AIRPORT DESIGN

New Zealand Herald, Volume LXXIII, Issue 22345, 17 February 1936, Page 11

AIRPORT DESIGN

PLANNING FOR FUTURE MANY FACTORS INVOLVED CO-OPERATION OF EXPERTS The wide range of expert knowledge required in tjie designing of an airport is indicated by Mr. V. R. J. Hean, of Christchurch, in a paper to be read to-night at the annual conference of the New Zealand Institute of Architects. , The task, Mr. Hean states, calls for the co-operation of the municipal authorities, the town-planner, the civil engineer, th« aeronautical engineer and the aviator. The inclusion of an airport in the planning of a city has become within a short span of years just as important as provision for other modes of transport. The airport is in reality the gateway of the city it serves, and the city of to-morrow without an airport will be as much handicapped as it would be to-day without railway and shipping facilities. Aerodromes are classified broadly as military, public and private, but a combination of the latter two categories is quite possible in New Zealand. Public aerodromes may be classified according as they are used for air liners on main routes, for inland services, for club, taxi and charter machines; for aircraft manufacturing, or as intermediate landing fields. Sizes of Fields The chief governing factors for municipal authorities and town-planners in the selection of an airport site are size and required use, location on the city's zoning plan, economic considerations and value of property, existing transportation systems, future development of the city and future growth of aviation. For the New Zealand No. 1 rating, aerodromes must provide 800 yards clear landing in all directions, with 200 yards at either end for clearances, giving a circle ot 1200 yards in diameter. The clear landing distance is reduced to 650 yards for No. 2 rating, with the same 200 yards margin. It is generally considered, however, that for the requirements of future air liners carrying up to 100 passengers there should be •effective landing spaces of 1200 yards to 1800 yards. Grounds at a high altitude should be larger than those nearer sea level. From the aviator's point of view, it is important that an aerodrome should be as free as possible from dense river and sea fogs, ground mist, smoke interference, objectionable air currents around hills, interference with air travel and cross-routes, neighbourhood development and obstructions such as trees, buildings, chimneys and transmission lines. The aviator also requires a suitable ground surface and convenience in landing in relation to prevailing winds. Layout ol Buildings The travelling public is mainly concerned with convenience of access between the aerodrome and the city and between it and the termini of other means of transport. The civil engineer has to consider questions relating to the existing ground surface and its suitability for the purpose after levelling, draining and other treatment. The architect is responsible for the location and design of buildings, which may include administrative blocks, hangars and workshops, aircraft factories, hotels and restaurants, clubhouses, residential quarters, ambulance depots and police and fire stations.

It is also necessary to consider recreational features, such as golf links, sports and camping grounds, together with car-parking space and areas for spectators at air. pageants. The location of buildings must be determined so as to reduce taxi-ing and walking by passengers to a minimum. Another consideration is the nearness of the buildings to the main highway. The direction of the prevailing winds is an important factor. Mr. Hean emphasises that the master-plan of an airport must be settled before commencing work of any description, even the preparation of the landing field.