MPR Interim 3 Sam

Ministry of Communications East Indonesia Airports Project
Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008
THE GOVERNMENT OF THE REPUBLIC OF INDONESIA DIRECTORATE GENERAL OF CIVIL AVIATION MINISTRY OF COMMUNICATIONS
BAGIAN PROYEK PENGEMBANGAN BANDAR UDARA KAWASAN TIMUR INDONESIA East Indonesia Airports Project
PEKERJAAN JASA KONSULTANSI PEMBUATAN RANCANGAN TEKNIK TERINCI DAN PENGAWASAN KONSTRUKSI BANDAR UDARA DI PONTIANAK, SAMARINDA DAN SORONG
CONSULTING SERVICES FOR DETAILED DESIGN AND CONSTRUCTION SUPERVISION OF PONTIANAK, SAMARINDA AND SORONG AIRPORTS
SAMARINDA BARU AIRPORT MASTER PLAN REVIEW

INTERIM REPORT August 2000
SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA
DOCUMENT REVIEW
Version 1.0 2.0 3.0 4.0
Date 24-07-00 10-08-00 16-08-00 28-08-00
Description of evolution Draft 1 issue 2nd issue Revision for presentation on 30-08-00
st
Modifications -Corrections + Attachments Detailed corrections Detailed corrections
Document1 Version : 4.0
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DOCUMENT CIRCULATION
Copy NR
- DGAC - ASIAN DEVELOPMENT BANK - SOFREAVIA - SOFREAVIA Jakarta Representation Office - AEROPORTS DE PARIS - BCEOM - PT. DACREA AVIA - Project Office
.15 .1 .1 .1 .1 .1 .1 .4
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Table of Content
pages
1. 2. 3. 4.
INTRODUCTION EXISTING SITUATION TRAFFIC FORECAST PHASE 1 SHORT TERM 2008
1 1 2 3 3 7 17 17 20 22 23
4.1 AIRSIDE 4.2. LANDSIDE 5. PHASE 2 - MEDIUM TERM 2018
5.1. AIRSIDE 5.2. LANDSIDE 5.2. ULTIMATE EXTENSION (air side) ATTACHMENTS
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1.
INTRODUCTION
With about 550 airports and airstrips receiving some form of regular air service, Indonesia is heavily dependant on air transport for economic and social links among its constituent provinces, and between those provinces and other nations. Therefore, investment in the development of the national economy could well be retarded or misdirected unless sustained by an efficient air service network designed to support those investments.
The East Indonesia Airports Project (the Project) focuses on the upgrading of Pontianak, West Kalimantan and new airports at Samarinda, East Kalimantan, and Sorong, Irian Jaya. The upgrading of these airports is located in regions where economic and social development has been assigned high priority. That priority is evident in the projects of the Government of Indonesia for economic development, and in plans developed by trans-national alliances such as the BIMP-EAGA program.
In Samarinda, the construction of an adequate airport is essential to the development of East Kalimantan. Samarinda is not only the provincial capital, it is also the gateway to the intensive economic development taking place in its hinterland.
2.
EXISTING SITUATION ( see drawing attached )

