You are on page 1of 121

REPUBLIC OF

THE

MARSHALL ISLANDS

PORTS AUTHORI

AMATA KABUA

INTERNATIONAL AIRPORT

2012
Y
A
M

A MATA K ABUA I NTERNATIONAL A IRPORT


M ASTER P LAN
MAY 2012
PREPARED

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

Amata Kabua International Airport Master Plan FINAL


Table of Contents
1.0

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
1-2
1-2
1-2
1-3
1-3
1-3
1-4
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 ......................................................................................

2-1
2-2
2-2
2-4
2-4
2-4
2-5
2-5
2-6
2-6
2-6
2-6
2-6
2-7
2-7
2-7
2-8
2-9
2-9
2-13
2-13
2-13
2-13
2-13
2-14
2-14
2-14
2-14
2-14
2-15

Amata Kabua International Airport Master Plan FINAL


3.0

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 ........................................................................................

3-1
3-1
3-2
3-2
3-3
3-3
3-3
3-4
3-4
3-5
3-5
3-7
3-10
3-10
3-13
3-13
3-15
3-15
3-16
3-16
3-17
3-17
3-19
3-20
3-20
3-20
3-21

4.0

Demand Capacity Analysis


4.1
Airport Capacity: Airside .............................................................................
4.1.1 Introduction ....................................................................................
4.1.2 Factors Affecting Capacity .............................................................
4.1.3 Runway/Taxiway System Capacity ................................................
4.1.4 Meteorological Condition ...............................................................
4.1.5 Aircraft Mix Index ...........................................................................
4.1.6 Percentage of Arrivals and Percentage of Touch and Gos ..........
4.2
Airfield Capacity: Analysis ...........................................................................
4.2.1 Runway/Taxiway ............................................................................
4.2.2 Apron Parking Area ........................................................................
4.3
Airport Capacity: Landside ..........................................................................
4.3.1 Introduction ....................................................................................
4.3.2 Air Rescue/Firefighting Station ......................................................
4.3.3 Commuter, General Aviation and Business Jet Facility .................
4.3.4 Parking ...........................................................................................
4.3.5 Airport Access Road ......................................................................
4.4
Airport Capacity: Terminal ..........................................................................
4.4.1 Ticketing .........................................................................................
4.4.2 Baggage Areas ..............................................................................
4.4.3 Hold Rooms and Security Screening .............................................
4.4.4 Terminal Lobby Area ......................................................................

4-1
4-1
4-1
4-2
4-2
4-3
4-3
4-4
4-4
4-4
4-6
4-6
4-7
4-7
4-8
4-8
4-8
4-9
4-9
4-9
4-10

ii

Amata Kabua International Airport Master Plan FINAL


4.4.5

Terminal Recommendation ............................................................ 4-10

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 .................................................................

5-1
5-1
5-1
5-2
5-3
5-3
5-5
5-7
5-7
5-7
5-8
5-8
5-9
5-9
5-11
5-12
5-13
5-15
5-16
5-16
5-17
5-17
5-18

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 ..............................................................................................

6-1
6-1
6-2
6-3
6-3
6-5
6-5
6-5
6-6
6-6
6-7
6-7
6-8

7.0

Land Use Plan


7.1
Introduction .................................................................................................
7.2
Physical Setting...........................................................................................
7.2.1 Landownership/Land Reclamation.................................................
7.3
Existing Land Use .......................................................................................
7.4
Compatible Land Use..................................................................................
7.4.1 High Concentration of People ........................................................
7.4.2 Height and Visual Obstructions ......................................................
7.4.3 Wildlife and Bird Attractants ...........................................................
7.4.4 Airside ............................................................................................

7-1
7-1
7-2
7-5
7-5
7-6
7-6
7-9
7-9

iii

Amata Kabua International Airport Master Plan FINAL


7.4.5
7.4.6
7.4.7

Landside ......................................................................................... 7-12


Tour and Commerce Complex ....................................................... 7-14
Terminal ......................................................................................... 7-16

8.0

Capital Improvement Program/Facilities Requirement Plan


8.1
Facilities Phasing Plan ................................................................................
8.2
Phase 1 Development 2012 to 2016...........................................................
8.3
Phase 2 Development 2017 to 2021...........................................................
8.4
Phase 3 Development 2022 to 2031...........................................................
8.5
Capital Improvement Plan Total Cost 2012 to 2031 ...................................

8-1
8-2
8-3
8-4
8-5

9.0

Airport Layout Plans


T-1
Title Sheet ...................................................................................................
L-1
Airport Layout Plan......................................................................................
L-2
Airport Surfaces ..........................................................................................
Terminal Area Plan Existing/Proposed .......................................................
L-3
L-4
Land Use Plan Existing/Proposed ..............................................................
L-5
Airport Property Map ..................................................................................

9-2
9-3
9-4
9-5
9-6
9-7

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 .........................................................

2-1
2-2
2-3
2-3
2-5
2-9
2-10
2-11
2-12
3-11
3-15
3-22
4-5
4-11
5-4
7-2
7-3
7-8
7-17
7-18
8-6

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

2-10
3-5
3-6
3-6

Amata Kabua International Airport Master Plan FINAL


Table 3-4 Earnings of Employee Salaries and Wages: 1997 to 2007 ...........................
Table 3-5 Visitors to Majuro by Year and Purpose of Visit ................................................
Table 3-6 Visitor Arrival Forecast: 2008 to 2013 ..............................................................
Table 3-7 Cost of Airfare to Majuro, Marshall Islands ........................................................
Table 3-8 Continental Airlines Annual Operations .............................................................
Table 3-9 Aircraft Operations by Our Airlines: 2004-2008 .................................................
Table 3-10 Air Marshall Islands Aircraft Operations: 2004-2008 .......................................
Table 3-11 Charter Operations ..........................................................................................
Table 3-12 Annual Operations for Asia Pacific Airlines .....................................................
Table 3-13 Unscheduled/Special Flight Operations: 2002-2008 .......................................
Table 3-14 Enplaned Passengers for Continental Airline: 2000-2008 ...............................
Table 3-15 Total Enplaned Passengers at AKIA: 2004-2008 ............................................
Table 3-16 Continental Passengers per Flight...................................................................
Table 3-17 Inbound Air Cargo and Freight ........................................................................
Table 3-18 Outbound Air Cargo and Freight......................................................................
Table 3-19 Forecast of Enplaned Passengers on Continental Airlines .............................
Table 3-20 Continental Passengers per Flight...................................................................
Table 3-21 Forecast of Air Cargo Inbound .........................................................................
Table 3-22 Forecast of Air Cargo Outbound ......................................................................
Table 4-1 Aircraft Classifications .......................................................................................
Table 5-1 Critical Aircraft Design .......................................................................................
Table 5-2 Airplane Design Groups .....................................................................................
Table 5-3 Airport Reference Code .....................................................................................
Table 5-4 Airport and Critical Design Aircraft Operational Data ........................................
Table 5-5 B 737-800 Aircraft Landing and Takeoff Calculations .......................................
Table 5-6 Runway Safety Area ..........................................................................................
Table 5-7 Runway Protection Zone ...................................................................................
Table 5-8 Taxiway Requirements ......................................................................................
Table 8-1 Facilities Phasing Plan .......................................................................................
Table 8-2 Capital Improvement Program Phase 1 2012 to 2016 .....................................
Table 8-3 Capital Improvement Program Phase 2 2017 to 2021 ......................................
Table 8-4 Capital Improvement Program Phase 3 2022 to 2031 ......................................
Table 8-5 Capital Improvement Program Total Cost 2012 to 2031 ...................................

3-7
3-8
3-9
3-10
3-11
3-12
3-12
3-12
3-13
3-13
3-14
3-14
3-16
3-17
3-17
3-17
3-18
3-20
3-20
4-3
5-2
5-3
5-3
5-6
5-6
5-9
5-12
5-12
8-2
8-3
8-4
8-4
8-5

Amata Kabua International Airport Master Plan FINAL


Acronyms
AOA
ACM
AFIS
AGL
AIP
AKIA
ALP
AMI
APA
ARC
ARFF
ARINC
CFR
CIP
CTAF
DME
DOI
DTWL
DWL
EMAS
EPA
EPPSO
FAA
FAR
FIR
ICAO
IFR
JAL
MEC
MIRL
MIVA
MSL
MTOW
MWSC
NAVAIDs
NDB
NGO
NOAA
NTA
OFA
PAPI
PCC
PCI
PCN
PVC
REILs
RMI
RMIPA
ROM
RON
RPZ
RSA

Air Operations Area


Airport Certification Manual
Aerodrome Flight Information Service
Above Ground Level
Airport Improvement Program
Amata Kabua International Airport
Airport Layout Plan
Air Marshall Islands
Asia Pacific Air
Airport Reference Code
Aircraft Rescue and Fire Fighting
Aeronautical Radio Incorporated
Code of Federal Regulations
Capital Improvement Program
Common Traffic Advisory Frequency
Distance Measuring Equipment
United States Department of Interior
Dual Tandem Wheel Loading
Dual Wheel Loading
Engineered Materials Arresting System
Environmental Protection Agency
Economic Policy, Planning and Statistics Office
United States Federal Aviation Administration
Federal Aviation Regulations
Flight Information Region
International Civil Aviation Organization
Instrument Flight Rule
Japan Airlines
Marshalls Energy Company, Inc.
Medium Intensity Runway Lights
Marshall Islands Visitors Authority
Mean Sea Level
Maximum Takeoff Design Weight
Majuro Water and Sewer Company
Navigational Aids
Non-directional Beacon
Non-governmental Organization
National Oceanic and Atmospheric Association
National Telecommunications Authority
Object Free Area
Precision Approach Path Indicator
Portland Cement Concrete
Pavement Condition Index
Pavement Classification Number
Poor Visibility and Ceiling
Runway End Identifier Lights
Republic of the Marshall Islands
Republic of the Marshall Islands Port Authority
Rough Order of Magnitude
Remain Over Night
Runway Protection Zone
Runway Safety Area
vi

Amata Kabua International Airport Master Plan FINAL


SWL
SPC
USDA
VASI
VFR
VISAIDs
VOR
VSAT

Single Wheel Loading


Secretariat of the Pacific Community
United States Department of Agriculture
Visual Approach Slope Indicator
Visual Flight Rule
Visual Aids
Omnidirectional Range
Very Small Aperture Terminal

vii

Amata Kabua International Airport Master Plan FINAL


CHAPTER 1:
1.1

INTRODUCTION

PURPOSE OF THE MASTER PLAN


The Republic of the Marshall Islands (RMI) and the United States Federal Aviation Administration
(FAA) initiated this study in order to develop a Master Plan for Amata Kabua International Airport
(AKIA).

Its purpose is to identify and schedule, throughout a planning horizon of 20 years,

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:

enhance the safety of aircraft operations

be reflective of community and regional goals, needs, and plans

provide reasonable and well researched aviation forecasts

ensure that future development is of appropriate scale and environmentally compatible

establish a schedule of development priorities and a program to meet the needs of the
proposed improvements in the Master Plan

1.2

develop a plan that is responsive to air transportation demands

develop an orderly plan for use of the airport

coordinate this Master Plan with local, regional, state, and federal agencies

develop active and productive stakeholder involvement throughout the planning process

SCOPE OF THE MASTER PLAN


The airport Master Plan can be thought of as a flight map into the future. The FAA methodology
will be followed for the core elements of the Master Plan, as this has been a reliable method to
identify existing conditions, forecasted conditions, and to identify the various facility upgrades that
will be needed to address the specific needs of the airport. In addition to a developmental
roadmap, the Master Plan can be and has been used, successfully, as a funding document. In
other words, funding agencies, whether they be government, commercial, private, etc. tend to
require that the projects they are being asked to fund be studied, planned, and approved by an
official, responsible authority. Thus, the Master Plan, when done well and approved by the FAA,
1-1

Amata Kabua International Airport Master Plan FINAL


can additionally serve the airport by providing formal justification to various funding agencies and
can facilitate the funding of the important capital improvements called for in the document.
1.3

SCOPE OF PROJECT WORK


The following tasks represent the core elements of the master plan.

These are the typical

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

Aviation Forecasts/ Airport Operations


Utilizing the most current information available, develop a reasonable aviation forecast for the
planning horizon time period (20 years) with milestones at five and ten years. Basis of forecasts
will be customized to reflect the unique nature of the RMIs projected growth rather than the
population/business growth oriented model usually used for mainland US airports. FAA approval
for this unique modeling/forecasting effort will be obtained.
Aviation forecasts for The Republic of the Marshall Islands will consider numerous factors and will
ultimately be expressed in passenger counts to the island. Once the forecasting methodology
and anticipated rates of growth have been reviewed and approved by the RMI and FAA, this data
needs to be converted into peak hour demand in order for the FAA formulae to be used
accurately for the purpose of determining capacity of airside, landside and terminal facilities.
Converting forecast data into peak hour operations will involve estimates of airline aircraft mix
both current and future. Discussions will be held with the various airlines to make the best
estimate going forward regarding their future aircraft mix.

