ADG Revision 2021

ADG Revision 2021
1.0 CONTENTS
LIST OF APPENDICES ............................................................................................................................................ IX
LIST OF ABBREVIATIONS ....................................................................................................................................... X
LIST OF FIGURES ................................................................................................................................................ XVI
LIST OF TABLES ................................................................................................................................................ XVIII
FOREWORD ........................................................................................................................................................ XX
GENERAL INFORMATION ................................................................................................................................... XXI
DISCLAIMER OF LIABILITY ................................................................................................................................. XXII
1.0 INTRODUCTION ...................................................................................................................... 1
1.1 CONTENT OF THIS DOCUMENT ................................................................................................................... 1
1.2 MAHB’S AIRPORTS AND STOLPORTS ........................................................................................................... 2
1.3 AIRPORT CLASSIFICATION ........................................................................................................................... 4
2.0 PROJECT MANAGEMENT LIFE CYCLE ....................................................................................... 6
2.1 INITIATION PHASE ....................................................................................................................................... 6
2.2 PLANNING PHASE ........................................................................................................................................ 7
2.3 IMPLEMENTATION (EXECUTION) PHASE ..................................................................................................... 8
3.0 REQUIREMENT FOR AIRPORT PLANNING .............................................................................. 10
3.1 FORECASTING AND HISTORICAL ANALYSIS................................................................................................ 11
3.1.1 HISTORICAL AIR TRAFFIC DATA OF THE AIRPORT ........................................................................ 11
3.1.2 FORECASTED AIR TRAFFIC DATA OF THE AIRPORT ...................................................................... 11
3.1.2.1 IMPORTANT FORECAST DATA ...................................................................................................................... 11
3.1.2.1 PEAK HOUR PASSENGERS (PHP) ................................................................................................................... 12
3.1.3 INVENTORY OF THE CURRENT AIRPORT FACILITIES..................................................................... 13
3.1.4 IDENTIFICATION OF THE DEVELOPMENT HORIZON .................................................................... 13
3.1.5 END USER REQUIREMENTS.......................................................................................................... 13
3.2 PLANNING AND DESIGN AIRPORT BASIC REQUIREMENT .......................................................................... 13
3.2.1 LANDSIDE FACILITIES ................................................................................................................... 14
3.2.1.1 ACCESS ROAD ............................................................................................................................................... 14
3.2.1.2 CURBSIDE ..................................................................................................................................................... 14
3.2.1.3 PARKING FACILITIES ..................................................................................................................................... 15
3.2.1.4 PUBLIC TRANSPORT HUB ............................................................................................................................. 16
3.2.1.5 INFRASTRUCTURE ........................................................................................................................................ 17
3.2.2 TERMINAL BUILDING ................................................................................................................... 17
3.2.2.1 PLANNER/CONSULTANT INITIAL STUDY ....................................................................................................... 17
3.2.2.2 ARCHITECTURAL ELEMENT........................................................................................................................... 21
3.2.2.3 MAVCOM QUALITY OF SERVICE (QOS) REQUIREMENTS .............................................................................. 21
3.2.2.4 TERMINAL PROCESSORS’ PROCESSING TIME ............................................................................................... 23
3.2.3 AIRSIDE FACILITIES .................................................................................................................................... 25
3.2.3.1 RUNWAY ...................................................................................................................................... 25
3.2.3.2 TAXIWAY ...................................................................................................................................... 26
3.2.3.3 APRON ......................................................................................................................................... 26
3.2.3.4 AIRSIDE SERVICE ROADS .............................................................................................................. 28
3.2.3.5 ASSOCIATED AIRSIDE WORKS ...................................................................................................... 29
PLANNING, DEVELOPMENT, STANDARD & SAFETY

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3.2.4 AIRSPACE................................................................................................................................................... 30
4.0 PRIMARY COMPONENTS OF AIRPORTS ................................................................................. 31
4.1 LANDSIDE .................................................................................................................................................. 31
4.1.1 CAR PARKING ............................................................................................................................... 32
4.1.1.1 GENERAL REQUIREMENT ............................................................................................................................. 32
4.1.1.2 CAR PARK SYSTEMS ...................................................................................................................................... 33
4.1.1.3 PARKING MANAGEMENT SYSTEM ............................................................................................................... 33
4.1.1.4 CAR PARK INFRASTRUCTURE........................................................................................................................ 34
4.1.1.5 DEDICATED PARKING LOTS/ RESERVED AREA; ............................................................................................. 37
4.1.1.6 SECURITY AND SURVEILLANCE FACILITIES; .................................................................................................. 37
4.1.1.7 FACILITIES FOR PERSON WITH DISABILITIES (OKU). ..................................................................................... 37
4.1.2 CURBSIDE ..................................................................................................................................... 38
4.1.2.1 ADDITIONAL CURB SIDE REQUIREMENTS .................................................................................................... 40
4.1.3 ACCESS ROAD .............................................................................................................................. 41
4.1.3.1 KEY INFLUENCE ............................................................................................................................................ 41
4.1.3.2 PLANNING AUTHORITIES’ AND TRANSPORT AUTHORITY LIAISON............................................................... 42
4.1.3.3 WAYFINDING & SIGNAGES ........................................................................................................................... 43
4.1.4 LAND PUBLIC TRANSPORT ........................................................................................................... 43
4.1.4.1 TAXI .............................................................................................................................................................. 44
4.1.4.2 BUS ............................................................................................................................................................... 47
4.1.5 E-HAILING .................................................................................................................................... 51
4.1.5.2 DROP-OFF AND PICK-UP AREA ..................................................................................................................... 51
4.1.5.3 E-HAILING HOLDING AREA ........................................................................................................................... 52
4.1.6 RAIL .............................................................................................................................................. 52
4.1.7 LANDSCAPE .................................................................................................................................. 53
4.2 TERMINAL ................................................................................................................................................. 53
4.2.1 TERMINAL PRIMARY ELEMENTS .................................................................................................. 53
4.2.2 CAPACITY ASSESSMENT OF THE ELEMENTS OF A TERMINAL BUILDING ..................................... 54
4.2.3 USER REQUIREMENTS FOR TERMINAL BUILDING AND ITS FACILITIES – GENERAL ..................... 55
4.2.4 TOILET GUIDELINES ..................................................................................................................... 57
4.2.5 FACILITIES FOR PERSON WITH DISABILITIES (OKU)...................................................................... 58
4.2.5.1 PARKING AND DROP OFF/PICK UP ZONE IN FRONT OF TERMINAL BUILDING ............................................. 58
4.2.5.2 RAMP REQUIREMENT .................................................................................................................................. 61
4.2.5.3 PEDESTRIAN CROSSING ................................................................................................................................ 61
4.2.5.4 TACTILE GUIDING BLOCK.............................................................................................................................. 61
4.2.5.5 INTERNAL BUILDING ENVIRONMENT ........................................................................................................... 64
4.2.6 SMOKING ROOM ......................................................................................................................... 70
4.3 AIRSIDE ...................................................................................................................................................... 70
4.3.1 AIRSIDE PRIMARY ELEMENTS ...................................................................................................... 70
4.3.1.1 RUNWAY ...................................................................................................................................................... 71
4.3.2 TAXIWAY ...................................................................................................................................... 82
4.3.2.1 TAXIWAY FUNCTIONALITY ........................................................................................................................... 83
4.3.2.2 TAXIWAY SYSTEM......................................................................................................................................... 84
4.3.2.3 MARKINGS AND REQUIREMENTS ON TAXIWAY ........................................................................................... 85
4.3.3 PARKING APRON .......................................................................................................................... 85
4.3.3.1 SIZING OF APRON ......................................................................................................................................... 86
4.3.3.2 AIRCRAFT STAND .......................................................................................................................................... 87
4.3.3.3 SEPARATION BETWEEN AIRCRAFT STANDS.................................................................................................. 88
4.3.3.4 MARKING AND REQUIREMENTS ON APRON ................................................................................................ 89
4.3.4 AIRSIDE SERVICE ROADS .............................................................................................................. 89
4.3.4.1 SAFETY AND SECURITY ASPECTS OF AIRSIDE SERVICE ROADS ...................................................................... 89

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4.3.4.2 POSSIBLE LOCATION OF THE SERVICE ROADS AT APRON AREA ................................................................... 90

4.3.4.3 AIRSIDE ROAD SIGNS AND MARKING REQUIREMENTS ................................................................................ 91
4.3.5 AERODROME PAVEMENT COLOUR MARKINGS ........................................................................... 91
4.3.5.1 STRATEGY IN CONSISTENCY OF COLOUR MARKINGS ................................................................................... 92
5.0 AIRPORT SERVICES - TECHNICAL AND SYSTEM REQUIREMENTS ............................................ 93

5.1 AIRPORT FIRE AND RESCUE SERVICES (AFRS) ............................................................................................ 93
5.1.1 PASSENGER TERMINAL (FIRE SAFETY) ......................................................................................... 97
5.1.1.1 FIRE SAFETY PARAMETERS ........................................................................................................................... 97
5.1.1.1 AIRSIDE AND LANDSIDE ACCESS................................................................................................................... 98
5.1.1.2 FIRE STATION ELEMENTS ............................................................................................................................. 99
5.1.1.3 AFRS VEHICLES BAYS .................................................................................................................................. 102
5.1.1.4 STATION APRON......................................................................................................................................... 106
5.1.1.5 AFRS WATCH ROOM .................................................................................................................................. 108
5.1.2 AIRPORT FIRE AND RESCUE VEHICLES (AFV).............................................................................. 111
5.1.3 OTHER SUPPORTING FACILITIES ................................................................................................ 111
5.1.3.1 GEAR WASH/DRYING ROOM ...................................................................................................................... 111
5.1.3.2 FIRST AID AND MEDICAL STORAGE ............................................................................................................ 112
5.1.3.3 EXTINGUISHING AGENT STORAGE ............................................................................................................. 112
5.1.3.4 SELF – CONTAINED BREATHING APPARATUS (SCBA) ................................................................................. 112
5.1.3.5 AFRS ADMINISTRATIVE OFFICES ................................................................................................................ 113
5.1.3.6 MAINTENANCE BAY ................................................................................................................................... 114
5.1.3.7 HOSE-DRYING FACILITIES ........................................................................................................................... 115
5.1.3.8 VEHICLES FUELLING AREA .......................................................................................................................... 115
5.1.3.9 STANDBY ROOM......................................................................................................................................... 116
5.1.3.10 DORMITORIES ............................................................................................................................................ 116
5.1.3.11 LOCKER ROOM ........................................................................................................................................... 116
5.1.3.12 TOILET ........................................................................................................................................................ 117
5.1.3.13 PRAYER ROOM ........................................................................................................................................... 117
5.1.3.14 PANTRY ROOM ........................................................................................................................................... 117
5.1.3.15 TRAINING LECTURE ROOM......................................................................................................................... 117
5.1.3.16 STORAGE ROOM ........................................................................................................................................ 118
5.1.3.17 EMERGENCY GENERATOR .......................................................................................................................... 118
5.1.3.18 PARKING (PUBLIC AND EMPLOYEE) AREA .................................................................................................. 118
5.1.3.19 GYMNASIUM .............................................................................................................................................. 119
5.1.3.20 CONSTRUCTION ......................................................................................................................................... 120
5.1.3.21 GREEN AFRS STATION ................................................................................................................................ 120
5.1.3.22 FIRE STATION COLOUR ............................................................................................................................... 121
5.1.3.23 AIR DISASTER UNIT (ADU) .......................................................................................................................... 121
5.1.3.24 AFRS MOCK-UP .......................................................................................................................................... 121
5.2 AVIATION SECURITY TECHNICAL REQUIREMENTS................................................................................... 123
5.2.1 LEGAL FRAMEWORK .................................................................................................................. 123
5.2.2 PASSENGERS SCREENING LAYOUT ............................................................................................. 123
5.2.3 SECURITY SCREENING EQUIPMENTS (INTERNATIONAL / DOMESTIC ZONE) ............................. 125
5.2.3.1 CARGO X-RAY MACHINE ............................................................................................................................ 127
5.2.3.2 DUTY FREE SCREENING AND STORAGE ...................................................................................................... 127
5.2.3.3 X-RAY MACHINE AND WALK-THROUGH METAL DETECTOR (WTMD) ........................................................ 128
5.2.3.4 PRE CHECK-IN BAGGAGE SCREENING ........................................................................................................ 129
5.2.3.5 IN-LINE HOLD BAGGAGE SCREENING (ILHBS) ............................................................................................ 130
5.2.4 CLOSED CIRCUIT TV (CCTV) ........................................................................................................ 133
5.2.5 SECURITY OFFICE REQUIREMENT (SPACE) ................................................................................. 136
5.2.6 SECURITY OPERATION CENTRE (SOC) ........................................................................................ 140
5.2.7 EMERGENCY OPERATIONS CENTRE (EOC) ................................................................................. 141

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5.2.8 VIP COMPLEX/FACILIITIES .......................................................................................................... 142

