mpr interim 3 sam

7/29/2019 Mpr Interim 3 Sam

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Ministry of Communications Master Plan Review - Interim Report - SamarindaEast Indonesia Airports Project Reference : 3AP1-Rp-008

SOFREAVIAIn Association With

AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

BAGIAN PROYEK PENGEMBANGAN BANDAR UDARA KAWASAN

TIMUR INDONESIA

East Indonesia Airports Project

PEKERJAAN JASA KONSULTANSI PEMBUATAN

RANCANGAN TEKNIK TERINCI DAN PENGAWASAN KONSTRUKSI

BANDAR UDARA DI PONTIANAK, SAMARINDA DAN SORONG

CONSULTING SERVICES FOR DETAILED DESIGN AND

CONSTRUCTION SUPERVISION OF PONTIANAK, SAMARINDA AND

SORONG AIRPORTS

SAMARINDA BARU AIRPORT

MASTER PLAN REVIEW

INTERIM REPORT

August 2000

THE GOVERNMENT OF THE REPUBLIC OF

INDONESIA

DIRECTORATE GENERAL OF CIVIL

AVIATION

MINISTRY OF COMMUNICATIONS


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Ministry of Communications Master Plan Review - Interim Report - Samarinda

East Indonesia Airports Project Reference : 3AP1-Rp-008

Document1 page i

Version : 4.0 28-08-00

DOCUMENT REVIEW

Version Date Description of evolution Modifications

1.0 24-07-00 Draft --

2.0 10-08-00 1st issue Corrections + Attachments

3.0 16-08-00 2nd issue Detailed corrections

4.0 28-08-00 Revision for presentation on 30-08-00 Detailed corrections


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Document1 page ii

Version : 4.0 28-08-00

DOCUMENT CIRCULATION

O O O

Copy NR

- DGAC .15

- ASIAN DEVELOPMENT BANK .1

- SOFREAVIA .1

- SOFREAVIAJakarta Representation Office .1

- AEROPORTS DE PARIS .1

- BCEOM .1

- PT. DACREA AVIA .1

- Project Office .4


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Document1 page iii

Version : 4.0 28-08-00

Table of Content

pages

1. INTRODUCTION 1

2. EXISTING SITUATION 1

3. TRAFFIC FORECAST 2

4. PHASE 1SHORT TERM 2008 3

4.1 AIRSIDE 3

4.2. LANDSIDE 7

5. PHASE 2 - MEDIUM TERM 2018 17

5.1. AIRSIDE 17

5.2. LANDSIDE 20

5.2. ULTIMATE EXTENSION (air side) 22

ATTACHMENTS 23


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Document1 SOFREAVIA In Association With page 1Version : 4.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA 28-08-00

1. INTRODUCTION

With about 550 airports and airstrips receiving some form of regular air service,

Indonesia is heavily dependant on air transport for economic and social links among its

constituent provinces, and between those provinces and other nations. Therefore,

investment in the development of the national economy could well be retarded or

misdirected unless sustained by an efficient air service network designed to support

those investments.

The East Indonesia Airports Project (the Project) focuses on the upgrading of

Pontianak, West Kalimantan and new airports at Samarinda, East Kalimantan, and

Sorong, Irian Jaya. The upgrading of these airports is located in regions where

economic and social development has been assigned high priority. That priority isevident in the projects of the Government of Indonesia for economic development, and

in plans developed by trans-national alliances such as the BIMP-EAGA program.

In Samarinda, the construction of an adequate airport is essential to the development of

East Kalimantan. Samarinda is not only the provincial capital, it is also the gateway to

the intensive economic development taking place in its hinterland.

2. EXISTING SITUATION ( see drawing attached )

As the existing SAMARINDA-TEMINDUNG Airport, located down town is not

extendable and dangerous due to the fact that the site is entirely surrounded by housing

complex, the decision has been taken to construct a new airport on a site located north

east 25 km away from down town centre near the main road to Bontang.

The new site is located in a hilly zone with some swamps occupying the low points. The

altitude on the area acquired for the airport varies from 20 m the ( Low zones) to 45 m

for highest points.

There is no dwelling zone inside the present boundaries of airport and only a few

houses around, mainly along the road to Bontang.


