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The Construction of

1st December 1933
Page 53
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Which of the following most accurately describes the problem?

MUNICIPAL AERODROM

rrUE significance of the paper on "The Design and Construction of Municipal Aerodromes" which Mr. T. Lloyd Roberts, assistant engineer to Anglesey County Council, read on November 17 at the Public Works, Roads and Transport Congress, lies in its indication of municipal awakening to the importance of the aerodrome problem. The urgency of this matter has been repeatedly emphasized in The Commercica Motor, and is likely to be stressed by H.R.H. the Prince of Wales when he opens the conference of municipal delegates at the Mausion House, London, on December 8.

Mr. Lloyd Roberts undoubtedly interested his audience and gave many municipal men an impression of the care needed in selecting and preparing a laudingground site. The benefit of this is that, whilst they may not have made notes on the details of the problem, they must have realized, after hearing the paper read, that to secure advice and options on suitable land almost immediately is imperative in the case of every important municipality which has not already taken this step. At the opening of the paper the requirements of an aerodrome site are dealt with, and as these have already been explained in an illustrated article in this journal (October 6) it is not proposed now to reiterate even the main points. Mr. Lloyd Roberts emphasizes that the

purchase of surroundiug land may prove a profitable investment, for the establishment of a municipal aerodrome will enhance its value, whilst in the meantime it can be leased to farmers or allotment holders. lie explains, too, that no high buildings or obstructions should be built within a mile of the landing-ground boundary, and that the height of buildings may be restricted, in which case injuriously affected property owners will be compensated according to the provisions of the Laud Clauses (Consolidation) Act.

The Town and ,Country Planning Act, 1932, enables local authorities to include in townplanning schemes restrictions for buildings in the vicinity of aerodromes, subject to the owners right to compensation. The Air Navigation Act, 1920, empowers a municipality to borrow money, upon the security of the rates, for the acquisition of land intended for subsequent aerodrome development, whilst the Public Works Facilities Act, 1930, makes possible the compulsory acquisition of land, provided that the Minister of Health is satisfied that the work will aid the relief of unemployment.

The surfacing, preparing and seeding of a grass aerodrome and the construction of a concrete or tarmacadam apron are briefly dealt with, and it is when the author commences with the subject of buildings, their grouping

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and planning, that the technical aspects of aerodrome layout are first seriously entered upon.

• The necessary buildings for an intermediate and a terminal aerodrome are enumerated, aud four ways of disposing them in 'elation to the landing ground are briefly mentioned. Mr. Lloyd Roberts advocates one particular arrangement in which the buildings and approach road are within a 45-degree segment, the apex of which is at the centre of the landing ground. By limiting the angle to 45 degrees it is rendered unnecessary for any aeroplane to land or to take off at more than 22i degrees "off wind," which is considered satisfactory. The administration buildings are placed nearest the landing area, the control tower centrally on top of them.

For the comfort of fare-paying passengers a departure and an arrival shed are provided, one each side of the main building. Leading radially up to the main administration block is a road having two 16-ft. carriageways divided by a 20-ft. grass strip. Car parks are located near to the main building and the arrival and departure shed s. Hangars, w or kshops and stores are arranged along the approach road, those for commercial aircraft being on one side and those for private machines on the other side of the road.

T h e buildings serving private aeroplanes occupy less space, so that the fire station, motor garages, and other minor buildins are placed on the private-aircraft aide. The publicroad frontage on this side is "reserved for inchestries." There is ample space between the buildings f o r mananivring large aircraft, and although the plan suggests that all the uncovered portion of the segment is laid with concrete or tarmac apron, it could, of course, be turfed except before the administration building.

The idea of a wedge shaped intrusion of aerodrome buildings into the landing field has for long been favourably regarded by aerodrome architects and was referred to by Mr. Nigel Norman (chairman of Airwork, Ltd., and a partner in the firm of consultants, Messrs. Norman, Muntz and Dawbarn, of Heston) in his paper read on April 21, 1932, before the Royal Aeronautical Society. He also, on that occasion, spoke of one or more rows of buildings radially disposed with relation to the landing ground.

The single "wedge" of buildings which is the focus of Mr. Lloyd Roberts's recommendations is not unsatisfactory so far as it goes, but, if the establishment is to justify financially its existence as an airport the authority is likely to find that more accommodation is required, and then the question will arise as to where other buildings can be placed without destroying the scheme. Here more technical advice is needed than Mr. Lloyd Roberts's paper gives.

The flight-way layout, extensively employed in America, may be considered at this juncture. In a manner of sPeaking it is a development of the segment idea, for it admits of several building sites in the intervening triangles Or segments formed by four main runways. It was referred to in our article on Heston Airport, published on November 10 in this journal. The paper under consideration does not contain a reference to it.

PREVAILING 'WIND

.7/ I. The single-segment plan put forward by Mr. Lloyd Roberts is shown in a drawing accompanying this article, and we therefore take the opportunity to reproduce a four-runway plan such as adopted at Shushan Airport, New Orleans. This is seen to be economical of space, to provide good accommodation for factories (such as those of aeroplane manufacturers), and to locate the administration and other buildings close to the runways. In practice it proves as convenient as it looks on paper.

It is because a municipal authority of importance must look far ahead before commencing on an aerodrome scheme. to avoid spending money in a direction that may preclude subsequent development along the proper practical lines, that the wise municipal engineer early calls to his aid a firm of consultants widely experienced in aerodrome layout. To leave this until later will almost invariably be regretted, and no doubt Mr. Lloyd Roberts, in putting forward his single-segment layout, is mindful of the need for early technical guidance towards more comprehensive development.

Mr. Lloyd Roberts would have the departure shed on the windward side of the central building, assuming • a prevailing wind across the front of that building, but it would be better if the position were reversed as other / wise aircraft land ing into the pre veiling wind would have to taxy longer distance back to the arrival shed, and, after loading at the de parture shed, would again have to taxy an unnecessarily long way over to the leeward side of the field to take off into the wind.

As a matter of fact, the author, we notice, is careful to mark the prevailing wind in each of his four aerodrome plans, but the practice of aerodrome management is showing that the direction of the prevailing wind (if any) does not much matter ; traffic has to be just as conveniently handled even when (as is often the case) the prevailing wind is not blowing. Wind from any direction must not interfere with airport efficiency.

For the administration building Mr. Lloyd Roberts puts forward a suggested plan, formulated on simple lines. In practice even the division of this building into rooms is not so easily approached. The plan advanced, for instance, gives the Customs officer no view of the landing field, whilst the windows of the kitchen enjoy an excellent prospect There is no transit shed or room in which to secure goods and baggage not yet cleared by Customs. Two immigration offices (one for departures and one for arrivals) are provided, whereas usually one officer attends to both inward and outward passports.

The post office faces the landing ground, so that a mail van would have to draw round the front of the building, which is not good practice. One ticket office is shown, although it is normally necessary to provide separate offices for separate air-transport companies—as at Croydon.

The paper concludes with a short explanation of the equipment required for day and for night use.

Mr. Lloyd Roberts has done municipalities and transport a service by reading this useful paper, for active interest within the ranks of local government will greatly help municipal aerodrome development, now sadly in arrears. CARAGES. ETC

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