Runway Extension Research Articles

A Method for Identifying General Aviation Airports that are Candidates for Runway Extensions: A Planning Model for State Aviation Systems

One of the most important characteristics of an airport is the length of its longest runway: that length determines the types of aircraft that can use the airport and provides a margin of safety for users. A runway extension, therefore, would enhance the utility of many airports. But resources are scarce, and if funds are to be allocated at the state level, state officials need a method for determining which airports could best use a longer runway. Consideration of demographic factors enhances the traditional engineering analysis approach to runway evaluation. This combined approach is more consistent with the goals of comprehensive airport planning. This paper describes a model that uses regression analysis to compare airports in Alabama, taking into account a number of different demographic factors and airport related factors. A linear regression model was used to evaluate how an airport's runway length compared to others around the state with similar characteristics. The residuals from the regressions were used to identify those airports with relatively short runways, considering their other characteristics. The regression analysis identified 22 of the 106 public-use airports in Alabama as having runways substantially shorter than their other characteristics would predict.

IMPROVEMENT OF THE RUNWAY AT MANCHESTER AIRPORT.

Keywords GREATER MANCHESTER COUNCIL IMPROVEMENT, RUNWAYS, AIRPORTS, MANCHESTER AIRPORT, CONSTRUCTION, STRENGTHENING, EXTENSIONS, ASPHALT, MARSHALL, HARD, TAXIWAYS, SHOULDERS, INSTALLATION, LIGHTING, SYSTEMS, TRAFFIC, LENGTH, PAVEMENTS, PAVED, RIVERS, DIVERSION, EMBANKMENTS, FORMATION, FLIGHT, STRIP, LAYERS, MARL, BOULDER CLAY, BOULDER, CLAYS, GRITSTONE, DRAINAGE, THICK, CONCRETE, UNREINFORCED, BRIDGES, CHANNELS, WEIRS, STILLING, PONDS, AIRCRAFT, BEDS, ARRESTERS, LOCALISERS, AREAS, INSTRUMENTS, LANDINGS, SYSTEMS, PLANNING, DESIGN MANCHESTER, RIVER BOLLIN UK... Show All

Benefit-Cost Analysis of a Proposed Runway Extension

This paper describes a benefit-cost analysis of a proposed $1.4 million runway extension at Kelowna Airport, in Kelowna, British Columbia (Canada's westernmost province). Lengthening the runway as proposed would allow Pacific Western Airlines to operate their Boeing 737 aircraft out of Kelowna with heavier payloads, thereby reducing the occurance of situations where the combined passenger and cargo demand exceeds the available weight capacity of the aircraft. The problem is complicated by the fact that the maximum payload weight permitted on take-off varies considerably with the air temperature and wind speed and direction at the time of departure. On hot summer days, when the problem is most severe, it is sometimes necessary to remove all of the cargo from the aircraft, and, at times, to limit the number of passengers taking the flight to less than the number of seats. An alternative means of achieving the objectives of the runway extension was also considered: lowering the average demand per flight by simply increasing the number of flights out of Kelowna. The “Runway Extension” and “Additional Flights” options were evaluated in terms of their net economic benefits, as compared with the “Do Nothing” option. Net economic benefit is the present value of economic benefits less the present value of economic costs. The economic benefits depend upon the extent to which unsatisfied passenger and cargo demand would be reduced, and on the unit economic costs of unsatisfied passenger and cargo demand. Estimates of the reductions in unsatisfied demand were obtained by means of a probability model that is similar to ones used to solve single-period, stochastic inventory planning problems. The unit economic costs were not estimated; rather, the economic benefits were expressed as linear functions of the unit economic costs of unsatisfied passenger and cargo demand. The economic cost of the “Runway Extension” option was the cost of constructing and maintaining the runway extension; the cost of the “Additional Flights” option was the cost to Pacific Western Airlines of providing the additional flights out of Kelowna. The numbers of such additional flights were chosen to produce the same amount of unsatisfied passenger demand as that which had been estimated for the “Runway Extension” option. Those responsible for deciding whether the runway should be extended were asked to judge the values of the unit economic costs of unsatisfied passenger and cargo demand, thus determining which of the three options was preferred on economic grounds. Prior to the study. Transport Canada had formally recommended the proposed runway extension to the Treasury Board (the Cabinet Committee of the Canadian Government that controls government expenditures). The Treasury Board requested the Department to reconsider the project, and as a result, a benefit-cost analysis was undertaken. Because of the conclusions of the study. Transport Canada decided to postpone indefinitely the lengthening of the runway. The runway may still be lengthened sometime in the future to accommodate aircraft that require a longer runway than does the Boeing 737, but only if a subsequent analysis shows that the resulting benefits would exceed the costs. Having been successfully applied at Kelowna Airport, the methodology developed in this study has now been adopted by Transport Canada for evaluating proposed runway extensions at other Canadian airports.

Effects of dredging and reclamation on the sediments of Botany Bay

Bottom sediments in Botany Bay were surveyed and analysed for particle size using a wet-sieving volumetric determination. Sediments are predominantly clean sands. although substantial changes in sediment type have occurred in the northern region of the bay since 1968. Large areas which were formerly clean sand, now contain significant amounts of mud. This increase in fine sediments is particularly marked in the dredged areas protected by the Port Botany revetment and the Kingsford-Smith Airport runway extension. These changes have not been the result of exposure by dredging of silt and clay lenses within the underlying sediments, but have probably been caused by the combined effects of deposition of fine material discharged during dredging and reclamation, and increased deposition of fluvial suspended matter due to changes in tidal circulation following the development of port and airport facilities. Sediments in the Port Botany harbour area are expected to become progressively more muddy. Water turbidity in turn may increase as a result of resuspension of fine material by shipping movements.

Maternal behavior in the rat: Aspects of concaveation and neonatal androgen treatment

Evidence is presented to show that maternal responsiveness of lactating females differs from concaveation-induced maternal responsiveness of gonadectomized male and female rats of the Long-Evans strain. When rat pups were placed in a runway extension of the home cage lactating females retrieved the pups to a significantly greater degree than did the concaveation treated animals. The present experiment failed to show significant differences in concaveation-induced maternal responsiveness in gonadectomized males, females and neonatally androgenized females.

Embankment Construction on Yielding Sea Bottom

Results are included from four construction sites, i.e., two loading piers, one runway extension into the sea, and one solar evaporation scheme. In these cases, soil rupture in the foundation was firstly predicted and then observed and recorded during construction. Subsurface conditions at each of the four sites are described. Settlement readings for periods of up to 7 years are included. The geometry of failed masses is presented in terms of contour lines and cross sections showing the shape of heaving on the two sides of the embankment. A field method of following the transition from foundation stability to foundation rupture and then from mild to intense base failure is explained. The application of this method to specific instances is described. An approximate stability equation is derived and its application to the four case histories is outlined.

Closed circuit television used at Nas, alameda for runway 25R extension

Closed circuit television used at Nas, alameda for runway 25R extension