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3. TRAFFIC FORECAST

The traffic forecast studied by the consultant gives the following data :

Phase 1 - (2008 2012) short term

Annual passenger traffic = 249.000

Annual cargo traffic = 2.000 t

Annual movements traffic = 12.500

Phase 2(20122018)medium term

Annual passenger traffic = 751.300Annual cargo traffic = 11.000 t

Annual movements traffic = 19.800

The peak hour traffic shall be as follows

Phase 12008

Movements = 8 (2 CN 235 + 2 commuters)Passengers = 140 (A +D) - no transit

Aircraft occupancy ratio 70 %

Phase 22018

Movements = 10 (2 B 737400/169 seats2 CN 235/44 seats + 1 commuter)

Passengers = A + D = 608 (A +D) - no transit

Aircraft occupancy ratio 70 %


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4. PHASE 1 SHORT TERM. 2008 (SEE ATTACHED DRAWING)

4.1. AIRSIDE

4.1.1 Runway

The reference aircraft for this phase 1 is the CN 235.

According to the terms of reference of the phase 1, dimensions taken into account are :

runway strip of 1 900 m x 300 m

paved runway of 1 600 m x 30 m

both ends provided with 30 x 60 blast pad surface and 90 x 30 stop way.

The orientation of the runway will be 04 / 22.

The runway shall be non precision instruments approach runway.

Taking into account the phase 1 width of runway (30 m), the rapid extension (phase 2)

of runway to accept B 737-400 (45 m wide) and the difficulties to increase runway

width from 30 m to 45 m without disturbing the traffic, it seems wise to propose to

adopt as soon as phase 1 such structure that could be easily upgraded to B 737-400requirements.

4.1.2 Taxiways

The terms of reference mention that three access/exit taxiways shall be provided (two

taxiways 23 m wide and one 15 m wide).

Taking into account the traffic forecast, it is clear that a maximum of two taxiways shall

meet the traffic needs in Samarinda during first phase (and even after).

More over a width of 18 m can be considered as sufficient for all planes up to the size

of B 737-400. In case of extension in width, this can be done easily as two taxiways

allow closing one during working periods for widening it.

The third taxiway will not be very useful especially for first phase needs.

On an other part the location of the two access/exit taxiways could improve in the future

the access problems to aprons in case of heavy traffic and extension of apron surface.

Four locations can be proposed according to the annexed drawing :


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- solution A is a curved taxiway from threshold 22 to the East corner of the apron,

- solution B is a perpendicular exit taxiway located around 200 m from threshold

22,

- solution C is a perpendicular exit taxiway located around 380 m from threshold

22, reaching the West corner of the apron phase 1,

- solution D is a perpendicular exit taxiway located at around 850 m from

threshold 22, continued by a parallel taxiway up to the West side of the apron,

- solutions A and B are located over areas where normal soil foundation

conditions are encountered,

- solutions C and D are partially located over swampy areas.

Taking in consideration the future development of the airport, it seems that the best

choice is A and D as

- A gives direct access to threshold 22 of runway (mostly to be used for take off).

- D, though longer than others solutions, would :

allow planes to clear runway sooner in particular after landing.

be incorporated and/or serve ulterior apron extension (phase II and

ultimate).

It has to be mentioned that for D taxiway the final parallel section to runway has been

located at 182.50 m to try to avoid as much as possible swampy zones where soil

condition is bad, and corresponding to cat. E of ICAO standards.

This results in an axis to axis distance of 204.50 m for first phase parallel D taxiway

which shall be ulteriorely part of apron extension.


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4.1.3 Apron

The phase 1 apron has been sized for 4 CN 235 and 5 CN 212 according to the terms of

reference and the results of traffic forecasts. It seems that the linear solution is the most

suitable one as :

corresponding first phase surface is minimum,

extension is easy to execute,

adaptation to D solution for taxiway minimizes the corresponding surface of

pavement.

The pavement of the apron shall be designed according to the B 737-400 landing gear at

full load (for the part located in front of the terminal and that could be used at a laterstage of Phase 2 by the B 737-400 in nose-in or nose out position).

This is particularly valid in case of concrete slab solution, as ulterior overlay is difficult

to achieve, due to :

the solution to be chosen (rigid or flexible),

the evaluation of thickness overlay,

the final cost,

all measures to be taken for the connections with surrounding areas.

4.1.4 Fencing

For safety and security reasons a peripheral fence will enclose the restricted area of the

Airport.

This fence shall respect all clearance constraints which have to be followed in such

case. The length corresponding to first stage could be around 6 000 m long.

4.1.5 Peripheral road

The peripheral road will have an approximate length of 5 000 m.


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4.1.6 Air navigation aids

A VOR/DME shall be installed as an en route and approach guidance system.