5.2.9 ACCESS CONTROL ...................................................................................................................... 144
5.2.9.1 ACCESS CONTROL PROCESS ....................................................................................................................... 144
5.2.9.2 ACCESS CONTROL SYSTEMS ....................................................................................................................... 148
5.2.9.3 PERIMETER FENCING ................................................................................................................................. 149
5.2.9.4 SECURITY FENCING AT BAGGAGE MAKE-UP AND HANDLING AREA .......................................................... 151
5.2.9.5 AIRSIDE PERIMETER ROAD ......................................................................................................................... 152
5.2.9.6 SIGNAGES ................................................................................................................................................... 153
5.3 TECHNICAL REQUIREMENT FOR COMMERCIAL AREA ............................................................................. 155
5.3.1 TECHNICAL SPECIFICATION ........................................................................................................ 155
5.4 INFORMATION TECHNOLOGY (IT) SYSTEM REQUIREMENT..................................................................... 163
5.4.1 AIRPORT PASSENGER SERVICES SYSTEMS ................................................................................. 163
5.4.1.1 CUPPS – COMMON USE PASSENGER PROCESSING SYSTEM ...................................................................... 163
5.4.1.2 CHECK IN KIOSK .......................................................................................................................................... 163
5.4.1.3 SELF SERVICE BAG DROP ............................................................................................................................ 164
5.4.1.4 PASSENGER RECONCILIATION SYSTEM (PRS) ............................................................................................. 164
5.4.1.5 SINGLE TOKEN WITH EGATE....................................................................................................................... 164
5.4.1.6 SELF BOARDING WITH EGATE .................................................................................................................... 164
5.4.1.7 WAY FINDING WITH GEOFENCING............................................................................................................. 164
5.4.1.8 WAIT TIME AND QUE TIME DETECTION/INFORMATION. .......................................................................... 165
5.4.2 AIRPORT INFRASTRUCTURE SERVICES ....................................................................................... 165
5.4.2.1 NETWORK MANAGEMENT SYSTEMS - INTEGRATED GIGABIT NETWORK INFRA WITH MULTI-TIER
(SWITCHES AND RACKS) ............................................................................................................................ 165
5.4.2.2 LOCAL AREA NETWORK (LAN) .................................................................................................................... 167
5.4.2.3 WIDE AREA NETWORK (WAN).................................................................................................................... 168
5.4.2.4 VIRTUAL PRIVATE NETWORKS (VPN) ......................................................................................................... 168
5.4.2.5 NETWORK SECURITY MANAGEMENT ......................................................................................................... 168
5.4.2.6 ETHERNET .................................................................................................................................................. 169
5.4.2.7 WIFI ............................................................................................................................................................ 169
5.4.2.8 MULTI FREQUENCY ANTENNAE WITH COMMON BASE STATION FOR INBUILDING TELCO SERVICES ....... 170
5.4.2.9 RADIO SPECTRUM MANAGEMENT SYSTEMS ............................................................................................. 170
5.4.2.10 DATA CENTRE / SERVER ROOM AND ASSOCIATED HARDWARE ................................................................ 170
5.4.2.11 IT OPERATION CENTRE (ITOC) WITH VIDEO WALL AND CALL CENTRE FACILITY ........................................ 171
5.4.3 AIRPORT OPERATION SYSTEMS ................................................................................................. 171
5.4.3.1 IOT FOR MECHANICAL AND ELECTRICAL EQUIPMENT ............................................................................... 171
5.4.3.2 BUILDING MANAGEMENT SYSTEM (BMS).................................................................................................. 171
5.4.3.3 RESOURCE MANAGEMENT SYSTEM (RMS) ................................................................................................ 172
5.4.3.4 BAGGAGE RECONCILIATION SYSTEM (BRS) FOR BHS ................................................................................. 172
5.4.3.5 FLIGHT INFORMATION DISPLAY SYSTEM (FIDS) ......................................................................................... 172
5.4.3.6 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) ............................................................................ 176
5.4.4 AIRPORT SAFETY & SECURITY SYSTEMS ..................................................................................... 176
5.4.4.1 CCTV WITH VIDEO ANALYTICS.................................................................................................................... 176
5.4.4.2 ACCESS CONTROL SYSTEM WITH CHIP BASED CARD AND FACIAL RECOGNITION FOR STAFF AND
PASSENGER ................................................................................................................................................ 176
5.4.4.3 VISITOR MANAGEMENT SYSTEM FOR CONTRACTORS, DAILY STAFF AND PERMANENT STAFF. ................ 177
5.4.4.4 PERIMETER INTRUSION DETECTION SYSTEM FOR AIRPORT PERIMETER FENCE ........................................ 177
5.4.4.5 AIRPORT INTEGRATED SECURITY & SAFETY SYSTEMS (AIS3) ..................................................................... 177
5.4.5 ADDITIONAL INFORMATION ...................................................................................................... 178
5.4.5.1 PREMISES DISTRIBUTION (WIRING AND BACKBONE) SYSTEMS. ................................................................ 178
5.4.5.2 CABLE MANAGEMENT SYSTEM .................................................................................................................. 182
5.4.5.3 NETWORK INFRASTRUCTURE ..................................................................................................................... 182
5.4.5.4 SER ROOM / TELECOMMUNICATION CLOSET ............................................................................................ 183
5.4.5.5 MAIN DISTRIBUTION FRAME (MDF) ROOM ............................................................................................... 184

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5.4.5.6 DATA CENTRE / SERVER ROOM AND ASSOCIATED HARDWARE ................................................................ 185
5.4.6 CYBERSECURITY.......................................................................................................................................... 189
5.4.7 SYSTEM REQUIREMENTS ........................................................................................................... 202
5.5 ENGINEERING SYSTEM UNIQUE REQUIREMENTS ................................................................................... 233
5.5.1 AIRPORT PAVEMENT ................................................................................................................. 233
5.5.1.1 STANDARD AND SPECIFICATIONS .............................................................................................................. 233
5.5.1.2 SYSTEM REQUIREMENTS AND DESIGN CRITERIA ....................................................................................... 236
5.5.1.3 GENERAL REQUIREMENTS AND DESIGN CRITERIA FOR PAVEMENT .......................................................... 236
5.5.1.4 RUNWAY .................................................................................................................................................... 240
5.5.1.5 TAXIWAY ..................................................................................................................................................... 241
5.5.1.6 PARKING APRON ......................................................................................................................................... 242
5.5.1.7 ROAD .......................................................................................................................................................... 243
5.5.1.8 DRAINAGES ................................................................................................................................................ 244
5.5.1.9 MARKINGS AND SIGNS ................................................................................................................................ 244
5.5.1.10 LIST OF ACCEPTABLE MANUFACTURERS/ BRANDS/SUPPLIERS.................................................................. 245
5.5.2 BUILDING SERVICES (CIVIL AND STRUCTURAL).......................................................................... 245
5.5.2.1 STANDARDS AND SPECIFICATION .............................................................................................................. 245
5.5.2.2 ROOFING SYSTEM ..................................................................................................................................... 246
5.5.2.3 FLOOR, WALL AND CEILING FINISHES ........................................................................................................ 248
5.5.2.4 WATERPROOFING SYSTEM ........................................................................................................................ 252
5.5.2.5 DOOR SYSTEM ............................................................................................................................................ 255
5.5.2.6 METAL WORKS ........................................................................................................................................... 259
5.5.3 AERONAUTICAL GROUND LIGHTING (AGL) ............................................................................... 261
5.5.3.1 STANDARDS & SPECIFICATION ................................................................................................................... 262
5.5.3.2 SYSTEM REQUIREMENTS & DESIGN CRITERIA............................................................................................ 262
5.5.3.3 GENERAL .................................................................................................................................................... 263
5.5.3.4 POWER SYSTEM ......................................................................................................................................... 264
5.5.3.5 AGL SERIES CIRCUIT.................................................................................................................................... 265
5.5.3.6 OTHER INSTALLATIONS .............................................................................................................................. 266
5.5.3.7 LIST OF ACCEPTABLE MANUFACTURERS / BRANDS / SUPPLIERS ............................................................... 270
5.5.4 ELECTRICAL POWER SYSTEM (EPS) ............................................................................................ 271
5.5.4.3 MAXIMUM DEMAND LEVELS AND SUPPLY SCHEMES ................................................................................ 272
5.5.4.4 SUPPLY SECURITY LEVEL............................................................................................................................. 273
5.5.4.5 SYSTEM FREQUENCY .................................................................................................................................. 274
5.5.4.5 STEADY-STATE SUPPLY VOLTAGE VARIATION ............................................................................................ 274
5.5.4.6 HARMONICS ............................................................................................................................................... 275
5.5.4.7 SHORT CIRCUIT FAULT LEVEL ..................................................................................................................... 275
5.5.4.8 PRIMARY COMPONENTS ............................................................................................................................ 276
5.5.4.9 LOW VOLTAGE SYSTEM .............................................................................................................................. 292
5.5.4.10 MONITORING AND CONTROL SYSTEM....................................................................................................... 297
5.5.4.11 AUXILIARY SYSTEM..................................................................................................................................... 299
5.5.5 BAGGAGE HANDLING SYSTEM (BHS) ......................................................................................... 305
5.5.5.2 SYSTEM REQUIREMENT AND DESIGN CRITERIA ......................................................................................... 307
5.5.5.2.1 BAGGAGE SYSTEM USER REQUIREMENTS ................................................................................................. 307
5.5.5.2.2 EARLY BAGGAGE STORAGE (EBS) ............................................................................................................... 315
5.5.5.3 OTHERS ................................................................................................................................................................ 317
5.5.6 SCREENING SYSTEM................................................................................................................... 323

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5.5.6.2 SYSTEM REQUIREMENT AND DESIGN CRITERIA2 ....................................................................................... 325

5.5.6.3 INLINE HOLD BAGGAGE SYSTEM (ILHBS) ................................................................................................... 328
5.5.6.4 CARGO SCREENING SYSTEM (CSS) ............................................................................................................. 333
5.5.6.5 LIST OF ACCEPTABLE MANUFACTURERS / BRANDS / SUPPLIERS ........................................................................ 334
5.5.7 PASSENGER BOARDING BRIDGE (PBB) & VISUAL DOCKING GUIDANCE SYSTEM (VDGS) .......... 338
5.5.7.1 PASSENGER BOARDING BRIDGE (PBB) ....................................................................................................... 338
5.5.7.2 VISUAL DOCKING GUIDANCE SYSTEM (VDGS) ........................................................................................... 340
5.5.8 FIRE VEHICLE (FV) ...................................................................................................................... 341
5.5.9 BUILDING MECHANICAL AND ELECTRICAL ................................................................................ 348
5.5.9.2 ELECTRICAL WORKS ................................................................................................................................... 349
5.5.9.3 PEOPLE MOVER ................................................................................................................................................... 354
5.5.9.4 SANITARY & PLUMBING SYSTEM ............................................................................................................... 356
5.5.9.5 LIST OF ACCEPTABLE MANUFACTURERS / BRANDS / SUPPLIERS .............................................................. 363
5.5.9.6 GAS SYSTEM ........................................................................................................................................................ 364
5.5.9.7 PUBLIC ADDRESS SYSTEM .......................................................................................................................... 366
5.5.10 AUTOMATED PEOPLE MOVER SYSTEM ..................................................................................... 372
5.5.11 FIRE PROTECTION SYSTEM ........................................................................................................ 412
5.5.11.1 STANDARDS AND SPECIFICATIONS............................................................................................................. 412
5.5.11.2 SYSTEM REQUIREMENT & DESIGN CRITERIA GENERAL ............................................................................. 415
5.5.12 AIRCONDITIONING AND MECHANICAL VENTiLATION (ACMV) SYSTEM .................................... 429
5.5.13 SEWERAGE SYSTEM .............................................................................................................................. 451
5.5.13.2 SYSTEM REQUIREMENTS & DESIGN CRITERIA............................................................................................ 452
5.5.14 WASTE MANAGEMENT SYSTEM ................................................................................................ 460
5.5.15 WATER RETICULATION SYSTEM................................................................................................. 466
5.5.16 COMMUNICATION SYSTEMS................................................................................................................. 475
5.5.17 OPERATION & MAINTENANCE ................................................................................................... 478
6.0 EXECUTION AND IMPLEMENTATION ....................................................................................480
6.1 REQUIREMENTS DURING IMPLEMENTATION PHASE .............................................................................. 480
7.0 CLOSURE ..............................................................................................................................486
7.1 TESTING AND COMMISSIONING ............................................................................................................. 486
7.1.1 TRAINING ................................................................................................................................... 486

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7.1.1.1 MAINTENANCE, OPERATIONAL AND PRODUCT TRAINING. ....................................................................... 486

7.1.1.2 DOCUMENTATION ..................................................................................................................................... 489
7.2 HANDING OVER ....................................................................................................................................... 489
7.3 DEFECT LIABILITY PERIOD ........................................................................................................................ 492
7.4 CERTIFICATE OF MAKE GOOD DEFECTS(CMGD) ....................................................................................... 493
8.0 OPERATIONAL READINESS AND AIRPORT TRANSFER ...........................................................495
8.1 ORAT ....................................................................................................................................................... 495
8.1.1 ORAT COMMITTEES ................................................................................................................... 496
8.1.2 ORAT CHECKLIST ........................................................................................................................ 498
8.1.3 ORAT WORKING COMMITTEE METHODOLOGY ........................................................................ 498
8.1.4 LIST OF ELEMENTS TO BE INCLUDED IN ORAT ........................................................................... 499
REFERENCES ......................................................................................................................................................503
CONTACT DETAILS .............................................................................................................................................507

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LIST OF APPENDICES
APPENDIX A – Garis Panduan Bagi Mengadakan Bilik Merokok Di Bawah Per.11 (2), Peraturan –
Peraturan Kawalan Hasil Tembakau 2004, Kementerian Kesihatan Malaysia.
APPENDIX B – MAHB’s Apron Markings Handbook (Second Edition, 2019).
APPENDIX C – MAHB’s Airside Road Signs Markings Handbook (May 2010).
APPENDIX D – Summary of AFRS Requirements.
APPENDIX F – Summary of M&E, Fire Systems and IT Requirements for Commercial.
APPENDIX G – Malaysian Carbon Reduction and Environmental Sustainability Tool (MyCREST)

Guidelines.
APPENDIX H – Technical requirement for X-Ray Machine and Walk-Through Metal Detector
(WTMD).
APPENDIX I – Guidelines Technical Requirements for Mobile Explosive Containment Vessel

(MECV)
APPENDIX J – Detail Specification of Parameter Fencing as Required by CAAM.
APPENDIX K – Guideline of Protected Places & Protected Areas Signages.

