Professional Documents
Culture Documents
THE
MARSHALL ISLANDS
PORTS AUTHORI
AMATA KABUA
INTERNATIONAL AIRPORT
2012
Y
A
M
REPUBLIC
OF THE
FOR:
MARSHALL ISLANDS
PORTS AUTHORITY
P.O. BOX 109
MAJURO, MH 96960
PREPARED BY:
1357 KAPIOLANI BOULEVARD, SUITE 1230
HONOLULU, HAWAII 96814
Introduction
1.1
Purpose of the Master Plan.
1.2
Scope of the Master Plan
1.3
Scope of Project Work ...............................................................................
1.3.1 Existing Conditions/Inventory.........................................................
1.3.2 Aviation Forecasts/ Airport Operations ..........................................
1.3.3 Demand/Capacity Analysis ............................................................
1.3.4 Land Use Planning .........................................................................
1.3.5 Utilities Plan ...................................................................................
1.3.6 Capital Improvement Program/Facility Requirements Plan ...........
1.3.7 Airport Layout Plan Drawing Set ....................................................
1.4
Federal and Local Approval ........................................................................
1-1
1-1
1-2
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1-4
2.0
Inventory
2.1
General Background ...................................................................................
2.2
Airport Environment ....................................................................................
2.2.1 Climate and Wind Conditions.........................................................
2.2.2 Land Formation and Topography...................................................
2.2.3 Socio-Economic Conditions ...........................................................
2.2.4 Land Ownership ...........................................................................
2.3
Existing Land Use .......................................................................................
2.4
Amata Kabua International Airport ..............................................................
2.4.1 Ownership and Management .........................................................
2.4.2 Critical Design Aircraft ...................................................................
2.4.3 Airport Reference Code .................................................................
2.5
Airport Facilities ...........................................................................................
2.5.1 Runway ..........................................................................................
2.5.2 Taxiway ..........................................................................................
2.5.3 Apron ..............................................................................................
2.5.4 Airport Lighting and Visual Navigational Aids ................................
Air Traffic and Air Space Control, Aeronautical Communications ..............
2.6
2.7
Air Carriers and Operations ........................................................................
2.7.1 Aircraft Operations .........................................................................
Aviation Related Facilities ...........................................................................
2.8
2.8.1 Terminal .........................................................................................
2.8.2 Aircraft Rescue and Fire Fighting Facility ......................................
2.8.3 Air Marshall Islands Hanger ...........................................................
2.8.4 Fuel Delivery ..................................................................................
2.9
Existing Utilities ...........................................................................................
2.9.1 Water Supply..................................................................................
2.9.2 Sewer System ................................................................................
2.9.3 Electrical Power .............................................................................
2.9.4 Communications ............................................................................
2.9.5 Roadways ......................................................................................
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Aviation Forecasts
3.1
Introduction .................................................................................................
3.2
Objectives ...................................................................................................
3.2.1 Base Case......................................................................................
3.2.2 Optimized Case..............................................................................
3.2.3 Constrained Case ..........................................................................
3.3
Methodology ...............................................................................................
3.3.1 Forecast Resources .......................................................................
3.3.2 Commercial Aviation Trends ..........................................................
3.3.3 Corporate, Commuter, Military and General Aviation Trends ........
3.4
Socio-Economic Review .............................................................................
3.4.1 Local Demographic Characteristics ...............................................
3.4.2 Foreign Tourism .............................................................................
3.5
Historical Aviation Activity ...........................................................................
3.5.1 Aircraft Operations .........................................................................
3.5.2 Based Aircraft and Aircraft Mix ......................................................
3.5.3 Enplaned Passengers ....................................................................
3.5.4 Aircraft Load Factors ......................................................................
3.5.5 Cargo .............................................................................................
3.6
Aviation Forecast ........................................................................................
3.6.1 Enplaned Passengers ....................................................................
3.6.2 Aircraft Load Factor Forecast ......................................................
3.6.3 Annual Aircraft Operations .............................................................
3.6.4 Based Aircraft and Aircraft Mix Forecast .......................................
3.6.5 Critical Aircraft Forecast .................................................................
3.6.6 Enplaned and Deplaned Cargo......................................................
3.6.7 Peak Hour Operations ...................................................................
3.6.8 Summary ........................................................................................
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ii
5.0
Facility Requirements
5.1
Design Standard Issues ..............................................................................
5.2
Airside Facilities ..........................................................................................
5.2.1 Critical Design Aircraft ...................................................................
5.2.2 Airport Reference Code .................................................................
5.3
Runway Requirements ................................................................................
5.3.1 Runway Orientation (Wind Analysis) .............................................
5.3.2 Runway Length Analysis ................................................................
5.3.3 Runway Width ................................................................................
5.3.4 Pavement Strength ........................................................................
5.3.5 Pavement Condition Index .............................................................
5.3.6 Runway Grades .............................................................................
5.3.7 Runway Blast Pad ..........................................................................
5.4
Safety Area Design Standards ....................................................................
5.4.1 Runway Safety Area (RSA) ...........................................................
5.4.2 Object Free Area (OFA) .................................................................
5.4.3 Approach Surfaces and Runway Protection Zones .......................
5.5
Taxiways Requirements ..............................................................................
5.6
Apron Requirements ...................................................................................
5.7
Airfield Markings Lighting and Signage Requirements ...............................
5.7.1 Airfield Markings.............................................................................
5.7.2 Airfield Lighting...............................................................................
5.7.3 Airfield Signage ..............................................................................
5.8
Navigational and Approach Aids .................................................................
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6.0
Utilities
6.1
Power .........................................................................................................
6.1.1 Airfield Electrical Systems Responsibilities .....................................
6.1.2 Generator/Power Vault ....................................................................
6.1.3 Main Terminal Building Electrical Systems .....................................
6.1.4 ARFF Electrical Systems .................................................................
6.2
Telephone ...................................................................................................
6.3
Potable Water/Sanitary System/Storm Water System ................................
6.3.1 Potable Water ..................................................................................
6.3.2 Sanitary Sewer ................................................................................
6.3.3 Storm Water System .......................................................................
6.4
Aircraft Fueling System ...............................................................................
6.5
Remedial Work Required ............................................................................
6.6
Future Needs ..............................................................................................
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iii
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FIGURES
Figure 2-1 Map of the Republic of the Marshall Islands ....................................................
Figure 2-2 Map of Majuro ...................................................................................................
Figure 2-3 Majuro Average Annual Temperature ..............................................................
Figure 2-4 Majuro Total Rainfall .........................................................................................
Figure 2-5 Aerial View of Amata Kabua International Airport ............................................
Figure 2-6 Oakland Oceanic Flight Information Region (FIR) Pacific Operations Area ....
Figure 2-7 Continental Micronesia Route Map ..................................................................
Figure 2-8 Air Marshall Islands Route Map........................................................................
Figure 2-9 Asia Pacific Airlines Route Map ........................................................................
Figure 3-1 Aircraft Operations at Amata Kabua International Airport ................................
Figure 3-2 Aircraft Mix at Amata Kabua International Airport ............................................
Figure 3-3 Forecast for Amata Kabua International Airport ...............................................
Figure 4-1 Apron Layout Plan ............................................................................................
Figure 4-2 Proposed Terminal Building Layout..................................................................
Figure 5-1 Wind Rose ........................................................................................................
Figure 7-1 Aerial View of Amata Kabua International Airport ............................................
Figure 7-2 Property Map ....................................................................................................
Figure 7-3 FAR Imaginary Surfaces ..................................................................................
Figure 7-4 Land Use Plan Overview ...............................................................................
Figure 7-5 Land Use Plan Terminal /Apron Area ............................................................
Figure 8-1 Capital Improvement Program Schedule .........................................................
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TABLES
Table 2-1 Continental Flight Schedule ...............................................................................
Table 3-1 RMI Population Developments: 1999 to 2006 ...................................................
Table 3-2 RMI Population Projections ...............................................................................
Table 3-3 Employment Growth: 1997 to 2007 ..................................................................
iv
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vii
INTRODUCTION
needed improvements to the airfield and terminal facilities to meet anticipated growth. These
facility improvements will become necessary in response to anticipated future growth in aviation
operations and the expected growth of tourism affecting the Republic of the Marshall Islands.
In line with the well-established FAA Master Plan methodology, this Master Plan establishes a
developmental approach to respond to current and forecast conditions and includes identification
of recommended capital improvements needed to keep pace with increasing aviation operations.
Principal goals of the master plan are to:
establish a schedule of development priorities and a program to meet the needs of the
proposed improvements in the Master Plan
1.2
coordinate this Master Plan with local, regional, state, and federal agencies
develop active and productive stakeholder involvement throughout the planning process
elements called for in all FAA funded master plans and master plan updates.
1.3.1
Existing Conditions/Inventory
Collect and assess all relevant information, historical and current, to form the factual baseline for
an informed judgment about the airport and its environment and to evaluate existing facilities and
equipment.
1.3.2
1.3.3
Demand/Capacity Analysis
This is a key element of the master plan process. Essentially, existing and anticipated levels of
activity (demand) will be assessed in light of the facilitys ability (capacity) to handle the demand.
Three separate analyses have been performed:
1-2
Airside demand/capacity
These analyses are a useful tool that gives an indication of which facilities will need upgrading to
serve the level of activity, and when those facilities need to come on line.
FAA has mathematical models and formulae to guide the efforts for airside capacity and terminal
capacity.
The landside demand/capacity analysis is less well defined, but this will be
supplemented with accepted standards for roadway/access capacity, etc. to provide an accurate
overall picture of the airports needs, now and into the future.
In addition, there will be a discussion of the potential feasibility for lengthening of the existing
runway at the airport.
1.3.4
1.3.5
Utilities Plan
Existing utilities serving the airport have been inventoried and an overall utility plan has been
developed for planning purposes.
appropriate utilities. Fuel farms and fuel distribution networks to apron areas will be included in
this effort.
1.3.6
1-3
1.4
1-4
INVENTORY
GENERAL BACKGROUND
The Republic of the Marshall Islands (RMI) consists of 29 atollseach made up of many
isletsand 5 islands in the central Pacific between 4 degrees and 14 degrees north, and 160
degrees and 173 degrees east. The atolls and islands are situated in two almost parallel chainlike formations known as the Ratak (Sunrise) group and Ralik (Sunset) group. The total number
of islands and islets in the whole Republic is approximately 1,225, spreading across a sea area of
over 750,000 square miles. The total land area is about 70 square miles. The mean height of the
land is approximately 7 feet above sea level. The RMI has an estimated population at 52,671.
Majuro atoll, capital of the Marshall Islands, is the most developed atoll with a thriving commercial
and political center and a population of nearly 30,000. The atoll is elongated in shape and
extends approximately 25 miles east to west and 6 miles from north to south.
approximately 160 square miles in area with a lagoon of about 150 square miles.
2-1
Majuro is
AIRPORT ENVIRONMENT
2.2.1
2-2
Degrees Fahrenheit
82.4
82.2
82
81.8
81.6
81.4
2000
2001
2002
2003
2004
160
140
120
Inches
100
80
60
40
20
0
2000
2001
2002
2003
2-3
2004
2.2.3
Socio-Economic Conditions
a) Population:
According to the 2004 Marshall Islands Statistical Yearbook, the Republic of the Marshall
Islands was inhabited by almost 60,000 people in 1999.
increased with every census report taken. Majuro has always been the most inhabited atoll,
with more than 25,600 inhabitants in 1999.
b) Local Economy:
The Republic of the Marshall Islands is currently in free association with the United States,
while still independent, under the Compact of Free Association.