In addition high intensity edge and threshold lighting shall be provided as well as

PAPIs at both ends.

4.1.7 Drainage

The natural flow of surface water is from south-east to north east side, the general

direction being perpendicular to the runway with several surface streams going towards

the existing Karangmumus river flowing roughly parallel to the runway.

Sub drainage and pipes under runway have to be envisaged in order to allow natural run

off from hills surrounding the site to reach the above river.

Protection of slopes of embankments shall have to be taken in account to avoid ulterior

erosion problems.

The designed elevation of runway shall be studied so that the pavement should not to be

over flown at time of rainy season, but also as low as possible in order to have the

minimum possible embankment over swampy zones to minimize load and ulterior

settlements of runway strip.

4.2 LANDSIDE

4.2.1 Passenger terminal (see functional scheme attached)

AIRCRAFT SCENARIO

Departure 2 CN 235 and 2 commuters (6 seats) domestic

flights with 70 % occupancy ratio

Peak hour traffic = 70 passengers

Arrival 2 CN 235 and 2 commuters (6 seats) domestic

flights with 70 % occupancy ratio

Peak hour traffic = 70 passengers


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TERMINAL BUILDING

TRAFFIC FUNCTION

Curbside

Departure side length in m 9Arrival side length in m 17

Total length in m 27

Total surface in m2

134

nb of road lanes in front of terminal 4

Public concourse

Total surface in m2

251 N.B.: does not include surfaces for shops, toilets,prayer room etc

Pax filter

Total surface in m

2

5

Security control

Nb of unities 1 N.B.: 1 X-ray for oversized baggage included

Total surface with related premises in m2

92 N.B.: no return filter included

Check in area

Nb of check in counters 3

total surface in m2

83 N.B.:useful surface for conveyor belt included

total surface with offices in m2

95

Hand baggage security control

Nb of unities 1


80

Departure immigration control

Nb of unities 0


0

Domestic gate lounge

Total surface in m2

161

International gate lounge

Total surface in m2 0

Domestic departure lounge

Total surface in m2

0 N.B.: toilets, shops, prayer room not included

International departure lounge

Total surface in m2

0 N.B.: toilets, shops, prayer room not included

Domestic gate control

Nb of gates 2

Total surface in m2

20


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International gate control

Nb of gates 0

Total surface in m2

0

CIP loungeTotal surface in m

20

Baggage make up area

Nb of devices 1 N.B.: 1 straight belt

Total surface in m2

131

Transfer lounge

Nb of check in counters 0

total surface in m2

0

total surface with offices in m2

0

Transfer baggage security control

Nb of devices 0

Total surface in m2

0

International breakdown and off-loading area

Nb of devices 0

Total surface in m2

0

Domestic breakdown and off-loading area

Nb of devices 1 N.B.: 1 straight belt

Total surface in m2

151 N.B. no storage

International baggage claim area

Nb of devices 0

Total surface in m2

0

Domestic baggage claim area

Nb of devices 1 N.B.: 1 straight belt with 11 m useful length

Total surface in m2

144

Mishandled baggage claim area

Total surface in m2

20

Arrival concourse

Total surface in m2

0

Visa deliverance area

Nb of positions 0

Total surface in m2

0

Arrival immigration control

Nb of positions 0


0

Quarantine filter


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Total surface in m2

0

Custom control area

Nb of positions 0

Total surface in m

2

0N.B.: offices and rooms related included, no return

filter included

ToiletsTotal surface in m

2 70

Prayer room

Public concourse 12

Domestic departure lounge 0

International departure lounge 0Total surface in m2 12

OIC - Information deskTotal surface in m 12

Total useful area for traffic function in m2 1 379

COMMERCIAL FUNCTION

Shops in public concourse

Total surface in m 65

Bar-cafeteria in public concourse


Duty free on departure flow


Duty free on arrival flow


Shops on domestic departure flow


Shops on domestic arrival flowTotal surface in m

2 24

Bar in international departure lounge


Bar in domestic departure lounge


StoragesTotal surface in m

2 15


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Business lounge


Total useful area for commercial function in m2

155

ADMINISTRATION FUNCTION

Total useful area for administration function in m2

276

TECHNICAL FUNCTION

Total useful area for technical function in m2

69

TOTAL USEFUL SURFACE IN M2

1 878

Total gross surface in m2 2 254

4.2.2 Access Roads and Car parks

a.- Road network

For the first phase the road network shall be as simple as possible in order to minimize

the corresponding construction budget.