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

Amata Kabua International Airport Master Plan FINAL

Airside demand/capacity

Landside/access demand capacity

Terminal facility 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

Land Use Planning


Review of present airport land use, identification of airport property, and alternate development
schemes for aviation related developments on and near airport property have been done within
this task.

1.3.5

Utilities Plan
Existing utilities serving the airport have been inventoried and an overall utility plan has been
developed for planning purposes.

Needs for future upgrades have been identified for all

appropriate utilities. Fuel farms and fuel distribution networks to apron areas will be included in
this effort.
1.3.6

Capital Improvement Program/Facilities Requirement Plan


A plan, in spreadsheet format, has been developed to provide a comprehensive plan over the 20year planning horizon, with milestones at five and ten years. This will indicate the suggested
capital improvements, as well as when they are anticipated. Rough Order of Magnitude (ROM)
budget estimates are provided for each suggested capital improvement project.

1-3

Amata Kabua International Airport Master Plan FINAL


1.3.7

Airport Layout Plan Drawing Set


The Airport Layout Plan (ALP) have been expanded to illustrate existing and future
developments. The new FAA criteria for ALPs have been followed, and the various airspace
drawings required per the FAA advisory circulars have been provided here.

1.4

FEDERAL AND LOCAL APPROVAL


The preparation of this plan is based upon guidelines established by the U.S. Department of
Transportation, FAA Advisory Circular AC 150/5070, Airport Master Plans. Preparation of airport
layout plans and identification of significant planning data were guided by FAA Advisory Circular
AC150/5360-9, Planning and Design of Airport Terminal Facilities at Nonhub Locations.
The work for this Master Plan is supported by AIP Grant Project No.3-68-0001-08 and is
supported by the Republic of the Marshall Islands in accordance with the terms and conditions of
a Grant Agreement under the Airport and Airway Improvement Act as amended by the Airport
and Airways Safety Expansion Act of 1987, and the regulations of the FAA.

1-4

Amata Kabua International Airport Master Plan FINAL


CHAPTER 2:
2.1

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.

Figure 2-1. Map of the Republic of the Marshall Islands

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

Amata Kabua International Airport Master Plan FINAL

Figure 2-2. Map of Majuro


Source: maps.google.com
2.2

AIRPORT ENVIRONMENT

2.2.1

Climate and Wind Conditions


The maritime tropical climate is hot and humid, with little seasonal temperature change. Diurnal
variations generally range between 21 and 34C (70 and 93F).

Trade winds from the

northeast cool the high temperatures from December through March.


Rainfall averages about 3038 cm (1215 in) per month, with October and November the wettest
and January to April receiving the least amount of rain. The driest month is February with a 30year average rainfall of 16cm. Average rainfall increases from the north to the south; the northern
atolls average 178 cm (70 in) annually, compared with 432 cm (170 in) for the southern atolls.

2-2

Amata Kabua International Airport Master Plan FINAL


82.6

Degrees Fahrenheit

82.4
82.2
82
81.8
81.6
81.4
2000

2001

2002

2003

2004

Figure 2-3. Majuro Average Annual Temperature


Source: RMI Office of Statistics and Planning, 2008

160
140
120

Inches

100
80
60
40
20
0
2000

2001

2002

2003

Figure 2-4. Majuro Total Rainfall

Source: RMI Office of Statistics and Planning, 2008

2-3

2004

Amata Kabua International Airport Master Plan FINAL


2.2.2

Land Formation and Topography


The majority of islands, including Majuro, are in typical atoll formations, consisting of low-lying
narrow strips of land enclosing a lagoon. Soils are porous, sandy, and of low fertility.

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.

The population has steadily

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.

RMIs main economic

sources include tourism and agriculture.


According to the most recent census in 1999, 54.1 percent of the population (15 years and
older) of the Marshall Islands were in the labor force. 99.2 percent of the labor force in
Majuro were employed in 1999.

The largest employment industry in 2004 was Public

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.

Bwij trace their land rights

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

Amata Kabua International Airport Master Plan FINAL


International Airport and Water Distribution System for use as an airport. The lease agreement
has a 25 year term; the current lease started on June 1, 1995 and ends on May 31, 2020.
2.3

EXISTING LAND USE


All leased land by the RMI Port Authority under the Master Ground Lease Agreement - Majuro
International Airport and Water Distribution System is used for the airport or water catchment
systems as provided by the terms of the lease. Besides for aircraft operations, the airport runway
also serves as a water catchment source of drinking water for Majuro. There is an extra wide
concrete basin running along the northern side of the runway serving that purpose. There are no
businesses or homes near the airport.

2.4

AMATA KABUA INTERNATIONAL AIRPORT


Amata Kabua International Airport (AKIA) is the main airport located within the Republic of the
Marshall Islands. The airfield is located on the southeastern side of the atoll. The airport is at an
elevation of approximately 7 feet above mean sea level (MSL). The Airport Reference Code is
N0703.90 E17116.32. The Airport is operated in compliance with the International Civil
Aviation Organization (ICAO), but follows the procedures in Federal Aviation Regulations (FAR)
Part 139, Certification of Airports, to meet ICAO requirements.

Figure 2-5. Aerial View of Amata Kabua International Airport

2-5

Amata Kabua International Airport Master Plan FINAL


2.4.1

Ownership and Management


Amata Kabua International Airport is owned and operated by RMI Port Authority. The airport is
one of 29 airports in the RMI system, but is the only publically accessible international airport
within the system. The only other international airport in the Republic of the Marshall Islands is
located on Kwajalein Atoll located on a U. S. Military base that is owned and operated by the U.S.
Military and restricted for use by unauthorized persons.

2.4.2

Critical Design Aircraft


The critical design aircraft for Amata Kabua International Airport is the Boeing 737-800 series
operated by Continental Airlines. The Boeing 737-800 series aircraft is the only scheduled aircraft
that flies into AKI Airport and with more than 250 arrivals and departures meets the FAA criteria
for critical design aircraft.

2.4.3

Airport Reference Code


The airport reference code (ARC) is a system established by the FAA to relate airport design
criteria to the operational and physical characteristics of the aircraft currently operating and/or
forecast to operate at the airport. The ARC has two components relating to the airport design
aircraft. The first component, depicted by a letter, is the aircraft approach category and correlates
to the aircraft approach speed (an operational characteristic). The second component, depicted
by a Roman numeral, is the aircraft design group and relates to aircraft wingspan and tail height
(physical characteristics). Generally, aircraft approach speed applies to runways and runway
facilities and aircraft wingspan or tail height applies to taxiway and taxi lane separation criteria.
The ARC for Amata Kabua International Airport is D-III. The Airport Reference code is discussed
in greater detail in Chapter 5 Facility Requirements.

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

Amata Kabua International Airport Master Plan FINAL


for single wheel aircraft; 171,000 pounds for dual-wheel aircraft; and 290,000 pounds for dual
tandem wheeled aircraft, and has a flexible Pavement Classification Number (PCN) of 83/F/C/X/T
and the rigid value of 95/B/R/X/T). It has a gradient of 0.00% according to the ALP.
2.5.2

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

Airport Lighting and Visual Navigational Aids


Runway 7-25 uses Medium Intensity Runway Lights (MIRL). The runway, although technically a
non-precision runway due to the lack of precision instrument approaches, has the upgraded
precision runway markings to provide better visibility to the flight crews during inclement weather.
There are Runway End Identifier Lights (REILs) for each end of the runway, and one Precision
Approach Slope Indicator (PAPI) for each end of the runway as well. These visual aids to
navigation (VISAIDs) are tied into the runway lighting circuit and come on line with the runway
lighting. These REILs and PAPI VISAIDs are maintained by the FAA from their maintenance
base in Guam. Additionally, there is a single white-green rotating beacon signifying a civil, land
based aerodrome to pilots. The beacon is located along the side of the new air rescue/fire fighting
facility. There are no illuminated distance remaining signs on the runway.

2-7

Amata Kabua International Airport Master Plan FINAL


2.6

AIR TRAFFIC AND AIR SPACE CONTROL, AERONAUTICAL COMMUNICATIONS


The US Federal Aviation Administration (FAA) Oakland Oceanic Flight Information Region (FIR)
through a contract with Aeronautical Radio Incorporated (ARINC) manages the Oceanic Airspace
in the Pacific, Figure 2-6. This airspace includes the airspace for the Republic of the Marshall
Islands (RMI) together with the Federated States of Micronesia (FSM) and the Republic of Palau
(ROP). The FAA operations are located in Fremont, California. The communications network is
staffed and maintained by the FAA as referenced in The Compact of Association as amended.
The FAA also maintains the Non Directional Radio Beacon (NDB) and Distance Measuring
Equipment (DME) navigation and approach facilities located at the
Aircraft operating within the Oceanic Airspace are required to have two-way radio
communications with the Oakland Oceanic FIR inside the Oceanic Airspace. Visual Flight Rule
(VFR) operations in the airspace surrounding the Pacific Islands are to be conducted between
sunrise and sunset when operating less than 100 miles from shoreline and below Flight Level 20
(20,000 feet).
Air Traffic advisories are available on the Common Air Traffic Advisory Frequency (CTAF)
monitored by a radio communication outlet at Amata Kabua International Airport. Communication
is through the Aerodrome Flight Information Service (AFIS), formally SAWRS, located at the new
Aircraft Rescue and Fire Fighting (ARFF) Facility. There are no Air Traffic Control Towers at
AKIA. Prior to arrival or departure a Flight Plan must be filed 24 hours in advance with Airport
Management.

2-8

Amata Kabua International Airport Master Plan FINAL

Figure 2-6. Oakland Oceanic Flight Information Region (FIR) Pacific Operations Area
Source: Oakland Oceanic
2.7

AIR CARRIERS AND OPERATIONS


Amata Kabua International Airport is part of the Republic of the Marshall Islands Port Authority
(RMIPA). Presently, Amata Kabua International Airport is served by Boeing 737 series aircraft.
The airport principally provides its services to commercial air carriers.

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

Amata Kabua International Airport Master Plan FINAL

Figure 2-7. Continental Micronesia Route Map


Source: Continental Airlines

Flight

Mon

Table 2-1. - Continental Flight Schedule


Tues
Weds
Thurs

Fri

A 2:15PM

951 Via Guam


(Direct)
952 Via
Honolulu
956 via Guam
(Island Hopper)
957 Via
Honolulu
(Island Hopper)

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

Source: Continental Airlines

2 - 10

Sun

Amata Kabua International Airport Master Plan FINAL


b) Commuter Airlines:
There is one commuter airline for the Republic of the Marshall Islands Air Marshall Islands
(AMI). Air Marshall Islands utilizes three aircraft one Bombardier Dash 8 Q100 and two
Dornier 228-212.

AMI flies to numerous islands and atolls within the Marshall Islands.

Flights originate from either Majuro or Kwajalein.

Figure 2-8. Air Marshall Islands Route Map


Source: Air Marshall Islands
c) Cargo Carriers:
Majuro receives cargo from both Continental Micronesia flights and also Asia Pacific Airlines,
a cargo carrier. Cargo from Continental Micronesia is transferred by all flights through Majuro
utilizing their 737 series aircraft. Asia Pacific Airlines utilizes Boeing 727-200 aircraft for their
cargo flights. Asia Pacific Airlines operates on more of an as-needed, on-demand basis, but
they do fly fairly regularly to Majuro.

2 - 11

Amata Kabua International Airport Master Plan FINAL

Figure 2-9. Asia Pacific Airlines Route Map


Source: Asia Pacific Airlines
d) General Aviation, Business Jets, etc.:
General Aviation at Amata Kabua International Airport is a small fraction of the overall
aviation activity. Unscheduled ferry or tech-stop flights are normally referred to as "special"
flights by the RMIPA. These operations do generate some revenue in terms of landing and
RON fees, and also ground handling fees when the flights use RMIPA's ground handling
equipment.

e) Other, Including Military Operations:


No other services, such as aircraft flight schools or helicopter sight-seeing services, operate
from Amata Kabua International Airport. The United States, Australian and New Zealand
2 - 12

Amata Kabua International Airport Master Plan FINAL


Military on occasion use Amata Kabua International Airport for training and refueling
purposes.
2.8

AVIATION RELATED FACILITIES

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.

The cargo area is located at both ends of the

terminal.
2.8.2

Aircraft Rescue and Fire Fighting (ARFF) Facility


The ARFF facility is a brand new facility. Construction was completed in the fall of 2010. It is
located mid-airfield on reclaimed land. The facility is a two story structure, approximately 8,150
square feet, with five vehicle bays; three for the ARFF vehicles, one for a water rescue boat, and
one for a medical trailer. The first floor is dedicated for ARFF use and houses the training area,
kitchen, and workout room.

The second floor contains airport offices, including the Airport

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

Air Marshall Islands Hanger


The hanger of Air Marshal Islands is located just west of the ARFF Facility, and houses the AMIs
three based aircraft. The hanger is approximately 10,000 square feet.

Passenger and cargo

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

Amata Kabua International Airport Master Plan FINAL


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 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

Amata Kabua International Airport Master Plan FINAL


The FAA will soon be installing a Very Small Aperture Terminal (VSAT) system at AKIA. When
installed, the VSAT will be used by both FAA and RMIPA-Airport for various purposes such as
high-speed internet access, video training and conferencing, and emergency operations.
2.9.5

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

Amata Kabua International Airport Master Plan FINAL


CHAPTER 3:
3.1

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.