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LIST OF ABBREVIATIONS
A
A Ampere
A/C Alternating Current
ACAM Access Control/Alarm Monitoring
ACM Airport Commercial Model
ACMV Air-Conditioning and Mechanical Ventilation
ADG Airport Development Guideline
ADRM Airport Development Reference Manual
AEP Airport Emergency Plan
AFRS Airport Fire and Rescue Services
AFV Airport Fire and Rescue Vehicles
AGL Aeronautical Ground Lighting
AHU Air Handling Unit
AMD Archway Metal Detector
AOCC Airport Operating Control Centre
AOR Alor Setar Airport
APAD Agensi Pengangkutan Awam Darat
ARFF Aircraft Rescue and Firefighting
ATC Air Tower Controller
ATM Automated Teller Machine
AVSEC Aviation Security
B
BDC Bureau De Change
BHS Baggage Handling System
BMS Building Management System
BKI Kota Kinabalu International Airport
BSM Baggage source message
BTU British Thermal Unit
BTU Bintulu Airport
C
c/w Controlled with
C&S Civil and Structure
CAAM Civil Aviation Authority Malaysia
CAT Category
CAV Constant Air Volumef27/03/2020
CCR Constant Current Regulators
cm Centimetre
CO2 Carbon Dioxide

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CPC Certificate of Practical Completion

CTP Combined Test Piece
CUB Central Utility Building
CAAM Civil Aviation Authority Malaysia
CCR Centre Control Room
D
DB Distribution Board
DDC Direct Digital Controllers
DLP Defect Liability Period
DOE Department of Environment
DOSH Division of Occupational Safety and Health
DP Dry Powder
E
EDS Explosive Detection System
eFEIS Electronic Fire Extinguisher Inspection System
EPS Electrical Protection System
F
F&B Food and Beverage
FAA Federal Aviation Administration
FCR Fire Control Room
FCU Fan Coil Unit
FIDS Flight Information Display System
FM Frequency Modulation
FRP Fibre Re-inforce Plastic
ft foot
G
GDU Graphical Display Unit
GSE Ground Service Equipment
IT Information Technology
ITOC Information Technology Operations Centre
IWDI Illuminated Wind Direction Indicator
H
HT High Tension
Hz Hertz
I
I/O Input Output
IATA International Air Transport Association

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ICAO International Civil Aviation Organization

ICT Information Communications Technology
ID Interior Design
IDS Intrusion Detection System
IES Illumination Engineering Society
ILHBS Inline Hold Baggage System
ILS Instrument Landing System
IPH Ipoh Airport
IPS Intrusion Protection System
ISDN Integrated Services for Digital Network
ITOC Information Technology Operations Centre
IWDI Illuminated Wind Direction Indicator
J
JBPM Jabatan Bomba dan Penyelamat Malaysia
JKR Jabatan Kerja Raya
JPS Jabatan Pengairan dan Saliran
K
KBR Kota Baharu Airport
KCH Kuching International Airport
kg Kilogram
KLIA/KUL Kuala Lumpur International Airport
KPDNHEP Kementerian Perdagangan Dalam Negeri dan Hal Ehwal Pengguna Malaysia
KUA Kuantan Airport
KUB Ketua Unit Bomba
km/h Kilometre per hour
kV kilovolt
L
L/min Litre per minute
LAN Local Area Network
LBU Labuan Airport
LDU Lahad Datu Airport
LCD Liquid Crystal Displays
LED Light Emitting Diode
LGK Langkawi InternationalAirport
LFT Large Fire Tender
LOS Level of Service
LPC Logic Programmable Controller
LV Low Voltage

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M
m metre
M&E Mechanical and Electrical
MAHB Malaysia Airports Holdings Berhad
MAGS Mandatory Airside Guidance Signage
MASB Malaysia Airports Sdn Bhd
MASMA Manual Saliran Mesra Alam Malaysia
MASSB Malaysia Airports (Sepang) Sdn. Bhd.
MATV Master Antenna Television
MAVCOM Malaysian Aviation Commission
Max. Maximum
MCT Minimum Connecting Time
MDF Main Distribution Frame
MECV Mobile Explosive Containment Vessels
MLS Microwave landing system
Mnm. Minimum
Mppa Million passenger per annum
MOH Ministry of Health
MQT Maximum Queuing Time
MS Malaysian Standard
MYY Miri Airport
MyCREST Malaysian Carbon Reduction and Environment Sustainability Tool
N
NAMP National Airport Master Plan
NFPA National Fire Protection Association
NGFW Next-Generation Firewall
NTP Network Time Protocol
O
OKU Orang Kurang Upaya
OLS Obstacle Limitation Surfaces
OOG Oversized Gauge
ORAT Operation Readiness and Airport Transfer
OSC Once Stop Centre
OSP Outside Plan
OTP Operational Test Piece
P
PA Public Address
PABX Private Automatic Branch Exchange
PAPI Precision Approach Path Indicator
PBB Passenger Boarding Bridge
PBX Private Branch Exchange

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PEN Bayan Lepas International Airport @ Penang International Airport

PC Personal Computer
PHP Peak hour passengers
PIDS Perimeter Intrusion Detection System
PLC Programmable Logic Controller
PMT Project Management Team
POS Point of Sale
PTZ Pan Tilt Zoom
PVC Polyvinyl Chloride
R
RET Rapid Exit Taxiway
RFF Rescue and Firefighting
RG Radio Guide
RVR Runway Visual Range
S
s Second
SARPs Standard and Recommended Practices
SBR Standard Busy Rate
SCADA Supervisory Control and Data acquisition
SCBA Self-contained Breathing Apparatus
SDF Sub Distribution Frame
SER Server
SHE Safety Health and Environment
SKEPS Smart Key Enterprise Platform System
SOC Security Operations Centre
SOP Standard Operating Procedures
SP Single Phase
SPA Suruhanjaya Perkhidmatan Awam
SPAN Suruhanjaya Perkhidmatan Air Negara
SRA Security Restricted Area
STOL Short Take – Off and Landing
STP Sewerage Treatment Plant
T
TETRA Terrestrial Trunked Radio
TGG Kuala Terengganu Airport
TIP Threat Image Projection
TP Three Phase
TRS Trunk Radio System
TSA Transportation Security Administration
TWU Tawau Airport

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U
UBBL Uniform Building By Law
ULD Unit Load Device
ULFT Ultra Large Foam Tender
UPS Uninterrupted Power Supply
UPVC Plasticised Poly Vinyl Chloride
V
V Volt
VAV Variable Air Volume
VDGS Visual Docking Guidance System
VEDS Vehicular Explosive Detection System
VHF Very High Frequency
VIP Very Important Person
VoIP Voice Over Internet Protocol
VoWiFi Voice Over WiFi
VRV Variable Refrigerant Volume
W
W Watt
WAN Wide Area Network
W.C Water closet
WTMD Walk-Through Metal Detectors
X
XLPE Cross-linked polyethylene

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LIST OF FIGURES
Figure 1.1 : Airports Operated by Malaysia Airports ..................................................................... 2
Figure 3-1 : KLIA and klia2 QoS elements..................................................................................... 23
Figure 4-1 : Example of Curbside Layout for a Single Level Terminal or for Departures at a Multi-
Level Terminal .............................................................................................................................. 38
Figure 4-2 : Example of Curbside Layout for a Single Level Terminal or for Departures at a Multi-
Level Terminal for additional capacity ......................................................................................... 39
Figure 4-3 : Single Level Curb at Miri Airport ............................................................................... 39
Figure 4-4 : Two Level Curb at Kuching International Airport .................................................... 40
Figure 4-5 : Example of signage for OKU...................................................................................... 59
Figure 4-6 : Example of ramp and standee at OKU parking lot ................................................... 59
Figure 4-7 : Example of imprinted logo on the ground at OKU’s parking, pick up and drop off . 60
Figure 4-8 : Example of drop-off with proper signage and OKU parking ..................................... 61
Figure 4-9 : Line type guiding blocks use at entrance .................................................................. 62
Figure 4-10 : Dot Type guiding blocks use at entrance ................................................................ 62
Figure 4-11 : Stopper at the end of walking tactile...................................................................... 63
Figure 4-12 : The installation of tactile should be connected between each other and lead to
information counter ..................................................................................................................... 63
Figure 4-13 : Tactile guiding block should be clear from any obstacles ..................................... 64
Figure 4-14 : Example of color band at eye level and visible signage.......................................... 64
Figure 4-15 : Braille and tactile marking floor indicators............................................................. 65
Figure 4-16 : Recommended warning indicators at stairs ........................................................... 66
Figure 4-17 : First example of general equipment for water closet ............................................ 68
Figure 4-18 : Second example of general equipment for water close ......................................... 68
Figure 4-19 : Example of counter which it has been lowered for accessible .............................. 69
Figure 4-20 : Example of public telephones which it has been lowered for accessible .............. 70
Figure 4-21 : Example of Runway 1 - KLIA .................................................................................... 74
Figure 4-22 : Functional Design of a Taxiway System .................................................................. 83
Figure 4-23 : Example of full parallel taxiway, RET and connecting taxiway at Kuching
International Airport .................................................................................................................... 84
Figure 4-24 : Example of partial parallel taxiway at Miri Airport................................................. 84
Figure 4-25 : Example of single taxiway at Sandakan Airport ...................................................... 85
Figure 5-1 : Positioning of the Passenger Screening Points ....................................................... 125
Figure 5-2 : Sample of X-ray machine layout with conveyor belts length and position of search
table............................................................................................................................................ 128
Figure 5-3 : The position of X-ray machine and Walk-Through Metal Detector (WTMD) ......... 129
Figure 5-4 : Sample of the position of 2.4m height physical barrier surrounding the check-in
islands ......................................................................................................................................... 130
Figure 5-5 : In-line 5-level HBS process ..................................................................................... 133
Figure 5-6 : The strong room orientation concept..................................................................... 138

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Figure 5-7 : The separation concept of Daily Security Pass Counter ......................................... 139
Figure 5-8 : Sample of Control Post Concept ............................................................................. 147
Figure 5-9 : Architectural Interfaces – Check In ......................................................................... 311
Figure 5-10 : Architectural interfaces – General Transportation ............................................... 312
Figure 5-11 : The design on Passenger Screening System ......................................................... 328
Figure 5-12 : ILHBS System Flow ................................................................................................ 332
Figure 5-13 : APM System Components..................................................................................... 375
Figure 5-14 : Shuttle System ...................................................................................................... 385
Figure 5-15 : Loop Systems ........................................................................................................ 387
Figure 5-16 : Typical APM Pinched Loop System ....................................................................... 389

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LIST OF TABLES
Table 1-1: Airport Classification in Malaysia Airports .................................................................... 5

Table 3-1: Average Processing Time ............................................................................................ 24
Table 3-2: Runway Length Requirement Guidelines.................................................................... 25
Table 3-3: Dimensions of Aircraft Stands ..................................................................................... 26
Table 4-1: Aerodrome Reference Code........................................................................................ 71
Table 4-2: International Airports, Runway Length and Aircraft Code ......................................... 73
Table 4-3: Domestic Airports, Runway Length and Aircraft Code ............................................... 74
Table 4-4: STOLports, Runway Length and Aircraft Code ............................................................ 76
Table 4-5: Runway Length Requirement Guidelines.................................................................... 77
Table 4-6: Instrument Runways for airports operated by MAHB ................................................ 78
Table 4-7: Non-Instrument Runway for airports operated by MAHB.......................................... 81
Table 4-8: Dimensions of Aircraft Stands ..................................................................................... 88
Table 5-1: Aerodrome Category for Rescue and Fire Fighting ..................................................... 94
Table 5-2: AFRS Category for airports operated under MAHB .................................................... 94
Table 5-3: The recommended ILHBS system in the airport ....................................................... 132
Table 5-4: The details of the strong room doors ....................................................................... 138
Table 5-5: Minimum Required size per lot for shops ................................................................. 156
Table 5-6: Data Center Type, Sizes and IT Characteristic ........................................................... 185
Table 5-7: System Requirements recommendations at MAHB Airports ................................... 202
Table 5-8: List of acceptable manufacturers for AGL Control System. ...................................... 270
Table 5-9: Supply Scheme for Various MD Levels ...................................................................... 273
Table 5-10: List of Brand/Manufacturer for EPS System ........................................................... 304
Table 5-11:Components of Check in Conveyors ........................................................................ 308
Table 5- 12: Types of Check in Conveyors .................................................................................. 310
Table 5-13: Types of Bag Tracking .............................................................................................. 313
Table 5-14: Ways of handling transfer Bags .............................................................................. 317
Table 5-15: List of Original Equipment Manufacturer (OEM) .................................................... 320
Table 5-16: Standards and Specification for Screening System1 ............................................... 324
Table 5-17: Current Implementation of Standards and Specification for Screening System .... 325
Table 5-18: Current Standard for Passenger Screening System (PSS) ....................................... 326
Table 5-19: Current Standard for Inline Hold Baggage System (ILHBS) ..................................... 328
Table 5-20: ILHBS Reference Table ............................................................................................ 332
Table 5-21: Local Distributor / Agent ......................................................................................... 335
Table 5-22: World Manufacturer ............................................................................................... 336
Table 5-23: Restriction of clearances of the existing fire station must be considered ............. 345
Table 5-24: Vehicles performance specification ........................................................................ 347
Table 5-25: List of acceptable manufacturers............................................................................ 352
Table 5-26: List of Brand/OEM for People Mover...................................................................... 356

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Table 5-27: List of acceptable manufacturers for building M&E ............................................... 363
Table 5-28: List of Brand or Manufacturer for PA System ......................................................... 371
Table 5-29: Air Conditioning Capability...................................................................................... 403
Table 5-30: Vehicle Ride Characteristics .................................................................................... 408
Table 5-31: Standard and specification for fire protecting system ........................................... 413
Table 5-32: List of acceptable manufacturers for fire protection system ................................. 428
Table 5-33: Guidelines temperature and humidity for air-conditioned .................................... 431
Table 5-34 General pressure relationships and ventilation ....................................................... 448
Table 5-35: List of acceptable manufacturers for ventilation system ....................................... 450
Table 5-36: To supply and install a complete and advanced PABX System for voice services .. 476
Table A-1: Person-in-Charge Contact Details ............................................................................. 507
Table A-2: Management Representatives Contact Details ........................................................ 509