As the existing SAMARINDA-TEMINDUNG Airport, located down town is not extendable and dangerous due to the fact that the site is entirely surrounded by housing complex, the decision has been taken to construct a new airport on a site located north east 25 km away from down town centre near the main road to Bontang. The new site is located in a hilly zone with some swamps occupying the low points. The altitude on the area acquired for the airport varies from 20 m the ( Low zones) to 45 m for highest points. There is no dwelling zone inside the present boundaries of airport and only a few houses around, mainly along the road to Bontang.
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3.
TRAFFIC FORECAST
The traffic forecast studied by the consultant gives the following data : Phase 1 - (2008 2012) short term Annual passenger traffic Annual cargo traffic Annual movements traffic Phase 2 (2012 2018) medium term Annual passenger traffic Annual cargo traffic Annual movements traffic = = = 751.300 11.000 t 19.800 = = = 249.000 2.000 t 12.500
The peak hour traffic shall be as follows Phase 1 2008 Movements = 8 (2 CN 235 + 2 commuters) Passengers = 140 (A +D) - no transit Aircraft occupancy ratio 70 % Phase 2 2018 Movements = 10 (2 B 737 400/169 seats 2 CN 235/44 seats + 1 commuter) Passengers = A + D = 608 (A +D) - no transit Aircraft occupancy ratio 70 %
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4.
PHASE 1 SHORT TERM. 2008 (SEE ATTACHED DRAWING)
4.1. AIRSIDE
4.1.1 Runway The reference aircraft for this phase 1 is the CN 235. According to the terms of reference of the phase 1, dimensions taken into account are : runway strip of 1 900 m x 300 m paved runway of 1 600 m x 30 m both ends provided with 30 x 60 blast pad surface and 90 x 30 stop way. The orientation of the runway will be 04 / 22. The runway shall be non precision instruments approach runway. Taking into account the phase 1 width of runway (30 m), the rapid extension (phase 2) of runway to accept B 737-400 (45 m wide) and the difficulties to increase runway width from 30 m to 45 m without disturbing the traffic, it seems wise to propose to adopt as soon as phase 1 such structure that could be easily upgraded to B 737-400 requirements.
4.1.2 Taxiways The terms of reference mention that three access/exit taxiways shall be provided (two taxiways 23 m wide and one 15 m wide). Taking into account the traffic forecast, it is clear that a maximum of two taxiways shall meet the traffic needs in Samarinda during first phase (and even after). More over a width of 18 m can be considered as sufficient for all planes up to the size of B 737-400. In case of extension in width, this can be done easily as two taxiways allow closing one during working periods for widening it. The third taxiway will not be very useful especially for first phase needs. On an other part the location of the two access/exit taxiways could improve in the future the access problems to aprons in case of heavy traffic and extension of apron surface. Four locations can be proposed according to the annexed drawing :
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- solution A is a curved taxiway from threshold 22 to the East corner of the apron, - solution B is a perpendicular exit taxiway located around 200 m from threshold 22, - solution C is a perpendicular exit taxiway located around 380 m from threshold 22, reaching the West corner of the apron phase 1, - solution D is a perpendicular exit taxiway located at around 850 m from threshold 22, continued by a parallel taxiway up to the West side of the apron, - solutions A and B are located over areas where normal soil foundation conditions are encountered, - solutions C and D are partially located over swampy areas. Taking in consideration the future development of the airport, it seems that the best choice is A and D as - A gives direct access to threshold 22 of runway (mostly to be used for take off). - D, though longer than others solutions, would : allow planes to clear runway sooner in particular after landing. be incorporated and/or serve ulterior apron extension (phase II and ultimate). It has to be mentioned that for D taxiway the final parallel section to runway has been located at 182.50 m to try to avoid as much as possible swampy zones where soil condition is bad, and corresponding to cat. E of ICAO standards. This results in an axis to axis distance of 204.50 m for first phase parallel D taxiway which shall be ulteriorely part of apron extension.
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4.1.3 Apron The phase 1 apron has been sized for 4 CN 235 and 5 CN 212 according to the terms of reference and the results of traffic forecasts. It seems that the linear solution is the most suitable one as : corresponding first phase surface is minimum, extension is easy to execute, adaptation to D solution for taxiway minimizes the corresponding surface of pavement. The pavement of the apron shall be designed according to the B 737-400 landing gear at full load (for the part located in front of the terminal and that could be used at a later stage of Phase 2 by the B 737-400 in nose-in or nose out position). This is particularly valid in case of concrete slab solution, as ulterior overlay is difficult to achieve, due to : the solution to be chosen (rigid or flexible), the evaluation of thickness overlay, the final cost, all measures to be taken for the connections with surrounding areas.
4.1.4 Fencing For safety and security reasons a peripheral fence will enclose the restricted area of the Airport. This fence shall respect all clearance constraints which have to be followed in such case. The length corresponding to first stage could be around 6 000 m long.
4.1.5 Peripheral road The peripheral road will have an approximate length of 5 000 m.
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4.1.6 Air navigation aids A VOR/DME shall be installed as an en route and approach guidance system. In addition high intensity edge and threshold lighting shall be provided as well as PAPIs at both ends.
4.1.7 Drainage The natural flow of surface water is from south-east to north east side, the general direction being perpendicular to the runway with several surface streams going towards the existing Karangmumus river flowing roughly parallel to the runway. Sub drainage and pipes under runway have to be envisaged in order to allow natural run off from hills surrounding the site to reach the above river. Protection of slopes of embankments shall have to be taken in account to avoid ulterior erosion problems. The designed elevation of runway shall be studied so that the pavement should not to be over flown at time of rainy season, but also as low as possible in order to have the minimum possible embankment over swampy zones to minimize load and ulterior settlements of runway strip.
4.2 LANDSIDE
4.2.1 Passenger terminal (see functional scheme attached)
AIRCRAFT SCENARIO
Departure
2 CN 235 and 2 commuters (6 seats) domestic flights with 70 % occupancy ratio Peak hour traffic = 70 passengers
Arrival
2 CN 235 and 2 commuters (6 seats) domestic flights with 70 % occupancy ratio Peak hour traffic = 70 passengers
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TERMINAL BUILDING
TRAFFIC FUNCTION Curbside Departure side length in m Arrival side length in m Total length in m Total surface in m2 nb of road lanes in front of terminal Public concourse Total surface in m2
9 17 27 134 4
251 N.B.: does not include surfaces for shops, toilets,