The adequacy of both air and landside facilities is

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.

Because of this, the potential of demand forecasts is

3-1

Amata Kabua International Airport Master Plan FINAL


dependent on some known and some unforeseeable factors, and these forecasts become more
speculative as one looks further into the future. It may be reasonable to predict as much as three
to five years out with a relatively high level of confidence, but with less confidence for projections
beyond five years, particularly in an air travel and tourism industry that can be characterized at
times as having dynamic fluctuations.
The research that has been done to develop this aviation forecast for Amata Kabua International
Airport has developed two growth cases which are discussed and evaluated in this report: a
base case and an optimized case. A third case looks at the constrained case i.e. negative
outcomes going forward. While these negative outcomes are not anticipated, they are plausible
and must also be discussed in this section.
3.2.1

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

Continued upgrades to RMIs basic infrastructure to minimize the constraints to increase


tourism

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

Continued upgrades to the RMIs basic infrastructure, increased level of green


technology, upgraded internet service island-wide, and elimination of growth constraints
due to infrastructure deficiencies

3-2

Amata Kabua International Airport Master Plan FINAL

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

Reduction in air fare by air carriers presently serving Majuro

Increased and steady tourism from Guam based military personnel on rest and recreation
tours

3.2.3

Development of the outer islands as tourist destinations

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

Worldwide economy continues to decline

Air Marshall Islands discontinue scheduled flights to the outer islands

Price of fuel rises

Continental Airlines raises ticket prices

Continental reduces flights to the western pacific

Addition of new air carriers not realistic due to lower demand.

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

Economic Policy, Planning and Statistics Office (EPPSO)

EPPSO - Preliminary Employment Statistics for Fiscal Year 2007

3-3

Amata Kabua International Airport Master Plan FINAL

Secretariat of the Pacific Community (SPC) Studies - Pacific Island Populations,


Estimates and Projections 2005-2015

3.3.2

Marshall Islands Visitors Authority

Marshall Islands Tourism Plan

Marshall Islands Chamber of Commerce

Marshall Islands Port Authority

Historical Aviation Data

Air Marshall Islands

AKIA Airport Staff

Continental Micronesia Airlines

Commercial Aviation Trends


Currently Continental Airlines is the only commercial airlines serving the Republic of the Marshall
Islands. Majuro is the first stop westbound and last stop east bound on Continentals island
hopper route. Previously Our Airlines (formerly Air Nauru) and Aloha Airlines flew to AKIA, but
Aloha Airlines stopped service in 2005 and Our Airlines followed suit in early 2008. Currently, Our
Airlines is in discussions with the RMI Government to resume services to Majuro from Nadi via
Tarawa and Kiribati. Continental flies into Majuro approximately 400 times per year.

3.3.3

Corporate, Commuter, Charter, Military and General Aviation Trends


Air Marshall Islands currently operates in the RMI, basing their operations in Majuro, and
providing domestic air service to the outer islands. Currently, AMI operates a 34 passenger
DeHavilland Dash-8 aircraft and two 18 passenger Dornier 228 aircraft. Japan Air Lines (JAL)
does provide intermittent charter flights using a Boeing 767 aircraft. This JAL charter service has
experienced a long term down-ward trend as JAL has required a minimum of 200 passengers
prior to the charter flight to Majuro being approved by management. General Aviation, at this
airport, is for the most part limited to transiting aircraft, i.e., deliveries, that on occasion utilize
Amata Kabua International as a refueling stop for small, general aviation aircraft enroute usually
to either Australia, or Hawaii, or mainland US. Amata Kabua International Airport does have
some corporate jet activity and, even though the number of flight operations per year is slight, this
is nonetheless a steady contributor to the number of overall aircraft operations at Amata Kabua
International Airport.

3-4

Amata Kabua International Airport Master Plan FINAL


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

Local Demographic Characteristics


a) Population:
In 2006 the US Department of Interior estimated about 55,400 people live in the Marshall
Islands, with Majuros population being approximately 22,900 and Ebeyes population being
approximately 10,900. Majuro and Ebeye are the main population centers, representing 61%
of the population with the remaining 39% residing in the outer islands. With a population of
10,900 and a land area of 6.3 square miles, Ebeye has the highest population density in the
Pacific, with 1,703 people per square mile.
Although the actual birthrate figures indicate that the population is increasing at a rate of
3.7% per annum, the actual increase in population is approximately 1.5% per year due to out
migration. It is expected that the actual growth rate of the Marshall Islands will remain in the
range of 1% per year.
Table 3-1. RMI Population Developments 1999 - 2006
Annual
Births
Deaths
Migration
Growth
1999
817
-129
-229
459
2000
1,601
-309
-1,916
-624
2001
1,556
-285
-2,029
-758
2002
1,564
-302
-913
349
2003
1,655
-341
-781
533
2004
1,620
-274
-553
793
2005
1,718
-320
-1,037
361
2006
1,700
-337
-978
385
TOTAL
12,231
-2,297
-8,436
1,498
Source: Economic Policy, Planning and Statistics Office Studies 2007 Population Projection

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

Amata Kabua International Airport Master Plan FINAL


Islands in 2006 was 55,981 which is about five hundred people higher than the 2006 DOI
estimate. It also puts the RMI population growth rate at about 1 percent.
Table 3-2. RMI Population Projections
Year
1999
2006
2010
2015
Population
50,840
55,981
58,291
60,149

Source: SPC - Pacific Island Populations, Estimates and Projections 2005-2015

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

Table 3-3. Employment Growth (FY 1997- FY 2007)


1997
1998 1999
2000 2001 2002
2003 2004
7,927

8,007

7,982

8,598

9,116

9,544

2005

9,946 10,070 9,578

2006

2007

9,918 10,149

Source: EPPSO - Preliminary Employment Statistics for Fiscal Year 2007

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

Amata Kabua International Airport Master Plan FINAL


the RMI were in the private sector, while the National Government accounted for 23.5
%;

local

government

10.5%;

public

enterprises

7.2%;

NGOs

3.9%

and

USAKA/Embassies at 11.9%. The Marshallese work force at Kwajalein US Base lost


49 positions in 2007 due to US cut backs.
2) Income:
The household income in the Marshall Islands is relatively at the top of the scale
compared to other islands in the central and western Pacific area of small island
countries. According to a survey taken in 2001 of a sampling of 613 households, the
median household income was $25,459, the mean household income was $32,523,
and the per capita income was $4,211.

Table 3-4. Earnings of Employees - Salaries and Wages (1997-2007)


Description
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
14,346 14,805 15,304 16,132 17,496 17,873 16,762 16,748 16,155 17,672 18,937
Private Sector
7,009 7,023 6,265 6,402 6,352 6,798 7,546 7,820 8,127 8,186 8,640
Public Enterprise
1,388 1,600 1,569 1,534 1,683 1,952 1,999 2,262 2,665 2,975 3,154
Banks
17,485 15,854 15,843 16,645 17,938 20,665 21,863 26,478 27,500 30,181 30,034
RMI Government
Government Agencies 4,085 4,108 5,539 6,800 7,137 7,640 8,130 7,722 7,995 6,375 6,701
6,470 6,651 6,931 7,230 7,126 7,466 6,947 7,510 7,768 8,088 8,387
Local Government
NGO's and Non-Profits 1,544 1,519 1,614 1,645 1,797 1,823 1,859 1,919 1,939 1,976 2,000
0
0
0
0
0
0
0
0
0
0
0
Households
106
113
140
150
165
143
147
175
182
199
224
Foreign Embassies
13,181 13,319 14,603 16,877 17,601 16,569 17,689 17,891 18,413 20,093 18,780
Kwajalein US Base
65,614 64,992 67,808 73,415 77,295 80,929 82,942 88,525 90,744 95,745 96,857
Total
Source: EPPSO - Preliminary Employment Statistics for Fiscal Year 2007

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

Amata Kabua International Airport Master Plan FINAL


The goal for RMI is to develop their economic base through tourism and to enable all Marshallese
to benefit from controlled tourism development, insisting that such development complement the
Marshallese people, their natural environment and their cultural heritage. The Marshall Islands
Visitors Authority (MIVA) has set a goal of 10 to 15 thousand tourists a year. MIVA estimates that
for every 7,000 tourists $3 million is added to the local economy.
Table 3-5. Visitors to Majuro by Year and Purpose of Visit: 1991, 1996, and 2001-2007
Purpose

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

Source: EPPSO Visitors to Majuro by Purpose of Visit

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.

Majuro also plays host to a number of sub-regional and international meeting,

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

Amata Kabua International Airport Master Plan FINAL


Purpose of Visit

Table 3-6. Visitor Arrival Forecast (2008-2013)


2008
Actual 2009
2010
2011
2012

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

Source: Marshall Islands Visitors Authority

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.

A coach ticket on Continental Airlines from the United States (Los

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

Amata Kabua International Airport Master Plan FINAL


Table 3-7. Cost of Airfare to Majuro, Marshall Islands
Flights
Price (US Dollars)
Los Angles, California to RMI

$2,500 to $4,000

Tokyo, Japan to RMI

$1,500 to$ 4,000

Hawaii to RMI

$1,200 to $1,400

Guam to RMI

$1,500 to$ 2,300


Note: Price taken from Continental.com

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.

It is expected that this will

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

HISTORICAL AVIATION ACTIVITY

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

Amata Kabua International Airport Master Plan FINAL


1800
1600
1400
1200
1000
Operations

800
600
400
200
0
2004

2005

2006

2007

2008

Figure 31. Aircraft Operations at Amata Kabua International Airport (2004-2008)


Source: RMI Port Authority, Continental Airlines, Marshall Islands Visitors Authority
Note: No data was provided for operations by AMI for the year 2005

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

Table 3-8. Continental Airlines Annual Operations


2001
2002
2003
2004
2005
2006
311
312
332
340
332
339
311
312
332
340
332
340
Source: Continental Airlines

3 - 11

2007
396
395

2008
432
432

Amata Kabua International Airport Master Plan FINAL


Previously Aloha Airlines provided service to the Marshall Islands, but it stopped services in
2005. The number of operations performed by Aloha Airlines in its final two years of services
to Amata Kabua International Airport was 123 flights in 2004 and 29 flights in 2005.

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

Source: RMI Port Authority

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.

JAL operates a 767- 300 series aircraft for its

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

Source: Marshall Islands Visitors Authority (MIVA)

3 - 12

Amata Kabua International Airport Master Plan FINAL


d) Cargo
While Continental Airlines does provide cargo service, Asia Pacific Airlines is the only cargo
carrier to operate in the Marshall Islands. Table 3-12 below shows the annual operations of
APA for the past seven years.
Table 3-12. Annual Operations for Asia Pacific Airlines
2002 2003 2004 2005 2006 2007
Asia Pacific Airlines
246
401
386
298
196
237
Source: Marshall Islands Port Authority

2008
224

e) Unscheduled/Special Flights Movements


Unscheduled/special flights movements include private/corporate jets, military flights and
other flights. Over the past years the numbers of operations have varied from a low of 173
flights in 2002 to a high of 285 in 2006, but since that high in 2006 the number of flights has
dropped to 227 in 2008. Amata Kabua International Airport has seen an increase in Category
3 type aircraft meaning large planes have been operating at Amata Kabua International
Airport.
Table 3-13. Unscheduled/Special Flight Operations 2002-2008
FY 2002 FY 2003 FY 2004 FY 2005 FY 2006 FY 2007
Total
173
136
190
214
285
241
Category 1
77
48
85
40
103
92
Category 2
24
31
52
43
124
37
Category 3
72
57
53
131
58
112

FY 2008
227
88
36
103

Source: Marshall Island Port Authority


Fiscal Year (FY) period is from Oct. 1 to Sep. 30
Category 1 aircraft are those having a maximum take-off weight of up to 45,000 lbs.
Category 2 aircraft are those having a maximum take-off weight of 45,001 to 90,000 lbs.
Category 3 aircraft are those having a maximum take-off weight exceeding 90,000 lbs.

3.5.2

Based Aircraft and Aircraft Mix


Air Marshall Islands operate the only fixed based aircraft. AMI has three aircraft based out of
AKIA, two Dornier 228 and one Dash 8 aircraft. Figure 3-13, shows the current aircraft mix at
Amata Kabua International Airport.

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

Amata Kabua International Airport Master Plan FINAL


2002, Continentals enplaned passengers have steadily increased. 2002, was the lowest year of
enplaned passengers (13,742), presumably caused by the effect of September 11, 2001 on the
travel industry.

2008 had the highest total of enplaned passengers with 19,138; overall

Continental has averaged 16,209.6 passengers per year.

Year
Departure

Table 3-14. Enplaned Passengers for Continental Airlines (2000-2008)


2000
2001
2002
2003
2004
2005
2006
2007
15,489 14,739 13,941 13,742 16,330 17,135 16,647 18,726
Source: Continental Airlines

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

Source: Continental Airlines, MIVA, RMIPA


*Number taken from total passengers, assumes that the number of departing and arriving passengers are equal in
each year.
**Does not included passenger numbers for Our Airlines and Aloha Airlines data was not available.