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FOREWORD
The Airport Development Guidelines (ADG) has been developed by Planning, Development,
Standard and Safety Division of Malaysia Airports (MAHB) and is based on the standard and
recommended practices by ICAO and IATA and most importantly it is based on MAHB’s best
practices, preferences and experiences from the previous development projects of the airports
operated by MAHB.
The purpose of this document is to provide the basic guidelines that are related to development at
airside, terminal and landside of all airports operated by MAHB, as a supplement to the guidelines
provided by the International Air Transport Association (IATA), International Civil Aviation
Organisation (ICAO), Department of Civil Aviation (DCA) Malaysia and Local Authorities – i.e. Majlis
Bandaraya/ Perbandaran, Department of Environment (DOE), Jabatan Bomba dan Penyelamat
Malaysia (JBPM), Ministry of Transport (MOT) etc.
This document is very important as it would serve as guidance for reference by personnel engaged
in the planning, construction, operation and/or maintenance of airports i.e the Government,
Consultants, MAHB’s personnel, etc. The aspirations of this ADG are aiming to being quick reference
in planning, developing and designing of an airport or airport expansion while optimizing the cost
involved through standardized system application and design.
This ADG has been first released in 2016. Since then, the document has been a reference for the
internal and external parties especially for the development of airports. In this 2020 Revision, the
ADG is updated to the latest operation and maintenance practice as well as the current operational
requirements.
For further information as well as comments, questions or suggestion pertaining to this document
could be addressed to:
Planning Development Standard & Safety (PDSS)

Malaysia Airports Holdings Berhad
Malaysia Airports Corporate Office
Persiaran Korporat KLIA
64000 KLIA, Sepang
Selangor Darul Ehsan
Tel: 603 – 8777 7777, Fax: 603-877 7549

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GENERAL INFORMATION
This document is envisioned for everyone with major interest in airport planning for MAHB
especially government officials, management, owners and operator, designer and engineers as
well as airlines and concessionaires. The readers or users of this document must require a specific
of skills or at least general knowledge related with the information needed.
All the information in this document is created by Malaysia Airports SME’s based from the
industrial current practice and recommendation from the local authority as well as international
regulatory bodies and associations. The SME’s are selected based from the vast experience and
knowledge on the system and application.
The ADG Document is used as basic guideline to the airport designer to develop new or extension
of airport and system facilities comprise of airside, terminal and landside. The information may
not applicable to all situation, it depends on the type of terminal, user requirement, customer
demand and manufacturing recommendation. Therefore, in any new airport development
project, engagement between the consultant or developer with airport operator’s various
functional units such as Planning, Development, Standard & Safety (PDSS) Division, Engineering
Division, IT Department, SME’s and other related users are crucial to discuss further on the user
requirement and detail technical specifications of the system and application.
This document will be reviewed and updated by the SME’s in Malaysia Airports for at least every
three (3) years or earlier depending on technology changes and any recommendation practice by
the operation as and when needed. Any changes in the system or application shall be deposited
to PDSS for consolidation and circulation.

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DISCLAIMER OF LIABILITY
i. The content of this document is for the purposes of readers' guidance only and will
not be sufficient without the advice and participation of skilled professionals with
significant experience.
ii. The content of the document is never intended to be a prescriptive, neither provide
an exhaustive list of information on matters that should be considered nor dictated
the types of consultation that should be undertaken.
iii. The content of this document only serves as a useful reference for the personnel
engaged in the planning, construction, operation and/or maintenance of airports on
mechanisms for ensuring that an appropriate level of effective consultation occurs
i.e.: The Government, Consultants, MAHB's personnel and relevant authorities who
have MAHB's permission to access the document for the purposes abovementioned.
iv. iv. All the information contained in this document is confidential, privileged and only
for the information of the intended recipient and should not be used, published or
redistributed without the prior written consent of Malaysia Airports Holdings Berhad.

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1.0 INTRODUCTION
1.1 CONTENT OF THIS DOCUMENT
This document briefly describes the overall requirement for planning to development
of new airport. The contents of this document are divided into 8 chapters;
Chapter 1; Introduction to MAHB’s airports and STOLports.
Chapter 2; Explains the Project Management Life Cycle in an airport development and
upgrading project as adopted by MAHB.
Chapter 3; Describes the planning process and information required during planning.
Basic requirements for primary components of an airport during planning
are elaborated namely landside, terminal, airside and airspace.
Chapter 4; Explains on the design and operational requirements of 3 major

components of an airport : landside, terminal and airside.
Chapter 5; Elaborates on the detail technical requirements for airport systems,

services and facilities; namely Airport Fire & Rescue Services, Aviation
Security, Commercial area, Information Technology (IT) systems and
Engineering Systems unique requirements.
Chapter 6; Briefly discusses the requirements to be adhered to during project

execution and implementation phase.
Chapter 7; Describes processes prior to releasing the final deliverables to the

customer, handing over project documentation and communicating the
closure of the project to all stakeholders.
Chapter 8; Explains on the requirements for the Operational Readiness and Transfer
(ORAT) of a development project prior to the live operation of an airport

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This document also includes the references to be referred to during the planning and
development of airports operated by MAHB and the contact details of MAHB’s
personnel for further clarification when required.
1.2 MAHB’S AIRPORTS AND STOLPORTS
Under the Operating Agreement signed between MAHB and the Government, MAHB
is responsible to manage, operate, maintain and develop 39 airports in Malaysia,
which consist of 5 international airports, 16 domestic airports and 18 STOL ports.
These 39 airports are illustrated in Figure 1-1:
Figure 1-1 : Airports Operated by Malaysia Airports
a) 5 International Airports:
i) KL International Airport (KUL)
ii) Kota Kinabalu International Airport (BKI)

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iii) Kuching International Airport (KCH)
iv) Langkawi International Airport (LGK)
v) Penang International Airport (PEN)
b) 16 Domestic Airports:
i) Sultan Abdul Halim Airport, Alor Setar (AOR)
ii) Bintulu Airport (BTU)
iii) Sultan Azlan Shah Airport, Ipoh (IPH)
iv) Sultan Ismail Petra Airport, Kota Bharu (KBR)
v) Sultan Mahmud Airport, Kuala Terengganu (TGG)
vi) Sultan Ahmad Shah Airport, Kuantan (KUA)
vii) Labuan Airport (LBU)
viii) Lahad Datu Airport (LDU)
ix) Limbang Airport (LMN)
x) Melaka Airport (MKZ)
xi) Miri Airport (MYY)
xii) Mulu Airport (MZV)
xiii) Sandakan Airport (SDK)
xiv) Sibu Airport (SBW)
xv) Sultan Abdul Aziz Airport, Subang (SZB)
xvi) Tawau Airport (TWU)
c) 18 STOL ports:
i) Bakalalan

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ii) Bario
iii) Belaga
iv) Kapit
v) Kudat
vi) Lawas
vii) Long Akah
viii) Long Banga
ix) Long Lellang
x) Long Pasia
xi) Long Semando
xii) Long Seridan
xiii) Marudi
xiv) Mukah
xv) Pulau Pangkor
xvi) Pulau Redang
xvii) Pulau Tioman
xviii) Semporna
1.3 AIRPORT CLASSIFICATION
All international and domestic airports operated by MAHB are further classified into
4 categories i.e. Category A, B, C and D. The classification is made according to the
passenger movement, aircraft movement, terminal size as well as revenue of

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respective airports. The purpose of the classification is to give a guideline on the type
of facility that should be provided at the airports. The categorization of the airports
is shown in Table 1.1.
Table 1-1: Airport Classification in Malaysia Airports
Category A B C D
Passenger Handles more Handles more Handles 0.2 Handles less
Handling than 4 mppa than 1 mppa mppa up to 1 than 0.2 mppa
up to 4 mppa mppa
Terminal More than 15,000 sqm – 5,000 sqm – Less than
Size 30,000 sqm 30,000 sqm 15,000 sqm 5,000 sqm
Airports KLIA; PEN; BKI; LGK, SZB, KBR, SDK; AOR; KUA; IPH; MKZ;
and SBW and BTU; TGG; LBU; LDU; and
KCH. MYY. and TWU. LMN
(Source: MASB, 2020)

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2.0 PROJECT MANAGEMENT LIFE CYCLE
The Project Management Life Cycle has four phases: Initiation, Planning, Execution
and Closure. These phases are meant to be integrated and used together in order to
successfully close a project. MAHB has adapted these phases and enhancing it to
localize and simplify the phases to adhere to MAHB’s policy and procedures. Each
project life cycle phase is described below, along with the tasks needed to complete
it.
2.1 INITIATION PHASE
During the first of these phases, the initiation phase, the project objective or need is
identified; this can be a business problem or opportunity. An appropriate response
to the need is documented in a business case with recommended solution options. A
feasibility study is conducted to investigate whether each option addresses the
project objective and a final recommended solution is determined. Issues of
feasibility (“can we do the project?”) and justification (“should we do the project?”)
are addressed.
Once the recommended solution is approved, a project is initiated to deliver the

approved solution and a project manager is appointed. The major deliverables and
the participating work groups are identified, and the project team begins to take
shape. Approval is then sought by the project manager to move onto the detailed
planning phase.

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2.2 PLANNING PHASE
The next phase, the planning phase, is where the project solution is further developed
in as much detail as possible and the steps necessary to meet the project’s objective
are planned. In this step, the team identifies all the work to be done. The project’s
tasks and resource requirements are identified, along with the strategy for producing
them. This is also referred to as “scope management.” A project plan is created
outlining the activities, tasks, dependencies, and timeframes. The project manager
coordinates the preparation of a project budget by providing cost estimates for the
labour, equipment, and materials costs. The budget is used to monitor and control
cost expenditures during project implementation.
Once the project team has identified the work, prepared the schedule and estimated
the costs, the three fundamental components of the planning process are complete.
This is an excellent time to identify and try to deal with anything that might pose a
threat to the successful completion of the project. This is called risk management. In
risk management, “high-threat” potential problems are identified along with the
action that is to be taken on each high-threat potential problem, either to reduce the
probability that the problem will occur or to reduce the impact on the project if it
does occur. This is also a good time to identify all project stakeholders and establish
a communication plan describing the information needed and the delivery method
to be used to keep the stakeholders informed.
Finally, a quality plan is to be documented, providing quality targets, assurance, and

control measures, along with an acceptance plan, listing the criteria to be met to gain
customer acceptance. At this point, the project would have been planned in detail
and is ready to be executed.

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2.3 IMPLEMENTATION (EXECUTION) PHASE
During the third phase, the implementation phase, the project plan is put into motion
and the work of the project is performed. It is important to maintain control and
communicate as needed during implementation. Progress is continuously monitored;
then appropriate adjustments are made and recorded as variances from the original
plan.
In any project, a project manager spends most of the time in this step. During project
implementation, people are carrying out the tasks, and progress information is being
reported through regular team meetings. The project manager uses this information
to maintain control over the direction of the project by comparing the progress
reports with the project plan to measure the performance of the project activities
and take corrective action as needed.
In any corrective action, the first course of action should always be to bring the
project back on course (i.e., to return it to the original plan). If that cannot happen,
the team should record variations from the original plan and record and publish
modifications to the plan. Throughout this step, project sponsors and other key
stakeholders should be kept informed of the project’s status according to the agreed-
on frequency and format of communication. The plan should be updated and
published on a regular basis.
Status reports should always emphasize the anticipated end point in terms of cost,
schedule, and quality of deliverables. Each project deliverable produced should be
reviewed for quality and measured against the acceptance criteria. Once all of the
deliverables have been produced and the customer has accepted the final solution,
the project is ready for closure.

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2.4 CLOSURE PHASE
During the final closure, or completion phase, the emphasis is on releasing the
final deliverables to the customer, handing over project documentation to the
business, terminating supplier contracts, releasing project resources, and
communicating the closure of the project to all stakeholders. The last remaining step
is to conduct lessons-learned studies to examine what went well and what didn’t.
Through this type of analysis, the wisdom of experience is transferred back to the
project organization, which will help future project teams.

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3.0 REQUIREMENT FOR AIRPORT PLANNING
Once the project has been approved by the Government, the initiation phase begins. The
establishment of a Project Team shall take place and provide project directions and the
constraints. MAHB is also involved in the review of the scope of work for the appointment
of project engineering consultant. After the appointment of consultant, MAHB needs to
ensure that the following requirements shall be incorporated in the tender document for
the appointment of contractor.
Basic information requirement serves as a reference to airport

planner/consultant/consultants of MAHB or Government for planning of an airport
expansion plan, upgrading or new airport. The airport planner/consultant/consultants
shall fulfil all end users’ requirements, authorities’ requirement and comply with all
relevant standards and industry best practices and regulations in doing the planning.
The submission of the completed design which has incorporated all the agreed planning
parameters shall be secured with the necessary approval from all relevant parties
including MAHB and local authorities before proceeding with the construction work.
Prior to any airport planning work, the following basic information would have to be
collected but not limited to, for the planning of a new airport or an airport
redevelopment/upgrading:
(i) Historical Air Traffic Data of the Airport;
(ii) Forecasted Air Traffic Data of the Airport;
(iii) Inventory of the Current Airport Facilities;
(iv) Identification of the development horizon;
(v) End User Requirements;

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3.1 FORECASTING AND HISTORICAL ANALYSIS
3.1.1 HISTORICAL AIR TRAFFIC DATA OF THE AIRPORT
The planner/consultant should collect and evaluate all relevant historical data.
Generally, at least 5 years record data is required to determine their reasonable
trend/patterns data. The data then must be evaluated to determine if anomalies
or errors might be present that could affect the outcome of the forecast data.
The historical air traffic data could be obtained from MAHB’s Research and
Planning Department and CAAM Air Traffic Control tower log.
3.1.2 FORECASTED AIR TRAFFIC DATA OF THE AIRPORT
For any short, medium or long-term airport planning, forecast is used as an

important guide as to when additional airport infrastructure may be required.
However, forecasts need to be reviewed regularly to reflect any unexpected
changes in the aviation market. Generally, the following data should be obtained
by the planner/consultant to prepare the forecast:
(i) Airport historical air traffic data (at least past 5 years record)
(ii) Socioeconomic data – i.e. population, income, catchment area etc.
(iii) Airline survey – i.e. when an airline plans to expand its route network,
replace aircraft fleet, etc
(iv) Other data – i.e. government plans for airport expansion
3.1.2.1 IMPORTANT FORECAST DATA
As a basic planning tool, the following forecast data are the most important
information and are crucial for airport planning and shall be made available
by the planner/consultant:
(i) Total Million Annual passengers and aircraft

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(ii) Peak hour passengers
(iii) Peak hour aircraft movements
3.1.2.1 PEAK HOUR PASSENGERS (PHP)
PHP is used to determine the size and all the facilities required to support the
demand of the design hour passenger. PHP would allow airport operators to
understand when the airport facilities would reach their capacity so that
airport operators can prepare the upgrading plans accordingly. MAHB
preferred the following Standard Busy Rate (SBR) method or 30th busiest
hour of the year for planner/consultant to determine the PHP.
The Standard Busy Rate (SBR) is a peak hour definition that was circulated by
the British Airports Authority (BAA); now Heathrow Airport Limited. In
general, it is the 30th highest hour of annual passenger flow. To determine
the SBR, the hourly data must be ranked in order of magnitude.
There are altogether 5 crucial PHP, as follows:
i. PHP for Domestic Departure Passenger
ii. PHP for International Departure Passenger
iii. PHP for Domestic Arrival Passenger
iv. PHP for International Arrival Passenger
v. PHP for Transfer/Transit
The combined PHP is not the total combination of all the above, but it is the
total PHP Departure and total PHP Arrival passengers.
In the case that the SBR forecast is not part of the consultant’s scope of
services, please refer to MAHB’s Research and Planning Department (if any).

