JFK Airport RSA Improvements, Runway 4L-22R and 13L-31R

JFK Runway 4L-22R

DY worked on the team selected by the Port Authority of New York & New Jersey to provide airfield planning services for the rehabilitation of Runways 4L-22R and 13L-31R at JFK International Airport. As the Prime Consultant, DY’s role was to provide the PANYNJ with a variety of professional consulting services and resources to comply with FAA Runway Safety Standards, which must be achieve by December 2015, as well as a series of other improvements targeted towards improving the efficiency of arrivals and departures for Runway 13L-31R.

DY Consultants participated in a detailed study of alternatives to comply with current Runway Safety Area (RSA) Standards for two runways at JFK while maximizing Operational Capacity. The intersecting Runways 13L-31R and 4L-22R were specifically analyzed. These runways utilized declared distances to comply with FAA standards. This study explored alternatives to maximize the use of these two runways lengths, while complying with RSA standards.

Both physical and operational recommendations were made to bring both runways into compliance. The Runway 13L-31R was brought into compliance via the implementation of declared distances associated with the 13L end. The intersecting runway 4R-22L was the controlling factor in the review of recommendations, where no other feasible alternatives were possible.

Both ends of 4L and 22R required detailed analysis due to physical constraints affecting the threshold locations. The 4L end is located 140 feet from the Jamaica Bay. The 22R end was programmed for the addition of 728 feet of pavement, the relocation of a service road and the shifting of the localizer, which all had an effect on the runway’s threshold and its displaced threshold.

After taking into consideration threshold siting criteria, obstructions and the use of declared distances to maximize pavement lengths, DY Consultants sited threshold runway ends that would satisfy RSA requirements. DY Consultants also laid out changes to the surrounding taxiways that support these runways. Subsequently these threshold locations and runway ends were modeled to evaluate operational efficiency of the airport. DY Consultants then identified all navigational equipment that was required to be relocated and recommended new sites for each navigational aide. These included: the Instrument Landing Systems (Glide Slope and Localizer) for both ends of both runways, the relocation or adjustment of Approach Lights, Centerline Lights, Edge Lights, Reils, PAPIs etc.

DY Consultants handled all coordination with the FAA for the design of these facilities in order to meet FAA Navaids design criteria, since almost all the Navaids are owned and operated by the FAA. DY Consultants developed functional plans that identified the new site for each relocated Navaids along with site requirements and other associated enhancements to meet design criteria and to ensure its proper operation. The runways ends were shifted to meet RSA standards. DY Consultants provided a detailed construction cost estimate to displace the thresholds. DY Consultants also provided marking and signage plans, based on the proposed displaced thresholds and runway ends.