prayer room etc
Pax filter Total surface in m2 Security control Nb of unities Total surface with related premises in m2 Check in area Nb of check in counters total surface in m2 total surface with offices in m2 Hand baggage security control Nb of unities Total surface with related premises in m2 Departure immigration control Nb of unities Total surface with related premises in m2 Domestic gate lounge Total surface in m2 International gate lounge Total surface in m2 Domestic departure lounge Total surface in m2 International departure lounge Total surface in m2 Domestic gate control Nb of gates Total surface in m2 5
1 92
N.B.: 1 X-ray for oversized baggage included N.B.: no return filter included
3 83 95
N.B.:useful surface for conveyor belt included
1 80
0 0
161
N.B.: toilets, shops, prayer room not included
N.B.: toilets, shops, prayer room not included
2 20
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International gate control Nb of gates Total surface in m2 CIP lounge Total surface in m2 Baggage make up area Nb of devices Total surface in m2 Transfer lounge Nb of check in counters total surface in m2 total surface with offices in m2 Transfer baggage security control Nb of devices Total surface in m2 International breakdown and off-loading area Nb of devices Total surface in m2 Domestic breakdown and off-loading area Nb of devices Total surface in m2 International baggage claim area Nb of devices Total surface in m2 Domestic baggage claim area Nb of devices Total surface in m2 Mishandled baggage claim area Total surface in m2 Arrival concourse Total surface in m2 Visa deliverance area Nb of positions Total surface in m2 Arrival immigration control Nb of positions Total surface with related premises in m2 Quarantine filter
0 0
1 131
N.B.: 1 straight belt
0 0 0
0 0
0 0
1 151
N.B.: 1 straight belt N.B. no storage
0 0
1 144
N.B.: 1 straight belt with 11 m useful length
20
0 0
0 0
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Total surface in m2 Custom control area Nb of positions Total surface in m2 Toilets Total surface in m2 Prayer room
Public concourse Domestic departure lounge International departure lounge Total surface in m2
0 0 N.B.: offices and rooms related included, no return