3 - 14

Amata Kabua International Airport Master Plan FINAL


Figure 3-2. Aircraft Mix at Amata Kabua International Airport

3 - 15

Amata Kabua International Airport Master Plan FINAL


3.5.4

Aircraft Load Factors


Aircraft load factors essentially equate to the average number of passengers per flight. To arrive
at a realistic ratio of numbers of passengers per flight, we will need to derive a correlation
between aircraft departures and the number of departing passengers, using historic data for
visitor/transit passengers, as well as historic data for the number of aircraft departures.
Continental Airlines uses a Boeing 737-800 series aircraft which has a total capacity of 155
passengers. There are 14 First/Business Class seats and 141 economy seats. With Amata
Kabua International Airport being just one of four stops on Continentals island hopper flight, not
all of the 155 seats final destination will be Majuro.
Table 3-16. Continental Passengers per Flight
Pax per
Year Flights
Pax
Flight
2000
312
15,489
50
2001
311
14,739
47
2002
312
13,941
45
2003
332
13,742
41
2004
340
16,330
48
2005
332
17,135
52
2006
340
16,647
49
2007
395
18,726
47
2008
432
19,138
44
Source: Continental Airlines

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

Amata Kabua International Airport Master Plan FINAL


Table 3-17. Inbound Air Cargo and Freight
2004

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

Source: RMI Port Authority

Table 3-18. Outbound Air Cargo and Freight


2004

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

Source: RMI Port Authority

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

Amata Kabua International Airport Master Plan FINAL


b) Commuter Aircraft Forecast
Air Marshall Islands enplaned passenger forecast is more difficult to project as they have
flown infrequently in the past due to maintenance issues and economic factors. But with the
projected growth in tourism and visitors and the governments push to develop the outer
islands, it is expected that AMI will see the same growth along the lines of those forecasted
for commercial services.
c) Charter Flights
Marshall Islands Visitor Authority is working closely with JAL to provide direct charter service
from Japan to the RMI. JAL requires that 200 passengers be booked before the charter will
proceed, so for enplaned passenger it is safe to assume that there will be 200 passengers
per flight.
3.6.2

Aircraft Load Factor Forecast


Table 3-20 shows the projected aircraft load factors for Continental Airlines. It presents the
forecast for the constrained, base, and optimized conditions.
Table 3-20. Continental Passengers per Flight
Year
Constrained
Base
Optimized
2010
47
48
49
2015
47
53
59
2020
47
58
72
2025
47
65
88
2030
47
71
107

3.6.3

Annual Aircraft Operations


a) Commercial Aircraft
Continental Airlines is the only regularly scheduled commercial airline that flies into Amata
Kabua International Airport. It is expected to remain the only commercial airline to fly into
Majuro as there is a lack of demand for more carriers into the Western Pacific. Continental
Micronesia currently uses a Boeing 737-800 series aircraft.

This is the only regularly

scheduled aircraft into AKIA. It is expected that even with a slight growth in other areas, the

3 - 18

Amata Kabua International Airport Master Plan FINAL


number of operations flown by Continental will remain the same at about 436 a year (2008
Operation Level). Continental has stated that they see no need to increase service, and the
forecasted enplaned passengers can be serviced by its current flight schedule.
b) Corporate, Military and General Aviation
There is no expectation of an increase of corporate, military and general aviation activity at
AKIA. The current level of operations should remain constant throughout the forecasted
period.
c) Chartered Flights
Amata Kabua International Airport should see an increase in chartered flights from Japan.
The Marshall Islands Visitors Authority has been working with JAL to fly 767s into Majuro. It
expects to have three to four charters a year in the upcoming years, but expects that number
to increase to about one flight per month.
d) Commuter
Air Marshall Islands is still expected to be the only commuter airline flying into and out of
Amata Kabua International Airport. It should see an increase in operations. It is expected
that AMIs operations should correlate with the increase of traffic at AKIA.
e) Cargo
With an increase of travelers to the RMI, the need to import goods should grow. As the
private sector develops, there will be a need to export more goods.

This should mean that

APA cargo operations into and out of Majuro should increase as the demand rises.
3.6.4

Based Aircraft and Aircraft Mix Forecast


There is no expectation that the number of based aircraft will increase. The only based aircraft
will be those operated by AMI.

The aircraft mix is expected to remain the same over the

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

Amata Kabua International Airport Master Plan FINAL


3.6.5

Critical Aircraft Forecast


Continental Micronesia currently uses a Boeing 737-800 series aircraft. This is the only regularly
scheduled aircraft into Amata Kabua International Airport and is projected to be the only
scheduled aircraft to meet the requirements for critical design aircraft. The critical design aircraft
is discussed in greater detail in Chapter 5 Facility Requirements.

3.6.6

Enplaned and Deplaned Cargo


Tables 3-21 and 3-22 below show the projected forecast for inbound and outbound cargo at
Amata Kabua International Airport. These tables do not factor in cargo from Asia Pacific Airlines
as the data was not available. Because the cargo is expected to increase it will have a direct
effect on APA as Continental is restricted to the total amount of cargo it can carry per flight. The
tables do not include mail as the amount of mail shipped in and out of Majuro is directly tied to the
number of annual operations by Continental.
Table 3-21. Forecast of Air Cargo Inbound (lbs.)
Year
Inbound
Constrained
Base
Optimized
2010
2015
2020
2025
2030

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

Table 3-22. Forecast of Air Cargo Outbound (lbs.)


Year
Outbound
Constrained
Base
Optimized
2010
2015
2020
2025
2030

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

Peak Hour Operations


The typical FAA sponsored airport master plan uses a tried and true methodology to analyze the
capacity of several key areas of airport operations. As part of this methodology, there is the need
to identify those peak times of airport operations to enable proper assessment of the existing

3 - 20

Amata Kabua International Airport Master Plan FINAL


airport facilities. For more complex airports, with multiple terminals and relatively high numbers of
enplanements, there are useful formulae in the FAA Advisory Circulars to reduce the volume of
data into what is referred to as peak hour operations. The formulae are intended to produce a
single peak hour number to best represent peak passenger loads that will be placed upon the
airport, to enable reasonable assessments.
Due to the historical patterns of flight frequencies and passenger loads that Amata Kabua
International Airport handles, it is useful to look at peak hour operations for this particular airport
in the context of actual peak hour operations. With only one scheduled air carrier and currently
only one flight per day, six days a week, the peak hour is essentially the hour during which
Continental Micronesia arrives at Majuro. This use of actual peak hour data simplifies the
subsequent demand/capacity calculations and will be utilized in this airport master plan
update. We do note that there is a minor exception to this peak hour derived from Continental
Micronesia being completely accurate. On the rare occasion that Air Marshall Islands operates
during the same time window as Continental Micronesia an enhanced peak will occur. Due to the
relative infrequency of these simultaneous operations, and the relatively small changes that
would place on peak hour numbers and calculations, the peak hour data will be streamlined to
use only the Continental Micronesia numbers.
3.6.8

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

Amata Kabua International Airport Master Plan FINAL


60,000
50,000

Passengers

40,000
Constrained
30,000

Base
Optimized

20,000
10,000
0
2010

2015

2020

2025

2030

Figure 3-3. Forecast of Amata Kabua International Airport

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

Amata Kabua International Airport Master Plan FINAL


CHAPTER 4: DEMAND CAPACITY ANALYSIS
4.1

AIRPORT CAPACITY: AIRSIDE

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.

This manual is primarily applicable to high

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

Total delay incurred by all aircraft on the airfield in one year.

Factors Affecting Capacity


Airfield capacity is defined as the number of aircraft operations that an airfield configuration can
process or accommodate during a specified interval of time when there is a continuous demand
for service (i.e., an aircraft is always waiting to depart or land) . The capacity of an airport is
affected by several factors including runway/taxiway system (airfield layout), meteorological
condition, aircraft mix, touch and go operations, and percent arrivals. These items are described
below.

4-1

Amata Kabua International Airport Master Plan FINAL


4.1.3

Runway/Taxiway System Capacity:


The capacity of the runway/taxiway system is a primary determinant of the level of activity that
can take place at the airport. An airport is assumed to reach capacity when the average delay for
an arrival or departure exceeds a certain predetermined level. Amata Kabua International Airport
has one runway (7-25) and a single stub taxiway. The layout of both the runway and taxiway are
constrained to the current configuration by the lack of available land and Majuros geographical
terrain.

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

Amata Kabua International Airport Master Plan FINAL


4.1.5

Aircraft Mix Index


The operational fleet at an airport influences an airfields capacity based upon differing aircraft
requirements. Various separations are set by the FAA for a number of safety reasons. For
example, an airfields capacity is the time needed for the aircraft to clear the runway either on
arrival or departure. As aircraft size and weight increases, so does the time needed for it to slow
to a safe taxiing speed or to achieve the needed speed for takeoff. Therefore, a larger aircraft
generally requires more runway occupancy time than a smaller aircraft would. Thus, as additional
larger aircraft enter an airports operating fleet, the lower the capacity will likely be for that airfield.
There are four categories of aircraft used for capacity determinations under the FAA criteria.
These aircraft classifications are based upon the maximum certificated takeoff weight, the
number of engines, and the wake turbulence classifications.
Table 4-1. Aircraft Classifications
AIRCRAFT CLASSIFICATIONS
Aircraft

Maximum Certificated

Class

Takeoff Weight (lbs)

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

Source: FAA AC 5360-5, Change 2, Airport Capacity and Delay.


The aircraft mix at Amata Kabua International Airport contains only a class C aircraft. The mix
index is the mathematical expression of the aircraft mix, and is the percent of C aircraft plus three
(3) times the percent of D aircraft [%(C+3D)]. The mix index for Amata Kabua International Airport
is 100 percent.
4.1.6

Percentage of Arrivals and Percentage of Touch and Gos


The percent of aircraft arrivals is the ratio of landing operations to the total operations of the
airport. This percent is considered due to the fact that aircraft approaching an airport for landing
require more runway occupancy time than an aircraft departing the airfield. The percentage of
touch and gos is the ratio of landings with an immediate takeoff to total operations. There are

4-3

Amata Kabua International Airport Master Plan FINAL


currently no touch and gos at AKIA. The overall number of arrivals and departures at the airport
is equivalent, so arrivals comprise 50 percent of the total operations.
4.2

AIRFIELD CAPACITY ANALYSIS

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.

Ground Communication Facilities under airfield

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

Apron Parking Area


The parking apron at Amata Kabua International Airport has available parking for two 767-ER
aircraft. The apron contains two hardstands and has an in-ground fueling system, with fueling
locations at the two hardstands and one at the far west end of the apron. The apron meets the
current needs of the airport.

Amata Kabua International Airport does lack parking apron space

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

AI
RCRAF
T
P
ARKI
NGS
T
RI
PE

AI
RCRAF
T
P
ARKI
NGS
T
RI
PE

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

F
I
GURE41.
APRONL
AYOUTPL
AN

Amata Kabua International Airport Master Plan FINAL


4.3

AIRPORT CAPACITY: LANDSIDE

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

estimating of various peak (high level of activity) hour demand activities.


Airport terminals and related vehicle access and parking are planned, sized, and designed to
accommodate peak passenger demands of the forecasted period. But planning for absolute peak
demands (the greatest demands anticipated) will result impractical oversized and under-utilized
facilities except on rare occasions.
In the case of Amata Kabua International Airport using AC 150/5360s methodology for finding
peak hour design is not needed as there are limited flights per day into AKIA. The only daily
scheduled flight into Majuro is Continentals Island Hopper. This aircraft is a 737-800 series
with a total capacity of 155 passengers. Since this is not a direct flight--making three stops when
flying westbound and three stops on its east bound route--it is highly unlikely that the all 155
passengers will have Marshall Islands final destination.
Based upon observations of peak hour operations, the landside and access facilities should
accommodate both existing and forecasted demand through the planning horizon. However,
there is a correlation between the capacity of landside/access facilities and airline
arrivals/departures. It is important to emphasize the role of airport management in taking a
proactive role to establish operational time slots for airline arrivals/departures. Operational control
emanating from airport management is crucial to regulating the arrivals/departures throughout the
day and avoiding congestion and situations that could overwhelm the terminal and landside
capacity. A good example would be to avoid having more than two aircraft at a time proceeding

4-6

Amata Kabua International Airport Master Plan FINAL


with arrival/departure operations simultaneously as this type of scenario will definitely overtax
Amata Kabua International Airport facilities.

4.3.2

Aircraft Rescue/Firefighting Station


Requirements for aircraft rescue and firefighting (ARFF) services at an airport are established
under Federal Aviation Regulations (FAR) Part 139. An airports ARFF Index determines the
minimum ARFF equipment and extinguishing agents to comply with FAR Part 139.315. The Index
is determined by a combination of factors including aircraft length and an average of five daily
departures by the largest air carrier aircraft using the airport over a recent consecutive three
month period. In the case of AKIA, where there are less than five (5) daily departures of the
largest air carrier aircraft using the airport, 139.319 (c) is applicable:
the certificate holder may reduce the rescue and firefighting to a lower level corresponding to
the Index group of the longest air carrier aircraft being operated
In the case of AKIA, the longest air carrier aircraft operating at the airport is the B 737-800, which
is 129.6 feet long.