Administration. The largest occupational group in the RMI in 1999 was Equipment Operators
and Laborers.
2.2.4
Land Ownership
Land in the RMI is divided into wetos (strips of land running across an atoll from the lagoon to the
ocean) which are privately owned by family groups called bwij.
matrilineally through the Alap or person in immediate charge of the wetos. Even though a bwij
owns the land, the Irojlaplap (Chief) is recognized as the owner of all land under his authority
even if he is not part of the bwij living on the land. The RMI Constitution preserves traditional
land rights.
The land used for the airport is privately owned by several different land owners and is leased to
the RMI Port Authority (RMIPA) under the Master Ground Lease Agreement - Majuro
2-4
2.4
2-5
2.4.2
2.4.3
2.5
AIRPORT FACILITIES
Airside facilities include runways, taxiways, lighting, and navigational aids.
2.5.1
Runway
The airport has a single runway, Runway 7-25, which is 7,897 feet long by 150 feet wide, with
paved runway shoulders. It has non-standard runway safety area (RSA) dimensions due to
terrain limitations. Roughly 95% of air carrier operations (landings and takeoffs) use runway end
7. On runway 7-25, the surface is bituminous with a weight bearing capacity of 120,000 pounds
2-6
Taxiway
There are two stub taxiways that connect the runway to the apron and terminal area. There is no
parallel taxiway on the airfield, so aircraft departing from Runway 7 need to back taxi on the
runway to the threshold area of Runway 7, where there is a paved turnaround. The taxiways
connect the touchdown end of runway 25 and proceeds south to the terminal apron.
2.5.3
Apron
The existing apron consists of two significant rectangular areas. In addition, an area of variable
width was paved during the recent apron construction project for use by vehicles and as a
shoulder for the main apron. The western area is identified as Gate 1 and is 175 feet long
parallel to the runway centerline by 120 feet wide perpendicular to the runway centerline. The
other apron area is identified as Gates 2 and 3 and measures 575 feet long parallel to the runway
centerline by 200 feet wide perpendicular to the runway centerline. There are two Portland
Cement Concrete (PCC) hardstands within this apron. The hardstands are 140 feet long parallel
to the runway centerline by 120 feet wide perpendicular to the runway centerline. An underground
fueling system is installed in both hardstands. Both hardstands are in use at this time.
2.5.4
2-7
2-8
Figure 2-6. Oakland Oceanic Flight Information Region (FIR) Pacific Operations Area
Source: Oakland Oceanic
2.7
2.7.1
Aircraft Operations
a) Scheduled Air Carriers:
Continental Micronesia provides essential air service for Majuro. Majuro is serviced via the
island hopper flight which flies between Guam and Honolulu and also as a stop in flights
between Guam and Honolulu. The island hopper lands in Majuro three times per week from
each direction (total of six times per week). The additional flight lands twice in Majuro per
week (once per direction).
2-9
Flight
Mon
Fri
A 2:15PM
Sat
D 3:15PM
A 1:40AM
D 2:40AM
A 7:08PM
A 7:08PM
D 8:00PM
D 8:00PM
A 7:08PM
D 8:00PM
A 10:04AM
A 10:04AM
A 10:04AM
D 10:55am
D 10:55am
D 10:55am
2 - 10
Sun
AMI flies to numerous islands and atolls within the Marshall Islands.
2 - 11
2.8.1
Terminal
Completed in 1975, the terminal was designed by the U.S. Army Corps of Engineers (Pacific
Division). The terminal building is a combined facility servicing both domestic and international
operations. The Terminal is approximately 7,530 square feet. The west end of the terminal is
used for departures and the east end of the terminal for arrivals. Both departing and arriving
passengers enter through the main terminal lobby. The main terminal includes airline ticketing,
retail shops, car rental, bar and a restaurant.
terminal.
2.8.2
Manager, and four dorm rooms for the fire fighters. The second floor also is houses the AFIS
facility. The ARFF facility is accessible by the public road, sharing 40 parking stalls with the AMI
hanger. The ARFF can access the airfield directly by a concrete access road.
2.8.3
enplaning and deplaning take place at the main terminal building. The hanger is only used for
ticketing and enplaning when AMI operations conflict with Continental operations, which occurs
infrequently.
2.8.4
Fuel Delivery
The aircraft are serviced by an underground fuel system consisting of pipes, valves and hydrants.
2 - 13
the public road to a junction point north of the two apron hardstand areas. From there a new
underground fuel system was constructed in 2009 as part of the apron project. There are two fuel
hydrants in each of the two Portland cement concrete parking hardstands and one on the west
side of the Apron near the Mobil facility.
2.9
EXISTING UTILITIES
2.9.1
Water Supply
Water is provided to Amata Kabua International Airport by the Majuro Water and Sewer Company
(MWSC). The MWSC and the Marshalls Energy Company, Inc. (MEC) are managed jointly and
supervised by MEC. Water is collected by MWSC from the airport runway catchment basin and
stored in a 30 million ground tank near the airport.
2.9.2
Sewer System
Wastewater is collected from the eastern end of Majuro and discharged via pipeline into the outer
reef along the southern shore of Majuro. Discharge depth and prevailing ocean currents aid in
dispersing the wastewater out to sea. Amata Kabua International Airport is currently operating on
a septic tank system has the Islands sewer system does not reach the airport.
2.9.3
Electrical Power
The Marshalls Energy Company, Inc. (MEC) is owned by the RMI government and governed by a
Board of Directors appointed by the President and chaired by the Minister of Public Works. MEC
functions independently of government operations, except that rates must be approved by the
RMI government. Electrical power lines serve 95% of the population in the primary islands. The
MEC distribution system consists of three 13.8 kV circuits extending from the power plant located
on the western end of the urbanized southeast section of the Majuro Atoll. MEC provides power
to the airport through electrical lines located beneath the public road way.
2.9.4
Communications
Communication systems for public use are provided by National Telecommunications Authority
(NTA). Telephone, cable television and internet data services are provided at the airport.
2 - 14
Roadways
There is only one main public road in Majuro. This road connects the rural area of Laura in the
west to the urban area of Delap and Uliga in the east. The airport is located approximately in the
middle. The roadway is busiest in the morning and afternoon when people are commuting to
school and work.
2 - 15
AVIATION FORECASTS
INTRODUCTION
This chapter describes the objectives, methodology, and preliminary findings of future aviation
demand at the airports of Amata Kabua International Airport.
3.2
OBJECTIVES
The airport master plan establishes the short, intermediate, and long range (5, 10, and 20 year)
development plans for Amata Kabua International Airport. A primary objective of the Master Plan
is to identify the present and future need for a full range of facilities to serve anticipated air carrier,
commuter, corporate, and general aviation demand. To achieve this objective, it is important to
identify the magnitude of future civil aviation programs. The aggregate demand of commercial
aviation activity and types of flight operations will be of special interest in this study.
This forecast identifies the various drivers of the Marshallese economy and evaluates the
potential for major economic growth. The validity of this forecast is dependent upon properly
identifying these drivers to the economy and their relative weight upon the overall forecast.
Typically, for a US mainland airport, the significant variables in the determination of demand are
population, employment, and income of the community being served. However, in a unique
economy such as the RMIs, the traditional determinants of demand may be of lesser significance
in comparison to tourism, the RMIs primary driver of growth.
The Republic of the Marshall Islands has a unique economy and, as such, needs a growth model
that integrates its unique economic factors to achieve a realistic level of flight operations and to
optimize the size and build-out of facilities. A reasonable forecast of aviation activity is essential
in determining future aviation facilities needs. Forecasts of commercial airline passengers are the
basis for sizing and phasing of terminal, parking and surface access facilities. The adequacy of
existing airfield facilities may be properly assessed from knowledge of the number and types of
current and projected aircraft activity.
influenced by the estimated level of activities at peak arrival and departure periods. For example,
this level of detail is helpful specifically when evaluating the size of terminal hold rooms needed to
meet future demand.
The validity of any forecast may be affected by numerous variables and is dependent upon the
uncertainty of other future events.
3-1
Base Case
The assumptions made for this base case forecasting are summarized as follows:
RMIs ability to attract tourists from foreign markets based primarily upon the RMIs
unique eco-tourism niche market
Gradual, yet steady, tourism growth creating demand for additional hotel facilities, and
developers able to obtain financing for design/construction
Gradual, yet steady, systemic improvement with the worldwide credit markets and main
street economies
3.2.2
Optimized Case
The assumptions made for this optimized case are summarized as follows:
RMIs ability to attract high-spending tourists from this region and from US/European
markets based primarily upon RMIs unique eco-tourism niche market
Moderate and steady tourism growth, revenue, etc., creating demand for additional hotel
development and the ability to obtain financing for design/construction of resort related
developments
3-2
Quick rebound and steady, systemic improvement with the worldwide credit markets and
main street economies
The ability to add another commercial carrier on a North-South Route, and to sustain
these routes long term
Increased and steady tourism from Guam based military personnel on rest and recreation
tours
3.2.3
Development of outer island airports and sea ports to improve accessibility to the islands
Constrained Case
The assumptions made for this constrained case are summarized as follows:
3.3
METHODOLOGY
Forecasting for a typical system or master plan at a business-oriented U.S. mainland airport is
based on economic growth factors, population growth, income, employment, domestic and
business oriented enplanements and international travel. However, these forecasting tools do not
apply to the RMI, including forecasting tools published in the applicable FAA Advisory Circulars.
The Republic of the Marshall Islands has a very unique passenger and travel profile. The factors
that affect the RMI economic growth are based more on travel and tourism.
As such, the
economic forecast and growth trends for the Master Plan are weighted more toward tourism,
travel, and the world events and natural disasters that drive these factors.
3.3.1
Forecast Resources
3-3
3.3.2
3.3.3
3-4
SOCIO-ECONOMIC REVIEW
The propensity to travel, by air or any other transportation mode generally correlates closely with
three principal statistically significant variables population, employment, and income.
An
evaluation of the forecast population and income of RMIs residents can help establish trends
useful in the forecasting of commercial and general aviation activity.
3.4.1
According to the Secretariat of the Pacific Community (SPC) Studies - Pacific Island
Populations, Estimates and Projections 2005-2015 Report, the population of the Marshall
3-5
1) Employment:
According to the 1999 census, the total number of people working was 10,141 with
3,106 in the public sector and 7,035 in the private sector. However there were 14,677
people seeking available on the labor pool. In 1988, the number of people in the
labor pool was 11,488, out of which 10,056 were working: 3,392 in government jobs
and 6,664 in private employment. Unemployment rate at the time of the 1999 census
was 30.9%. During the 11-year period from 1988 to 1999, the number of people who
were eligible for employment grew to 27.76% while actual job creation grew only by
0.84%.
The economy remains relatively small, with a current-dollar Gross Domestic Product
of about $130.9 million USD in 2005. The economy relies heavily on RMI
Government and U.S. military expenditure and employment, but has seen some
growth in commercial and small-scale fisheries, mariculture/aquaculture, agriculture,
traditional crafts manufacturing (handicrafts), and tourism.
The Republic of the Marshall Islands, Economic Policy, Planning and Statistics Office
(EPPSO) data on employment statistics varies from those listed in the 1999 census.
EPPSOs data indicates that there has been a steady slow growth in the employment
rate. With an increase of approximately 2,200 jobs between 1997-2007.
