The location and size of parallel taxiways depend on the type of runway and the type of aircraft used. Usually, only one parallel taxiway is arranged. In airports with very large flights, it is required to plan a second parallel taxiway to ensure the safety and smoothness of aircraft running on the ground. In the case of busy business, it is necessary to set up a quick exit taxiway with an angle of about 30 from the runway, and its position depends on the type of aircraft used, grounding speed, deceleration rate and the number of exits. Contact taxiways are set between runway, parallel taxiway and apron.
Arrange apron according to the type and quantity of parked aircraft and site conditions. Some airports should also set up waiting apron, isolation apron and bypass taxiway as required (see airport flight area). The terminal area is located at the junction of the flight area and the ground working area, which is the focus of airport planning and layout. The facilities in the terminal area mainly include passenger terminal, freight terminal, passenger apron, road in front of the station and parking lot. The layout of the terminal area is mainly to determine the location of the terminal area and select the appropriate passenger apron and passenger terminal configuration. See airport configuration for the principle of determining the relative position between terminal area and runway.
There are four layout forms of passenger apron (see figure): (a) Front apron. When the plane stops in front of the passenger station and the number of stops is less than or equal to 4, the front row formula is more reasonable; When more than four seats are needed, it is difficult to arrange the passenger flow in the front row, and the construction cost is also obviously increased. (b) the corridor airport. The plane stopped in the corridor of the passenger terminal building. One corridor is suitable for 6 ~ 12 seats. When the number of seats exceeds 30, multiple corridors or Y-shaped and T-shaped corridors are adopted. (c) satellite apron. Planes are parked around the satellite hall, and the passenger station and the satellite hall are connected by tunnels or corridors. (d) an open apron. Planes are parked near or far away from passenger stations, usually in more than one row; When the plane stops near the passenger station, passengers board the plane on foot; Otherwise, passengers are transported to the plane by cars or transport vehicles called "activity lounges".
The layout of the passenger station depends on the business nature, passenger flow, number of planes, boarding mode, building area, form and style, and the type of passenger apron. There are five basic configurations: (a) simple configuration with front apron; (b) Linear configuration, such as straight line, broken line, arc line, etc. , equipped with front apron and passenger boarding bridge for boarding; (c) finger corridor configuration, using finger corridor apron; (d) Satellite configuration with satellite apron; (e) "Lounge" configuration and unit terminal configuration, the former is suitable for the passenger terminal when it is far away from the apron, and the latter is suitable for the airlines to build their own unit passenger terminal along the connecting road when several airlines are operating at the airport at the same time, and it is also suitable for gradually adding passenger terminal units according to the needs of passenger growth when building a large airport.
The layout of freight station mainly includes the layout of freight station, freight apron, road and parking lot, and its location depends on the annual freight volume and freight mode. Airports with small freight volume and mixed passenger and cargo transportation can not only set up freight apron, but also set up freight area. In airports with large freight volume and mainly cargo planes, consideration should be given to arranging cargo areas including cargo planes separately. Its position keeps a certain distance from the passenger station, and a connecting road is set between the passenger station and the freight station. Access roads should be arranged in combination with urban planning road network, and vehicles leading to passenger stations should be separated from other service vehicles as far as possible; Roads leading to various functional areas and connecting roads between various sections should be comprehensively arranged; Arrange patrol roads in combination with the airport boundary.
In addition, the overall planning of the airport must also formulate the environmental design and greening layout of the airport; Measures such as isolating aircraft noise, controlling water and air pollution, and preventing bird damage; And the land use planning of the airport. According to the noise impact caused by aircraft operation, provide suggestions for land use planning near the airport to the local urban planning department.
Land use planning The land near the airport should be controlled by districts, and the influence of noise pollution should be limited to the allowable range as far as possible to form a reasonable utilization environment.
According to the predicted or measured data of aircraft type, route, operation times and time at the airport, the perceived noise levels at different distances during aircraft operation are calculated or measured, and the effective perceived noise levels are calculated to predict airport noise exposure. Using the calculation results, the intensity map of airport noise exposure is drawn. Overlaying the isointensity map on the land use map, we can evaluate whether the current land use situation is appropriate according to the national noise environmental standards and isointensity map near the airport. If the land outside the aircraft site has not been developed, the contour map is the basis for establishing the requirements of comprehensive land use zoning. For the building areas that exceed the environmental noise standard, suggestions for taking appropriate measures should be put forward.
Evaluating the social and economic benefits of airport operation includes direct economic benefits and indirect economic benefits. Direct economic benefits By analyzing the relationship between airport investment and operating profit, and considering the time factor, the overall evaluation of airport projects is made. Evaluation methods include simple investment return rate, return period, profit and loss analysis, etc. Indirect socio-economic benefits By analyzing the economic benefits of airport operation on industrial and agricultural production, tourism, foreign trade, resource development, science and technology, culture and education in the city and its surrounding areas, the airport project is evaluated as a whole. Direct benefits usually adopt quantitative analysis, while indirect benefits are mainly qualitative analysis, supplemented by quantitative analysis.
On the basis of the above work, complete the general layout of the airport, the relationship between the airport and the city and its adjacent airports, the limit diagram of clearance requirements, the departure, approach and go-around route diagram of the aircraft, the airspace diagram of the airport, the influence of aircraft operating noise and the general description of land use planning and wind analysis and planning nearby.