Thus, according to 139.315 (b), Amata Kabua International Airport is

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

Commuter, General Aviation, and Business Jet Facility


When siting general aviation parking, airport security will in large part determine suitable locations
for the parking area. Since persons using these aircrafts have not usually been screened by
security, their movement in the aircraft operational areas and their access to the terminal building
must be controlled.

In addition, provisions must be made to permit unscreened individuals

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

Amata Kabua International Airport Master Plan FINAL


4.3.4

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

Airport Access Road

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

AIRPORT CAPACITY: TERMINAL


The terminal building at Amata Kabua International Airport is a combined facility serving both
international and domestic operations. It was opened in 1975 and was designed by the US Army
Corps of Engineers Pacific Division. The existing structure is approximately 7,530 square feet in
total area. Terminal Area Capacity is the ability of the terminal area to accept the passengers,

4-8

Amata Kabua International Airport Master Plan FINAL


cargo, and aircraft that the airfield accommodates. After determining the airfield capacity, the
potential capacity of the terminal can be estimated. Individual elements within terminal areas can
also be evaluated to determine overall terminal capacity. A review of the capacity of the terminal
processor (generally defined as the public areas) focused on four major components, ticketing,
baggage, circulation areas, and the security checkpoints.

The following is a review of those

areas and other public spaces.


4.4.1

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.

By upgrading the security equipment to allow for baggage to be screened

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

Hold Rooms and Security Screening


The departure hold room has enough capacity for departing passengers.

But due to TSA

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 hold room should be

Amata Kabua International Airport Master Plan FINAL


expanded to accommodate in-transit passengers displaced by security procedures and
passengers departing from Majuro.

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

Terminal Lobby Area


The current layout of the terminal lobby area is inefficient and causes unneeded delay and
congestion. There is no separation of arriving and departing passengers. Arriving passengers
enter the main lobby adjacent to Continentals checkin counter on one side while departing
passengers await security screening on the other. The lack of updated security systems cause
passengers trying to check in and passengers waiting for security screening to back up into the
main lobby area. The main lobby also is home to concessions, car rental stands, a restaurant, a
bar and a bank.
Also, the terminal has become a social gathering place, which further stresses the main lobbys
capacity. The terminal was not originally sized to include the non-traveling public.

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.

It is recommended that a Terminal Study be

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

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

SCALE1:
300

LADPROJ
ECT#08110060000

PROPOSEDTERMI
NALPLAN

FI
GURE42

Amata Kabua International Airport Master Plan FINAL


CHAPTER 5:

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

DESIGN STANDARD ISSUES


Airport design standards are detailed in several FAA publications. Design standards for civil
airports are set forth in the FAAs Airport Design Advisory Circular. These standards have been
applied in the determination of facilities requirements for Amata Kabua International Airport.
These circulars also recognize that each airport is unique and that some adjustments may be
needed to address each airports needs.

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

Critical Design Aircraft


FAA AC 150/5325-4B provides guidance for determining the potential range of critical design
airplanes through establishing a substantial use threshold of 500 or more annual itinerant
operations at the airport (landings and takeoffs are considered as separate operations). If an
aircraft were to meet this substantial use threshold, it would be eligible for consideration as a
design aircraft. The critical design aircraft for this study is the Boeing 737-800 series. The Boeing
737-800 series aircraft is the only scheduled aircraft that flies into Majuro. With more than 250
arrivals and departures it meets the FAA criteria for critical design aircraft.

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

Amata Kabua International Airport Master Plan FINAL

Aircraft
Boeing
737-800
Boeing
757-300
5.2.2

Approach
Speed
(Knots)

Table 5-1. Critical Aircraft Design


Maximum
Maximum
Wingspan
Takeoff
Landing
(Feet)
Weight (LB)
Weight (LB)

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

Airport Reference Code


The FAA Advisory Circular 150/5300-13, Airport Design, has established a coding system to
relate airport design criteria to the operational and physical characteristics of aircraft expected to
use the airport. This code, the airport reference code (ARC), has two components. The first
component, depicted by a letter, is the aircraft approach speed (operational characteristic); the
second component, depicted by a Roman numeral, is the airplane design group and relates to
aircraft wingspan (physical characteristic). Generally, aircraft approach speed applies to runways
and runway-related facilities, while aircraft wingspan primarily relates to separation criteria
involving taxiways, taxi lanes, and landside facilities. Aircraft with a lower ARC would be
accommodated by a higher ARC (i.e., A-I or a B-II fits into a C-III).
According to AC 150/5300-13, an aircrafts approach category is based upon 1.3 times its stall
speed in landing configuration at that aircrafts maximum certificated weight. The five approach
categories used in airport planning are as follows:

Category A: Speed less than 91 knots

Category B: Speed of 91 knots or more, but less than 121 knots

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

Category E: Speed greater 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

Amata Kabua International Airport Master Plan FINAL


Table 5-2. Airplane Design Groups
Airplane Design Groups (ADG)
Group #
I
II
III
IV
V
VI

Tail Height (ft)

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

Runway Orientation (Wind Analysis)


A factor influencing runway orientation and number of runways is wind. Ideally a runway should
be aligned with the prevailing wind. Wind conditions affect all airplanes in varying degrees. The
most desirable runway orientation based on wind is the one which has the largest wind coverage
and minimum crosswind components. Wind coverage is that percent of time crosswind
components are below an acceptable velocity. Wind coverage is calculated using a wind rose,
which graphically depicts wind data collected from the National Oceanographic and Atmospheric
Administration (NOAA). The wind rose is essentially a compass rose with graduated concentric
circles representing wind speed. Each box in the wind rose represents a compass direction and,
when filled, indicates the percentage of time wind travels in that direction at that speed. The
desirable wind coverage for an airport is 96.25 percent, based on the total number of weather
observations.

5-3

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

F
I
GURE51.
WI
NDROS
E

Amata Kabua International Airport Master Plan FINAL


5.3.2

Runway Length Analysis


Advisory Circular AC 150/5300.13, Runway Length Requirements for Airport Design provides
guidelines for airport designers and planners to determine recommended runway lengths for new
runways or extensions to existing runways. Airport design assumptions for planning purposes
include approach and departure areas with no obstructions, zero wind, types of runway surfaces,
dry and wet runway conditions and zero effective runway gradient.
A critical design aircraft is the airplane presently operated by the serving air lines with 500 or
more annual itinerant operations. The Airport Reference Code (ARC) is determined from the
wing span and approach speed of that aircraft. The runway design should also consider
approach visibility minimums Certificated Takeoff Weight (MTOW) in addition to Airport
Certification requirements for commercial operations by aircraft with a maximum gross takeoff
weight (MTOW) over 12,500 pounds and transporting more than nine passengers. The planned
runway design length is determined using a single critical design aircraft or selecting a critical
aircraft from a family or group of aircraft now operating or forecast to be operating from the airport
within a 5 or 10 year period.
In planning the following three categories of aircraft are used in accordance with AC 150/53254B:
a) Regional Jets and those Aircraft with a maximum certificated takeoff weight (MTOW) of
more than 60,000 pounds and more than 10 passenger seats. These aircraft operations
require preparation of an Airport Certification Manual (ACM) together with issuance of an
Airport Operating Certificate.
b) Airplanes with a maximum certificated takeoff weight (MTOW) of more than 12,500
pounds and up to and including 60,000 pounds with 10 or more passenger seats. These
aircraft operations require preparation of an Airport Certification Manual (ACM) together
with issuance of an Airport Operating Certificate.

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

Amata Kabua International Airport Master Plan FINAL


Amata Kabua International Airport has scheduled air carrier service by Continental Micronesia
Airlines. The critical design aircraft based on scheduled service is the Boeing B 737-800 with a
MTOW of 174,000 pounds.
Table 5-4. Airport and Critical Design Aircraft Operational Data
Airport and Aircraft Data
Zero Wind
Maximum Temp - 86F(Standard Day + 27F)

Airport Elevation - Sea Level


Auto Spoilers Operating

Anti-Skid Operating

Maximum Differences in Runway Elevation


2 feet (Pacific Supplement)

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.

Maximum Takeoff Design Weight

174,200 lbs.

Landing Length - 30 Flaps

Wet Runway 6,200 feet, Dry Runway 5,800 feet

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.

The Advisory Circular AC 150/5325-4B guidance is for airport planning and

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

Amata Kabua International Airport Master Plan FINAL


The exiting runway length of 7,897 feet satisfies design operational requirements for the current
and forecast 5 to 10 year planning periods. Should the annual itinerant operations of the critical
design aircraft, Boeing B

737-800, together with the listed

ARC C-IV aircraft exceed 500

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

Amata Kabua International Airport Master Plan FINAL


5.3.5

Pavement Condition Index


Proper maintenance of airfield pavements is considered an important part of airport safety and
economic operation of airports. The Federal Aviation Administration (FAA) has also recognized
the significant benefit of having some formal requirement for a pavement maintenance program at
all airports and has encouraged airports to have such a program in place.

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.

A major project, such as an overlay, is also assigned a PCI of 100. As each

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

, the first in 2010, the second

in 2011, the runway PCI was calculated as 92 in 2010 and 91 in 2011.


5.3.6

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

Runway Blast Pad


Runway Blast Pads for ARC C-III airports are required to be 140 feet wide, except when serving
Group III aircraft with a maximum takeoff weight greater than 150,000 pounds. For these aircraft
the width of the blast pad is required to be 200 feet wide, which is the same required width for
ARC C-IV airports. The required length for runway blast pads for both ARC D-III/IV is 200 feet.

5-8

Amata Kabua International Airport Master Plan FINAL


The existing blast pads on runway 7-25 are 200 feet in width and length which meet the
requirements set forth in AC 150/5300-13.
5.4

SAFETY AREA STANDARDS


The FAA has established several safety surfaces to protect aircraft operational areas and keep
them free from obstructions that could affect their safe operation. These include the runway
safety area (RSA), object free area (OFA) and runway protection zone (RPZ). The dimensions of
these safety areas are dependent upon the critical aircraft ARC and approach visibility minimums.
The entire RSA is required to be on airport property. If necessary design standards push the RSA
beyond the airport property line, then fee simple acquisition will need to be undertaken. The OFA
and RPZ can extend beyond airport bounds as long as obstructions do not exist in these areas. It
is not required that the RPZ be under airport ownership, but it is strongly recommended. An
alternative to outright ownership of the RPZ is the purchase of aviation easements (acquiring
control of designated airspace within the RPZ).

5.4.1

Runway Safety Area (RSA)


The runway safety area (RSA) is an area centered on the runway centerline that must be cleared
and graded to be capable, under normal dry conditions, of supporting airplanes without causing
structural damage to the airplanes or injuries to their occupants. The RSA enhances the safety of
aircraft that undershoot, overrun or veer off the runway, and provides greater accessibility for fire
fighting and rescue equipment during such incidents. The RSA is within the runway object free
area that must be kept clear of objects not required for aircraft ground maneuvering. RSA
standards are defined in AC 150/5300-13 section 305 and construction standards are found in AC
150/5370-10 P-152. The RSA must also be drained by grading or storm sewers to prevent water
accumulation.

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

Amata Kabua International Airport Master Plan FINAL


Airport Certificate holder in accordance with US Federal Aviation Administration (FAA), Federal
Aviation Regulation (FAR) Part 139, Section 139.309, Safety Areas, must maintain for each
runway and taxiway that is available for air carrier use, a Safety Area of at least the dimensions
that; (1) Existed on December 31,1987 if no reconstruction or significant expansion of the runway
or taxiway was begun after January 1,1988 or (2) were authorized at the time construction,
reconstruction or expansion began after January 1, 1988. Under this clause the RSAs at Amata
Kabua International Airport were waivered (grandfathered) by the FAA.
A Runway Safety Area (RSA) Inventory was completed in September 2000 by the Federal
Aviation Administration for airports certificated under Federal Aviation Regulation (FAR) Part 139
using guidance included in FAA Order 5200.8, Runway Safety Area Program. The purpose was
to identify airports which could provide the standard runway safety area 1000 feet long with a 150
foot extended runway width within the 500 foot wide safety area. Those runway ends which could
not meet the standard due to natural obstacles, property limitations, environmental constraints
and local developments required the evaluation for alternatives to conform to the safety
requirements expected from the 1,000 foot long and 500 foot wide RSA standard.
The following four factors were utilized to categorize the existing runway environment as to the
capability to provide a standard RSA.

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

Engineered Materials Arresting Systems was evaluated in detail for use at

locations described in Factors (3) and (4). An evaluation process is included in Section 9 of US

5 - 10

Amata Kabua International Airport Master Plan FINAL


Order 5200.9, Financial Feasibility and Equivalency of Runway Safety Area improvements and
Engineered Material Arresting Systems. Initially the EMAS program did not include operational
data to indicate the arresting capabilities of EMAS for specific aircraft. Two major concerns were
raised: Should runways be reduced in length to accommodate EMAS and should EMAS be
installed on a runway which did not provide an acceptable length for the critical/design aircraft to
operate at Maximum Takeoff Weight (MTOW) Installation of EMAS on a runway that is not
adequate for MTOW operations may limit an airports future development.
For Amata Kabua International Airport International Airport, the use of EMAS could potentially
reduce the length of useable runway for larger aircraft.

