Design challenges occur both airside and landside. Many are interrelated and, in all scenarios, can negatively impact an airport’s
Airports are very noisy places. Although today’s commercial aircraft emit 70 per cent less noise than those built 40 years ago
As a consequence, extreme difficulty can be encountered when looking to build new airports, expand existing airports and schedule aircraft movements, especially at night.
Combined, the noise emissions generated from such activities have a significant impact on an airport’s operational hours and, in turn, its profitability.
Generally speaking, noise mitigation measures can be
Land use planning is critical to noise management and mitigation. Normally, the responsibility of local governments, airport operators work with local authorities to develop zoning and land use rules.
Every airport site is different with each subject to a broad and varied range of zoning and land use rules that are enforced to prevent or mitigate noise – sensitive activities in the areas surrounding the airports.
In some cases, including the 24-hour operational Melbourne International Airport, Hobart and Canberra Airports, the well-positioned location of the airport site allows for less constrained noise management plans. In other cases, including Perth and Adelaide International Airports, relative proximity to residential
A balanced, integrated approach for addressing aircraft noise at airports, land use planning, noise abatement mechanisms and procedures, and appropriate operating restrictions, is needed to ensure airport; airline operators can
Involving building sciences in the concept stage of airport planning
Operating costs can be
Ground run-up of aircraft is often carried out using Auxiliary Power Units (APUs) within the tail of the aircraft. These noisy jet engines used to provide power and cabin conditions to aircraft while on the ground can easily exceed noise emission limits, depending on the location and orientation of the aircraft relative to the boundary.
However, noise emissions can be significantly reduced by combining ground noise limits and regulations set by airport operators with
These procedures significantly reduce the need to use APU by
Heathrow International Airport is a strong example of how a balanced approach to noise management can
The operators, Heathrow Airport Limited, balance a combination of aircraft and
Terminals are often constructed using portal frames with cantilevers with interfacing long-span curtain walls. Wind loads on such structures can be significant, and the vibration response of cantilevers due to vortex shedding similarly sizable.
The cost of these structures can be reduced through in-house wind tunnel testing with simultaneous pressure measurements across the structure used to accurately determine equivalent static wind loads, using influence coefficients.
By modelling the dynamics of the structure, vibrations from
Terminals, themselves, impart turbulence or wind shear onto the runway, which can be hazardous to flight arrivals and departures. This can be assessed early in the planning and design process through measurements of turbulence
Adding to design challenges, the long-span structures commonly used to form arrival and departure halls are susceptible to vibration from baggage handling machines that are usually mounted immediately below public floors, as well as
The key is to
A proper approach taken through the use of wind engineering and structural
Major airport hubs are big, expansive spaces. Moving from check-in to
Speech intelligibility in airport terminals is paramount to operations. Simply put, an airport will not work without a clear public address system capable of delivering clear communications about flight times and delays; airport gates and baggage claim details--and--in some cases, emergencies.
Achieving a high standard of speech intelligibility is challenged by the design of finishes within any airport terminal. Given the volume of people moving through a terminal, durable, hard finishes are required
Commercially competitive airport hubs are designed for both profit and ever-changing passenger
Take airline lounges, for example. They provide a private, comfortable space for many frequent flyers in often lengthy transits. Members expect an exclusive area removed from the hustle and bustle of a busy airport terminal. For example, Hong Kong International Airport has airline lounges located on a mezzanine level with indirect exposure to public areas.
Detailed acoustic modelling and
To meet passenger needs, airports are increasingly integrating accommodation, entertainment and leisure facilities into terminals, such as South Korea’s Incheon Airport or Singapore’s Changi Airport, which often have high levels of acoustic amenity required, making their design challenging given the external airport environment.