filter included
70
12 0 0 12
OIC - Information desk Total surface in m2

Total useful area for traffic function in m2
12
1 379
COMMERCIAL FUNCTION Shops in public concourse Total surface in m2 Bar-cafeteria in public concourse Total surface in m2 Duty free on departure flow Total surface in m2 Duty free on arrival flow Total surface in m2 Shops on domestic departure flow Total surface in m2 Shops on domestic arrival flow Total surface in m2 Bar in international departure lounge Total surface in m2 Bar in domestic departure lounge Total surface in m2 Storages Total surface in m2 15
65
30
24
20
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Business lounge Total surface in m2 Total useful area for commercial function in m2
81
155
ADMINISTRATION FUNCTION
Total useful area for administration function in m2
276
TECHNICAL FUNCTION Total useful area for technical function in m2 69
TOTAL USEFUL SURFACE IN M 2 Total gross surface in m2
1 878 2 254
4.2.2 Access Roads and Car parks a.- Road network For the first phase the road network shall be as simple as possible in order to minimize the corresponding construction budget. However due to the distance between the main road and the passenger terminal, around 1 kilometre, the 7 500 m2 surface of road referred to in the terms of reference shall be exceeded. Starting from the round about the three following roads shall give access to the terminal facilities. - public road (loop) giving access to passenger terminal and cargo facility with service road extension towards RFS building and VVIP. - service road towards fuel farm - restricted access road towards Control Tower ,operational and administration buildings, maintenance and technical buildings and housing area.
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A non-paved access road shall reach receiver station and VOR facilities. An other non paved access road shall reach transmitter station
b.
Carparks Public Car Park Total number of car spaces Total area in m2 Rent car park Total number of car spaces Total area in m2 Bus park Total number of bus spaces Total area in m2 Taxi park reserve Total number of taxis needed Number of taxis along curb side Total number of car spaces Total area in m2 Total length for taxi reserve Public bus area Total number of spaces Total area in m2 Car park for employee in public area Total number of spaces for cars Total area in m2 for cars Total number of spaces for motorcycles Total area in m2 for motorcycles Car park for employee in restricted area Total number of spaces Total area in m2 Total area for carpark in m2 2 225
41 1025
8 200
0 0
8 2 6 160 51
1 140
24 600 37 370
4 100
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4.2.3 Cargo terminal No cargo terminal facility has been planned for phase 1. However an area has been reserved for such a building which shall be needed before phase II extension of runway length shall be completed. The B 737-400 to be used shall be able to carry cargo in order to reach max allowed payload to and from Samarinda. The location of the area is on the West side of the Terminal building, at the limit of the existing swampy zone. If the construction of a cargo terminal was decided during phase I, a surface of 500 m2 would be needed, based on a 4 t / m2 annual ratio. 4.2.4 Control Tower and Operation Building The Control Tower is planned to be combined with the Operation Building. The area with a special access road will include administration building and technical workshop and buildings including the power generator and a canteen. This solution could improve and ease security measures for these technical installations. The location is on good soil, to avoid stability problems, particularly for the control tower. The area is on the western part of the landside of the Airport. The separation from the Cargo building is justified by presence of a swampy area. The height of the control tower will be around 24 m, with the eye of the controller at 21 m above the main level. The surface of the Operation building including technical rooms, storage and offices will be around 200 m2.
4.2.5 Administration building As previously mentioned this building shall be located near the Control Tower and Operation Building with common road access, and possibility for improved security measures. The surface of the building shall be 600 m2 and the car park could be common with Control Tower and Operation Building.
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4.2.6 Met Station The Met Station will be close to the workshops and the power station, and will have the same access road. The area reserved for the Met Station, including the met yard, is around 3 000 m2.
4.2.7 Electrical / mechanical workshops and power generator These technical buildings as mentioned shall also be located not far from Control Tower and combined buildings, and shall be included in the same perimeter for improvement of security. Surface to be reserved as follows: - electrical/mechanical workshops for the buildings - power generator building 400 m2 300 m2
4.2.8 Airport maintenance building The airport maintenance building will be located between the terminal building and the Cargo area. In such a position, it will be close to the apron phase 1, and in a central position when the apron is expanded.
4.2.9 Airport rescue and fire fighting station This building shall be designed according to the needs of ICAO Category protection which depends on the level of traffic and maximum size of aircraft. In the case of Samarinda, taking into account the existing 3 vehicles in Temindung (1 ambulance, one heavy vehicle, one rapid intervention vehicle), it is safe to design the garage size for a minimum of 4 vehicle stands, with a possibility of further extension if the airport category has to be upgraded following the extension of runway and the possibility to operate heavier jet planes (B 737-400). The planned area is around 300 m2. The building shall be located between VVIP and passenger terminal directly on the apron is order to allow for easy intervention on apron taxiway and runway, as needed. Access to other parts of airport through road network on landside and front service road and/or service road shall also be easy. A water storage reservoir shall provide additional water supply for the fire fighting station (fire fighting storage).
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4.2.10 VVIP building The VVIP building will be located on the East side of the passenger terminal area, along the front service road. An area will be reserved for a later design of 200 m2 VVIP building surrounding adequate area including o parking for cars o landscaping o peripheral fence and access gate access to apron
4.2.11 Fuel farm Located on the East side of the terminal zone with direct access to - airport entrance round about through restricted service road avoiding to use access road to passenger terminal, - apron through a direct access road. The corresponding allocated area should be around 12 000 m2 for installation of adequate storage facilities (300 m3 minimum) and further possible extension of the capacity as traffic increases
4.2.12 Transmitter and receiver station The two areas corresponding to transmitter and receiver stations (the last one if really needed), will be located as far as possible one from the other. Access to receiver station will use the road going to the VOR site. Access to transmitter station will be possible from the main access road. Corresponding buildings of approximately 50 m2 will be designed and constructed on the site, if needed.
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4.2.13 Water treatment plant and water storage Due to the long distance to Samarinda, the airport shall have to develop its own water supply. This will be easy to achieve, as swampy areas are near terminal installations. The facility located as shown on the proposed master plan shall include deep well boring treatment unit storage facilities distribution network The needed storage capacity should be around 200 m3 with possible further extension to take in account the fact that the airport depends only on its own supply.
4.2.14 Sewage treatment plant It is proposed that a sewage treatment plant of the lagoon system with a minimum capacity of 100 m3 per day be designed with possible further extension as airport expands. Location will be on the West part of the Airport, set back from the other facilities.