Airport Management has already taken

steps to address the need for full runway safety areas.

Under a current FAA AIP grant,

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

Amata Kabua International Airport Master Plan FINAL


5.4.2

Object Free Area (OFA)


The runway OFA is a two-dimensional ground area, surrounding runways, taxiways, and taxi
lanes, which is clear of objects except for objects whose location is fixed by function (i.e., airfield
lighting). The OFA is centered on the runway, extending out in accordance to the critical aircraft
design category utilizing the runway. For ARC D-III aircraft, the FAA calls for the OFA to be 800
feet wide (centered on the runway), extending 1,000 feet beyond each runway end. Runway 7-25
currently does not meet OFA standards as there are obstructions in the 1,000 feet beyond each
runway end, and a six foot high sea wall on the south side of the airport running parallel with the
runway also penetrates the OFA.

5.4.3

Approach Surfaces and Runway Protection Zones


The approach surface and the runway protection zone are important elements in the design of
runways that help insure the safe operations of aircraft. A brief description of these two areas is
as follows:

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

Amata Kabua International Airport Master Plan FINAL


runway protection zone to insure compliance with the above. The required size of the runway
protection zone is shown in Table 6-5.

RPZ

Approach

5.5

Table 5-7. Runway Protection Zone


Runway Protection Zone
Runway End
7
Approach Category
D
Visibility Minimums
Greater Than 1 Mile
Length L
1,700 feet
Inner Width W1
500 feet
Outer Width W2
1,010 feet
Acres
29.5
Length
10,000 feet
Inner Width
500 feet
Outer Width
4,000 feet
Slope (H=Horiz.,
34:1
V+vert.)

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

Table 5-8. Taxiway Requirements


CENTERLINE TO
REQUIRED WIDTH
EDGE
(FEET)
(FEET)
Group III
Aircraft

Group IV
Aircraft

Group III
Aircraft

Group IV
Aircraft

Pavement width

50

75

25

37.5

Shoulder width

20

25

45

62.5

Safety area width


Taxiway object
free area width
Taxi lane object
free area width

118

171

59

85.5

186

259

93

129.5

162

225

81

112.5

Source: FAA AC 150/5300-13

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

Amata Kabua International Airport Master Plan FINAL


taxiways are sufficient for operations at Amata Kabua International Airport. Due to the limited land
available at the airport, there are no plans for parallel taxiways or additional stub taxiways.
a) Taxiway Safety Areas.
The taxiway safety area is centered on the taxiway centerline. The safety area must be free
from any above ground objects with exception of approved objects fixed by their function.
These include taxiway and runway lights and guidance signs as well as navigational aids.
These objects have frangible bases to prevent damage to aircraft that might accidentally
encounter them. The required safety area width for the taxiway depends on the aircraft that
use the taxiways. These widths are discussed below. At Amata Kabua International Airport
the apron begins at the edge of the runway safety area. Therefore the entire taxiway safety
area overlaps the runway safety area and the available width exceeds the taxiway
requirements. It is recommended that the airport maintain the maximum width discussed
below to be free from any obstructions.
Due to the limited availability at AKIA the Runway Holding Potion lines for both taxiways do
not meet FAA criteria. The existing lines are at 93 feet from centerline.
1) The required width for Group III aircraft is 118 feet (36m). Group III aircraft are
aircraft having wingspans from 79 feet (24m) up to but not including 118 feet (36m).
The Boeing 737-800 aircraft is a Group III aircraft.
2) The required width for Group IV aircraft is 171 feet (52m). Group IV aircraft are those
having wingspans from 118 feet (36m) up to but not including 171 feet (52m). The B757 and B-767 are Group IV aircraft.
b) Taxiway Obstacle Free Areas.
There are two criteria that might apply to this taxiway. The taxiway object free area criteria
require larger clearances than the taxi lane criteria. Taxi lane criteria are intended to apply to
areas where the pilots are aware of limitations and are exercising greater care in
maneuvering the aircraft. The taxiways at the Amata Kabua International Airport overlap the
runway safety area and therefore are free of objects at this time. Since there are no objects
within this area, the taxiway object free area width will be used.
1) The required obstacle free area width for Group III aircraft is 186 feet (57m).

5 - 14

Amata Kabua International Airport Master Plan FINAL


2) The required obstacle free area width for Group IV aircraft is 259 feet (79m).
5.6

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

airline baggage and cargo vehicles.

An underground fueling system is installed in both

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.

Aircraft parking and

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

Amata Kabua International Airport Master Plan FINAL


larger clearances than the taxi lane criteria. Taxi lane criteria are intended to apply to areas
where the pilots are aware of limitations and are exercising greater care in maneuvering the
aircraft. Taxi lane criterion applies to the apron. Due to the limited land available, these
criteria are not met at this airport on the road and terminal building sides.

Careful

maneuvering and parking of aircraft achieve safe clearances.

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).

c) Apron Wingtip Clearances


These criteria may be used for specific aircraft in specific locations.

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

AIRFIELD MARKINGS, LIGHTING AND SIGNAGE REQUIREMENTS

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:

Marking colors (runway marking is white)

Runway centerline marking

Designation marking (runway end identity)

Threshold marking

Fixed distance marking (to inform pilot of remaining available pavement)

Holding position markings (for taxiway/runway intersections)

5 - 16

Amata Kabua International Airport Master Plan FINAL

Touchdown zone markings (an aiming point usually 1,000 feet from the landing
threshold)

Side stripes (edge of runway)

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:

Marking colors (taxiway marking is yellow)

Taxiway centerline marking

Taxiway edge marking

Holding position markings (at runway intersection)

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

Amata Kabua International Airport Master Plan FINAL


5.7.3

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:

Mandatory instruction signs (intersections and critical areas)

Information signs

Runway distance remaining 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

NAVIGATIONAL AND APPROACH AIDS


Airport and runway navigational aids are based on FAA recommendations, as defined in
DOT/FAA Handbook 7031.2B, Airway Planning Standard Number One, and FAA Advisory
Circular 150/5300-2D, Airport Design Standards-Site Requirements for Terminal Navigation
Facilities. Navigational aids provide two primary services to airport operations: precision guidance
to a specific runway and/or non-precision guidance to a runway or the airport itself. The basic
difference between a precision and non-precision navigational aid is that the former provides
electronic descent, alignment (course), and position guidance, while the non-precision
navigational aid provides only alignment and position location information; no elevation
information is given. The necessity of such equipment is usually determined by design standards
predicated on safety considerations and operational needs.
Enroute and terminal navigational aids help increase the overall airport and airway systems for
VFR pilots, IFR pilots and the general public through increased communication and in controlled
aircraft separations. Typical enroute instrument aids include Non-directional Radio Beacons
(NDB), Very High Frequency Omni-directional Range (VOR), and Distance Measuring Equipment
(DME). Typical terminal area visual aids include Visual Approach Slope Indicators (VASI),
Precision Approach Path Indicators (PAPI) and Runway End Indicator Lights (REIL).
The lack of visual and navigational aids at an airfield can limit the airports ability to accommodate
aircraft operations during periods of darkness and poor visibility associated with inclement

5 - 18

Amata Kabua International Airport Master Plan FINAL


weather. For this reason, an analysis of both visual aids (VISAIDs) and electronic navigational
aids (NAVAIDs) is an important part of an airports expansion planning.
a) Visual Aids (VISAIDS) to Navigation:
The current visual aids at Amata Kabua International Airport include:

Runway End Identifier Lights (REIL) for both runways 7 and 25

Precision Approach Path Indicator (PAPI) for both runways 7 and 25

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

Amata Kabua International Airport Master Plan FINAL


CHAPTER 6:

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

Airfield Electrical Systems Responsibilities


Responsibilities for electrical systems associated with airfields operations are divided between
the Republic of Marshall Islands (RMI) and the U.S. Federal Aviation Administration (FAA). FAA
systems are beyond the scope of work for maintenance planning purposes.

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

Precision Approach Path Indicator (PAPI)

Non-Directional Beacon (NDB)

Distance Measuring Equipment (DME)

Runway End Identifier Lights (REIL)

AFIS Radio and Antenna

NDB/DME Antenna Tower

FAA power vault located near the Main Terminal Building utility structure supporting
the PAPI and REIL power supplies including:
1) Engine-generator set
2)

Automatic transfer / isolation-bypass switches

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

Amata Kabua International Airport Master Plan FINAL

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

Amata Kabua International Airport Master Plan FINAL


The engine-generator set in the New Power Vault backfeeds the Old Power Vault to energize
airfield electrical systems in the event of a utility power outage. However, this emergency power
supply does not pickup airfield electrical loads immediately. Instead, the engine-generator set
within the FAA power vault is used to energize airfield electrical systems for 15 minutes. The RMI
engine-generator is used for utility power outages for durations longer than 15 minutes.
The RMI emergency generator set within the New Power Vault has a skid-base mounted daytank.
This daytank is replenished from an aboveground main fuel tank located adjacent to the vault.
The main fuel tank has a capacity of 1000 gallons.
Lightning protection system exists for only the New Power Vault. The system consists of rooftop
air terminals connected to a grounding ring buried around the exterior walls of the vault structure.
6.1.3

Main Terminal Building Electrical Systems


a) Incoming Power Service
208Y/120 volts, 3 phase, 4 wire secondary distribution voltage feeders originate in the
distribution switchboard of the New Power Vault to energize the Main Terminal Building.
Feeders routed underground to electric closets and power panels within the Main Terminal
Building. It is noted that the multiple points of entry for feeders energizing different parts of
the Main Terminal Building results in a serious electrical code violation.
b) Emergency Power Supply
Emergency power is supplied from the generator within the New Power Vault. The generator
supports all loads within the vault, including the switchboard that supplies power to the Main
Terminal Building. The transfer to emergency power is automatic.

6.1.4

ARFF Electrical Systems


a) Incoming Power Service
Incoming power from Marshalls Energy Company (MEC) is delivered at 13.8 kV, 3 phase
from the underground utility distribution system routed on the public roadway fronting the
ARFF compound via underground ductlines to a pad-mounted service transformer located
within the compound.

6-3

Amata Kabua International Airport Master Plan FINAL


Two (2) MEC secondary meters are used for billings. Meters are mounted within the ARFF
main electrical room at service entry point from the pad mounted transformer. 400:5A current
transformers are used by one meter to monitor electrical consumption of the ARFF building.
The current transformers monitor each phase of the secondary service entrance feeder cable
set.

Direct reading 100A meter is used to record electrical consumption by panel P

associated with the domestic water supply to the ARFF.


A pad-mounted 300 kVA service transformer used to step down from 13.8 kV to the
208Y/120 volts, 3 phase, 4 wire secondary distribution voltage. The service transformer is of
US manufacture.
MEC historical metering data for ARFF operations is not yet available.
b) Emergency Power Supply
Emergency power is supplied by an engine-generator set. The engine-generator set has a
standby rating of 200 kW, 208Y/120 volts, 3 phase, 4-wire, 0.8 Power Factor. The output
from the engine-generator set is protected by a 3P800A main circuit breaker that delivers
power to an automatic transfer switch (ATS) located within the main electrical room of the
ARFF and a second ATS that supplies Panel P. The generator set is housed within standalone weatherproof enclosure located adjacent to the service transformer.

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

Amata Kabua International Airport Master Plan FINAL


Output power from the ARFF ATS is routed to a Main Distribution Panel located adjacent to
the ATS within the main electrical room of the ARFF.
The Main Distribution Panel utilizes circuit breakers to energize power panels and other
significant loads of the ARFF facility.
6.2

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

POTABLE WATER / SANITARY SYSTEM / STORM WATER SYSTEM

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

Amata Kabua International Airport Master Plan FINAL


consisting of lavatories (8 each), kitchen/janitor/service sinks (2 each), water closets with tank
storage (12 each), and urinals (6 each). Water heating is not provided for general use within
the Main Terminal Building. Food concession uses water heating for sanitation. Two (2)
water storage tanks are used to store water for use within the Main Terminal Building.

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

Storm Water System


a) Runway Drainage Systems.
Surface drainage is by sheet flow essentially perpendicular to the centerline of the runway.
The safety area is used to collect water for use by the island. There are underground pipes
and vents in the safety area surface pavement. These vents allow air to move in and out in
response to the rising and falling tides. On the north side, the paving extends to the fence at
the edge of the safety area. However, it does not extend the full length of the safety area and
some portions are unpaved and require mowing. On the south side, the paved inner portion
slopes to a drain swale to collect water. There are also overflow drains provided to control
the buildup of surface water on the safety area.
b) Taxiway Drainage Systems
The taxiway pavements, safety areas and obstacle free areas overlap the runway safety

6-6

Amata Kabua International Airport Master Plan FINAL


area. The drainage discussed for that safety area is applicable to the taxiways.
c) Apron Drainage Systems
Drainage is by sheet flow to the north and south sides. There is an underground drainage
pipe system that collects water from the oval area between the apron and runway and the
two taxiways. This inlet allows water to flow either towards the ocean or towards the apron.
The pipe flowing northward traverses between the two concrete hardstands and then to an
oil-water separator. After leaving the oil-water separator, the water flows out into the lagoon.
Slot drains intercept the water from the concrete aprons. These slot drains are located on
both the north and south sides of each concrete hardstand. The water from these slot drains
is directed into the section of the pipeline discussed above that flows northward towards the
oil-water separator.
6.4

AIRCRAFT FUELING SYSTEM

The fueling system is operated and maintained by Mobile.