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3.1.3 INVENTORY OF THE CURRENT AIRPORT FACILITIES
The current airport facilities are used to evaluate the airport needs based on
current and future demand. The scope of services of planner/consultant should
include collecting data for inventory of existing landside, terminal and airside
facilities. The inventory includes but not limited to airport, ground handlers,
airlines and government facilities. This inventory must be properly documented.
3.1.4 IDENTIFICATION OF THE DEVELOPMENT HORIZON
The development horizon should follow the individual airport master plan.
Normally, the development horizon is 5 years for short term or 10 years for
medium term etc. The determination of the development horizon would affect
the sizing of the facilities that would be designed for the airport.
3.1.5 END USER REQUIREMENTS
The planner/consultant should gather all end user requirements during planning
and the requirements should be incorporated in the airport design.
3.2 PLANNING AND DESIGN AIRPORT BASIC REQUIREMENT
The planning of an airport is divided into four (4) primary components:
i. Landside;
ii. Terminal;
iii. Airside; and
iv. Airspace

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Each of the above components is further discussed in detail in the next chapter.
All the design of the above components needs to comply with the regulation and
recommendations from ICAO Standard and Recommended Practices (SARPs), IATA
and all relevant local authorities’ guidelines and requirements.
3.2.1 LANDSIDE FACILITIES
3.2.1.1 ACCESS ROAD

(i) The planner/consultant shall study, design and develop the main
terminal access road including ingress and egress road as required and
must comply with the relevant Authorities’ requirement.
(ii) The planner/consultant shall study and propose for safe and adequate
circulation road, service road and emergency road
(iii) The access road shall be designed dedicated for public use and VVIP
(iv) The access road for services such as goods delivery and waste shall be
designed dedicated out of passenger vehicle flow.
3.2.1.2 CURBSIDE
(i) The curb area usually consists of a sidewalk, covered or partially
enclosed, bordering the terminal road system with an adjacent paved
area to permit vehicles to off-load or load passengers. The road in front
of the terminal includes load/unload lanes, maneuvering lanes to access
and leave the load/unload lanes, and through traffic lanes. The
load/unload lane must be designed so that through vehicular traffic can
pass by without interruptions and for one-way flow only. Congestion
always results from an adequate number of load/unload positions, or
curb length. In designing the curbside, the planner/consultant shall:
a. Study the curbside demand during peak hour;

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b. Conduct survey as to determine the modal split between public

transport (train, taxis, bus, e-hailing) and private cars and its
dwell time;
c. Obtain endorsement from MAHB on the proposed modal split;
d. Plan for dedicated queue area for taxi and e-hailing
(ii) Safe crosswalks with appropriate traffic protection and traffic

management equipment and systems shall be provided i.e. speed
hump, ramp and zebra crossing, road signage and drainage system.
(iii) Proper signage shall be provided as it is important for both public
information and airline identification. The vehicle stop at the curb
should correspond approximately to the respective passenger
departure/arrival areas.
3.2.1.3 PARKING FACILITIES
(i) Total number of parking lots must be provided sufficiently. It should
comply with local authority’s standard car park design and
requirements. The planner/consultant shall study and proposed the
required number of parking facilities according to the demand. The
facilities should cater for private cars, motorcycles and bicycles (if any)
for passengers, public and staffs.
(ii) The parking facilities should also cater for dedicated area for taxi
holding, e-hailing holding, and tour bus which is to be located near the
terminal but off-terminal building to avoid unnecessary congestion at
the curbside;
(ii) For open car park, roof and covered walkway should be provided for
the convenience of users during rainy and sunny weather. This is also
to reduce indiscriminate parking at the terminal curbside;

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(iii) The car park shall be equipped with car park system, lightings, speed
hump and zebra crossing, multiple rapid entry, exit route, off-loading
and loading area, etc.
(iv) An area for temporary public and staff car park shall be provided
during construction period;
(v) Recommended number of lots to be provided in airport (based on
NAMP for KLIA) is 500 lots per million origin destination passengers.
For MASB airport, referring to the MASB Masterplan updates 2020,
the following are the parameters guideline (ratios of bays/mppa) used
by consultant to help determine the high-level sizing requirement of
the parking facilities, for reference. The planner/consultant is required
to further refine and verify the following parameters during the study:
a. Private car parking ratio: 300 bays/mppa
b. Car rental ratio: 22 bays/mppa
c. Tour Bus ratio: 2 bays/mppa
d. Taxi holding ratio: 8 bays/mppa
e. E-hailing holding ratio: 5 bays/mppa
f. Private Motorcycle ratio: 25 bays/ mppa
g. Staff car park ratio: 80 bays/ mppa
h. Staff motorcycle ratio: 25 bays/ mppa
3.2.1.4 PUBLIC TRANSPORT HUB
Public transport hub may consist of public bus and train station. Where this
facility is designed for an airport, the public transport hub shall be provided
with but not limited to the followings:
(i) Passenger Walkway or connection to the terminal building
(ii) Adequate signage and wayfinding
(iii) Adequate seating’s
(iv) Baggage trolleys and its nest

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(v) Toilets
(vi) Retail and F&B
(vii) Surau
(viii) Service counters i.e. tickets for bus and train
(ix) Flight Information Display
3.2.1.5 INFRASTRUCTURE
(i) The planner/consultant shall study, design and develop the drainage
system in the landside area;
(v) Security fencing and gate including new guards-posts;
(vi) Re-location of existing utilities (if any);
(vii) Utilities such as water supply, sewerage treatment plant (STP) and
sewerage system, power supply, telecommunication etc. to cater for
the expansion of airport.
(Note: The capacity of the existing water supply, sewerage treatment plant (STP)
and sewerage system, power supply and telecommunication need to be
studied and designed to match the proposed terminal capacity)
(viii) To provide water tank capacity that could last for 2 days as per SPAN’s
recommendation.
(ix) To redesign the electrical power distribution system accordingly and
to upgrade or to replace the existing system that are found have
exceeded its lifespan or below performance level.
3.2.2 TERMINAL BUILDING
3.2.2.1 PLANNER/CONSULTANT INITIAL STUDY

(i) The planner/consultant shall study and design of the overall
requirements for terminal operation and facilities to accommodate up

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to proposed new terminal capacity during peak hour;
(ii) To collect data from airport operator and conduct surveys in order to
obtain the basis for the demand such as:
a. Ratio of Meeters/Greeters to Arriving Passengers

b. Ratio of Well-Wishers to Departing Passengers
c. Ratio of Bags per Passengers
(iii) To conduct the capacity assessment of the existing processors as well as

the assessment for the future processors of the proposed new terminal
capacity;
a. To design the relevant terminal processors and space based

on MAVCOM Quality of Service (QoS) requirement;
b. To design the terminal processors and space based on IATA
Optimum Level of Service (LoS); (Please refer to the latest
edition of ADRM for processors’ and space calculation);
(iv) To design the overall terminal building area based on the suggested
ratio of sqm floor area per 30th busiest hour passenger (sqm/SBR) by
IATA i.e. range between 25 to 35 sqm/SBR;
(v) To ensure the physical building height limits for terminal building and
its surrounding buildings conform to all International Civil Aviation
Organization (ICAO Standard and Recommended Practices (SARPs))
and CAAM restriction by conducting the Obstacle Limitation Surfaces
(OLS);
(vi) To design the terminal based on the best and efficient percentage (%)
of distribution area (Note: Planner/consultant to provide the
information in the airport planning design book);
(vii) To design the terminal building with adequate and efficient circulation
area;

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(viii) To design the terminal building with smooth passenger’s flow (no back
flow) and minimum level changes;
(ix) To propose and design for mechanical aids

(walkalator/travellator/electric buggy system route) in between
processors/check points which exceeds 300m walking distance;
(x) To provide adequate toilets. The design of the toilets (number of

cubicles etc.) shall be accordingly based on Airport Cooperative
Research Program (ACRP) Report 130: Guidebook for Terminal
Restroom Planning and Design (2015). (Note: It is recommended by
ACRP that there should only be a maximum distance of 450 feet (137m)
between two toilets);
(xi) To provide segregation between International and Domestic passengers

as well as segregation between International Departure and
International Arrival passengers according to local authorities, CAAM
Directives and ICAO Standard and Recommended Practices (SARPs)
requirement.
(xii) To design for passenger security screening position to be located after

the Immigration check position;
(xiii) To design for total commercial area accordingly to the required
percentage (%) based on MAHB’s needs and to allocate the placement
of categories (Landside vs Airside, Retail, Food & Beverages and
Services) accordingly;
(xiv) To conduct Terminal and Airside Simulation to conform to the design
that is acceptable and workable according to MAHB;
(xv) To study and propose the latest new technology and automation
elements in the terminal processors or process;
(xvi) The following operational requirements for Terminal Building shall be
incorporated (but not limited to) in the design:

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a. To provide the link from X-ray machine system to Security

Operations Centre (SOC) room;
b. To design for an Integrated Airport Management Control
(IAMC) in the terminal building located in landside area;
c. To provide Terminal Emergency Centre (TEC) for friends and
families of survivors preferably on the ground floor which has
both landside and airside access and away from passenger’s
flow.
d. To provide dedicated controlled staff lane from Landside to
Airside in the terminal and complete with the security
screening system;
e. Sufficient area for vehicle circulation/movement for outbound
baggage make up area as it is expected there will be heavy
movement of vehicles during peak hour at the baggage make
up area;
f. Strategic location for trolley nest and shorter access for trolley
movement for efficient trolley replenishment process;
g. Provide Government agencies’ (Police, Immigration, Custom,
Quarantine, Health and Safety and Agriculture departments)
offices in the terminal building;
h. Provide sufficient number of office spaces for airlines and
MAHB airport operations (i.e. shift operations office, daily pass
counter) at a suitable location;
i. Provide all airport support equipment and loose item but not
limited to airport trolley, passenger seating, rubbish bins,
counters, terminal map, retail or commercial outlet directory,
water dispenser, etc.
j. Provide signages for distance and easy way finding;

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k. Supply and install of all the loose and fixed furniture for each
of the rooms allocated to the government departments
(police, immigration & custom, health and safety and
agriculture departments) and MAHB’s operations offices.
l. Provide sufficient space for airport operational areas, support
facilities, commercial areas, storage and plant and equipment
areas;
m. Provide dedicated loading/unloading area for goods and
equipment delivery;
n. Provide Person with Reduce Mobility (PRM) friendly facilities
e.g. lift, toilet, car park, pedestrian route, ramp etc.
o. Provide adequate Surau, nappy change and breastfeeding
room at strategic location; Note: Surau – separate ablution
area for male and female)
p. Provide janitor room for each toilet set;
q. Provide reflector for high ceiling lighting (LED light);
r. Provide Building Management System (BMS) to control
lighting, lift, chillers and escalators in the Engineering office to
ease of equipment condition monitoring.
3.2.2.2 ARCHITECTURAL ELEMENT
(i) The form of terminal building, other buildings should not be obtrusive
and must be in harmony with the surrounding;
(ii) To obtain MAHB’s approval with regards to design, color scheme and
selection of material and system;
3.2.2.3 MAVCOM QUALITY OF SERVICE (QOS) REQUIREMENTS
The Malaysian Aviation Commission (MAVCOM) was established in March
2016 as an independent economic regulator to the civil aviation industry in
Malaysia. This role includes the regulation of aviation charges and Quality of
Service (QoS) at the country’s commercial airports.

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On 31 October 2016, MAVCOM announced a revision to the Passenger Service

Charge (PSC) and its intention to develop a framework to improve airport
service levels.
To facilitate this, MAVCOM undertook consultation exercises with

stakeholders, including all principal airlines and airport operators, in late
2016, with a follow-up in April 2017. MAVCOM also reviewed performance
data provided and conducted a benchmarking exercise to review the
elements included in other QoS schemes in place at a number of regulated
airports around the world.
The objective of a QoS scheme is to improve passenger comfort at airports, to

ensure aerodrome operators give priority to consumer service levels, and to
facilitate better airport user experience for airlines, ground handling
operators, and other users of airports in Malaysia.
MAVCOM have summarised the various elements within a service quality

regime in their consultation paper published in 14 July 2017. This considers
the different drivers of quality of service at airports - the size and quality of
airport facilities and the operational procedures of the airport,
airlines/ground handlers and immigration/customs - and their impact on
service levels. The final 4 Service Quality and 28 elements used for KLIA and
klia2 are shown in Figure 3-1 below as an example. For any upgrading and
expansion of project, the design of the airport is required to consider the QoS
elements. However, the actual elements are based on QoS established for the
respective airport’s category.