4.2.15 Solid waste treatment area For this facility which is not planned in the first phase, a location has been reserved near sewage treatment plant in case of later implementation.
4.2.16 Staff housing The corresponding area will be reserved at the back of the terminal zone not far from the round about entrance. This location is central between the main access road, technical areas, and Terminal area.
4.2.15 Commercial development area related to Airport activities This area could accept non aeronautical activities, i.e.: commercial activities such as hotel, restaurant and shops.
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5.
PHASE 2 MEDIUM TERM 2018 ( see drawing attached )
5.1. AIRSIDE
5.1.1 Runway In the case of SAMARINDA the determination of the phase 2 runway length is important as it coincides with the possible use of a larger plane which would better suit with the main possible destination JAKARTA in terms of number of passenger. Such plane would be of the B 737 series and as for the two other airports (PONTIANAK and SORONG) the B 737-400 which is the largest plane (in terms of capacity) of the first part of the series (up to 500). Taking into account conditions (temperature, pressure, etc) prevailing at Samarinda, a minimum length of 2 000 m (400 m extension) has to be proposed in order to allow operate B 737-400 in good conditions (2000 km stage for minimum penalisation on pay load or maximum structural play load for possible domestic stages). But in the case of Samarinda a 500 m extension (total runway length 2 100 m) for phase 2 would : - allow B 737-400 to take of at full structural pay load for stages up to 1 500 km (enough to reach Jakarta), - have a low additional cost (100 x 45 m of pavement only), as any way it seems wise to carry out the phase II embankment on the whole swampy area in order to avoid partial works that could lead to differential settlements and other ulterior problems.
5.1.2 Exit taxiways The first phase has seen the implementation of two exit taxiways. - One at threshold 22 for direct access to runway when taking off westward. - One at 840 m from threshold 22 this latter combined with a partial parallel taxiway on 300 meters and allowing landing planes to clear the runway. o directly for small commuters (CN 235 and similar) o after U turn (and use of turning pad) for larger planes if needed (long landing for instance).
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In case the traffic increase requires a parallel taxiway, an additional intermediate exit could be planned on a zone where underlying soil conditions are met. This exit located at 1 600 m form threshold 22 could allow planes (B 737) to clear runway directly, increasing the number of possible movements per hour.
5.1.3 Parallel taxiway As mentioned previously, in case a full parallel taxiway would be needed. The axis of the taxiway would be 182.50 m away form axis of runway, being in accordance with ICAO Category E separation distance as in this case it is the most suitable location in order to minimize earth works and especially embankment over swampy zones. This taxiway could be limited in total length meeting with previous additional exit taxiway (1 600 m from threshold 22 ) and taking in account that most take off and landings shall use runway 22. Later and in case of ultimate extension of the runway to 2 400 m, the parallel taxiway could be also extended to reach threshold 04.
5.1.4 Apron According to traffic forecast for phase 2 apron has to be extended in order to be able to accept the following planes 4 B 737-400 4 CN 235 (or similar) 2 CN 212 (smaller commuter aircraft).
In order to be able to accept these planes the existing apron would be extended towards north east as much as allowed by the presence of swampy area. The necessary remaining surface would be found on the other side towards cargo terminal. The planes would be self manoeuvring. An additional surface of 15 000 m2 is necessary to come to the phase II configuration as it appears on corresponding drawing to reach the final dimension reserved on phase 1 master plan.
5.1.5 Fencing The peripheral fence shall be extended due to the extension of the runway and the construction of the parallel taxiway. The clearance constraints shall also be respected. The necessary length corresponding to this phase 2 extension could be around 2 000 linear metre.
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5.1.6 Peripheral road The same remark applies for perimeter road for which an additional 1 500 m should be necessary.
5.1.7 Drainage The extension of the drainage network shall be done on the same basis as for phase one. Design shall be easier as limited. to runway (same general features as phase one runway) to apron zone for which general network shall have already been taken in account for phase 1.
5.1.8 Air navigation aids It does not seem that additional aids have to be envisaged as VOR/DME installation is already part of phase one.
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5.2. LANDSIDE
5.2.1 Passenger terminal According to traffic forecast and peak hour scenario in particular, for phase II the traffic is due to increase by four times the initial one. This is the effect of operation of B 737400 which could be operated from Samarinda as soon as the runway has been extended to 2 100 m as proposed previously. The necessary corresponding increase 1 800 m2 x 3 = 5 400 m2 of usable surface. in surface shall be roughly
This surface has been reserved at stage of phase 1 master plan study. This extension remains possible on the surface available where underlying soil conditions still remain fair.
5.2.2 Access roads and car park The existing road network designed for phase 1 shall need only small improvements but the car park shall have to be extended in depth in order to meet the new needs in connection with the increased passenger traffic.
5.2.3 Cargo terminal The cargo traffic, planned to be low during first phase corresponding to CN 235 or equivalent plane possibilities shall increase to reach a little less than 12 000 tons at the end of the phase 2 period. An appropriate surface has been reserved at west end of landside with a cargo terminal including forwarders offices, 2 400 m2 for storage and operations, with corresponding road access and extension of front service road.
5.2.4 Technical Buildings No important increase shall be needed to phase 1 technical buildings (Control Tower, Operation and administration buildings). The other buildings for maintenance, workshops and power generator shall need adequate extensions in relation with the increase of the importance of runway and terminal.
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5.2.5 Airport rescue and fire fighting station The operation area having been designed at phase 1 stage in accordance with final needs, the only extension that could be needed is on the garage side where external space shall be made available to meet the requirements in number of vehicles according to ICAO specifications.
5.2.6 Fuel farm The initial allocated area of 12 000 m2 shall allow for the necessary increase of storage facilities for jet fuel in relation with the needs of B 737 direct flights towards JAVA in particular (SURABAYA and JAKARTA) but also possible flights towards BALI, PONTIANAK and MANADO. The corresponding appropriate volume would be around 1 000 m3.
5.2.7 Water treatment plant and storage, sewage treatment plant These facilities shall have to be increased according to the forecasted growth of the passenger traffic on the airport. The needs in line with the 2018 previsions shall have to be increased 3 times the initial possibilities.
5.2.8 Catering An area has been reserved for possible catering, close to the Operation building, along the extension of the apron and the front service road.
5.2.9 Hangars The hangars area will be located between the technical area (with the control tower) and the Terminal area, on a zone which is yet swampy. This zone will be filled up for the extension of the apron and can be used for construction.
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5.3. ULTIMATE EXTENSION (air side)

