SECTION 6 FORMULATION OF AIRPORT MASTER REHABILITATION PLAN Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC SECTION 6: FORMULATION OF AIRPORT MASTER REHABILITATION PLAN 6.1 Confirmation on Airside Separation Requirements 1) Existing Airside Separation Distances At the existing Nadzab airport, separation distance between the runway center line and the parallel taxiway centerline is approx. 213 m, and the parallel taxiway centerline and the apron taxiway centerline is approx. 180 m. Distance between passenger terminal building and apron is approx. 6.5 m and apron depth is approx. 85 m as illustrated below. 85000 Apron Depth Baseline 6350 77500 7500 173600 213300 20135 150000 Runway Strip Apron TW Apron Stand Parallel TW Runway B737-800 B737-800 B737-800 B737-800 Terminal Figure 6.1-1 Existing Separations between Facilities 2) Examination of Airside Separation Distance Requirements Examination as to whether the site conditions allow layout of the runway, parallel taxiway, apron edge taxiway, aircraft parking stands and the passenger terminal building with adequate separation distances for the instrument approach runway accommodating the design aircraft in accordance with ICAO Annex 14, has been carried out. The design aircraft (combination of aircraft simultaneously operational) are as follows: B737-800 on the apron edge taxiway and B737-800 or smaller parked on the apron or vice versa; B777-200 on the apron edge taxiway and B737-800 parked on the apron or vice versa; and B777-200 on the apron edge taxiway and B777-200 parked on the apron for the long-term. Result of the examination is as follows: i) The separation distance between the existing runway and parallel taxiway is 213.3m which is more than enough to meet ICAO requirement for Code 4E (182.5m). ii) The distance between the existing parallel taxiway centerline and the existing passenger terminal building is approximately 265m. In between the parallel taxiway and terminal building, an apron edge taxiway, aircraft parking stand and an area for GSE and piping need to be provided to accommodate simultaneous operation of B777-200 in the long-term. The minimum distance for this requirement in accordance with ICAO are as shown below: 6-1 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC Distance between a parallel taxiway to an apron edge taxiway; 80m. Distance between an apron edge taxiway and B777-200 parked on a stand; 47.5m. Length of B777-200 parked on a stand; 64m. Area for GSE and piping; 25m. Total; 216.5m < 265m. 123000 Apron Depth 25000 111500 128450 213300 64000 47500 11500 min distance is 80m 150000 Runway Strip Apron TW Apron Stand Parallel TW Runway B777-200 B777-200 B777-200 Terminal Figure 6.1-2 Confirmation on Airside Separations for Simultaneous Operation by B777-200 Therefore, it can be concluded that, from airside separation distance viewpoint, aircraft parking stands and an apron edge taxiway capable of accommodating B777-200 simultaneously can be developed phase by phase starting from those capable of accommodating B737-800 simultaneously or simultaneous operation by B737-800 and B777-200. 6-2 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC 6.2 Location of New Passenger Terminal Building and New Apron As the existing passenger terminal building (PTB) is old and narrow, the proposed new passenger terminal building needs to be developed as soon as possible, but without adversely affecting operation of the existing terminal and apron. With regard to the location of proposed new passenger terminal, there could be two options as shown below: Develop the new terminal to the west of the existing PTB (Option A);and Develop the new terminal to the east of the existing PTB (Option B). New PTB Location Option A New PTB Location Option B Existing PTB Existing PTB Existing apron Existing Apron Demolish existing apron Construct new apron of Construct new apron for and construct new cement concrete propeller-driven aircraft cement concrete apron pavement Construct new apron taxiway of cement concrete pavement Construct new apron taxiway of cement concrete pavement Reinforce Reinforce Reinforce Reinforce existing existing existing existing taxiway taxiway taxiway taxiway Option A Option B Figure 6.2-1 Alternative Location of New PTB Options Table 6.2-1 shows comparison of two options. The Option B is more advantageous than Option A in terms of the efficiency and economy in construction and future expansion, among others, and therefore has been chosen as the preferred option. 