larger aircraft to be able to take-off and land. Runway 09/27 could be extended to a maximum of 3075 meters, the original length of the runway during military operation. Also, runway 13/31, which is currently a grass runway, could be resurfaced to facilitate aircraft like the Boeing 737 or Airbus A320. Both runways are already wide enough for these aircraft, also factoring crosswind. An additional stopway could be created at the end of both runways, increasing the maximum allowable takeoff weight, and therefore increasing the amount of possible destinations.
The runway is not the only change that has to be made to the airport to suit IFR flights. A larger terminal is necessary to accommodate passengers and crew. A new terminal could be built to the northeast of runway 13/31, possibly integrating the military museum into the terminal. Also, an apron able to facilitate multiple aircraft the size of a B737 or A320 is required. This apron will be located northeast of runway 13/31, next to the terminal. The terminal and runways are able to handle at least an additional 20.000 IFR flight movements.
4.4 Financial aspect An airport must make profit to exist. The government has decided that an airport may not profit from aeronautical activities. An airport can only charge money from the user of the airport to cover the costs it had to make for building the airport (4.4.1). An airport is only allowed to make profit from non-aeronautical activities (4.4.2).
4.4.1 Aeronautical activities The airport is not allowed to make profit out of aeronautical activities. These aeronautical activities are divided into different categories. Landing fees and aircraft parking fees are examples of aircraft related activities (4.4.1.a).
Airport Consultancy group AE 33 Hogeschool van Amsterdam Domein Techniek Aviation Studies Passenger related facilities are required to facilitate every person that makes use of the airport (4.4.1.b). Besides aircraft and passenger related activities, some remaining aeronautical activities take place at the airport (4.4.1.c).
4.4.1.a Aircraft related There are several aspects that have an influence on the landing and parking fees, based on the currently used fees at Lelystad airport (annex X):
Ad. 1 Aircraft weight Ad. 2 Noise category of the aircraft Ad. 3 Type of flight Ad. 4 Flight planning Ad. 5 Required space for parking
Ad. 1 The new airport will receive aircraft with a MTOW lighter than 6000 kilograms for the first few years. These will be categorized in 391-1.500 kilograms, 1.501-2.000 kilograms, 2.001-3.000 kilograms and 3.001-6.000 kilograms. In the future, the new airport can receive aircraft which will weigh more than 6000 kilograms. These then can be categorized in 6.001-9.000 kilograms, 9.001-12.000 kilograms, 12.001-22.000 kilograms and more than 22.000 kilograms. Each category has a different fee.
Ad. 2 Which noise category an aircraft belongs to, will be determined by the measuring method ICAO describes in Annex 16, chapters six and ten. By applying this method, there will be eight categories. This will then result in five different ratio of fees. Category one and two will pay the same amount and will be charged with a largest amount of fee. Followed by category three, then category four, then category five and six and then category seven and eight. When an aircraft weights more than 3001 kilograms it will make no more difference to which noise category the aircraft belongs to, because category eight will then pay the same amount of fee as category one.
Ad. 3 There are two different types of flights. A flight where the aircraft will land on the same airport as where the aircraft took off, is called a terrain flight. A flight is where the aircraft will land on a different airport as where the aircraft took off, is called a cross country flight. For a cross country flight, a higher fee is charged than for a terrain flight.
Ad. 4 A difference is made on which moment a flight is planned. This is to be categorized in hours, days and months. Between 07:00-19:00 hour an aircraft that takes-off or lands will be charged with a smaller fee then when an aircraft takes-off or lands between 19:00-23:00 hour. When an aircraft lands 15 minutes after 23:00 hour it will be charged with a fine of 34 euros per 15 minutes. Planning a flight between Monday and Friday will be charged with a smaller fee than when a flight is planned during the weekend. When an flight is planned in the period between April and September, a flight during the weekend will be charged with a larger fee than when a flight is planned between October and March. This is because between April and September, the weather is more positive and more people tend to make a flight than between October and March. When an aircraft weighs more than 3001 kilograms, it will not make a difference if a flight is planned between April and September or October and March and if the flight is planned in the weekend between 07:00-19:00 hour or 19:00-23:00 hour.