Description
Total
8,007
7,982
8,598
9,116
9,544
2005
2006
2007
9,918 10,149
In the fiscal year 2007, total employment grew by 2.3%, which was slower than
FY2006 when employment grew at 3.5%. The 2007 growth accounts for 231 jobs.
74% of those jobs (171) created were in the private sector. In 2007 38.5% of jobs in
3-6
local
government
10.5%;
public
enterprises
7.2%;
NGOs
3.9%
and
3.4.2
Foreign Tourism
There has been a slow but steady tourism growth in the RMI. The RMI is geographically,
culturally and historically unique. It is one of just a few coral atoll nations in the world and the
vast majority of its land and sea environment remains pristine. This includes an abundance of
uninhabited coral atolls, islands, and their terrestrial and marine areas and resources. Annual
visitor volumes and total room inventory are both relatively small and slow growing. As a tourist
destination, the RMI is still relatively unknown in major markets. New investments into tourism
during recent years have increased. But overall, the RMI remains a relatively undeveloped and
young destination.
3-7
1991
1996
2001
2002
2003
2004
2005
2006
2007
Transit/Stop Over
Business
Holiday/Vacation
Visiting Friends/Relatives
Other/Not Stated
Total
1,633
2,271
947
606
415
5,872
1,447
2,513
1,113
634
409
6,116
676
1,892
1,483
662
731
5,444
997
2,165
1,445
763
632
6,002
1,988
2,245
1,380
769
813
7,195
1,779
2,999
2,683
810
736
9,007
1,590
3,061
2,727
931
864
9,173
965
2,033
1,255
661
866
5,780
1,415
2,218
2,060
718
548
6,959
Tourism development in the RMI will be driven by the private sector. Businesses are the key
engines of tourism growth, while the role of the public sector will help guide, plan, facilitate, and
regulate this growth. It is important that the RMI takes all possible steps to help businesses
succeed as this, in turn, will translate into broader economic success and benefits its people.
Visitors are drawn to the RMI because of its climate, warm and clear water conditions, and its
isolation and exclusivity.
The Marshall Islands offer a unique coral atoll with a healthy and
diverse marine life, making it one of the best diving and fishing locations in the world. The
Marshalls also contain many World War II wrecks and relics.
In recent years, an increased number of cruise ships, military fleets and private yachts have been
coming to Majuro because of its geographical location and its deep water ports. The newest
visitors to the Marshalls have been surfers and wind surfers. New surf spots have been
discovered and new surf operators have entered the market in addition to international surfing
tourists.
conference and related events. This draws anywhere from several dozen to several hundred
visitors a year. General business opportunities and commerce also bring in international visitors.
Table 3-6 below shows MIVAs forecast for visitor arrival.
3-8
2013
Business
2,478
2,147
2,726
2,999
3,299
3,628
3,991
Holiday/vacation
2,872
1,385
3,733
4,853
6,309
8,202
10,662
Transit
1,502
1,325
1,577
1,655
1,738
1,825
1,916
VFRs
823
587
905
996
1,095
1,205
1,325
Other
400
572
400
400
400
400
400
Not stated
150
150
150
150
150
150
8,225
6,022
9,491
11,053
12,991
15,410
18,444
TOTAL
Note: Table does not include visitors arriving by sea nor visitors arriving from domestic
destinations (Kwajalein, Bikini, etc.).
The catalyst for tourism growth is the development of the outer islands. The Marshall Islands true
beauty lies in its untouched outer islands. The RMI government needs to facilitate assistance to
small scale tourism operators, particularly in key outer islands. The first step is to re-establish
reliable domestic air transportation and to reduce barriers to sea based tourism. This will require
upgrading of the outer island airport facilities. In addition, a strong push must be made to break
down current barriers to sea based transportation within the RMI.
Also, a key component of tourism growth is Majuro itself. Majuro, as the port of entry into the
RMI, is the first impression visitors receive of the Marshall Islands. It is important that it be
developed into an attractive, like-able and well-functioning hub and gateway to the rest of the
RMI. This includes concentrated efforts for clean-up and beautification, strong social marketing
initiatives to change behavior and raise capacity to sustain cleanliness, improvements to the
overall environment management process (including the waste collection, recycling, and disposal
systems), enhancements to tourism related infrastructure, and upgrading of the transient
accommodation base. The development of Kwajalein (Ebye) as the second international hub to
the RMI is also important for the overall growth of the tourism industry.
The main hindrance to tourism/visitor growth is the cost of airfare to the RMI. Reliance on a single
carrier operating high priced flights in a remote geographical location has repressed the growth of
the tourism/visitor industry.
Angles, California) is currently anywhere from $2,500 to $4,000. The same ticket to Majuro
leaving from Tokyo, Japan costs between $1,500 to $2,000. With Japan and the United States
being the two largest groups of visitors to the Republic of the Marshall Islands, prices like these
have a direct impact on their ability to attract visitors.
3-9
$2,500 to $4,000
Hawaii to RMI
$1,200 to $1,400
Guam to RMI
Overall, The Republic of the Marshall Islands has seen a steady growth in the number of tourists
and visitors coming to the Marshalls for business and vacations.
continue as the government and private sector realize the importance of the hospitality sector to
the local economy and to the people of the Marshall Islands.
3.5
3.5.1
Aircraft Operations
Overall aircraft operation at Amata Kabua International Airport has fluctuated over the recent
years for various reasons. Commercial aircraft such as Aloha Airlines and Our Airlines (formerly
Air Nauru) have stopped servicing Amata Kabua International Airport. Also having an effect on
operations at Amata Kabua International Airport is Air Marshall Islands ability to perform its
scheduled operations. AMIs operation has varied over the years due to maintenance and cost
issues caused by the poor conditions of the outer islands runways and the rising cost of fuel.
Amata Kabua International Airport has averaged 1297.4 operations per year over the past five
years, with a high of 1617 operations in 2006 and a low of 981 operations in 2005.
3 - 10
800
600
400
200
0
2004
2005
2006
2007
2008
a) Commercial Aircraft
Currently, Continental Micronesia is the only commercial airlines servicing the Marshall
Islands.
Majuro is serviced via the island hopper flight which flies between Guam and
Honolulu and also as a stop in flights between Guam and Honolulu. The island hopper
lands in Majuro three times per week for each direction (total of six times per week).
Additional flights (Honolulu-Majuro-Guam) lands twice per week (once per direction). Table
3-8 shows the overall landings and departures for Continental Airlines over the past nine
years. Since Continental is not based at AKIA, the number of departures will be used to
calculate the average number of operations and for forecasting purposes. Over the past nine
years Continental Airlines has averaged 345.1 operations per year. The highest number of
operations took place in 2008 with 432, while the fewest number of operations took place in
2001 with 311 departures.
Year
Arrival
Departure
2000
312
312
3 - 11
2007
396
395
2008
432
432
Our
Airlines (formerly Air Naru) also has provided commercial service in the past, Table 3-9 below
shows the number of operations Our Airlines has performed over the past five years.
Table 3-9. Aircraft Operations by Our Airlines 2004-2008
Year
2004 2005 2006 2007 2008
Our Airlines
23
108
21
45
b) Commuter
Air Marshall Islands (AMI) is the only commuter airline in the Marshall Islands.
It is
government owned and subsidized. Of the 31 outer island airstrips in the RMI, AMI operates
25 of them; it does not operate all 31 airstrips because of the inoperable condition of the
other six airstrips. AMIs operations have varied from year to year due to maintenance issues
with its aircraft. Also the high price of fuel in 2007-2008 affected the number of operations
per year.
Table 3-10. Air Marshall Islands Aircraft Operations 2004-2008
2004
2005
2006
2007
2008
Air Marshall Islands
274 N/A
775
115
628
Source: RMI Port Authority
c) Charter
The Marshall Islands Visitors Authority works with Japan Airlines (JAL) to provide charter
service from Japan directly to Majuro.
chartered flights. Since 2007 there has been a decline in the number of its charters. JAL
requires that a charter have 200 passengers booked per flight. MIVA has been working
diligently to market the Marshall Islands to Japanese tourists in an attempt to meet JALs
demands.
Table 3-11. Charter Operations
2007 2008 2009
Arrival
Departures
3 - 12
2008
224
FY 2008
227
88
36
103
3.5.2
3.5.3
Enplaned Passengers
Currently, Continental Airlines is the only regularly scheduled commercial airlines servicing the
Marshall Islands, making it the only way to reach or depart the Marshall Islands by air. Since
3 - 13
2008 had the highest total of enplaned passengers with 19,138; overall
Year
Departure
2008
19,138
According to Table 3-15, the total number of enplaned passengers (all airlines) at Amata Kabua
International Airport between 2004 and 2008 has decreased, with the largest impact of total
passengers being Air Marshall Islands ability to provide service to the outer islands. While
Continental Airlines passenger numbers have stayed fairly consistent, AMIs have steadily
dropped from a high of 14,168 in 2004 to a low of 2,232 in 2008. It is important to note that the
total number of enplaned passengers does not include data from Aloha and Our Airlines.
Table 3-15. Total Enplaned Passengers at AKIA 2004-2008
2004
2005
2006
2007
16,330
17,135
16,647
18,726
Continental Airlines
14,168
12,895
10,176
8,985
Air Marshall Islands*
1080
Charter Flights
30,498
30,030
26,823
28,791
Total**
2008
19,138
2,232
297
21,667
3 - 14
3 - 15
According to Table 3-16, Continental Airlines has averaged 47 RMI destined passengers per
flight over the past nine years, with a high of 52 passengers per flight in 2005 and a low of 41
passengers in 2003. Overall the number of passengers rises and falls by about three to four
passengers a year.
3.5.5
Cargo
Tables 3-17 and 3-18 present the cargo and mail information for Continental Airlines provided by
the RMI Port Authority. They do not include cargo data for Asia Pacific Airlines because nothing
was available at this time.
3 - 16
2005
2006
2007
2008
643,411
561,342
472,953
573,721
513,658
41,321
37,331
53,621
32,146
38,406
Type
Cargo
Mail
2005
2006
2007
2008
513,658
603,411
561,342
583,331
493,231
32,146
38,731
37,761
40,121
Type
Cargo
Mail
3.6
53,621
AVIATION FORECAST
With the continued growth of its private sector and the Republic of Marshall Islands continued
commitment to the tourism/visitor industry, combined with the projected increase of population,
the RMIs aviation forecast should show a slow and steady increase in aviation activity over the
next 20 years. The base case projects a two percent growth over the forecasted period, while the
optimized case sees a four percent growth for Amata Kabua International Airport.
The
constrained case forecasts zero percent growth and that Amata Kabua International Airport will
maintain its current level of airport activity.
3.6.1
Enplaned Passengers
a) Commercial Carriers
Continental Airlines is the only regularly scheduled commercial carrier servicing the Marshall
Islands at this time. Historical data for enplaned passengers has steadily increased over the
past decade. This growth is expected to continue throughout the forecasted period. Table 319 shows the growth projections for the constrained, base, and optimized cases for enplaned
passengers on Continental flights.
Table 3-19. Forecast of Enplaned Passengers on Continental Airlines
Year
Constrained Base Case Optimized
2010
2015
2020
2025
2030
16,538
16,538
16,538
16,538
16,538
16,869
18,624
20,563
22,703
25,066
3 - 17
17,200
20,926
25,459
30,975
37,686
3.6.3
scheduled aircraft into AKIA. It is expected that even with a slight growth in other areas, the
3 - 18
APA cargo operations into and out of Majuro should increase as the demand rises.