The aircraft are serviced by an

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

concrete parking aprons.


6.5

REMEDIAL WORK REQUIRED


a) Old Power Vault
When the new power vault is built, the old power vault needs to be deactivated and all
functions transferred to the new vault. The old vault needs to be demolished as it has many
safety code violations. The vault does not have a door and is exposed to the weather. Also
there is no code required access for maintenance and the equipment is old and unreliable.
b) Airfield Electrical System
Currently in the event of the power outage, the airfield electrical system uses the enginegenerator set within the FAA power vault to maintain power for the first 15 minutes and then
transfers to the RMIPA power vault. The airfield electrical system is the responsibility of the

6-7

Amata Kabua International Airport Master Plan FINAL


RMI and should be reconnected to the RMIPA vault, so that power is not transferred during
elongated power outages.
c) Terminal Building
Chapter 4 Demand Capacity recommends that a Terminal Study be done to improve the
overall safety, security and functionality of the terminal. The terminal building has many code
violations. These code violations should also be included in the Terminal Study as they may
have an effect on the studies recommendations. In any case, the code violations need to be
addressed.
6.6

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.

In regard to the road, the easements were granted by the

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

Amata Kabua International Airport Master Plan FINAL


Authority is paying remains at issue.

Although, from the layman's perspective, Ports

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.

Section 1 of the Master Ground Lease

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.

The water catchment system uses approximately 30 acres of

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

Amata Kabua International Airport Master Plan FINAL


via sustainable/renewable sources) and the demand side (increasing energy efficiency of
facilities) and would provide clear options for grant funding.
Energy Conservation
Energy conservation would help reduce the overall cost of running a terminal building.
Airport management must be aware to operational practices and make sure that the
energy being used is required and not obsessive. The following are low cost effective
ways to reduce energy consumption:

Lighting using efficient fixtures and ballasts. Using occupancy sensors when
appropriate, as well as the use of automatic daylight dimming controls.

Daylighting dimming controls that respond to daylight by reducing the wattage


used to power the lighting.

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.

Specialized sealant liquids and specialized

urinal traps are used to prevent odor.

Prudent Landscaping The use of plants that need little water to survive.

6 - 10

Amata Kabua International Airport Master Plan FINAL


CHAPTER 7:
7.1

LAND USE PLAN

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

requirements for airport development over the next 20 years.


Unlike most airport master plans that look at airport compatible land use and ways to minimize
the number of people exposed to frequent and/or high levels of airport noise or high cumulative
noise levels, this chapter does not analyze the effect of noise level on the surrounding land use.
With the limited number of scheduled and unscheduled operations per day at Amata Kabua
International Airport, the noise level produced at the airport is considered negligible.
This chapter will examine the physical setting, existing land use, potential aviation related uses
for airports lands and discuss the potential need to expand airport property. The overlying theme
throughout the development of various land use planning elements is that these proposed
improvements need to be aviation related, revenue producing, and financially self-sustaining to
the extent that third party developers are encouraged to invest capital for the proposed
developments.
7.2

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

Amata Kabua International Airport Master Plan FINAL

Figure 7-1. Aerial View of Amata Kabua International Airport


7.2.1

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

Lot
L
otA
L
otB
L
otC
L
otD
L
otE
L
otF
L
otG
L
otH
L
otI
L
otJ

Name
Ki
ni
l
ok
e
Na
k
a
n
Ka
t
oj
Mona
j
er
e
Nei
obwe
Monk
ono
Moj
enk
a
n
Monk
i
eb
E
j
ea
n
J
ei
k

Ar
ea(
HA) Ar
ea(
AC)
2.
7231
6.
7287
4.
9939
12.
3398
6.
6156
16.
3469
8.
5451
21.
1147
7.
1659
17.
7067
2.
2594
5.
5829
1.
5681
3.
8747
1.
2742
3.
1485
2.
5131
6.
2098
3.
4096
8.
425

Lot
Name
L
otK Komi
a
l
L
otL
1 J
a
bonba
r
L
otL
2 J
a
bonba
r
L
otM1 Ma
r
L
otM2 Ma
r
L
otO Nuwe
L
otP L
ok
ej
ba
r
L
otQ L
ok
ej
ba
r
L
otR Nuwe

Ar
ea(
HA) Ar
ea(
AC)
1.
2425
3.
0702
1.
9334
4.
7774
1.
0166
2.
5120
5.
2394
12.
9464
0.
0274
0.
6773
8.
3003
20.
5098
1.
0036
2.
4799
0.
1521
0.
3758
0.
0214
0.
0529

M2
L
2
O

M1

L
1

H G

C
B

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

NOTTOSCALE

LADPr
oj
ect#08110060000

PROPERTYMAP

FI
G72

Amata Kabua International Airport Master Plan FINAL


In the past there has been a debate on where private property and public property begins in the
lagoon. The RMI Nitijela has passed legislation that delineates where private property and public
property in the lagoon meet: 9MIRC Ch. 1, 103, provides that all marine areas below the
ordinary high watermark belong to the government. The law also recognizes fishing rights and
the right to erect fishing traps in areas traditionally used for fishing to the extent the depth of the
water does not exceed four feet at mean low tide. It also recognizes the right of: (1) That portion
of the law established during the Japanese administration of the area which is now the Republic,
that all marine areas below the ordinary high watermark belong to the government, is hereby
confirmed as part of the law of the Republic, with the following exceptions:
Such rights in fish weirs or traps (including both types erected in shallow water or falling
from trees located on the abutting land, and such fishing rights on, and in waters where
the general depth of water does not exceed four feet at mean low water. It also
recognizes the right of landowners of land abutting the lagoon or oceanside to fill the
adjacent area and to assert ownership of such fill land insofar as they obtain the prior
consent of the Chief Secretary.
Also, Section 101A Definitions of the Public Lands and Resources (Reclamation Amendment)
Act, 2008, states: Unless the context otherwise requires,
(a)

"Adjoining lands" refer to the lands adjacent, abutting or connected to, and, or share

a land boundary with the reclaimed lands.


(b) "Land-fill" means any new land created in the manner described in paragraph (c)
below and includes lands reclaimed from in-land ponds and lakes.
(c)

"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

Amata Kabua International Airport Master Plan FINAL


by the government, or by any other person, corporation or other legal entity, for any
purpose whatsoever, shall vest in the owners of the adjoining lands.
7.3

EXISTING LAND USE


All leased land by the RMI Port Authority at the airport location is used for the airport. There are
no businesses or homes near the airport. The airport runway also serves as a water catchment
for drinking water for Majuro. There is an extra wide concrete basin running along the northern
side of the runway serving that purpose. The water is provided to Majuro by the Majuro Water
and Sewer Company (MWSC). The MWSC and Majuro Electric Company (MEC) are managed
jointly and supervised by MEC. Water is collected by MWSC from the airport runway and stored
in a 30 million gallon ground tank near the east end of the airport. Water is pumped to the
eastern Majuro island business and residential center three days per week, where 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.

7.4

COMPATIBLE LAND USE


When looking at airport compatible land use, the major concern is that developments on, near or
around the airport comply with accepted restrictions on location, height, and activities that provide
for safe aircraft movement and airport operations. Particular areas near airports are vulnerable to
various levels of accident potential.

Identifying and protecting these specific areas through

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

Amata Kabua International Airport Master Plan FINAL


operations, areas needed for anticipated facility growth, airport-related industry and commercial
operations and airport-related industrial, commercial or recreational activities.
Safety issues are a primary area of concern with compatible land uses. Areas around the airport
should be free of development that could pose a hazard to pilots operating aircraft in the airport
environments. Four primary characteristics of land use that reflect safety related issues are:

High Concentrations of People

Height Obstructions

Visual Obstructions

Wildlife and Bird Attractants

Amata Kabua International Airport has or is currently addressing these four primary areas of
concern.
7.4.1

High Concentrations of People


High concentrations of people can be defined as the number of people within a particular land
area and is often measured by the number of people per unit of area.

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

Height and Visual Obstructions


An Obstruction Survey is currently under way at Amata Kabua International Airport in order to
update the existing FAA/NOAA database on terrain at and near the airport environment. This
data is routinely used to determine the minimum descent altitude (minimums) for published
instrument approaches into the airport. NOAA (US Federal Agency) was previously responsible
for data collection and providing obstruction surveys to the FAA. Under new guidelines, the FAA
has taken responsibility for the new obstruction surveys and has developed guidelines for the
survey. These guidelines include the need for aerial photography (photogrammetric) along with
land based survey efforts.

7-6

Amata Kabua International Airport Master Plan FINAL


Height restrictions are necessary to ensure that objects will not impair flight safety or decrease
the operational capability of the airport. Federal Aviation Regulation (FAR) Part 77 defines a
series of imaginary surfaces surrounding airports. Any objects or structure which would penetrate
any of these imaginary surfaces is considered by the FAA to be an obstruction to air navigation.
While an obstruction to air navigation may not necessarily be a hazard to air navigation, the FAA
presumes it to be and treats is as such until an FAA aeronautical study has determined that it
does not have a substantial adverse effect upon the safe and efficient use of navigable airspace
by aircraft.
Federal Aviation Regulations (FAR) Part 77 imaginary surfaces to determine height restrictions
for natural and man-made objects are as follows:
a) Primary Surface: A surface longitudinally centered along the runway, extending 200 feet
beyond each end of the paved runway and having a total width of 250 feet.
b) Horizontal Surface: A horizontal plane 150 feet above the established airport elevation,
the perimeter of which is constructed by scribing an arc 5,000 feet out from the center of
each end of the primary surface and connecting the arcs with tangents.
c) Conical Surface: A surface extending outward and upward from the periphery of the
horizontal surface at a slope of 20 to 1 for a horizontal distance of 4,000 feet.
d) Approach Surface: A surface longitudinally centered on the extended runway centerline,
extending outward and upward from each end of the primary surface at a slope of 20 to 1
for a length of 5,000 feet. The width of this surface starts the same as the Primary
Surface, 250 feet, and flares to 1,250 feet at 5,000 feet.
e) Transitional Surface: A surface extending outward and upward from the sides of the
primary surface and from the sides of the approach surfaces at a slope of 7 to 1.

Figure 7-3 shows the FAR Imaginary Surfaces.


Visual obstructions are obstructions that obscure pilot visibility and should be limited to facilitate
safe navigation. Visibility can be obscured by a number of items including: dust, glare, light
emissions, smoke, and steam. Amata Kabua International Airport management needs to make
sure that any activities that may cause issues with visibility are regulated and do not occur during
aircraft approaches and departures.

7-7

Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

F
I
GURE73.
F
AR77I
MAGI
NARYS
URF
ACE
S

T
RANS
I
T
I
ONALS
URF
ACE
PRI
MARYS
URF
ACE

CONI
CALS
URF
ACE
HORI
ZONT
ALS
URF
ACE
APPROACHS
URF
ACE

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT

Amata Kabua International Airport Master Plan FINAL


7.4.3

Wildlife and Bird Attractants


Bird strikes to aircraft have long been a hazard to aviation safety.

This issue is a growing

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.

This expanded RSA area is displayed on Figure 7-3, Land Use

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

Amata Kabua International Airport Master Plan FINAL


Island Airports, these runway distance remaining signs have been installed on both sides of
the runway in order to improve visibility for the flight crews that need to know how much
runway is remaining at any given time during the take-off and landing operations.

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.

A Corporate/GA aviation apron area is

displayed on Figure 7-4, Land Use Plan, and Terminal/Apron Area.

This expansion will

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

Amata Kabua International Airport Master Plan FINAL


f)

Central Security Facility/AOA Primary Access Point


Presently, there is a small security facility and access point located on the northwest corner
of the airfield. An expanded facility is recommended to include both a guard shack as well as
administrative office support area. Its location is shown on Figure 7-4, Land Use Plan, and
Terminal/Apron Area. It is recommended that this be the primary AOA access point for
service vehicles, airport maintenance vehicles, etc., although there will remain other
secondary AOA access points provided along the north ramp area.

g) Multi Use Cargo Facility


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 central security facility. This location
has the benefit of having airside/apron access, as well as a non-AOA frontage area that will
serve as public access to cargo deliveries and arrivals. The facilitys location is shown on
Figure 7-4 Land Use Plan, Terminal/Apron Area.

The facility is intended to be of the size

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)

AOA Access Road


With the development of the airside areas and facilities identified herein, it is important to
highlight the need for an AOA access road that would help to organize vehicle traffic near the
ramp/apron areas and provide organized access to all facilities requiring an AOA access
component. This proposed airside access road is illustrated on Figure 7-4 Land Use Plan,
Terminal/Apron Area.