Airport Consultancy group AE 34 Hogeschool van Amsterdam Domein Techniek Aviation Studies Ad. 5 When an aircraft requires more than 80 square meters parking space, it will be charged with a larger fee for each additional ten square meters it requires. Below 80 square meters, it will be charged with approximately twelve euros. When an aircraft stays for less than six hours during daylight on the parking space it will not be charged with a parking fee.
4.4.1.b Passenger related When the airport is built, it has to be considerate that the airport will have to handle with passengers. To handle off passengers, an airport requires some aeronautical related facilities, this can be a big investment. The government decided that airports can charge these costs on the companies who transport the passengers, but to only cover the expenses and not to make a profit from it. When an aircraft weighs more than 3001 kilograms it will be charged with approximately ten euros per passenger.
4.4.1.c Remaining aeronautical related activities Airport Soesterberg has to pay a large amount of money to the government for any damage the airport makes to the environment. This is because reopening airbase Soesterberg is a special case. There were already plans for making Soesterberg an EHS, which connects two protected areas. These plans need to be cancelled, which will cost more than when barely damage is made to the environment. The airport can charge this on the users of the airport, but will not be able to cover all the expenses in a small amount of time. When the airport would try to cover the expenses in a small amount of time, it will not be attractive anymore for companies to come to the airport because of the high charges the airport then will demand.
When required, the new airport has to invest in security. The airport can charge an amount of money for this from the users of the airport to cover the expenses.
4.4.2 Non-aeronautical activities Non-aeronautical activities are activities where an airport is allowed to make profit on:
Ad. 1 Car parking fees Ad. 2 Concession from shops Ad. 3 Office rental Ad. 4 Agency and advising Ad. 5 Museum
Ad. 1 When people come to the airport by car, people are willing to pay to be able to park the car close to the airport. For the first few years after 2030, it will not be a large income for the new airport, because the people will park the car for only a few hours. After a few years, it can become a nice income for the new airport. However, when the airport reaches its parking capacity, expansion is needed.
Ad. 2 Shops such as restaurants or souvenir shops must pay a pre-arranged percentage to the airport from the profit the shops make, called a concession. In 2030, this will not make an large amount of profit, because the airport will only handle approximately 67.000 flight movements. However, if the aviation keeps growing, it will deliver a larger amount of money.
Airport Consultancy group AE 35 Hogeschool van Amsterdam Domein Techniek Aviation Studies Ad. 3 The new airport will be available for GA, this means the main market area is in flying-schools, recreation flights, parachute companies etc. The companies who take care of these activities all will desire an office. These offices will be made available by the airport. The airport will ask rent for the use of offices from these companies and make a profit of it.
Ad. 4 When the new airport develops something revolutionary, another airport can ask for agency and advice. This can be very profiting for the new airport, but first it has to of course come up with a with a good idea and therefore is unreliable to expect to make profit from.
Ad. 5 Plans are made to build a museum near the former airbase Soesterberg. This is because Soesterberg has a rich history. Aviation fanatics and tourists will come to the museum and therefore also to the future airport, but also people will, who come to make a recreational flight, parachute flights or any of the present activities, go to the museum.
4.5: Recommendation The European aviation will grow significantly the upcoming years and to take advantage of this trend, Dutch aviation needs to make some adjustments in the existing system. The four designated airports (Schiphol, Eindhoven, Rotterdam-the Hague, Lelystad) of the Netherlands will need a reclassification to take maximum advantage of the upcoming growth the Dutch aviation.
Therefore, a Multi Airport System Plan is created. In this MASP the specific growths per airport are calculated, possible options are created and a conclusion is made, based on the figures and options. The MASP concludes that the Netherlands needs an additional VFR airport and this airport will handle approximately 67.000 flight movements. The new airport should be placed at a proper location selected on costs, environmental issues and noise implementation. The ideal location in relation to noise implementation, costs and reachability will be the usage of a former airbase Soesterberg. The biggest advantages will be the prevented large costs due to the already existing infrastructure, runways and empty buildings on this location. Because the existing runways are still intact and of a proper quality and strength, a major cost reduction is created. This airport had handled large CS25 aircraft and therefore can be concluded that modifications on the runways are not necessary.