3.6.4
forecasted period. The only exception would be if Continental Airlines switched the 737 series
aircraft it operates now to the larger 757 aircraft.
3 - 19
3.6.6
553,017
553,017
553,017
553,017
553,017
564,077
622,787
687,607
759,174
838,189
575,138
699,743
851,344
1,035,790
1,260,197
3.6.7
550,995
550,995
550,995
550,995
550,995
562,015
620,510
685,093
756,398
835,125
573,035
697,184
848,231
1,032,003
1,255,590
3 - 20
Summary
The Republic of the Marshall Islands is working hard at developing both its private sector and
tourism/visitor industry. The steps taken by the government should have a positive effect on
aviation activity at Amata Kabua International Airport. Figure 3-3 shows the projected forecast for
AKIA.
3 - 21
Passengers
40,000
Constrained
30,000
Base
Optimized
20,000
10,000
0
2010
2015
2020
2025
2030
The base case is shown with a two percent per year growth rate, while the optimized case
indicates a four percent growth rate. The constrained case projects that there will be no growth
and that Amata Kabua International Airport will maintain at its current level of aviation activity.
Subsequent chapters will utilize the base case growth rate as this applies to passenger counts,
numbers of flight operations, peak hour conditions, and other parameters that will be useful in
determining when facility improvements are needed.
3 - 22
4.1.1
Introduction
Airport capacity can be calculated using the procedures in FAA Advisory Circular 150/5060-5.
The title of this Advisory Circular is Airport Capacity and Delay. The Advisory Circular is over 20
years old, but the procedures, methodology and principles included therein are reasonably
appropriate for todays aircraft and operations.
volume/high operations airports that are approaching capacity, and plan to increase their
capacity, or develop an entirely new airport. As a result, this Advisory Circular is not appropriate
for calculating annual capacity since the demand at Amata Kabua International Airport is so far
below even the most restricted IFR capacity.
The FAA methodology for capacity analysis involves a step-by-step process that addresses three
components of the airfields capacity that can be determined using the method in FAA AC
150/5060-5, including the hourly capacity of the runways, the annual service volume, and the
annual aircraft delay.
Hourly Capacity of Runways: The basic measure of capacity related to peak hour activity, is the
maximum number of aircraft operations that can take place in one hour.
Annual Service Volume: The annual capacity or a maximum level of aircraft operations that may
be used as a reference in planning the runway system.
Annual Aircraft Delay:
4.1.2
4-1
4.1.4
Meteorological Condition
Aircraft operating parameters are dependent upon the weather conditions, such as the cloud
ceiling height and visibility range, on and near the airfield and more importantly by the fact that
aircraft land and takeoff into the wind. As weather conditions deteriorate, pilots must rely on
instruments to define their position both vertically and horizontally. Capacity is lowered during
such conditions because aircraft are spaced further apart when they cannot see each other. Also,
some airports, such as Amata Kabua International Airport, may have limitations with respect to
their instrument approach capability which impacts capacity during bad weather. The FAA defines
three general weather categories, based upon the height of the clouds above ground level and
the visibility:
Visual Flight Rule (VFR): Cloud ceiling is greater than 1,000 feet above ground level
(AGL) and the visibility is at least three statute miles. All airports are able to operate
under these conditions.
Instrument Flight Rule (IFR): Cloud ceiling is at least 500 feet AGL but less than 1,000
feet AGL and/or the visibility is less than three statute miles but more than one statute
mile. Aircraft operations are limited if the aircraft and the airport are not equipped with the
proper instrument facilities.
Poor Visibility and Ceiling (PVC): Cloud ceiling is less than 500 feet AGL and/or the
visibility is less than one statute mile. Most airports, even those with precision instrument
capabilities, have limited operations during these conditions.
This factor is important in determining the percent of time that aircraft operations are conducted
under VFR and IFR conditions or below visibility minimums, as the capacity of the airport differs
under VFR versus IFR conditions.
4-2
Maximum Certificated
Class
12,500 or less
12,500 or less
Number of Engines
Wake Turbulence
Classifications
Single
Small
Multi
Small
12,500 300,000
Multi
Large
Over 300,000
Multi
Heavy
4-3
4.2.1
Runway/Taxiway
Amata Kabua International Airport was designed with a single paved runway together with a
connecting taxiway to the terminal apron used for commercial service operations (Airport
Classification, ARC, D-III). The capacity of AKIAs single runway configuration was evaluated
within the parameters of US FAA Advisory Circular, AC 150/5060-5 together with the National
Plan of Integrated Airport Systems service level criteria and has been determined to be adequate
for the foreseeable future.
It is noted that Amata Kabua International Airport is very limited in available real estate property.
Construction of a parallel taxiway would not be feasible due to the required separation standard
distance from the runway centerline to the parallel taxiway centerline for the critical/design aircraft
(B737-800).
The one air carrier Index III flight per day is managed through the prior notification process for
arriving and departing aircraft at AKIA.
jurisdiction, required operating procedures, the Common Traffic Advisory Facility (CTAF),
observation from airport ground vehicles and the Aircraft Rescue and Fire Fighting Station assure
the runway is clear.
The runway capacity is assured and adequate for the foreseeable future, subject to the
notification protocol and capability of airport management.
4.2.2
for transient overnight aircraft. It is recommended that the apron be expanded to the west to
allow for such operations as it is a potential revenue source for the airport, especially when
considering the airports strategic location in the Western Pacific.
4-4
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4.3.1
Introduction
"Landside" relates to the terminal area facilities that are used primarily for the passenger
movements. This area includes the terminal/administrative buildings, ARFF facility, general
aviation facilities, parking and access roads. The following subsections address the abilities of
these landside facilities to accommodate existing demand and to identify the requirements
needed to handle future projections.
FAAs AC 150/5360-7, Planning and Design Considerations for Airport Building Development,
describes a methodology for translating forecasted passenger activity into design peak hour
demands. The procedure utilizes historic and projected passenger levels and aircraft movements
to develop a hypothetical design day activity table from which passenger peaking activity can be
analyzed.
The circular also provides average peaking charts and rules-of-thumb for rough
4-6
4.3.2
currently an Index C airport. A new ARFF facility was completed in the fall of 2010, this new
facility meets all the requirements of an Index C airport.
4.3.3
deplaning from general aviation aircraft to have access to terminal facilities without passing
through sterile secure areas.
The only commuter facility is located-mid airfield at the Air Marshall Island hanger. This facility is
adequate for its current use. But if AMI increases its flights or changes aircraft type, the hanger
facility may need to be updated with appropriate security enhancements. It should be noted that
AMI currently has no plans to do so. Air Marshall Islands use the main terminal for passenger
check-in as well as boarding. Occasionally, AMIs cargo area is used for check-in and boarding
as well due to Continentals flight checking- in at the same time as AMIs.
4-7
Parking
The AC 150/5360-9 recognizes that parking requirements and characteristics vary from airport to
airport and its guidelines may not meet the specific airports needs. Data analyzed at many
airports revealed that public automobile parking requirements are more accurately relatable to
annual enplaned passengers than to peak hour passengers. According to AC 150/5360-9, the
general rule for non-hub airports is that there are 50 parking stalls for every 25,000 annual
enplaned passengers. Normally 15% to 25% of the total public spaces should be allotted to short
term parking (up to 3 hours duration) with the remaining stalls used for long-term parking.
These requirements are not applicable to Amata Kabua International Airport as there are fewer
than 25,000 annual enplaned passengers and there is no need for long term parking. The current
parking area meets the demand capacity in terms of passengers, but is inadequate to meet the
needs of the terminal area. Many of the terminal users are on lookers, who have come to watch
the aircraft arrive and depart. The airport has become a social gathering place. These additional
users cause the terminal parking area to overflow, forcing cars to park along the roadside, thus
causing traffic and safety hazards. Also, the curb length at the terminal is too small to pick up or
drop off passengers and there is insufficient assigned parley space close to the terminal for public
transport operators, especially taxis and hotel shuttle buses.
4.3.5
The terminal roadway system includes the roadway serving the terminal building and associated
parking areas the service roads which provide access to terminal support facilities, and access
ways to the airfield and other nonpublic areas. The current access roads are sufficient for the
airports needs. Majuro has only one main road which runs along the lagoon side of the airport.
At the runway 7 end of the airport, this road traverses into the RSA and needs to be relocated.
As mentioned above the parking needs to be expanded so onlookers do not have to park on the
side of the road to watch arriving and departing planes.
4.4
4-8
Ticketing
All check-in luggage is hand checked by security before the passenger proceeds to the ticketing
area. The existing check-in counter is approximately 20 feet long, with three check-in stations,
one for elite members and two for all other passengers. On the northern end of the check-in
counter is an area reserved for departure fee collection. There is a conveyer belt system for
checked baggage behind the check-in counters.
Delay in the check-in process is caused by the need for each checked bag to be hand searched.
This can be an onerous task, especially on fuller flights. Also, the passenger queuing area for
travelers waiting to check-in backs up into the main terminal lobby, causing overcrowding and
congestion.
electronically, the check-in process would be expedited and overcrowding in the lobby alleviated.
4.4.2
Baggage Areas
The baggage claim area is open air with roof overhang and sized appropriately. The major cause
for delay is that baggage is manually loaded on to the baggage claim counter. Passengers must
wait for the luggage first loaded on to the counter to be retrieved before new luggage can be
added. Upgrading the system and providing a conveyor system would decrease the delay
experienced by passengers and streamline the passengers ability to exit the terminal area.
4.4.3
requirements, half of all passengers on Continentals flight must depart the plane along with all
personal items (including carry-on luggage) and proceed to the hold room while security
personnel perform a search of the aircraft. This requirement tends to stress the rooms capacity,
causing the room to become overcrowded and uncomfortable.
4-9
The security screening area at Amata Kabua International Airport also meets capacity demands,
but has no advanced x-ray machines or explosives detection devices. Airline staff currently has
to perform physical checks on all baggage, causing delays and leaving the airport and airlines
vulnerable to potential dangers arising from contraband concealed in checked or carry-on bags.
The delay caused by hand searches of passengers and carry-on baggage cause the security line
to back up into the main terminal lobby and thereby creates congestion.
4.4.4
4.4.5
Terminal Recommendation
Overall, the terminal meets demand and capacity requirements. However, due to age and the
fact the airport has become a public gathering place; the airport terminal has become insufficient
to meet the overall needs of security and safety.
commissioned to address making the terminal safer, more secure and to improve the overall
efficiency of the building. Figure 4-2, Proposed Terminal Building Layout, shows a plan for a
new terminal facility which would meet the needs at AKIA.
4 - 10
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FACILITY REQUIREMENTS
The purpose of the facility requirements analysis is to review the facilities that are in place,
compare them to the current FAA design and planning standards, and to identify facilities which
will be needed at the Airport to continue to support aviation in the future. This section focuses on
the aviation facilities at the Airport, addressing airside facilities including runway, taxiway,
navigational aids, marking, and lighting.
5.1
5.2
AIRSIDE FACILITIES
"Airside" relates principally to the airfield facilities, which include the runways, taxiways, runway
approach surfaces, runway protection zones and navigational aids (NAVAIDS). The following
subsections address the ability of airside facilities to accommodate existing and future traffic
loads, and to identify the requirements needed to handle future traffic.