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(Source: Guest Advocacy Department, MAHB)
Figure 3-1 : KLIA and klia2 QoS elements
3.2.2.4 TERMINAL PROCESSORS’ PROCESSING TIME
Based on MASB Masterplan updates 2020, the following Table 3.1 shows the
average processing time used by consultant to help determine the number of

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required processors. The planner/consultant is required to further refine and

verify the following parameters during the study:
Table 3-1: Average Processing Time
No Processors Average Processing

Time (seconds)
DEPARTURE
1 Check – in counter (economy class) 120
2 Check – in counter (business class) 120
3 Self Service Kiosks 90
4 Baggage Drop 60
5 Boarding Pass Gate 6
6 Passport Control Departures Desk - Malaysian 45
7 Passport Control Departures Desk - Foreigner 60
8 Passport Control Departures Desk – Diplomatic & Fast 45
Track
9 Passport Control Departures E-Gates 15
10 Custom Departures – X ray screening 7
11 Custom Departures – Open bag 120
12 Pre-Boarding Screening (Economy) 15
13 Pre-Boarding Screening (Fast Track) 15
ARRIVAL
1 Passport Control Arrivals Desk – Malaysian, Diplomatic, 45
Crew
2 Passport Control Arrivals Desk - Foreigner 60
3 Passport Control Arrivals E-Gates 15
4 Custom Arrivals – X ray screening 7
5 Custom Arrivals – Open bag 120
(Source: MASB Masterplan updates 2020)

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3.2.3 AIRSIDE FACILITIES

3.2.3.1 RUNWAY
(i) The planner/consultant should conduct an assessment on the existing

runway and study the runway capacity (i.e. maximum hourly aircraft
movement) to match with the proposed new terminal capacity and
provide proposed solution.
(ii) The planner/consultant shall design the runway and need to comply
with the regulation and recommendations from ICAO Annex 14 (e.g.
including PCN/ACN, slopes, marking and etc.), Aerodrome Design
Manual Doc 9157 Part 1: Runways, and CAAM’s guidelines and
requirements for future critical aircraft to operate at the airport.
(iii) The planner/consultant shall study and propose the required runway
length according to the largest aircraft type or aircraft code operation
of the airport.
(iv) Based on National Airport Masterplan 2008 (NAMP), the following

Table 3.2 are the recommended runway length according to largest
aircraft design code. It also could be the guideline for future
development of runway:
Table 3-2: Runway Length Requirement Guidelines
No Runway Length Aircraft

1 1,500m Code 3C
2 2,500m Code 4C
3 3,500m Code 4E

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3.2.3.2 TAXIWAY

and study the taxiway system and design the taxiway system (e.g.
including Rapid Exit Taxiways (RETs), parallel taxiways and departing
multiple queuing taxiways) to improve the system capacity and
optimize runway throughput.
(ii) The taxiways shall be designed according to ICAO Annex 14 and

Aerodrome Design Manual Doc 9157 Part 2: Taxiways, Aprons, and
Holding Bays for future critical aircraft to operate at the airport (i.e.
including dimensions, PCN/ACN, slopes, marking and etc.)
3.2.3.3 APRON
(i) The planner/consultant shall study and proposed the required

number of aircraft parking stands (i.e. commercial, cargo and general
aviation) according to the peak demand. The planner/consultant shall
obtain and analyse the current gated aircraft schedule and fleet mix
of air carriers.
(ii) The planner/consultant shall design based on the largest aircraft code
allocated to the stand, not according to the aircraft type. This is to
facilitate the planning of the aircraft stands usage. The following
information, shown in Table 3.3 have been considered for the sizing
of the aprons.
Table 3-3: Dimensions of Aircraft Stands
Aircraft Code Length (m) Width (m) Types

Code C 33.00 29.00 ATR-72
turboprops

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C 45.00 36.00 MD90, A321, B737
E 80.00 65.00 B737-400, A340-600, B777-
300
F 80.00 80.00 A380
Helicopter 25.00 25.00 S61, UH 60L, EC 225, Boeing
234
(Source: MASB Masterplan updates 2020)
(iii) The apron shall be designed according to ICAO Annex 14 and

Aerodrome Design Manual Doc 9157 Part 2: Taxiways, Aprons, and
Holding Bays for future critical aircraft to operate at the airport (i.e.
including dimensions, PCN/ACN, slopes, marking and etc.)
(iv) Between the boxes shown in Table 4, the minimum apron wingtip
clearance requirements of ICAO Annex 14 (3.13.6) shall be applied:
 7.5m for Code F, E and D

 4.5m for Code C
 3.0 m for Code A and B aircraft.
This apron wingtip clearance is the minimum separation that shall be

followed as a guide. Based on latest airlines’ requirement for two doors
operations, 7.5m separation should be made to consider and ramp
movement. In front of the box shown in Table 4, a 15m wide strip will
be reserved for the positioning of push back equipment and to provide
space for aircraft longer than the ones currently in use.
(v) Covered walkway (with lighting and signage) should be constructed for
passenger to remote aircraft stands; (Note: Approval from CAAM is
required)

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(vi) Appropriate footpath for passenger’s movement at apron shall be

provided;
(vii) Fixed wing aircraft is not allowed to mix with rotor wing aircraft
(helicopter) at the parking apron. It is not preferable for General
Aviation aircraft to park at the operational stands. This separation is
required to optimize the parking apron and to ensure safety of the
aircraft and people.
3.2.3.4 AIRSIDE SERVICE ROADS
(i) The planner/consultant shall design the airside service road with
adequate bearing strength, height clearances and turning radius to
accommodate existing and projected service and ground support
equipment, including tow tractors, when applicable;
(ii) The service roads must be capable of accepting Unit Load Device (ULD)
transporter equipment between the cargo terminal and the aircraft,
bowser movement and AFRS vehicle movement in terms of its
pavement strength;
(iii) Airside service roads should have a minimum width of 10m, preferably
12m, and a clearance height of 4.2m, but preferably 4.6m. The latter is
of particular concern with regard to service roads directly located in
front of parking positions which pass under sections of the terminal
building and/or passenger boarding bridges. It should be noted that the
figures provided are design guidelines and should be adjusted to the
local situation prevailing at the specific airport concerned. Service roads
should be designed to accommodate self-propelled equipment with a
swept turn radius of 8m;
(iv) The planner/consultant should study and propose the appropriate

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width of service road based on high or low vehicles movement at the

service road.
(v) Adequate clearance in accordance with ICAO Annex 14, vol.1, Chapter
3 (3.13.6);
(vi) Where necessary, adequate roadway width to permit overtaking of

slow-moving ground support equipment must be provided.
(vii) The airside service roads shall be paved with bitumen.
(viii) Ground handling equipment should be moved via service roads and not
across aprons. Designated handling and parking areas shall be properly
marked. The size of aircraft loaders, passenger buses, and firefighting
equipment and fuel tankers may require special arrangements for
maneuvering and storage;
(ix) The use of private cars on the airside should be restricted;
(x) Aircraft tow tractors may have to operate at right angles to service
roads. Special provisions may be necessary.
(xi) All road entrances to a runway shall be provided with Road-Holding

Position Marking and Sign.
3.2.3.5 ASSOCIATED AIRSIDE WORKS
The planner/consultant should design for the following airside support

facilities but not limited:
(i) Provide Line of Sight (LOS) study from the existing Air Traffic Control
(ATC) tower to the aircraft parking apron, taxiway and runway;
(ii) Adequate staging and parking areas for GSE vehicle and equipment in
order to maximize the aircraft parking apron and for smooth and
efficient airside operation;

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(iii) Extension of security fencing (shall comply to the requirement) to the

extended area;
(iv) Perimeter road;
(v) Provide Aeronautical Ground Lighting (AGL) system including its control
and monitoring system for apron, taxi lane and taxiway. The brand of
the new AGL system should be compatible with the existing brand. The
work shall include cabling, lighting, high mast Constant Current
Regulator (CCR).
(vi) Provide apron flood lighting with high mast (LED light) for the extended
apron area;
(vii) Provide Waste Disposal unit from aircraft waste;
3.2.4 AIRSPACE
airspace in case of constraints;
(ii) The planner/consultant should conduct an airspace study to resolve the

existing airspace constraints and improve overall efficiency of the aircraft
movements while maintaining safety at acceptable levels in accordance
with ICAO Standard and Recommended Practice (SARPs) and Regional
Seamless ATM plan.

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4.0 PRIMARY COMPONENTS OF AIRPORTS

An airport is divided into three (3) primary components:
(i) Landside;
(ii) Terminal; and
(iii) Airside;
The design of the above components needs to comply with the regulation and
recommendations from ICAO Standard and Recommended Practices (SARPs), IATA and
all relevant local authorities’ guidelines and requirements.
4.1 LANDSIDE
The primary elements to be considered in planning the landside components include
the followings:
a) Parking – i.e. public parking, valet parking, employee parking, rental car
parking
b) Curb front vehicle lanes – i.e. loading/unloading lanes, bypass lanes, through
lanes
c) Entry/ exit roadways – i.e. primary terminal access and exit road,
recirculation road, service road
d) Commercial vehicle staging area – i.e. bus and taxi holding areas, ground
transportation centre
e) Land public transport – i.e. Buses, shuttle bus, taxi, tourism coach
f) Landscape
All the landside components need to comply with the recommendations from ICAO,
IATA and all relevant local authorities’ guidelines.

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4.1.1 CAR PARKING

Total number of parking lots must be provided sufficiently. It should comply with
local authority’s standard car park design and requirements (i.e. number of
parking lots, size per lot, speed hump, ramp, and zebra crossing, multiple rapid
entry, exit route, off-loading and loading area, and etc.). Recommended number
of lots to be provided in airport (based on NAMP for KLIA) is 500 lots per million
origin destination passengers. For MASB airports, details are listed in section
3.2.1.3 (v) of this document.
The type of car park facilities can be either of the following;
a) Multi-storey car park.
b) Covered car park with covered walkway.
 The covered car park should be provided with roof for the convenience of
users in any weather conditions.
c) Open car park with covered walkway;
 In the case of open car park, the covered walkway should be provided
from the terminal to the car park area for the convenience of users in any
weather conditions.
4.1.1.1 GENERAL REQUIREMENT
i. The cabling and wiring for parking facilities should be Cat 6/Fibre Optic
ii. Proper tarmac, line marking and arrows should be provided
iii. The CCTV should be installed with minimum 3 types of CCTV cameras
i.e Pan-Tilt-Zoom (PTZ) Type, Static/Fixed Camera Type, and Static Pole
Camera Type. Coverage should include Entrance, Exit, Parking lots and
integrated with Airport Security Safety System. The CCTVs must be
able to recognize the vehicle registration number, and to be installed
in a way that it can capture the main driveway.
iv. Site office for parking should be approximately 10 ft x 10 ft.

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v. Free WIFI access

vi. Ancillary facilities such as advertising panel, car wash area, F&B and
retail shop at surrounding carpark area.
vii. Basic facilities for the staff i.e Toilet (size depending on number of
parking bays), Surau, etc.
viii. For expansion of Car Park area or multiple zones Car park, the CCTV
shall be interconnected to the main Car Park Operation office. In KLIA,
it shall be linked to the AOCC.
ix. Adequate space for Electric Vehicle (EV) charging station should be
allocated.
4.1.1.2 CAR PARK SYSTEMS
Car park systems cover many aspects, ranging from entry lane control, issuing
tickets, tracking the numbers of vehicles in any parking lot, “lot full”
indication, guiding drivers to specific areas (i.e. lane control), fee collection
(e.g., providing automatic payment terminals and/or their manual
alternative), monitoring the egress lanes with CCTV and counters, providing
exit barriers.
The car park systems used at any specific airport may differ between airports.
Hence, consultation with MAHB Car Park Management is necessary upon
designing/providing the systems.
4.1.1.3 PARKING MANAGEMENT SYSTEM
i. The system provides electronic monitoring and management of

parking facilities. It allows electronic collection of parking fees and
monitors and controls parking meters that support parking fee
collection. It also includes the instrumentation, directional signs, and
other infrastructure that monitors parking lot usage and provides local

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information about parking availability and other general parking

information.
ii. Automated payment machine and manual pay station counter should
also be provided. Location of machine and counters should be
provided at strategic area for convenience purpose.
iii. Cashless parking system. This system allows parking user to pay the
parking fees via Touch n Go, credit/debit card, e-wallet service, Top-
up service, Auto Top-up service, and/or any other feature or
functionality made available from time to time.
iv. Parking Guidance System. This system keeps track of the volume and
location of parked cars and can be used to direct cars to areas with the
vacant spaces. The system should also be equipped with vehicle
counting system and capable to detect the number of vehicles
occupying the car park (applicable for multi-storey car park).
v. Automated License Plate Recognition. The system is a technology that
uses optical character recognition to automatically read license plate
characters. It also offers a seamless parking experience that’s
ticketless and cardless.
vi. Flight Information System for arrival and departure flights.
4.1.1.4 CAR PARK INFRASTRUCTURE
i. Multi-storey car park:

 Car park office shall be equipped with facilities such as surau,
toilet, workstation, server room, CCTV control room, cash register,
intercom centre and telephone lines, cabling for network/data,
etc.