6-3 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC Table 6.3-1 Comparison of Two New PTB Location Options Option A Option B Summary New PTB is to be located almost equidistant New PTB is to be located to the east of the from the apron edges, offering shorter existing PTB so that new terminal walking distance for passengers. construction would not obstruct operation of the existing terminal. Phasing and As the existing and new PTB are horizontally New PTB may be constructed independently Construction overlapped, the construction work needs to be from existing PTB. Period phased and longer time period required. Future The existing control tower could be an Ample area is available on both sides of the Expansion obstruction for future expansion of new PTB. new PTB for future expansion. Utilization of Part of existing PTB may be utilized as Existing PTB may be utilized as tentative Existing PTB tentative cargo terminal in the short-term but cargo terminal in the short to medium-term. needs to be demolished in the medium-term Further utilization in the long-term may for PTB expansion. require refurbishment which could be costly. Car Park Existing car park may be utilized, but it needs Additional car park will need to be developed significant rehabilitation and cost saving in front of new PTB. would be minimal. Aircraft Part of existing apron will need to be Operation of existing apron would not be Parking Apron demolished and new concrete pavement affected by construction of new PTB and constructed, which could prevent efficient and apron. smooth operation of PTB and apron. In The existing apron can be maintained as is addition, new apron pavement, at least (rehabilitation required) and utilized in future. equivalent to the demolished part, needs to be constructed, resulting in additional cost. Advantage This option could offer shorter walking Minimum adverse impact on operation of distance to passengers existing PTB and apron and no obstruction embarking/disembarking the aircraft on the for future expansion to both sides. apron. Existing PTB may be utilized as tentative cargo terminal. Disadvantage This option is time consuming and more Walking distance of passengers on apron costly in construction. would be longer, but provision of canopy Future expansion could be hindered by the could mitigate this problem. existing control tower. Conclusion Not preferable. Preferred option. 6-4 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC 6.3 Runway Extension As discussed in Subsection 5.4.1, extension of the runway may be required in future to accommodate medium to long-haul international flights. The runway length requirement together with direction of runway extension should be carefully examined in close cooperation with Air Niugini and other operating airlines as precise examination on the one-engine failure aircraft operation can only be made by the operating airlines. 6.4 Layout of Other Major Facilities 1) Cargo Terminal Building At present, air cargo handling is being carried out inside the existing passenger terminal. Upon completion of the new passenger terminal construction, the existing passenger terminal may be converted to the cargo terminal building as it has adequate space to meet forecast future cargo demand (short to medium-term). In the long-term, a new cargo terminal building will need to be constructed to accommodate both domestic and international cargo demand. As majority of the air cargo will still be transported by passenger aircraft, the new cargo terminal building should be located close to the passenger aircraft apron. Possible location of the new cargo terminal building would be to the western side of the existing passenger terminal (cargo terminal in the short-term) where a new terminal may be developed while maintaining the cargo terminal operation. 2) Control Tower It has been proposed to utilize the existing control tower after refurbishment in the short-term, however the tower is already 40 years old and a new control tower will be required in future. Possible location of the new control tower could be to the west of the existing tower near the existing rescue and fire-fighting station. Attention should be paid to ensure meeting line-of-sight requirement to the future extended runway end. 3) Rescue and Fire-fighting Station It has been proposed to construct a new rescue and fire-fighting station to ensure level of protection and timely response in case of emergency. Proposed location of the new rescue and fire-fighting station is in the eastern side of the exiting station where a direct access to the runway via Taxiway B is achievable. 6-5 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC 4) NAC Administration Building It has been proposed that a new NAC Administration Building complete with monitoring, communication and control system should be built near the existing administration building in order to ensure safe and efficient airport operations. 6.5 Airport Master Rehabilitation/Development Plan Figure 6.5-1 shows proposed short-term Nadzab Airport Master Rehabilitation Plan, and Figure 6.5-2 shows proposed short-term Terminal Facilities Rehabilitation Plan.