5.2.1
Continental Airlines,
the one scheduled air service provider, has discussed the possibility of changing from the 737
aircraft to a 757 aircraft. If this happens, the critical design aircraft would change from the 737 to
the 757.
5-1
Aircraft
Boeing
737-800
Boeing
757-300
5.2.2
Approach
Speed
(Knots)
Length
(Feet)
Max Tail
Height
(Feet)
142
174,200
146,300
112.6
129.5
41.4
143
273,000
224,000
124.8
178.6
44.8
Source: Boeing
Category C: Speed of 121 knots or more, but less than 141 knots
Category D: Speed of 141 knots or more, but less than 166 knots
The 737-800 series aircraft has an approach speed of 142 knots giving it an approach category
D. Based on the critical design aircrafts tail height and wingspan, the airplane design group for
Amata Kabua International Airport is airport design group III.
5-2
Wingspan (ft)
<20
20 - <30
30 - <45
45 - <60
60 - <66
66 - <80
Source: FAA AC 150/5300-13
<49
49 - <79
79 - <118
118 - <171
171 - <214
214 - <262
The design aircraft (737-800) would give the airport an existing airport reference code (ARC) of
D-III. The ARC is not anticipated to change throughout the planning period, however, as
previously noted there is a possibility that Continental Airlines the only commercial carrier into
MAJ is looking into the possibility of using a Boeing 757-200 series for its route through
Micronesia. If Continental were to change aircraft, the ARC would change to C-IV.
Table 5-3. Airport Reference Code
Airport
Aircraft Reference
Code
Boeing
D-III
737-800
Boeing
C-IV
757-300
5.3
RUNWAY REQUIREMENTS
5.3.1
5-3
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c) Small Aircraft with a maximum certificated takeoff weight (MTOW) less than 12,500
pounds and not more than 9 passenger seats. Airports served by these aircraft do not
require an Airport Certification Manual (ACM) or issuance of an Airport Operating
Certificate.
5-5
Anti-Skid Operating
The Boeing B 737 is the critical design aircraft, based on the airport and aircraft data in Table 5-4,
together with the landing and takeoff runway calculations per AC 150/5325-4, as indicated in
Table 5-5.
Table 5-5. B 737-800 Aircraft Landing and Takeoff Calculations
Boeing B-737-800
Maximum Landing Design Weight
146,000 lbs.
174,200 lbs.
Takeoff Length
8,100 feet
The US FAA Federal Aviation Regulation (FAR) Landing and Takeoff Runway Length
Requirements indicate a dry runway requirement of 5800 feet and wet runway requirement of
6200 feet and an 8100 foot takeoff length for a maximum takeoff design weight (MTOW) of
174,000 pounds.
design recommendations and is not to be used for flight operations. Flight operations must be
operated in accordance with the applicable aircraft manual.
Based on current scheduled air carrier service, the Boeing B 737-800 is forecast to be the critical
design aircraft for the current 5 year, 5 to 10 year and 10 t0 20 year planning periods. The
existing runway length of 7897 feet should be adequate for the critical design aircraft. Passenger
forecast demand indicates slow growth for the long term.
Local forecasts indicate increased Charter and Cargo Aircraft operations by these aircraft:
Boeing B 727-200; McDonnell Douglas DC -9 -30; Airport Reference Code (ARC) C-III
Boeing B 757-200; Boeing B 767-300; Airport Reference Code (ARC) C-IV.
5-6
operations, a cost benefit study should be completed to determine viability runway extension to
8,100 feet. The guidance provided by AC 150/5325-4B is for planning purposes and is not to be
used for flight operations. Flight operations must comply with the applicable flight manual.
5.3.3
Runway Width
Runway width is a dimensional standard that is based upon the physical characteristics of the
aircraft using the Airport. The most important physical characteristic is the wingspan. The FAA
Advisory Circular 150/5300-13, Airport Design, recommends a runway width for a Design Group
III aircraft of 100 feet, unless the airport is used by aircraft exceeding 150,000 pounds, in which
case the runway width should be increased to 150 feet. Presently, Runway 7-25 is 150 feet wide.
5.3.4
Pavement Strength
The most important feature of airfield pavement is its ability to withstand repeated use by aircraft
of significant weight. The current strength rating on Runway 7-25 is 120,000 pounds for single
wheel loading (SWL); 171,000 pounds for dual wheel loading (DWL), and 290,000 pounds for
dual tandem wheel loading (DTWL) according to the Airport Layout Plan.
The International Civil Aviation Agency, (ICAO), standard for reporting airfield pavement strength
is the Pavement Classification Number, (PCN). The United States FAA is presently transitioning
airport pavement strength reporting into this international system. The information and guidance
for determining the PCN is provided in FAA Advisory Circular AC 150-5335-2B. Two approaches
may be used to calculate the airport PCN. These are the using aircraft method or the
technical evaluation method. Briefly, the using aircraft method determines the Aircraft
Classification Number (ACN), of the most critical aircraft using the airport. See the Advisory
Circular for more information on the definition and determination of the aircraft ACN. Generally
this aircraft ACN number is then published as the airport PCN. The technical method allows
evaluation of a range of aircraft including those that might use the airport in an emergency
situation or for expansion of air services to the community. This method provides a PCN value
that considers the aircraft wheels and the pavement structure that must support the aircraft loads.
The technical evaluation method was used to prepare AKIAs PCN values. The flexible PCN
value for Amata Kabua International Airport is 83/F/C/X/T and the rigid value is 95/B/R/X/T.
5-7
The advantage of
using a formal pavement maintenance program with regularly scheduled maintenance activity
ensures that the cost of pavement maintenance is reduced and pavement performance
optimized.
The MicroPAVER procedure describes the pavement condition by assigning a value from 0
100 to the represent the pavement condition. This value is known as the Pavement Condition
Index (PCI) of the pavement. A brand new pavement is assigned a PCI of 100 at the time of
completion.
subsequent pavement survey is made, the information is used to compute a new PCI. Each
individual airport can create its own standards, but the US Air Force guidelines recommend that
localized preventive work should be continuous at all times. When the PCI declines to 70 global
preventive maintenance work should be undertaken to inhibit further rapid deterioration. In the
event the pavement declines to a PCI of 50, major rehabilitation projects should be undertaken.
Two maintenance surveys were conducted using MicroPAVER
Runway Grades
The FAA Advisory Circular 150/5300-13, Airport Design, allows a maximum longitudinal grade
of 2.0% for A and B type runways and 1.5% for C and D runways. Gradient changes shall be
such that any two points five feet above the runway centerline shall be mutually visible for the
complete length of the runway. The effective gradient of the existing runway is 0.00%.
5.3.7
5-8
5.4.1
Any object that is constructed higher than 3 inches above grade should be
constructed on frangible supports. All other objects must be constructed no higher than 3 inches
above grade.
Table 5-6. Runway Safety Area
Runway
7
25
Required Length
Actual Length
Required Width
200 ft.
1,000 ft.
500 ft
440 ft.
Source: FAA AC 150/5300-13 Table 3-3
Actual Width
500 ft.
500 ft.
When Amata Kabua International Airport was constructed the requirements for RSAs were 500
feet wide by 200 feet past the end of the runway. With a change in the requirements, the current
RSAs are non-standard, falling well short of the dimensions mandated by AC 150/5300-13. An
5-9
The existing RSA met standards in accordance with US FAA Advisory Circular AC
150/5300 13, Airport Design.
The existing RSA does not meet criteria but is practical to improve to meet current
standards.
The exiting RSA can be improved but still will not meet current standards.
The existing RSA does not meet current standards and is not practical to improve.
At locations with natural obstacles, environmental constraints, local development and/or property
limitations to providing the standard 1000 foot safety area at each end of the existing runway or a
planned runway extension, the FAA has accepted the use Engineered Materials Arresting
Systems (EMAS) subject to an economic or cost benefit evaluation. A 600 foot long EMAS
installation is considered by FAA to be equivalent to a full Runway Safety Area (RSA) built to the
dimensional standards in US Federal Aviation Administration (FAA) Advisory Circular AC
150/5300-13, Airport Design.
The installation of
locations described in Factors (3) and (4). An evaluation process is included in Section 9 of US
5 - 10
construction has begun on the RSA at the end of Runway 7 which will allow for that runway end
to meet FAA regulations.
On the Runway 25 end, besides not meeting the 1000 foot by 500 foot requirement, there are
currently several other violations to FAA standards such as four 12-inch diameter telecom
junction pillars located on the ocean side of the runway. These pillars are typically 40 inches in
height. There is also a water valve surrounded in concrete protruding 8 inches to 12 inches
above grade located on the ocean side of the runway, five concrete service chambers located on
the ocean side of the runway protruding 6 inches to 15 inches above ground, and disused
concrete foundation pads for old airfield navigation aids which stick out approximately 6 inches
above ground located on the lagoon side of the runway.
Based on available topography it appears that with removal of these obstructions and minimal
grading, an additional 200 feet of safety area can be added quickly on the east end. This would
quickly provide a full 500 foot wide safety area extending approximately 6 40 feet beyond the east
threshold. There is over 1000 feet of partially filled land for a full safety area on the east end.
Beyond this point this area is unfilled on the south side and traversed by the public road on the
north side. The unfilled area at the southeast corner is a shallow reef facing the Pacific Ocean.
The approximate unfilled area is 75,000 square feet. This extension includes approximately 600
feet parallel to the runway centerline plus approximately 300 feet to tie into the existing shoreline.
The northeast corner is presently filled, but occupied by the existing road. The road must be
relocated northward to provide the full length and width on that side. This will involve reclaiming
land and moving about 400 feet of road into the lagoon.
5 - 11
5.4.3
The approach surface is an imaginary inclined plane beginning at the end of the primary
surface, and extending outward to distances up to 10 miles, depending on runway use.
The approach surface governs the height of objects on or near the airport. Objects should
not extend above the approach surface. If they do, they are classified as obstructions and
must either be marked, lowered or removed.
The runway protection zone (RPZ) is an area at ground level that provides for the
unobstructed passage of landing aircraft through the above airspace. The runway
protection zone begins at the end of the primary surface, and has a size which varies with
the designated use of the runway.
Federal Aviation Regulation Part 77 indicates that the approach surface should be kept free of
obstructions to permit the unrestricted flight of aircraft in the vicinity of the airport. As the
approach to a runway becomes more precise, the approach surface increases in size, and the
required approach slope becomes more restrictive. The existing and ultimate Part 77 surfaces for
the runway are listed below in Table 6-5.
The runway protection zone is the most critical safety area under the approach path and should
be kept clear of all obstructions. No structure should be permitted within the runway protection
zone. It is therefore desirable that the airport owner acquire adequate property interests in the
5 - 12
RPZ
Approach
5.5
25
D
Greater Than 1 Mile
1,700 feet
500 feet
1,010 feet
29.5
10,000 feet
500 feet
4,000 feet
34:1
TAXIWAYS REQUIREMENTS
Taxiways are designed to safely and efficiently route aircraft to and from the airfield environment.