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 Power supply (normal, essential, UPS and genset) should be

provided for PC, server, cash register, intercom centre, CCTV
server, car park system and other M&E services.
 Lighting including street lighting with zoning system complete with
remote/centralized switching and backed up by generator set.
 Person with Disabilities (OKU) facilities. i.e. pathway, handrail, etc.
Minimum lot is 2 lots (based on MAHB Car Park Management’s
recommendation).
 Signage (Road and Standee) i.e. Standard size parking lots lining,
row indicator, Person with Disabilities (OKU) Parking, directional
signage, standard parking signage, etc.
 Railing and road curb.
 Emergency exit.
 Car park area should be furnished by appropriate landscape and
hardscape to enhance the ambience.
 Commercial offering e.g. car wash, retail, F&B, advertisement.
 Sufficient number of car park area for rental services and
availability of bus terminal.
 To equip with building M&E services such as electrical power
system, water supply, lift, escalator, ACMV, fire alarm and
protection, CCTV, PA system and etc.
 To have sufficient toilet at every level.
 For security and emergency purposes, PA system, panic button etc
should be provided.
 Flight Information System at each level and each entry/exit
to/from Terminal shows the Arrival and Departure Flight Schedule.
ii. Open car park:

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 Car park office shall be equipped with facilities such as surau,

toilet, workstation, server room, CCTV control room, cash register,
intercom centre and telephone lines, cabling for network/data,
etc.
 Entry and exit should complete with shelter, island, power supply,
telephone line, network cables for system, CCTV, intercom, etc.
preferably entry and exit should be side by side for ease of
operations.
 The car park perimeter area shall be confined by means of fence
or curb with entrance and exit control.
 Cark park booth should be provided for multiple exits.
 Car park booth shall be equipped with cash register, intercom
centre and telephone lines, cabling for network/data, and server
to and from barrier gate, etc.
 Power supply (normal, essential, UPS and genset) shall be provided
for PC, server, cash register, intercom centre, CCTV Server, car park
system and other M&E services.
 Lighting with zoning system complete with remote/centralized
switching and backed up by generator set.
 OKU facilities. i.e. pathway, handrail, etc.
 Signage (road and standee) i.e. Standard size parking lots lining,
row indicator, Person with Disabilities (OKU) parking, directional
signage, standard parking signage, etc.
 Railing and road curb.
 Car park area should be furnished by appropriate landscape and
hardscape to enhance the ambience.
 For security and emergency purposes, PA system, panic button
etc should be provided.

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4.1.1.5 DEDICATED PARKING LOTS/ RESERVED AREA;
i. Dedicated or separated parking lots/reserved area should be allocated

to provide dedicated parking for staff, bus bay, car rental, hotel shuttle
services, police, ambulance and motorcycle parking. Toilet should be
provided at taxi holding area.
ii. Valet/Premium/preferred parking area should also be provided under
this purpose (in the case if the airport chooses to provide the service).
iii. Dedicated parking lots/reserved area should be allocated for Person
with Disabilities (OKU) at location near the terminal.
4.1.1.6 SECURITY AND SURVEILLANCE FACILITIES;
i. These facilities shall be provided to enhance security aspect and

communication with car park users.
ii. Adequate number CCTV cameras at car park area shall be provided.
iii. The CCTV cameras shall be connected to Car Park Operations Office
(for large scale car park operations i.e. International airport, multiple
zones Car park). In the case of KLIA, it shall be connected to the AOCC.
iv. Intercom at car park area connected to car park management office
shall be provided.
v. Security fencing or physical barrier at car park shall be provided.
vi. Panic button connected to the carpark management office shall be
provided.
4.1.1.7 FACILITIES FOR PERSON WITH DISABILITIES (OKU).
i. The car park should comply with requirements for OKU i.e. at loading
and off- loading area, provision of lift etc.

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ii. The intercom for OKU shall be provided for communicating purposes
with car park personnel when assistance is required.
4.1.2 CURBSIDE
The curb area usually consists of a sidewalk, covered or partially enclosed,
bordering the terminal road system with an adjacent paved area to permit
vehicles to off-load or load passengers. The road in front of the terminal includes
load/unload lanes, manoeuvring lanes to access and leave the load/unload lanes,
and through traffic lanes. The load/unload lane must be designed so that through
vehicular traffic can pass by without interruptions. IATA recommends the
following curbside layout in Figure 4-1 for a Single Level Terminal or for
Departures at a Multi-Level Terminal
(Source: IATA Airport Development Reference Manual, 9th Edition)
Figure 4-1 : Example of Curbside Layout for a Single Level Terminal or for
Departures at a Multi-Level Terminal
For single level curb, MAHB prefers three lanes. The inner lane shall be reserved
for public transport/taxi use/shuttle/buses, the second lane for private vehicles
use and the third lanes for manoeuvering/through traffic lane.
The effective curb capacity is related to the number of vehicles which can be
processed in the load/unload lane, rather than the number of vehicles going
through. Congestion always results from an adequate number of load/unload

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positions, or curb length, rather than an adequate number of traffic lanes. For
effective way to provide additional capacity, the parallel public and professional
vehicle curbs are recommended, as depicted in Figure 4-2. For curb length
requirement, please refer to IATA’s ADRM 8th Edition (Section 1.6.5.1).
(Source: IATA Airport Development Reference Manual, 9th Edition)

Figure 4-2 : Example of Curbside Layout for a Single Level Terminal or for Departures
at a Multi-Level Terminal for additional capacity
It is recommended for airports with below 5mppa terminal capacity to have

single level curb and airports with 5mppa and above terminal capacity to have
two level curbs. Figure 4-3 and Figure 4-4 shows the illustration for single curb
and two-level curbs, respectively.
Figure 4-3 : Single Level Curb at Miri Airport

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Figure 4-4 : Two Level Curb at Kuching International Airport
4.1.2.1 ADDITIONAL CURB SIDE REQUIREMENTS
Additional requirements for curb side design are as follows:
a) As terminal curb can serve both departing and arriving passengers,

these two simultaneous activities may produce vehicular and
pedestrian conflicts. Safe crosswalks, with appropriate traffic
protection and traffic management equipment and systems should be
provided i.e. speed hump, ramp and zebra crossing, road signage and
drainage system.
b) Proper signage shall be provided as it is important for both public

information and airline identification. The vehicle stop at the curb
should correspond approximately to the respective passenger
departure/arrival areas. Flight Information Display System with the
outdoor environment are recommended for Departure/ Arrival Flight.

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4.1.3 ACCESS ROAD
a) Dedicated access road shall be provided for public, VVIP, public transport
and services respectively. (Cross-reference to ADRM 11th Edition item
3.4.11.1.1, 3.4.11.1.2, 3.4.1.13.6, 3.4.18, 3.4.18.2, 3.4.18.6, 3.4.18.10).
b) The access road shall be dual carriage (2 lanes each in and out)
Landside access to and from the airport is typically either via road systems
or by rail systems. Both access forms need to be considered when planning
the landside access to terminal facilities. Most passengers, visitors, cargo
operators and employees use road vehicles to gain access to airports.
However, public means of transport such as rail or metro systems are
becoming more and more attractive as road congestion and
environmental awareness increase. For this reason, public transport
systems should always be considered during landside access planning, and
expansions to these systems should always be safeguarded.
c) The construction or development of access road to the terminal shall

comply to Arahan Teknik (Jalan) issued by JKR.
d) Upon completion of a project, the access road to the terminal shall be
handed over for maintenance purposes by local authorities i.e JKR.
4.1.3.1 KEY INFLUENCE
a) Key influences that drive an effective access strategy are based on:
i. Operational requirements,
ii. Local authority requirements,

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iii. Environmental policies and

iv. Cultural Behaviors.
b) Efficient access planning must take in consideration the airport type, size and
needs to support the overall strategy;
i. Airport masterplan,
ii. Potential airport city development,
iii. Intercity connections,
iv. Future expansion without disrupting existing access to the
airport.
Airport-related transport services can have a large influence on the transport

characteristics of the surrounding area. The relationship between airport-
induced trips, their impact on the local area, and, conversely, the impact of
background traffic on airport-related journeys needs to be considered.
Surface access to the airport must integrate with the wider transport
network. Good integration promotes capacity gains and service
improvements across the airport and throughout the surrounding region. For
example, an airport rail or mass transit station might have more frequent and
reliable service than other nearby stations, thereby attracting non-airport
related traffic to use the station. Airports often act as major multimodal
connecting hubs, enhancing mobility in their surrounding communities.
4.1.3.2 PLANNING AUTHORITIES’ AND TRANSPORT AUTHORITY LIAISON
Apart of the surface access strategy, there needs to be alignment with

government and regulatory policy. The access strategy should also be
integrated with of the wider transport network. Consultation with national,

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regional and local planning authorities on policy issues should lead to aligned
planning and development strategies.
A surface access strategy does not need all modes represented on this list to
be successful. It should, however, ensure that the range of modes offered at
the airport is integrated into the wider transport network. A good surface
access system should allow for efficient operation, providing seamless
journeys and interchange between transportation modes.
4.1.3.3 WAYFINDING & SIGNAGES
Wayfinding is defined as the action of navigation throughout a journey. The

following shall be ensuring in order to ensure smooth vehicle flow around the
airport vicinity.
i. Signage should be clear, simple and conspicuous as far as is

practicable.
ii. Should be compliant with road signage and best practices for
airport roadway signage
iii. Dynamic signage should also be used to manage flows,
especially lane control during peak periods.
iv. Wayfinding also needs to provide for route recovery and
recirculation.
4.1.4 LAND PUBLIC TRANSPORT
Public Transport can provide access to/from an airport for large numbers of staff
and passengers. Public transport is generally the preferred surface access mode
for many tourists as well as regular travelers. The public transport modes offered
will vary from airport to airport depending on the number of factors, including

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budget constraints, geography, demand, capacity and preference. Public

transport covers several different distinct surface access modes (e.g. bus, metro,
rail).
Public Transport desirability is usually a factor of the economic affluence of the
region served by the airport as well as the reliability of such a transport service.
Airports serving cities where high occupancy vehicles are prioritized and
incentivized, over single occupancy vehicles will have a better net utilization of
the public transport vehicles regardless of the affluence of the region. The public
transport development at airports shall take into consideration the following
aspects:
i. Local authority requirements
ii. Route requirements
iii. Stop locations
iv. Interchange with other public or private transportation modes.
4.1.4.1 TAXI
Taxis usually account for a significant proportion of trips to/from an airport,
particularly for passengers. Most taxi trips will be to/from terminals, and
consideration needs to be given to;
i) Ticket sales area
ii) Routing of the taxis
iii) Loading and unloading area
iv) Queue management system
v) Taxi Holding area
4.1.4.1.1 TICKET SALES AREA
Taxi counters shall be placed at a centre point of the arrival concourse. Self-
ticketing kiosks can be placed at strategic locations around the arrival level. The

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number of counters and kiosk as well as its operational system shall be

complying to the local authority requirements.
4.1.4.1.2 ROUTING OF THE TAXIS
The routing of outgoing taxis shall take into consideration the specified waiting
time assured to the passenger. It is advised to refer to the local authority not
limited to APAD, MAVCOM and KPDNHEP on the maximum allowable waiting
time in order to plan the routing of the taxi from the holding area to the loading
area. The specified time shall also be made as part of the key indicator in
measuring the service level of the queue manager as well as the taxi operator.
The routing for incoming taxi shall be planned as to ensure minimal stoppage
along the way.
4.1.4.1.3 PICK-UP AND DROP-OFF AREA
At large airports, it is preferable to separate service-related traffic from

passenger traffic in order to reserve the terminal forecourt area for passengers
and visitors only. The order in which these different modes are accommodated
(i.e., whether private vs public vehicles get closest access to the forecourt) may
be a function of regulatory (safety/security) requirements.
The preferable pick-up and drop-off location is at the innermost lane of the
curbside or forecourt. This is to ensure operational efficiency of the service.
The pick-up area shall have a controlled access that can filter the vehicle
coming in order to certify that only permitted vehicle are entering the area.
Pick up indication shall also be in place for ease of recognition between the
passenger and the service provider.

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Drop-off location are preferably arranged based on the location of airlines

individual check in counters to ensure smooth traffic and shortest passenger
walking distance.
The pick-up and drop-off functions for public transportation for should be
located in a close proximity to the terminal if they cannot be accommodated
directly on the drop-off forecourt.
Planning of pick-up and drop-off areas requires careful consideration,

especially if the taxi service is to be operated on a self-help basis. Additional
provisions for dispatch services should be safeguarded.
4.1.4.1.4 QUEUE MANAGEMENT SYSTEM
All airport with a based-operation taxi services shall be equipped with a queue
management system. This is to ensure adequate supply of taxi, on-time arrival
and systematic operations at the pick-up area. There are a variety of system
that can be implemented for taxi queue management. The important factor is
to keep abreast of the latest technology to be installed and keep updating the
system along the way. Local authority requirement shall also be a key
consideration in implementing the system.
4.1.4.1.5 TAXI HOLDING AREA
Any queue management system requires a fall-forwarding holding facility. A

number of factors shall be considered in planning a taxi holding area.
Automated call-forward systems should be considered as part of the overall
taxi management system. The area shall be comprised of basic facility such as
washroom with showers, Surau, rest area and food court. The location of the

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holding area shall be in the close proximity of the airport terminal. Thorough
analysis using passenger forecast data is to be made in determining the
number of taxi parking lots needed. The taxi holding area must be able to be
expanded in the future.
4.1.4.2 BUS
Buses at airports provide a convenient public transport service in the vicinity

of the airport for staff, passengers and through traffic. Bus services provide
more frequent stops than local rail service and can access local residential
areas, thus providing an attractive surface access service to people living
nearby.
4.1.4.2.1 STAGE BUS
Stage buses serve as feeder buses from train stations and various bus stops
that are strategically located amongst the main throughways within the cities.
It is a destination to destination connectivity for city commuters.
Stage buses does not require terminal to terminal operations since the ticket
is purchased inside the bus or by season pass. However, it is imperative to
consult the local authority on the updated requirements for bus stop
construction and the standard bus stop design for the area.
4.1.4.2.2 EXPRESS BUS

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Express busses usually cater a longer distance trip where all passenger is
required to be seated. Express bus requires terminal to operate. Key element
of express bus operations are;
i. Bus Terminal
ii. Ticketing system
iii. Terminal operating system
iv. Passenger information display system
4.1.4.2.2.1 Bus Terminal
Bus terminals should be located at ground level or below ground in centralized,

highly accessible locations for pedestrians. The proximity of a bus terminal to
the airport terminals is important as a shorter walking distance will encourage
usage. This is also the case with wayfinding, as good signage will lead to greater
bus patronage.
Bus terminals are often combined with coach terminals or located in close
proximity to one another due to similar requirements for both modes. Waiting
area is required with adequate seating.
The bus terminal shall be designed as per latest local authority requirements.
This is to ensure that the terminal is in compliance with the terminal licencing
criteria.
4.1.4.2.2.2 Ticketing System
Apart from online ticketing platforms, all express bus tickets shall be sold over
the counter. It is preferable for the ticket counter to be constructed within the

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bus terminal. This is to control touting activities and ease ticket change
process.
The ticketing system shall be as per latest local authority requirement. A

centralized ticketing system is most suitable for a terminal that have multiple
service providers. This will save counter space and allow more space for sitting
area and commercial zones.
4.1.4.2.2.3 Terminal Operating System
Every terminal needs a terminal operating system in order to ensure smooth

operations. The system shall control bay allocation and limit of stay. Basic
requirement for any terminal operating system is strong network connection,
individual server room, proper electrical cabling and facilities building. It is
preferable to have a CCTV on every pylon at the bus bays.
4.1.4.2.2.4 Passenger Information Display System
The system is an electronic information system which provides real-time

passenger information. It may include both predictions about bus arrival and
departure time, as well as information about the nature and causes of
disruptions. It serves as a communication link between terminal operators and
commuters. With the help of passenger information technology, terminal
authorities can communicate with passengers to provide them real-time bus
location and status updates, schedule data, and timely announcements.