The selected airport-layout is designed in a way, that the main runway is a tarmac runway and its adhering runway, a grass runway that is almost perpendicular on the main runway. This layout will create the least amount of interruptions on the surrounding environment and will need the least amount of adapting on the existing runway. This layout can also create future expansion possibilities for an IFR airport. The financial prospect in consideration is that Soesterberg airport can make profit or there can be a break-even situation. The situations where the airport can make profit should be reduced to a maximum for financial growth, because Soesterberg airport cannot make profit on aeronautical activities. Only profit on non-aeronautical activities can be made.
Airport Consultancy group AE 36 Hogeschool van Amsterdam Domein Techniek Aviation Studies List of terms
Term Abbreviation Signification
A document that specifies all the rules for a specific area Aanwijzingsbesluit - around the airport Accelerate-Stop Distance ASDA The TODA including a optional extra stopway Available Air Traffic Control ATC A control center that arranges all-in and out coming flights
Aprons - Parking places or docing places for aircraft
A type of landing where the pilots configure the aircraft that it Autolanding - can land on its own Decibel that is classified by sort of frequency, most common A-weighted-decibel dB(A) class is A Bird-strike - When a bird hits an aircraft and cause inverior damage
Business aviation BA A part of general aviation used for business flights
Area of airspace between Upper Area Control Centre and Control Area CTA Terminal Area
Control zone CTR Airspace serouding 8nm of the airport
Wind that has a direction and force perpendicular on the Crosswind - runway De-icing - Spray a liquid onto subjects to releave them from ice Effective Perceives Noise EPNdB Used for aircraft certification decibel Etmaalweegfactor N Is an daytime-weighting-factor without a dimension
Frequency - Amount of vibrations per second, it is measured in Hertz
Geluidsbelasting kleine BKL Noiseload small aviation luchtvaart General Aviation GA all the aviatian besides civil and military aviation
Glycol - An hypochloride additive to water to change its freezing point
Hangar - A large hall where airc raft can be stalled or maintained
Hertz Hz Unit for frequency
Hub - Home base of an airliner A device or multiple to guide IFR aircraft to the runway when Instrument landing system ILS approaching
Airport Consultancy group AE 37 Hogeschool van Amsterdam Domein Techniek Aviation Studies
Instrumental flight rules IFR navigation on instruments International Air Transport IATA Represents, leads and serves the airline industry.
Association International Civil Aviation Promotes understanding and security through cooperative ICAO
Organization aviation regulation. International Civil Aviation Promotes understanding and security through cooperative ICAO Organization aviation regulation Knots indacted airspeed KIAS Methode of indicating speed in aircraft
Kosteneenheid Ke Used for noise limitation
Luchthavenbesluit - A document that specifies all the rules of a specifiec airport
luggage - Suitecases/bags and travel features
Marechaussee - Dutch militairy police
Non-Directional Beacon NDB Device working together with ILS and VOR to approach a runway
Reppelants - devices or biological elements that repel undesirble animals
Runway - Tarmac or grass strip where aircraft can land or takeoff
Spoke - Airport where an airliner flies too and back to their hub
Take-Off Distance Available TODA The TORA length uncluding an extra optional clearway
Take-Off Run Available TORA The available runway length for a designated aircraft
Taxi-way - roads for aircraft to get to there designated runway Terminal Area TMA Airspace used for arriving and departing traffic The royal Netherlands airforce RNLAF The dutch military airforce
VHF Omnidirectional Range VOR A device for landing used by pilots for ILS approach
Visual flight rules VFR navigation on sight In aviation, visual meteorological conditions (or VMC) is an Visual meteorological VMC aviation flight category in which visual flight rules (VFR) flight is conditions minima permitted
Wet luchtvaart WLV A document that specifies all the rules of the Dutc aviation
Airport Consultancy group AE 38 Hogeschool van Amsterdam Domein Techniek Aviation Studies
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Airport Consultancy group AE 39 Hogeschool van Amsterdam Domein Techniek Aviation Studies
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Airport Consultancy group AE 40 Hogeschool van Amsterdam Domein Techniek Aviation Studies Wie zijn wij, Natuurmonumenten http://www.natuurmonumenten.nl/content/wie-zijn-wij-1 Datum website: 20010 Datum geraadpleegd: 05-2012
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