FAA Advisory Circular AC 150/5300-13 provides taxiway and taxi lane criteria for pavement
width, shoulder width and safety area width. The criteria also provide dimensions for the distance
from the taxiway or taxi lane centerline to any object. The dimensions for taxiways and taxi lanes
serving Group III and Group IV aircraft are enumerated in Table 5-8:
CRITERIA
Group IV
Aircraft
Group III
Aircraft
Group IV
Aircraft
Pavement width
50
75
25
37.5
Shoulder width
20
25
45
62.5
118
171
59
85.5
186
259
93
129.5
162
225
81
112.5
At AKIA, there is two stub taxiways located near the eastern end of the runway. These taxiways
are 75 feet wide and connect the terminal apron to the south of the runway. Currently these stub
5 - 13
5 - 14
APRON REQUIREMENTS
An Aircraft parking apron is usually located adjacent to the passenger terminal. The loading and
unloading of passengers, baggage, cargo, and mail, as well as the fueling, servicing, and light
maintenance of the aircraft take place at the aircraft parking apron. The distance between the
passenger terminal and adjacent runways and taxiways is determined in part by the depth of
apron required for the maneuvering and parking of the aircraft. Adequate depth for the apron
should be preserved for maneuvering and parking of both current and future aircraft and for apron
activities.
The main parking apron is identified as Gates 2 and 3 and measures 575 feet long parallel to the
runway centerline by 200 feet wide perpendicular to the runway centerline. There are two
Portland Cement Concrete (PCC) hardstands within this apron. The hardstands are 140 feet long
parallel to the runway centerline by 120 feet wide perpendicular to the runway centerline. The
apron has limited safety and object free area clearances due to several small structures close to
the edge of the apron.
There is a vehicle road from the apron to the terminal for use by the
hardstands.
A recently added third area is located north of Gates 2 and 3 constructed and paved as a part of
the 2009 construction project. Identified as Gate 1, it is 175 feet long parallel to the runway
centerline by 120 feet wide perpendicular to the runway centerline
a) Apron Safety Areas
The apron safety areas should conform to taxiway criteria whose criteria has identified above
in the taxiway section. Except on the terminal building and road side, there are no obstacles
within this area. Assuming the aircraft centerline is at least 37.5 feet inside the edge of the
apron, Category III and IV taxiway safety area criteria are met.
maneuvering must be coordinated with other aircraft and objects so that adequate clearance
is provided.
b) Apron Object Free Areas
There are two criteria that might apply to the apron. The taxiway obstacle free criteria require
5 - 15
Careful
The taxi lane obstacle free dimension width for Group III aircraft is 162 feet (49m).
The taxi lane obstacle free dimension width for Group VI aircraft is 225 feet (68m).
At Amata Kabua
International Airport these criteria apply to the clearances from the aircraft to the objects on
the apron. The required taxi lane wingtip clearance for Group III aircraft is 21 feet, and 27
feet for Group IV aircraft. This clearance is available at this airport by careful positioning and
maneuvering of aircraft.
5.7
5.7.1
Airfield Markings
Guidance for marking airfield pavements is set forth in AC 150/5340-1F, Marking of Paved Areas
and Airports. As stated in the AC, runway and taxiway markings are essential for the safe and
efficient use of airports, and their effectiveness is dependent upon proper maintenance to
maintain an acceptable level of conspicuity.
a) Runway Markings:
The runway at Amata Kabua International Airport currently has precision markings. The basic
elements comprising this type of marking are as follows:
Threshold marking
5 - 16
Touchdown zone markings (an aiming point usually 1,000 feet from the landing
threshold)
Blast pads, stop ways, and paved safety areas must also be appropriately marked in
accordance with the AC. It is emphasized that frequent maintenance is essential in assuring
that pavement markings are clearly visible.
b) Taxiway Markings:
The current stub taxiway shall continue to be appropriately marked in accordance with the
FAA Advisory Circular. These markings include:
c) Apron Markings:
The apron is presently marked with stripes to direct aircraft into and out of the parking
positions. The apron also has edge markings and shoulder markings.
5.7.2
Airfield Lighting
Guidance for airfield lighting is set forth in FAA ACs 150/5340-4C, -19, and -24. These ACs refer
to runway and taxiway edge lighting, runway and taxiway centerline lighting, and touchdown zone
lighting. Airfield lighting is necessary to operate the airport during periods of darkness and low
visibility due to inclement weather conditions.
The existing runway has Medium Intensity Runway Lighting (MIRL). An airport beacon
(white/green) signifying a lighted land airport, and a lighted wind indicator/segmented circle are
also part of the airfield lighting system. Runway lighting can be activated by the pilot via the CTAF
frequency.
5 - 17
Airfield Signage
The Standard for Airport Sign Systems, AC 150/5340-18B is the reference for signage on
airports. There are three basic color-coded sign types that provide information to the pilots on the
airfield. The three types are as follows:
Information signs
Internally lit taxiway and runway designation/identifier signs are installed at AKIA. Currently there
are no runway illuminated distance remaining signs. Distance remaining sign boards are located
on only one side of the runway.
5.8
5 - 18
These visual aids are connected to the airfield lighting circuit and can be activated by pilots in
the area via an air to ground interface by utilizing the CTAF frequency. The full complement
of airfield lighting and visual aids can be activated without need for on duty ground personnel.
This level of airfield lighting and VISAIDS allows night flight operations.
b) Electronic Navigation Aids (NAVAIDs):
Amata Kabua International Airport is currently served with a single Non-Directional-Beacon
(NDB) which is coupled with Distance Measuring Equipment (DME). There has been much
discussion among airlines flying in this region, and FAA, regarding the desire to have
additional navigational aids, specifically to provide a better help with precision instrument
approaches in the event of inclement weather.
5 - 19
UTILITIES
This Utilities Chapter uses information from the Maintenance Inventory prepared separately from
the Master Plan to show existing conditions. Unlike the Maintenance Inventory, this section will
also recommend ways to enhance airport operations, as well as plans for the future needs of the
airport.
6.1
POWER
6.1.1
The FAA is
ultimately responsible for all maintenance associated with their systems, even though they may
request assistance from RMI personnel for simple tasks.
a) FAA Electrical Systems Excluded From RMI Maintenance Planning
FAA power vault located near the Main Terminal Building utility structure supporting
the PAPI and REIL power supplies including:
1) Engine-generator set
2)
3) Daytank
4) Main fuel tank
b) RMI Maintained Electrical Systems
Windsocks multiple locations on the airfields. All the wind cones are equipped with
floodlighting.
Rotating Beacon located on the top of the one of the FAA antenna towers next to
the Tower Building.
6-1
Series circuit regulator / constant current transformer for runway, threshold, and
taxiway edge lights.
Edge lighting is provided for taxiway and the main runway. Threshold lights are
provided at both ends of the runway.
Runway distance markers and directional signage without internal illumination are
being utilized.
Aviation lighting system is energized from two (2) series circuit regulators / constant
current transformers. Flight Light, Inc. 4 kW, 208 volt, 60 Hz, 19.6 FLA, single phase
input with 4.8/5.5/6.6 ampere output current steps. One of the units energizes the
runway lights and the second unit supplies the taxiway and apron lights.
The two (2) each existing series circuit regulators / constant current transformers for
airfield lighting components for the airfield series lighting circuits that the RMI is
responsible to maintain (versus FAA responsibility) are located within the Old Power
Vault located near the Main Terminal Building utility structure.
6.1.2
Generator/Power Vault
There exist both an old and a new power vault to support existing airfield electrical system.
These vaults are located adjacent to each other in the area between the Security Checkpoint and
Main Terminal Building.
The Old Power Vault suffers from significant deterioration and houses an out-of-service enginegenerator set, service switchboard with utility billing meter 84-200-258 that has a partially
disassemble enclosure, and a 225 kVA utility service transformer. The door to the building is
missing, exposing all electrical equipment inside to the weather and salt-laden air. Electrical code
mandated access to the building is severely hampered by stacks of old conductors, non-electrical
storage, and assorted trash.
A new power vault has been constructed adjacent to the Old Power Vault. It houses an enginegenerator set, automatic transfer switch, distribution switchboard, and emergency power panel.
Incoming utility power is derived from the old 225 kVA utility service transformer located within the
Old Power Vault.
6-2
6.1.4
6-3
The engine-
generator set supports the entire ARFF facility load. Sensitive equipment within the ARFF is
connected to Panel B. Panel B is supported by an UPS rated 10 KVA, 120/240V, single
phase, 3 wire.
c) Main Electrical Secondary Service
The main electrical secondary service is protected by a 3P400A circuit breaker located within
the ARFF buildings main electrical room. This circuit breaker receives incoming service
feeder from the pad-mounted transformer and sends normal utility power to the ARFF
building ATS located within the main electrical room. A 3P100A circuit breaker protects a
second service lateral to supply normal service to the second ATS supporting Panel P that
is associated with the domestic water supply also located within the main electric room.
The secondary feeders from both the service lateral main circuit breakers and enginegenerator set output circuit breakers are fed through an automatic transfer switches without
isolation-bypass (ATS/ISO-BP) capabilities.
6-4
TELEPHONE
a) Main Terminal Building
Telephone EPBAX system is not utilized for administrative phones. Land line phones are
located only at point of use. Telephone service provided by National Telecommunications
Authority (NTA) via underground distributes circuits routed in public roadway next to the Main
Terminal Building.
b) ARFF Building
Telephone lines are derived directly from National Telecommunications Authority (NTA). A
VSAT system has also been installed at the ARFF.
6.3
6.3.1
Potable Water
Water is provided to Amata Kabua International Airport by the Majuro Water and Sewer Company
(MWSC). The MWSC and the Marshalls Energy Company, Inc. (MEC) are managed jointly and
supervised by MEC. Water is collected by MWSC from the airport runway and stored in a 30
million ground tank near the airport. Water is pumped to the eastern Majuro island business and
residential center three days per week, wherein catchment tanks are filled. Most building and
household catchment tanks are equipped with automatic fill valve mechanisms that regulate filling
of the tank when the city water line is pressurized. The RMIPA is paying the cost of the land
easement for the water catchment that MWSC and MEC commercially gain from, whilst the
RMIPA receives no commercial reciprocity or expenditure reimbursement.
a) Terminal Building
Standard plumbing for building occupancy is in use within the Main Terminal Building,
6-5
b) ARFF Building
The ARFF facility has standard plumbing for building occupancy in use, consisting of
lavatories (7 each), kitchen/janitor/service sinks (4 each), water closets (7 each), and urinals
(5 each).
Water heating provided for lavatories, sinks, showers (3 each), and Laundry Washing
Machine (1 each).
Pressure maintenance pump (1 each) is used to maintain domestic water pressure within the
ARFF Building.
6.3.2
Sanitary Sewer
Sanitary sewer lines are routed from the Main Terminal Building to a septic tank and leach field.
Sanitary waste from ARFF building is routed to a septic tank and leach field located in the
landscaped area north of ARFF building.
6.3.3
6-6
underground fuel system consisting of pipes, valves and hydrants. There is a fuel storage area
with tanks, processing facilities and pumps located beyond the northwest corner of the apron.
An underground pipe line extends from the fuel farm parallel to the public road to a junction point
north of the two aprons. From there a new underground fuel system was constructed in 2009 as
part of the apron project.
There are two fuel hydrants at each of the two Portland cement
6-7
FUTURE NEEDS
a) Utilities Land Use
The land used for the airport is privately owned by several different land owners and is leased
to the government for the use as an airport. The terms of the lease agreement are for 25
years, the current lease started on June 1, 1995 and ends on May 31, 2020. The contract
allows an option to extend the lease for an additional fifty years after the May 31, 2020 date.
The RMIPA is paying the lease for land used for the water catchment that MWSC and MEC
commercially gain from, whilst the RMIPA receives no commercial reciprocity or expenditure
offset.