7 - 11

Amata Kabua International Airport Master Plan FINAL


7.4.5

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 need for additional land area

The feasibility of using reclaimed land for the needed land area

Minimizing the amount of reclaimed land needed in order to control construction


costs

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

Amata Kabua International Airport Master Plan FINAL


meaningful lift for the local economy, it is recommended that grant funding be sought to the
maximum extent possible, be that FAA ACIP funding or other source(s).
b) Outdoor Observation Area
A landscaped outdoor area near the proposed terminal complex and vehicle parking area is
recommended to provide the residents an area to observe the aircraft arrival and continue the
traditional meet and greet process that has been ongoing for many years. This area will
provide residents with a safe, secure area to await their family members, business contacts,
and other arrivals to Majuro.
c) Vehicle Parking Lot
A new vehicle parking lot area, with area lighting, is recommended to support the new
terminal complex. This vehicle lot area will provide parking spaces for 75 vehicles, and be
located adjacent to and east of the proposed terminal complex site. See Figure 7-4 Land
Use Plan, Terminal/Apron Area.
d) New Public Highway (around terminal/airside service complex)
The area of reclaimed land on the north side of the airfield will enable many of the facilities
already discussed to be properly sited and give the airport the primary and ancillary facilities
needed to sustain future operations.

The development of this area, and the reclaimed land

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

Amata Kabua International Airport Master Plan FINAL


land area to be effective. The area designated for a solar array, is shown on Figure 7-3 Land
Use Plan Overview.
f)

ARFF Boat Ramps (ocean side & lagoon side)


As an integral part of a water safety rescue operation, a vessel housed at the ARFF facility
requires quick access to the water, both the lagoon side and the ocean side. Figure 7-3 Land
Use Plan Overview shows recommended locations of rescue boat ramps for both the ocean
and lagoon sides.

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

Tour and Commerce Complex


In the development of this land use plan for the airport, it is important to consider revenue
producing entities for the airport that are viable for the economy and tourism promotion. The
Marshall Islands Visitor Association (MIVA) and RMI Port Authority officials were part of the team
that considered a variety of tourism related entities that could be sited in the airport environment
with the concept that these facilities would be attractive to a third party developer. As noted
previously, the land reclamation project would need to precede these recommended tourism
oriented developments which are briefly discussed below, for the concept to remain economically
attractive to a third party developer.
The tour and commerce complex has three main components which are illustrated on Figure 7-3
Land Use Plan Overview:

Water/Tour Activities & Shops

Small Boat Marina

Restaurant/Bar

a) Water Activities Shops

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

Amata Kabua International Airport Master Plan FINAL


fashion. The tour and commerce complex should be visible from the airports terminal
complex area and is intended to pique the interest of the arriving traveler.

Water Taxi to Majuro Hotels/Resorts


The water taxi provides the traveler with the unique experience of getting to their hotel
via water instead of van, taxi, or rental car. It will also serve to provide the traveler with
information on other tourism related activities that can be enjoyed while in Majuro.

Sunset Dinner Cruise


This dinner cruise is a popular tourist activity in tropical locations. The lagoon makes
for an ideal venue for such a tourism related operation.

Outer Island Overnight Trips


The outer islands of the Marshall Islands offer an idyllic and serene getaway that could
become a niche market for tourism entrepreneurs.

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.

b) Small Boat Marina


This small boat marina could be located between the water activities shops and the
restaurant/bar operation on the area of reclaimed land north of the airside. This marina could
berth commercial operators (water taxi, sailing professionals, fishing tours) as well as yachts,
both transient and Majuro based. A small breakwater is shown on Figure 7-3, Land Use
Overview, as the lagoon is large enough that wind waves of surprising scale and power are
generated by winds blowing over the lagoon waters surface.
c) Restaurant/Bar
This location would have a tremendous view, and would support the tourism center, small
boat marina, as well as local residents and tourists.
7.4.7

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

Amata Kabua International Airport Master Plan FINAL


serious consideration be given to the design and construction of a new terminal building to
replace this aging structure.
Due to the land constraints at the airport and the need to maintain operations through any
construction, it is recommended that a new site be selected for the new terminal complex. This
site is shown on Figure 7-4 Land Use Plan Terminal/Apron Area. The new site and terminal
layout wrap around the north east corner of the aircraft apron and allow operations to continue at
the existing terminal for the interim construction period.
A suggested schematic layout of the terminal is shown on Figure 4-1, Proposed Terminal Building
Layout. The terminal is comprised of three main wings:
a) Arrivals wing
b) Departure wing
c) Central wing housing the following:

Passenger ticketing

Passenger security

Passport control

Passenger hold room

Baggage makeup

Concessionaires including caf, bar, bank, handicrafts, etc.

Seating/Gathering area (non-sterile)

Air Marshall Islands operations including check in, etc.

Airline Office and Public Ticket Office

Outdoor observation area

It is recommended that the terminal be a single level structure, with the overall footprint as shown
in Figure 7-4.

In order to maximize operational efficiency, provide the most functions, and

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

(
01)NewPa
s
s
enger
T
er
mi
na
l
Bui
l
di
ng
(
02)NewPa
r
k
i
ngAr
ea
(
03)Cent
r
a
l
S
ec
ur
i
t
yF
a
c
i
l
i
t
y/AOAAc
c
es
s
(
04)NewMul
t
i
Us
eCa
r
goF
a
c
i
l
i
t
y
(
05)Out
doorObs
er
v
a
t
i
onAr
ea
(
06)E
x
t
endedRunwa
yS
a
f
et
yAr
ea
(
07)NewS
ec
ur
i
t
yF
enc
e
(
08)Wor
k
s
hop/Ma
i
nt
ena
nc
eY
a
r
d
(
09)Di
s
t
a
nc
eRema
i
ni
ngS
i
gns
(
10)Wa
t
erAc
t
i
v
i
t
i
esS
hops

(
11)Res
t
a
ur
a
nt/Ba
r
(
12)Ma
r
i
na
(
13)Br
ea
kWa
t
er
(
14)NewARF
FBui
l
di
ng
(
15)L
a
goonBoa
tRa
mp
(
16)Oc
ea
nBoa
tRa
mp
(
17)Ar
eaRes
er
v
ef
orS
ol
a
rAr
r
a
y
(
18)Cor
p/
GAApr
onE
x
t
ens
i
on
(
19)Cor
p/
GAHa
nga
r
(
20)F
uel
F
a
r
m

L
a
ndRec
l
a
ma
t
i
on

S
eeF
i
gur
e75.
L
a
ndUs
ePl
a
n-L
a
nds
i
de

13
15

L
a
ndRec
l
a
ma
t
i
on

08

04

12
14

11

17

10

20 19
18

03
01

06

02
05
06

09
07

16

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

NOTTOSCALE

LADPr
oj
ect#08110060000

LANDUSEPLANOVERVI
EW

FI
G74

(
01)NewPa
s
s
enger
T
er
mi
na
l
Bui
l
di
ng
(
02)NewPa
r
k
i
ngAr
ea
(
03)Cent
r
a
l
S
ec
ur
i
t
yF
a
c
i
l
i
t
y/AOAAc
c
es
s
(
04)NewMul
t
i
Us
eCa
r
goF
a
c
i
l
i
t
y
(
05)Wor
k
s
hop/Ma
i
nt
ena
nc
eY
a
r
d
(
06)Cor
por
a
t
e/GAHa
nga
r
(
07)Cor
por
a
t
e/GAApr
onE
x
t
ens
i
on
(
08)Out
doorObs
er
v
a
t
i
onAr
ea

(
09)E
x
t
endedRunwa
yS
a
f
et
yAr
ea
(
10)Repa
v
eE
x
i
s
t
i
ngRoa
d
(
11)Demol
i
s
hE
x
i
s
t
i
ngS
t
r
uc
t
ur
es
(
12)NewRoa
d
(
13)L
a
ndRec
l
a
ma
t
i
on
(
14)S
ec
ur
i
t
yGa
t
e
(
15)Per
i
met
erF
enc
e
(
16)F
uel
F
a
r
m

12
13
05

12
13

04

14

03

02
01

10

14
06

11

16

12
07

08
15

15

15
09

15

AMAT
AKABUAI
NT
E
RNAT
I
ONALAI
RPORT
Ma
j
ur
o,
Republ
i
coft
heMa
r
s
ha
l
l
I
s
l
a
nds

NOTTOSCALE

LADPr
oj
ect#08110060000

LANDUSEPLAN-LANDSI
DE

FI
G75

Amata Kabua International Airport Master Plan FINAL


Chapter 8:

CAPITAL IMPROVEMENT PROGRAM/ FACILITIES REQUIREMENT PLAN

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.

Improve the compatibility of airports with the surrounding communities.

Provide sufficient access to an airport for the majority of the population.

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

FACILITIES PHASING PLAN


The Capital Improvement Programming, including Phasing of Recommended Improvements are
shown in Table 8-1. The planning horizon for this master plan update is 20 years with 5, 10 and
20-year milestones shown below.

The phasing of projects assists the airport sponsor in

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

Amata Kabua International Airport Master Plan FINAL


Table 8-1. Facilities Phasing Plan
Phase

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.

The overall phasing and scheduling of

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.

This program, implemented by the FAA Airports Division, has helped

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.

Not included in this CIP list are the proposed

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

construction management. In addition, project costs will be required to be escalated to account


for future inflation in Phase 2 and Phase 3 projects.

8-2

Amata Kabua International Airport Master Plan FINAL


8.2

Phase 1 Development (2012 2016)


Phase 1 development consists of the following capital projects:

Runway Safety Area (east end)

Airfield Perimeter Fence (ocean side)

Shoreline Protection

New Terminal Building including Land Reclamation

Water Rescue Capital Improvements

Runway Distance Remaining Signs (internally illuminated)

LED Lighting Upgrade

GPS Precision Approach

Remove/Mitigate Obstructions: Approach and Airfield Environment

Runway Seal Coat and Airfield Marking Upgrade


Table 8-2. Capital Improvement Program Phase 1 (2012-2016)
Projects
Cost (US Dollars)

Runway Safety Area (east end)

$6,500,000

Airfield Perimeter Fence (ocean side)

$975,000

Shoreline Protection

$9,100,000

New Terminal Building including Land Reclamation


Water Rescue Capital Improvements Boat Launch Ocean & Lagoon

$1,950,000

Runway Distance Remaining Signs

$520,000

LED Lighting Upgrade

$455,000

GPS Precision Approach

$520,000

Remove/Mitigate Obstructions: Approach and Airfield Environment

$130,000

Runway Seal Coat and Airfield Marking Upgrade


TOTAL
8.3

$26,000,000

$1,300,000
$47,450,000.00

Phase 2 Development (2017 2021)


Phase 2 development consists of the following capital projects:

Runway Seal Coat and Airfield Marking Upgrade

Cooperate/General Aviation Apron Expansion

Cooperate/General Aviation Hanger/Lounge

Multi Use Cargo Facility

New AOA Access Road

Airport Security Facility/AOA Access

Terminal Area Vehicle Parking Lot & Area Lighting

8-3

Amata Kabua International Airport Master Plan FINAL

Maintenance Workshop/Yard
Table 8-3. Capital Improvement Program Phase 2 (2017-2021)
Project

Cost (US Dollars)

Runway Seal Coat and Airfield Marking Upgrade

$1,450,000

Cooperate/General Aviation Apron Expansion

$4,350,000

Cooperate/General Aviation Hanger/Lounge

$725,000

Multi Use Cargo Facility

$1,087,500

New AOA Access Road

$2,175,000

Airport Security Facility/AOA Access

$435,000

Terminal Area Vehicle Parking Lot & Area Lighting

$1,305,000

Maintenance Workshop/Yard

$435,000
TOTAL

8.4

$11,962,500.00

Phase 3 Developments (2022 2031)


Phase 3 development consists of the following capital projects:

Runway Seal Coat and Airfield Marking Upgrades

Upgrades to Airfield Lighting & Signage

Runway Rehabilitation

ARFF Rehabilitation

Terminal Rehabilitation

Out Door Observation Area


Table 8-4. Capital Improvement Program - Phase 3 (2022-2031)
Projects

Cost (US Dollars)

Runway Seal Coat and Airfield Marking Upgrades

$1,750,000

Upgrades to Airfield Lighting & Signage

$2,625,000

Runway Rehabilitation

$70,000,000

ARFF Rehabilitation

$5,250,00

Terminal Rehabilitation

$3,500,000

Out Door Observation Area

$250,000
TOTAL

8-4

$78,130,250.00

Amata Kabua International Airport Master Plan FINAL


8.5

Capital Improvement Plan Total Cost (2012 -2031)


The following is a breakdown of the total cost of the Airport Capital Improvement Plan
Table 8-5. Capital Improvement Program Total Cost (2012-2031)
Phase

Cost (US Dollars)

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

Amata Kabua International Airport Master Plan FINAL


CHAPTER 9:

AIRPORT LAYOUT PLANS

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

You might also like