However due to the distance between the main road and the passenger terminal, around

1 kilometre, the 7 500 m2 surface of road referred to in the terms of reference shall be

exceeded. Starting from the round about the three following roads shall give access to

the terminal facilities.

- public road (loop) giving access to passenger terminal and cargo facility with

service road extension towards RFS building and VVIP.

- service road towards fuel farm

- restricted access road towards Control Tower ,operational and administration

buildings, maintenance and technical buildings and housing area.


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A non-paved access road shall reach receiver station and VOR facilities.

An other non paved access road shall reach transmitter station

b. Carparks

Public Car ParkTotal number of car spaces 41

Total area in m2 1025

Rent car parkTotal number of car spaces 8


Bus parkTotal number of bus spaces 0

Total area in m2 0

Taxi park reserveTotal number of taxis needed 8

Number of taxis along curb side 2

Total number of car spaces 6


Total length for taxi reserve 51

Public bus areaTotal number of spaces 1


Car park for employee in public areaTotal number of spaces for cars 24

Total area in m2 for cars 600

Total number of spaces for motorcycles 37

Total area in m2 for motorcycles 370

Car park for employee in restricted areaTotal number of spaces 4


Total area for carpark in m2

2 225


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4.2.3 Cargo terminal

No cargo terminal facility has been planned for phase 1. However an area has been

reserved for such a building which shall be needed before phase II extension of runway

length shall be completed. The B 737-400 to be used shall be able to carry cargo in

order to reach max allowed payload to and from Samarinda.

The location of the area is on the West side of the Terminal building, at the limit of the

existing swampy zone.

If the construction of a cargo terminal was decided during phase I, a surface of 500 m2

would be needed, based on a 4 t / m2 annual ratio.

4.2.4 Control Tower and Operation Building

The Control Tower is planned to be combined with the Operation Building. The area

with a special access road will include administration building and technical workshop

and buildings including the power generator and a canteen. This solution could improve

and ease security measures for these technical installations.

The location is on good soil, to avoid stability problems, particularly for the control

tower. The area is on the western part of the landside of the Airport. The separation

from the Cargo building is justified by presence of a swampy area.

The height of the control tower will be around 24 m, with the eye of the controller at21 m above the main level.

The surface of the Operation building including technical rooms, storage and offices

will be around 200 m2.

4.2.5 Administration building

As previously mentioned this building shall be located near the Control Tower and

Operation Building with common road access, and possibility for improved securitymeasures.

The surface of the building shall be 600 m2 and the car park could be common with

Control Tower and Operation Building.


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4.2.6 Met Station

The Met Station will be close to the workshops and the power station, and will have the

same access road. The area reserved for the Met Station, including the met yard, is

around 3 000 m2.

4.2.7 Electrical / mechanical workshops and power generator

These technical buildings as mentioned shall also be located not far from Control Tower

and combined buildings, and shall be included in the same perimeter for improvement

of security. Surface to be reserved as follows:

- electrical/mechanical workshops for the buildings 400 m2

- power generator building 300 m2

4.2.8 Airport maintenance building

The airport maintenance building will be located between the terminal building and the

Cargo area. In such a position, it will be close to the apron phase 1, and in a central

position when the apron is expanded.

4.2.9 Airport rescue and fire fighting station

This building shall be designed according to the needs of ICAO Category protection

which depends on the level of traffic and maximum size of aircraft. In the case of

Samarinda, taking into account the existing 3 vehicles in Temindung (1 ambulance, one

heavy vehicle, one rapid intervention vehicle), it is safe to design the garage size for a

minimum of 4 vehicle stands, with a possibility of further extension if the airport

category has to be upgraded following the extension of runway and the possibility to

operate heavier jet planes (B 737-400).

The planned area is around 300 m2.

The building shall be located between VVIP and passenger terminal directly on the

apron is order to allow for easy intervention on apron taxiway and runway, as needed.

Access to other parts of airport through road network on landside and front service road

and/or service road shall also be easy.

A water storage reservoir shall provide additional water supply for the fire fighting

station (fire fighting storage).


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4.2.10 VVIP building

The VVIP building will be located on the East side of the passenger terminal area, alongthe front service road.

An area will be reserved for a later design of

- 200 m2 VVIP building- surrounding adequate area including

o parking for carso landscapingo peripheral fence and access gate

- access to apron

4.2.11 Fuel farm

Located on the East side of the terminal zone with direct access to

- airport entrance round about through restricted service road avoiding to use

access road to passenger terminal,

- apron through a direct access road.