The RMI Government uses easements by acquiring the rights to place utilities lines in private
property. For example the main public highway and the ground well pumps in Laura are
government easements. The government has offset this use by offering a credit for the
landowners utility bills.
landowners directly to the government and it is within these easement rights that the electric
lines poles, water and sewer lines and telephone cables were laid or erected. Thus, land
owners receive a one thousand kilowatt/hours per month allowance as just compensation for
the use of their lands.
In the case of the RMIPA, the issue is not about taking private property inasmuch as
easements rights have been granted through previous easement leases to the Government
and more recently through the Airport Master Lease to the Government. Whether the RMI
Ports Authority may legally make a claim for compensation from those public entities that are
benefiting from the use of easements granted to the Government for which the RMI Ports
6-8
Authority is 'Government', legally it is a separate entity with the right to sue, be sued, enter
contracts and act in its own name.
It would greatly enhance RMI Ports Authority's claim for compensation, or at least an offset
benefit from the other public entities, for the RMIPA to secure an assignment of the
Government's leasehold interest to the airport property.
There are several options which should be looked at as a way to resolve the Port Authoritys
concerns. The first is for the MWSC to reimburse the Port Authority for the amount of land the
MWSC uses for the water catchment system.
Agreement for the Majuro International Airport and Water Distribution Services which grants
to the Government all of lesser interests, including rights of ways, easement, access for
$3,000.00 per acre per year.
airport land, at 3,000.00 per acre; the MWSC would then reimburse the Port $90,000 per year
for payment made on that land.
The second option is for the RMIPA to take control of the water catchment system, taking
responsibility for the maintenance and upkeep of the system. The RMI Ports Authority would
then invoice the MWSC for that service. Safety and Security is the number one concern for
the RMIPA and its airport mangers and staff. By taking responsibility for the system, the
airport would ensure that airport safety and security standards are followed.
The third option is for the RMIPA and MWSC to work out a mutual exchange of services.
The RMI Ports Authority would continue to pay the lease on land used for the water
catchment system in exchange for free or reduced utility billing, whichever is reasonable.
b) Sustainability
At virtually all island nations and their airports throughout the Pacific Basin, the very high cost
of electricity due to the importation of fossil fuels and their rising costs is a recurring theme.
This issue has been highlighted as new facilities come on line with their new energy
requirements and resultant impact on the airports operating budget.
It is highly
recommended that the airport consider a green energy study with the intention of bringing
renewable energy to the airport and, thereby, minimizing the need for imported energy
sources. A properly conducted study would evaluate both the supply side (energy production
6-9
Lighting using efficient fixtures and ballasts. Using occupancy sensors when
appropriate, as well as the use of automatic daylight dimming controls.
Ventilation the proper ventilation in large spaces can reduce the need for
cooling devices.
1) Water Conservation
Water consumption at Amata Kabua International Airport is affected by the overall
demand from such areas as commercial and retail facilities, restrooms, kitchens,
landscaping and other maintenance uses. There are many techniques and resources
that can help decrease the volume of water usage and help lower AKIAs overall water
and sewage bill. The following are such techniques:
Low-Flow Fixtures for Restrooms - Using 0.5 gallon per minute flow rates on
bathroom faucets and employing automatic shut-off sensors can reduce the
amount of water used from these fixture.
Dual Flush Valves for Toilets, - Toilets have two different flushing options, a full
flush for solid waste and a flush for liquid waste. The two different flushing
options offer optimized water savings.
Low Flow Urinals or Dry Urinals Waterless urinals eliminate the use of water for
flushing except for maintenance.
Prudent Landscaping The use of plants that need little water to survive.
6 - 10
INTRODUCTION
The primary objective of the Airport Land Use Plan is to provide a review of the current land use
and to develop guidelines for the future land use at and surrounding Amata Kabua International
Airport.
The Master Plan contains forecasts of aviation demand to help define the physical
PHYSICAL SETTING
The Airport is on a narrow piece of land (the narrowest point is 600 feet wide) surrounded by the
Majuro Lagoon to the north and the Pacific Ocean to the south. The airfield is located on the
southeastern side of the atoll, located approximately half way between Laura, Delap, Uliga and
Djarrit. The airport is at an elevation of approximately 6 feet above mean sea level (MSL).
7-1
Landownership/Land Reclamation
Land in the RMI is divided into wetos (strips of land running across an atoll from the lagoon to the
ocean) which are privately owned by family groups called bwij. Bwij trace their land rights
matrilineally through the Alap or person in immediate charge of the wetos. Even though bwij own
the land, the Irojlaplap (Chief) is recognized as the owner of all land under his authority even if he
is not part of the bwij living on the land. The RMI Constitution preserves traditional land rights.
The land at Amata Kabua International Airport is privately owned and is leased to the RMI Port
Authority for use as an airport. The term of the lease agreement is for 25 years, the current lease
started on June 1, 1995 and ends on May 31, 2020.
With limited available land for the airport to utilize, any need for additional land may call for land
reclamation into Majuro lagoon to meet the airports needs and to maintain airport safety and
security regulations. Simply put, land reclamation is the forming of land by filling the sea. The
main object of reclaiming land from the sea is to increase the area of ground available for
establishing various physical purposes. Section 6 of the lease agreement entitled Construction
states:
The Lessee shall have the right to construct buildings and other
improvements on the premises and repair, remodel, add to, demolish
or remove such buildings and other improvements and to fill areas
of the reef adjacent to the premises, if any. All buildings, improvements
and fill areas made by the Lessee shall remain Lessees property,
except as provided for this lease.
7-2
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"Adjoining lands" refer to the lands adjacent, abutting or connected to, and, or share
"Lands reclaimed from marine areas below the ordinary high water mark" or
"reclaimed lands" refer to new lands created where there was once water, by land fill, or
through other land reclamation processes, and which adjoin a beach frontage or
foreshore, or share a land boundary with existing lands.
(d) "Marine areas below the ordinary high water mark" refers to areas that are usually
submerged at mean high tide and are located seaward of the ordinary high water mark.
(e) "Ordinary high water mark" is that mark that will be found by examining the sand or
rocks on the beach frontage and foreshore and ascertaining where the presence and
action of waters are so common and usual, as to mark upon the sand or rocks a
character distinct from that of the abutting land. Section 105. Title to Land-fills and Lands
Reclaimed from Marine Areas, of the same Act above states: Notwithstanding the
provisions of any law to the contrary, title to new lands created through "land-fills" or
other land reclamation processes, from marine areas below the ordinary high water mark,
7-4
7.4
effective land use controls is essential for the safe and efficient operation of an airport.
Planning techniques are valuable tools in developing comprehensive land use around an airport.
An effective planning technique is the use of zoning to protect the airport area. Two such
techniques are Airport Overlay Zoning and Airport Development Zoning. An Airport Overlay Zone
is a zone that promotes compatible land uses for specific distances around airports, and may
apply additional conditions or restrictions to a specified area while retaining the existing zoning
classification. This zone can be highly effective in addressing a number of potential
incompatibilities with airports and airport operations. The Airport Overlay Zone can be used to
limit the height of objects surrounding an airport, or restrict uses producing conditions that may be
hazardous to air navigation (e.g., smoke and glare).
The Airport Development Zone is a zoning district that identifies outright and conditionally
permitted uses on airport property. The zone should include areas used or needed for airport
7-5
Height Obstructions
Visual Obstructions
Amata Kabua International Airport has or is currently addressing these four primary areas of
concern.
7.4.1
Density may be
categorized as high, medium, or low depending on the number of people that a development
contains.
Amata Kabua International Airport is located between the two population centers of
Laura Delap, Uliga and Djarrit. While there are some residential areas near the airport, the area
can best be classified as being low density. The only other industries near the airport are a
quarry site on the west side of the airport and water storage tank on the east side of the airport.
The RMI Port Authority has acquired the lease on the property surrounding the airport protecting
it from development and non-compatible land use.
7.4.2
7-6
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concern for the island airports in the Western Pacific, with several recorded bird strikes within the
last year. RMI Port Authority, with the assistance of the United States Department of Agriculture
(USDA), is in the process of developing a Wildlife Hazard Management Plan including a
mitigation plan for the airport. Prior to the development of this plan, there will be a data collection
phase (for 12 months) to gather actual data on types, quantity, and locations of birds on and near
the airport.
The data collection for Amata Kabua International Airport was completed in
November 2010; a completed Wildlife Management Hazard Plan is currently under review by the
FAA.
7.4.4
Airside
a) Runway Safety Area Extension (west end)
A recent priority for FAA has been to upgrade, wherever practicable, runway safety areas
(RSAs) to the recommended standards as contained in the FAAs Advisory Circulars. The
west end of the airport has a non-standard runway safety area that is being expanded to the
full length (1,000 feet beyond runway threshold) and width (500 feet, centered on the runway
centerline). This project, currently under construction, will include the construction of the
realigned public highway.
The east end of the airport also needs to have the runway safety area extended and widened
in order to meet the FAA Advisory Circular criteria. Also, there are several objects that
violate FAA regulations including telecom junction pillars, concrete service chambers, and
concrete foundation pads.
Plan Overview as well as Figure 7-4, Land Use Plan, Terminal/Apron Area.
A runway length study has been conducted for the airport, and the existing runway length of
7,897 feet is deemed adequate for the aircraft presently utilizing the airport.
Additional
runway length requirements are not anticipated for this planning horizon.
b) Runway Distance Remaining Signage
Presently, the airport has non illuminated runway distance remaining signage on one side of
the runway, which does satisfy the FAA Advisory Criteria requirements.
7-9
On many Pacific
This
feature was pioneered at the shorter runways in the region, to provide flight crews added
assistance with the limited runway lengths. In Majuros case, the runway length is not nearly
as critical; however, both the FAA and the airlines advocate installation of these internally
illuminated distance remaining signs on both sides of the runway.
c) New Airport Perimeter Fence (ocean side only)
Recent FAA funded projects for Amata Kabua International include a security fence along the
airports lagoon-side perimeter. The ocean side perimeter has a small seawall topped by a
non-standard fence. This fence, atop the seawall, needs to be upgraded along the ocean
side perimeter.
d) Corporate/General Aviation Apron Expansion
The recent upgrades to the apron area, overlay of asphalt areas, expansion of PCC
hardstands, and new fuel hydrant pits/lines, have been beneficial to the airport operations.
There is presently one area on the airside that has the potential to be developed to serve
both corporate aviation and general aviation.
provide areas for corporate and GA aviation activity and will keep the primary apron areas
clear of these operations, thus fostering a wider utilization of the airport by the different
aviation sectors.
e) Corporate/General Aviation Hangar/Pilot Lounge
This type of facility will support corporate and General Aviation activity at the airport. A small
hangar, with a small pilot lounge, would help to accommodate and foster growth of these
modest but important sectors of aviation activity that utilize the airport.
The hangar/pilot
lounge recommended locations are illustrated on Figure 7-4, Land Use Plan Terminal/Apron
Area.