5.3.1 Runway The ultimate possible extension on the new site of SAMARINDA BARU Airport is 2 400 m. This length would if needed allow for operating larger airplanes if additional length would be needed. The extension in this case would be 300 m with corresponding possibility for the parallel taxiway in order to reach the new 04 threshold. 5.3.2 Apron The phase II Apron would be extended according to the needs of traffic and /or new planes operated from SAMARINDA. An increase in depth would be possible if needed (planes with body length longer than B 737 series.
5.3.3 Navaids ILS could be installed or / with GPS facilities.
5.3.4 Landside All the facilities of the landside can easily be expanded and their locations would remain the same.
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A T T A C H ME N T S
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ATTACHMENT LIST
1.- EXISTING FACILITIES 2.- LAYOUT PLAN PHASE I 3.- LAND SIDE LAYOUT PLAN PHASE I 4.- LAYOUT PLAN PHASE II AND ULTIMATE
5.- TERMINAL BUILDING FUNCTIONAL SCHEME
End of document
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MPR Interim 3 Sam

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Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

SAMARINDA BARU AIRPORT MASTER PLAN REVIEW

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Version 1.0 2.0 3.0 4.0

Date 24-07-00 10-08-00 16-08-00 28-08-00

Modifications -Corrections + Attachments Detailed corrections Detailed corrections

Document1 Version : 4.0

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

INTRODUCTION EXISTING SITUATION TRAFFIC FORECAST PHASE 1 SHORT TERM 2008

4.1 AIRSIDE 4.2. LANDSIDE 5. PHASE 2 - MEDIUM TERM 2018

Document1 Version : 4.0

page iii 28-08-00

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

EXISTING SITUATION ( see drawing attached )

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

PHASE 1 SHORT TERM. 2008 (SEE ATTACHED DRAWING)

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

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

N.B.:useful surface for conveyor belt included

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

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

Document1 Version : 4.0

SOFREAVIA In Association With AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

Ministry of Communications East Indonesia Airports Project

Master Plan Review - Interim Report - Samarinda Reference : 3AP1-Rp-008

N.B.: 1 straight belt

N.B.: 1 straight belt N.B. no storage

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