The corresponding allocated area should be around 12 000 m2 for installation of

adequate storage facilities (300 m3 minimum) and further possible extension of the

capacity as traffic increases

4.2.12 Transmitter and receiver station

The two areas corresponding to transmitter and receiver stations (the last one if really

needed), will be located as far as possible one from the other.

Access to receiver station will use the road going to the VOR site. Access to transmitter

station will be possible from the main access road.

Corresponding buildings of approximately 50 m2 will be designed and constructed on

the site, if needed.


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4.2.13 Water treatment plant and water storage

Due to the long distance to Samarinda, the airport shall have to develop its own water

supply. This will be easy to achieve, as swampy areas are near terminal installations.

The facility located as shown on the proposed master plan shall include

deep well boring

treatment unit

storage facilities

distribution network

The needed storage capacity should be around 200 m3 with possible further extension to

take in account the fact that the airport depends only on its own supply.

4.2.14 Sewage treatment plant

It is proposed that a sewage treatment plant of the lagoon system with a minimum

capacity of 100 m3 per day be designed with possible further extension as airport

expands.

Location will be on the West part of the Airport, set back from the other facilities.

4.2.15 Solid waste treatment area

For this facility which is not planned in the first phase, a location has been reserved near

sewage treatment plant in case of later implementation.

4.2.16 Staff housing

The corresponding area will be reserved at the back of the terminal zone not far from

the round about entrance.

This location is central between the main access road, technical areas, and Terminal

area.

4.2.15 Commercial development area related to Airport activities

This area could accept non aeronautical activities, i.e.: commercial activities such as

hotel, restaurant and shops.


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5. PHASE 2MEDIUM TERM 2018 ( see drawing attached )

5.1. AIRSIDE

5.1.1 Runway

In the case of SAMARINDA the determination of the phase 2 runway length is

important as it coincides with the possible use of a larger plane which would better suit

with the main possible destination JAKARTA in terms of number of passenger. Such

plane would be of the B 737 series and as for the two other airports (PONTIANAK and

SORONG) the B 737-400 which is the largest plane (in terms of capacity) of the first

part of the series (up to 500).

Taking into account conditions (temperature, pressure, etc) prevailing at Samarinda, a

minimum length of 2 000 m (400 m extension) has to be proposed in order to allow

operate B 737-400 in good conditions (2000 km stage for minimum penalisation on pay

load or maximum structural play load for possible domestic stages).

But in the case of Samarinda a 500 m extension (total runway length 2 100 m) for

phase 2 would :

- allow B 737-400 to take of at full structural pay load for stages up to 1 500 km

(enough to reach Jakarta),

- have a low additional cost (100 x 45 m of pavement only), as any way it seems

wise to carry out the phase II embankment on the whole swampy area in order to

avoid partial works that could lead to differential settlements and other ulterior

problems.

5.1.2 Exit taxiways

The first phase has seen the implementation of two exit taxiways.

- One at threshold 22 for direct access to runway when taking off westward.

- One at 840 m from threshold 22 this latter combined with a partial parallel

taxiway on 300 meters and allowing landing planes to clear the runway.

o directly for small commuters (CN 235 and similar)o after U turn (and use of turning pad) for larger planes if needed (long

landing for instance).


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In case the traffic increase requires a parallel taxiway, an additional intermediate exit

could be planned on a zone where underlying soil conditions are met.

This exit located at 1 600 m form threshold 22 could allow planes (B 737) to clear

runway directly, increasing the number of possible movements per hour.

5.1.3 Parallel taxiway

As mentioned previously, in case a full parallel taxiway would be needed. The axis of

the taxiway would be 182.50 m away form axis of runway, being in accordance with

ICAO Category E separation distance as in this case it is the most suitable location in

order to minimize earth works and especially embankment over swampy zones. This

taxiway could be limited in total length meeting with previous additional exit taxiway

(1 600 m from threshold 22 ) and taking in account that most take off and landings shalluse runway 22.

Later and in case of ultimate extension of the runway to 2 400 m, the parallel taxiway

could be also extended to reach threshold 04.

5.1.4 Apron

According to traffic forecast for phase 2 apron has to be extended in order to be able to

accept the following planes

- 4 B 737-400- 4 CN 235 (or similar)- 2 CN 212 (smaller commuter aircraft).

In order to be able to accept these planes the existing apron would be extended towards

north east as much as allowed by the presence of swampy area. The necessary

remaining surface would be found on the other side towards cargo terminal. The planes

would be self manoeuvring. An additional surface of 15 000 m2

is necessary to come to

the phase II configuration as it appears on corresponding drawing to reach the final

dimension reserved on phase 1 master plan.