7 - 10
and scale to handle cargo operations from multiple airlines serving Amata Kabua
International Airport.
h) Workshop/Maintenance Yard
This proposed facility would be sited on reclaimed land along the northern edge of the aircraft
apron, adjacent to and west of the site of the proposed multi-use cargo facility. This facilitys
location is illustrated on Figure 7-4 Land Use Plan, Terminal/Apron Area. This facility could
serve two purposes: 1) a structure to provide a workshop area to enable the airport to
maintain the various types of equipment and machinery needed to maintain the airport, and
2) an unsheltered yard area to be used for secure base of equipment and/or GSE equipment
for the airlines. The location provides for both AOA apron side access as well as non-AOA,
public access as well.
i)
7 - 11
Landside
a) Land Reclamation
Due to the scarcity of land in and around the airport, any significant upgrade or expansion of
the airport will need to address the need for more land area, with the common local practice
of land reclamation as the favored solution for land procurement. The recently completed
ARFF facility included substantial land reclamation to provide the area needed to construct
that facility. Similarly, the RSA expansion/road realignment project, now in construction, has
a significant portion of its construction activity related to land reclamation in the expanded
RSA area in order to produce the required flat area beyond the runway proper.
When considering such major facility upgrades as a new terminal building complex, land
reclamation is typically part of the discussion. The recommended facilities for Amata Kabua
International Airports north ramp area are fairly extensive, and their layouts included an
assessment of:
The feasibility of using reclaimed land for the needed land area
Figure 7-4, Land Use Plan, Terminal/Apron Area, provides an illustration of the approximate
area needed for the various upgrades, noting that this area would be obtained via dredge-tofill, otherwise known as reclaimed land. Figure 7-3, Land Use Plan Overview, illustrates land
reclamation areas to the north and west of the terminal area that are needed to support
various recommended facilities as discussed below. In order to keep the construction costs
as low as possible, it is recommended that the land reclamation be a stand-alone, separate
project that would precede the implementation of the various facilities discussed here.
Also
recommended is the use of the arrangement with Republic of the Marshall Islands
Environmental Protection Agency whereby their EPA is empowered to identify borrow areas
for dredging and to closely monitor contractor actions during the construction phase. This
enhances prospects for competitive bidding; lower construction costs, and also helps the
Republic of the Marshall Islands preserve and protect their local environment.
Due to the
high cost of land reclamation, the powerful justification that this will open the door to revenue
producing entities benefitting the RMI Port Authority, as well as a means to provide a
7 - 12
these facilities will rest upon, will require realignment of the existing public, two-lane highway
towards the lagoon boundary of the reclaimed land area. This public road, illustrated on
Figure 7-4 Land Use Plan Terminal/Apron Area, would remain outside of the AOA and
provide public access to the terminal complex, security facility, cargo and workshop facilities,
as well as access to the Tourism/Commerce areas and villages located to the west of the
airport.
e) Solar Array
For the purposes of this master plan update, an area for a large solar array has been
designated, along the northern boundary of the airport. This solar array is a primary feature
of a sustainable energy plan. The airport would benefit financially and operationally from this
land area being dedicated for its use. Note that other sources of energy, such as wind
energy and wave/current energy, should be considered. However, solar requires a dedicated
7 - 13
g) Shoreline Protection
The existing shoreline protection is close to thirty years old and needs repair. Also, with the
changes in sea level, the protection needs to be elevated to ensure that the ocean and
lagoon not breach this protective barrier and flood the runway and water catchment basin.
7.4.6
Restaurant/Bar
Fishing Charters
The Marshall Islands is widely known as a mecca for deep sea fishing and diving. A
tour and commerce complex can offer these activities in an organized, highly visible
7 - 14
Sailing Expeditions
The navigation and seamanship of the Marshallese people is legendary. The sailing
concept would offer another unique and culturally rich means to a niche market in local
tourism. This is one more example of a small local business that could provide jobs,
spur tourism excitement, and also generate revenue for RMI Ports Authority.
Terminal
The existing terminal building complex at Amata Kabua International Airport, while of adequate
scale/size and reasonably good passenger throughput, is showing its age and is in need of ever
increasing levels of maintenance to sustain current levels of operations. It is recommended that
7 - 15
Passenger ticketing
Passenger security
Passport control
Baggage makeup
It is recommended that the terminal be a single level structure, with the overall footprint as shown
in Figure 7-4.
minimize the size of reclaimed lands required. A thorough terminal study, along with a green
energy study, is recommended at this point in order to facilitate the development of this new
terminal. Additionally, it is important to recognize the funding requirements and the need to
maximize grant monies from all sources for the development of a new terminal in order to
minimize the fiscal burden upon RMI Ports Authority.
7 - 16
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The Capital Improvement Program (CIP) represents a phasing and cost estimate for
implementing the airport improvements that emerged from the AMP process. The CIP is divided
into three phases: short-term (2012-2016), near term (2017-2021), and long-term (2022-2031).
The CIP must be viewed as a constantly evolving document. Planning for Amata Kabua
International Airport should remain flexible and should incorporate annually updated estimates of
costs and priorities. The CIP is structured in a manner that presents a logical sequence of
improvements, while attempting to reflect potential funding from available sources to the airport,
such as loans and grants from various foreign agencies.
Projects in the CIP respond to FAAs emphasis on the following goals:
Ensure that the air transport of people, services and goods is provided in a safe and secure
environment.
Preserve and upgrade the existing airport system in order to allow for increased capacity as
well as to ensure reliable and efficient use of existing capacity.
Using these emphases, key development projects for the airports future have been identified and
defined. In summary, these projects address existing demands and projected demands on the
airport. The initial project phase addresses many pressing issues on the airside or airfield and
then follows a program of development which focuses on the landside, i.e., new terminal, new
passenger parking and circulation, and other support facilities.
8.1
budgetary planning for construction improvements that are needed to provide safe and functional
facilities for aviation demands. Phased development schedules also assist the airport sponsor in
contingencies and construction.
8-1
Year
Phase I
2012 to 2016
Phase II
2017 to 2021
Phase III
2022 to 2031
For Amata Kabua International Airport, a variety of airfield upgrades and improvements will need
to be undertaken to improve the basic infrastructure and provide additional measures of safety
and security to support ongoing aircraft operations.
developments mentioned in this chapter are a merging of AKIAs existing Capital Improvement
Program and the recommended facilities and projects that have been identified within this Airport
Master Plan.
Airfield upgrade and infrastructure type projects are typically funded by FAA ACIP funds. These
types of projects are recommended for Phase I primarily due to the anticipated life span of the
FAA ACIP program.
transform the airport in terms of improving the level of airport infrastructure, airfield paving,
signage/lighting, ARFF facilities and vehicles, and various training programs and in transferring
expertise and technical skills to the staff and management of the airport and public works sectors.
For Amata Kabua International Airport, a variety of airfield upgrades and improvements will need
to be undertaken to improve the basic infrastructure and provide additional measures of safety to
support ongoing aircraft operations, these improvements are included in Phase 1 of the ACIP.
Both the Phase 2 and Phase 3 projects provide the Airport with an outlook of future needs.
However, as they move into the near term horizon, they need to be re-assessed as demand
changes or funding sources are better defined.
Water/Tour Activities & Shops, Small Boat Marina, Restaurant/Bar, and Solar Array as these are
developments are proposed to be funded through private partners.
Order-of-magnitude engineering costs were developed for each of the master plan projects and
can be found in the tables below. The cost estimates associated with the Master Plan projects
reflect
allowances
for
sponsor
administration,
engineering/design,
contingencies,
and
8-2
Shoreline Protection
$6,500,000
$975,000
Shoreline Protection
$9,100,000
$1,950,000
$520,000
$455,000
$520,000
$130,000
$26,000,000
$1,300,000
$47,450,000.00
8-3
Maintenance Workshop/Yard
Table 8-3. Capital Improvement Program Phase 2 (2017-2021)
Project
$1,450,000
$4,350,000
$725,000
$1,087,500
$2,175,000
$435,000
$1,305,000
Maintenance Workshop/Yard
$435,000
TOTAL
8.4
$11,962,500.00
Runway Rehabilitation
ARFF Rehabilitation
Terminal Rehabilitation
$1,750,000
$2,625,000
Runway Rehabilitation
$70,000,000
ARFF Rehabilitation
$5,250,00
Terminal Rehabilitation
$3,500,000
$250,000
TOTAL
8-4
$78,130,250.00
Phase 1
$47,450,000
Phase 2
$11,962,500
Phase 3
$78,130,250
Total
$137,542,750.00
A schedule for the complete Capital Improvement Plan is shown in Figure 8-1.
8-5
AMATAKABUAINTERNATIONALAIRPORT
FACILITIESREQUIREMENTPLAN/CAPITALIMPROVEMENTPROGRAMSCHEDULE
FIGURE81
C.I.P.PROJECTS
FY2012
AIRSIDEIMPROVEMENTS
RunwaySafetyArea(eastend)
Remove/MitigateObstructions:ApproachandAirfieldEnvironment
AirfieldPerimeterFence(oceanside)
RunwayDistanceRemainingSigns
Corporate/GeneralAviationApronExpansion
Corporate/GeneralAviationHangar/Lounge
CentralSecurityFacility/AOAAccess
MultiUseCargoFacility
Workshop/MaintenanceYard
AOAAccessRoad
LEDLightingUpgrade(AirfieldLighting)
GPSPrecisionApproach(BetaSite)
RunwaySealCoatandAirfieldMarkingUpgrades
RunwayRehabilitation
AirfieldLighting&SignageUpgrade
TERMINALIMPROVEMENTS
NewPassengerTerminalBuilding
NewVehicleParkingLotandInfrastructureforTerminal
TerminalRehabilitation
LANDSIDEIMPROVEMENTS
ShorelineProtection
OutdoorObservationArea
ARFFBoatRamps(Ocean&Lagoon)
ARFFRehabilitation
FY2013
PHASEI
FY2014
FY2015
FY2016
FY2017
FY2018
PHASEII
FY2019
FY2020
FY2021
FY2020
FY2021
FY2022
FY2023
FY2024
PHASEIII
FY2025 FY2026
FY2027
FY2028
FY2029
FY2030
The Airport Layout Plan (ALP) is a set of drawings that show improvements recommended by this
Master Plan. In addition to the proposed airport improvements, the ALP set also shows existing
runways, taxiways, airport property boundary, and other existing facilities. The ALP set includes
a number of individual drawings. Several of these drawings are required while others may be
included in the ALP set to provide a clear picture of recommended capital improvements.
Information that is usually included are drawings that show runway details and data, approach
and departure profiles, airspace protection surfaces, obstruction information, terminal area plans,
land-use information and airport property maps. The ALP is prepared in conformance with the
FAAs AC 150/5070-6B, Airport Master Plans. The FAA provides guidance in the development
of the ALP set and is responsible for review and approval of the ALP set.
T-1 Title Sheet Contains approval signature blocks, airport location maps, and other
pertinent information as required by the FAA.
L-1 Airport Layout Plan illustrates the existing and future airport facilities. The drawing
also includes required facility identifications, description labels, imaginary surfaces,
runway protection zones, runway safety areas and basic airport and runway data tables.
L-2. Airport Surfaces: Airport Airspace/ Inner Portion of the Approach Surface 14 CFR
Part 77, Objects Affecting Navigable Airspace, define this as a drawing depicting obstacle
identification surfaces for the full extent of all airport development. It also should depict
airspace obstructions for the portions of the surfaces excluded from the inner portion of
the approach surface drawing.
L-3, Terminal Area Layout Consists of two drawings showing current and planned
improvements, presenting a large-scale depiction of areas with significant terminal facility
development.
L-4, Land Use Plan Existing and Land Use Plan Proposed. On and off airport drawings
that depict the land uses within and adjacent to the airport property boundary.
L-5 Airport Property Map A drawing depicting the airport property boundary, the various
tracts of land that were acquired to develop the airport, and the method of acquisition.
9-1