5.1.5 Fencing

The peripheral fence shall be extended due to the extension of the runway and the

construction of the parallel taxiway. The clearance constraints shall also be respected.

The necessary length corresponding to this phase 2 extension could be around 2 000

linear metre.


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5.1.6 Peripheral road

The same remark applies for perimeter road for which an additional 1 500 m should be

necessary.

5.1.7 Drainage

The extension of the drainage network shall be done on the same basis as for phase one.

Design shall be easier as limited.

- to runway (same general features as phase one runway)- to apron zone for which general network shall have already been taken in

account for phase 1.

5.1.8 Air navigation aids

It does not seem that additional aids have to be envisaged as VOR/DME installation is

already part of phase one.


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5.2. LANDSIDE

5.2.1 Passenger terminal

According to traffic forecast and peak hour scenario in particular, for phase II the traffic

is due to increase by four times the initial one. This is the effect of operation of B 737-

400 which could be operated from Samarinda as soon as the runway has been extended

to 2 100 m as proposed previously.

The necessary corresponding increase in surface shall be roughly

1 800 m2 x 3 = 5 400 m2 of usable surface.

This surface has been reserved at stage of phase 1 master plan study. This extension

remains possible on the surface available where underlying soil conditions still remainfair.

5.2.2 Access roads and car park

The existing road network designed for phase 1 shall need only small improvements but

the car park shall have to be extended in depth in order to meet the new needs in

connection with the increased passenger traffic.

5.2.3 Cargo terminal

The cargo traffic, planned to be low during first phase corresponding to CN 235 or

equivalent plane possibilities shall increase to reach a little less than 12 000 tons at the

end of the phase 2 period.

An appropriate surface has been reserved at west end of landside with a cargo terminal

including forwarders offices, 2 400 m2 for storage and operations, with corresponding

road access and extension of front service road.

5.2.4Technical BuildingsNo important increase shall be needed to phase 1 technical buildings (Control Tower,

Operation and administration buildings). The other buildings for maintenance,

workshops and power generator shall need adequate extensions in relation with the

increase of the importance of runway and terminal.


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5.2.5Airport rescue and fire fighting stationThe operation area having been designed at phase 1 stage in accordance with final

needs, the only extension that could be needed is on the garage side where external

space shall be made available to meet the requirements in number of vehicles according

to ICAO specifications.

5.2.6Fuel farmThe initial allocated area of 12 000 m2 shall allow for the necessary increase of storage

facilities for jet fuel in relation with the needs of B 737 direct flights towards JAVA in

particular (SURABAYA and JAKARTA) but also possible flights towards BALI,

PONTIANAK and MANADO.

The corresponding appropriate volume would be around 1 000 m3.

5.2.7 Water treatment plant and storage, sewage treatment plant

These facilities shall have to be increased according to the forecasted growth of the

passenger traffic on the airport. The needs in line with the 2018 previsions shall have to

be increased 3 times the initial possibilities.

5.2.8 Catering

An area has been reserved for possible catering, close to the Operation building, along

the extension of the apron and the front service road.

5.2.9 Hangars

The hangars area will be located between the technical area (with the control tower) andthe Terminal area, on a zone which is yet swampy. This zone will be filled up for the

extension of the apron and can be used for construction.


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5.3. ULTIMATE EXTENSION (air side)

5.3.1 Runway

The ultimate possible extension on the new site of SAMARINDA BARU Airport is

2 400 m. This length would if needed allow for operating larger airplanes if additional

length would be needed. The extension in this case would be 300 m with corresponding

possibility for the parallel taxiway in order to reach the new 04 threshold.

5.3.2 Apron

The phase II Apron would be extended according to the needs of traffic and /or new

planes operated from SAMARINDA. An increase in depth would be possible if needed

(planes with body length longer than B 737 series.

5.3.3 Navaids

ILS could be installed or / with GPS facilities.

5.3.4 Landside

All the facilities of the landside can easily be expanded and their locations would

remain the same.


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A T T A C H ME N T S


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ATTACHMENT LIST

O O O

1.-EXISTING FACILITIES

2.- LAYOUT PLANPHASE I

3.- LAND SIDELAYOUT PLANPHASE I

4.- LAYOUT PLANPHASE II AND ULTIMATE

5.- TERMINAL BUILDING FUNCTIONAL SCHEME

End of document

mpr interim 3 sam

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