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4.1.4.2.3 Shuttle Buses
It is preferable for an airport with more than one terminal to provide 24-hour
high capacity transportation mode such as bus or trains to connect the
terminals. Shuttle buses are meant to serve short distance travels which goes
around the same routes of more than 7km distance.
Shuttle buses usually picks up and drop off passenger directly at the curbside
area. Shuttle bus waiting area are preferably equipped with seating area,
marshal stand, information board as well as air-conditioning. The waiting area
also shall be located near to public facilities such as washroom and Surau. For
an airport with multiple level curbside, the pick-up and drop-off point can be
separated from car type vehicle by locating them at different levels.
At larger airports, where there is significant demand, airline operators run

employee shuttles to move staff around the airport campus. Shuttle services
are typically provided when walking distances to the terminals and operating
centers from the staff parking areas are too long. Shuttle bus operate between
employee parking lots, operations centers, air terminals, offices and public
transport stations.
4.1.4.2.4 Tourism coaches
Tourism coaches are not part of land public transportation but falls under tour
vehicle. The operations of these mode of transport is by group booking.
Tourism coach can either operates at the bus terminal or the kerbside
whichever is most suitable based on the airport design. Key consideration for
the development involving this type of transportation are:
i. Dedicated platform for tourism bus with payment entry system

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ii. Passenger lobby

iii. Information counters
4.1.4.2.5 Bus holding area
In order to ensure that no bus parks along the roadside or at prohibited places
within the airport’s vicinity, it is crucial to provide holding area. The holding
area shall be equipped with basic facilities such as washroom, Surau, rest area
and canteen. The design and capacity must be in compliance with local
authority requirements. Operational and safety aspects shall not be
overlooked, therefore it is preferable that the holding area to be provided with
the following but not limited to CCTV system, operational office, access control
and compound lighting.
4.1.5 E-HAILING
e-hailing are privately owned vehicle which are licenced to be used for the
purpose of providing public transportation service to the passenger through
electronic application booking.
4.1.5.2 DROP-OFF AND PICK-UP AREA
For ease of operations and passenger comfort, it is preferable that e-hailing

pick-up and drop-off point to be standardized with that of taxi services.
However, since e-hailing services operates under separate queue system, an
integration system and facilities must be put in place to ensure control over
the area at the same time guaranteeing the integrity of data collection for the
purpose of commercial charges.

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4.1.5.3 E-HAILING HOLDING AREA
Although e-hailing service implements virtual queue system, holding area is

still required for base-operations. Geofencing shall be done over the area in
order to ensure no e-hailing vehicle are able to wait outside the designated
area. The area shall be provided with basic facilities such as but not limited to
washroom, Surau, rest area and canteen. The location of the holding area shall
be in the close proximity of the airport terminal.
4.1.6 RAIL
Several rail systems can be implemented at an airport in order to supply public

transportation functions. These can be train lines, metro lines, tram lines or other
rail-based systems. Stations can be provided as end stations or through-stations,
above or below ground. The planning of rail access systems and facilities,
particularly for high-volume airports, is a specialized subject and expert advice
should be sought. Coherent coordination of airport-based planning with regional
traffic planning is critical. Rail systems should always be designed to
accommodate projected peak traffic volumes, have adequate expansion capacity,
and access to maintenance facilities.
Beyond the rail track geometries, consideration must be given to passenger

ticketing and waiting concourses, as well as platform dimensions and connectivity
to the other landside access systems. Where rail access systems are provided,
they should be combined in ground transportation centers (GTC) with other forms
of landside access (e.g. bus and coach traffic).
In developing public rail system, it is crucial to adhere to local authority

requirements and standards not limited to:

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i. Land Public Transport Act 715 (2010); Part IV – Railways

o Chapter 5 – 110. Duties of Licensed Operator
(a) to provide railway services and facilities as specified in its operator
license to such extent as is necessary for the licensed operator to meet
any prescribed standards of performance; and
(b) to develop and maintain an efficient railway system.
4.1.7 LANDSCAPE
The landscape at the airport shall have warm and welcoming element. The type
of trees that is suitable shall be:
a) Local species
b) Does not attract birds
c) Branches not easily broken
d) Easily maintained
4.2 TERMINAL
4.2.1 TERMINAL PRIMARY ELEMENTS
The primary elements to consider when dealing with the terminal components
include the following:
a) Programmatic parameters – i.e. Level of Service (LOS) standards,

demand/capacity assessment
b) Terminal facility requirements – i.e. check-in, security, immigration,
lounges, concessions, baggage reclaim hall, circulation, custom, airline
offices, operations areas, baggage handling area, support areas, toilet,
special requirements and passenger’s transit facilities

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c) Flow sequences – i.e. passengers, visitors, employees, baggage, deliveries

and waste removal
d) Passenger movements – i.e. people mover systems, travellator, escalator,
wayfinding, signage, buggy
e) Terminal concept development – i.e. single vs. multi-level terminals,
common-use terminal equipment, conventional vs. self - service facilities,
centralised vs. decentralised terminals, satellite configuration, concourse
configurations, government requirements (passenger segregation
between domestic and international passengers), swing gates
f) Fire safety requirements – i.e. JBPM and firefighting strategy
requirements etc.
All terminal components need to comply with the recommendations from IATA,
UBBL, and all relevant local authorities’ requirements and guidelines.
4.2.2 CAPACITY ASSESSMENT OF THE ELEMENTS OF A TERMINAL BUILDING
The capacity assessment of the elements of a terminal building is a highly complex

exercise involving elements such as queuing theory, simulation and statistical
analysis, together with detailed studies of people movement patterns to, within
and between these elements. To obtain a fairly quick idea of either the capacity
of an existing facility or the size that a facility needs to be in order to handle a
given throughput, guidelines from the IATA’s Airport Development Reference
Manual (ADRM) is adopted. There are altogether seven demand/capacity formula
proposed based on ADRM; four for departures and three for arrivals. The seven
sub-systems are:
i. Check-in
ii. Passport control departures
iii. Centralised security check
iv. Gate hold room

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v. Passport control arrivals

vi. Baggage claim units
vii. Arrival hall
Please refer to IATA’s Airport Development Reference Manual (ADRM) for more
details on the formula. However, not all formula will be applicable to all airports
since not all local factors are included. Close engagement with MAHB and related
stakeholders are necessary during the capacity assessment planning.
For the purpose of ease of cross reference, the following section consists of the
Maximum Queuing Time (MQT) and the average processing time for the
processors generally for the International and Domestic airports under MAHB to
be used together in IATA’s Airport Development Reference Manual formula.
4.2.3 USER REQUIREMENTS FOR TERMINAL BUILDING AND ITS FACILITIES – GENERAL
The followings are the requirements that should be provided in the terminal
building in general, but not limited to:
a) Adequate processing areas i.e. Pre-Check-in, Check-in, Pre-Boarding

Screening, Immigration, Holding Lounge, Baggage Reclaim (Design
according to IATA ADRM’s Recommendation)
b) For new development projects, Pre-Boarding Screening shall be located
after Immigration and centralized screening shall be prioritized.
c) L – shape check in counter is not preferable to avoid inadequate queuing
area
d) Adequate commercial offerings (F&B, Retail, Services, counters,
promotion space) – placement shall be located within the passenger flow
and meeting retail standard i.e. sufficient height, width and length.

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e) Adequate cluster storage offerings at landside and airside area for non-
aero (operation, airlines, governments, ground handling, tenants, internal
stakeholders).
f) Adequate space allocation for advertising at both landside and airside
area.
g) Adequate people mover: Lift, escalators, travellators and space for electric
buggy operation with safety features and safety signage as reminders to
passengers
h) Adequate number of toilets located at strategic areas. Refer to the Toilet
Guidelines (2013) developed by Planning, Development, Standard and
Safety (PDSS) for toilet requirements at airports.
i) To provide nappy change and breastfeeding room preferably next to
toilets
j) Sufficient and clear wayfinding and signages (inclusive directional,
informational, regulatory and notices).
k) Sufficient CCTV located at strategic areas as per guidelines by Aviation
Security in Section 5.2.
l) Terminal Design: Universal and comply with OKU requirement (refer to
Malaysian Standards)
m) Adequate offices for Government and MASSB/MASB (including personnel
working on shift – MASSB/MASB operations, AVSEC, engineering)
n) MASB Offices to be located in cluster (AOCC and SOC located adjacent in
landside area)
o) Adequate cluster office offerings at landside area for non-aero (airlines,
governments, ground handling, tenants, internal stakeholders) –
placement shall be located near to MASB offices.
p) Adequate supply of trolley, dustbin, airport seating and also unique set-
up during an uncommon occasions e.g. Covid-19 pandemic.
q) Adequate FIDS display in the terminal building at strategic location

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r) Smoking room with approval from Ministry of Health

s) Sufficient praying room area (surau / quiet room). For Surau, to include
separate ablution area for male and female.
t) Adequate facility for passenger on transit (transfer counter, quiet area,
infotainment facility)
u) Waste disposal facilities including (rubbish chute, rubbish chamber)
v) Internet connectivity and handphone charging station
w) Provision for children-play area
x) Adequate space for emergency during activation of AEP eg Family Friend
Reception Centre, Family Holding Area, Survival Reception Centre, Private
Matching Area, Media Briefing Room.
y) Sick Bay
4.2.4 TOILET GUIDELINES
MAHB has established a guideline for toilets at airports operated by MAHB and
the first edition was completed in year 2013. The first edition consists of
information on design and finishes, fittings specification, M&E Works and user
education whilst the second phase concentrates on maintenance, cleaning SOP,
cleaning chemical and Service Level Agreement. This guideline will be used for
both new development and upgrading works. However, for upgrading works,
some of the elements guided in the document shall be followed but in case of
unavoidable circumstances, it may be disregarded to suit the existing toilet
structure.
Consultation with MAHB is required prior to any renovation or construction works

of new toilets at airports. Please refer to Planning, Development, Standard &
Safety Division MAHB on the latest washroom guidelines.

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4.2.5 FACILITIES FOR PERSON WITH DISABILITIES (OKU)
With regards to the facilities for OKU, the Malaysian Standard was developed to
be the reference and guideline that covers the provision that need to be
incorporated in public buildings to ensure that they are accessible by disabled
persons, thereby enhancing the integrative potential of disabled persons into the
mainstream activities of society. The Malaysian Standards specify the basic
requirements for elements of buildings and related facilities so as to permit access
by the people with disabilities. The Malaysian Standard 1184:2014, Code of
Practice on Access for Disabled Persons to Public Buildings (Second Revision) shall
be referred to during planning and designing the airport terminal buildings.
Key areas to be focused on are as follows:
4.2.5.1 PARKING AND DROP OFF/PICK UP ZONE IN FRONT OF TERMINAL BUILDING
a) Signage
Signage shall be provided based on standard under MS 1184:2014

(second revision) Chapter 38.
A proper signage of parking for OKU starting from the access road and
also at the parking area shall be provided. The purpose of signage of
OKU at the parking is to ease the process of way finding for OKU
whenever they enter certain area. Figure 4-5, Figure 4-6 and Figure 4-
7 shows the example of signage for OKU.

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Figure 4-5 : Example of signage for OKU
b) Parking lot
A parking for OKU must complete with the following:

i. Ramp to be provided next to the parking;
ii. Standee that displays the helpline;
iii. OKU logo to be imprinted on the ground.
Imprinted logo to be provided
Ramp to be provided next to the

parking
Figure 4-6 : Example of ramp and standee at OKU

parking lot

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Figure 4-7 : Example of imprinted logo on the ground at OKU’s parking, pick up and
drop off
c) Pick up/Drop Off Zone
Both Pick up/drop off zone in front of the main entrance should be
identified by:
i. Signage incorporating the symbol for access by disabled
persons;
ii. Imprinted with international symbol of access on the parking
ground using white and blue color coding complete with
standee that display the helpline;
iii. Ramp with 1:12 gradient slope;
iv. Tactile guiding block.

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Figure 4-8 : Example of drop-off with proper signage and OKU parking
d) Recommended of Parking for OKU as per MS 1184:2014
A designated parking space at carpark area and drop off zone in front
of the terminal at both level must be provided based on standard
under MS 1184:2014 (second revision).
4.2.5.2 RAMP REQUIREMENT

Ramp shall be provided based on standard under MS 1184:2014 (second revision)
Chapter 8.
4.2.5.3 PEDESTRIAN CROSSING

Pedestrian crossing shall be provided based on standard under MS 1184:2014
(second revision) Chapter 7.
4.2.5.4 TACTILE GUIDING BLOCK

Tactile walking surface indicators (TWSIs) shall be provided based on standard
under MS 1184:2014 (second revision) Annex A.
a) It must be detectable underfoot;
b) It must be easily installed and maintained;
c) It must be durable non slip-material;

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d) It must be contrast in colour with adjacent surfaces .

e) Type of Tactile Guiding Block.
Figure 4-9 and 4-10 show 2 types of tactile guide block (Line Type and Dot
Type) that normally used for entrance area. Figure 4-11 show on how the 2
types of tactile guide block install on the floor.
i. Line Type
Figure 4-9 : Line type guiding blocks use at entrance
ii. Dot Type
Figure 4-10 : Dot Type guiding blocks use at entrance

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Figure 4-11 : Stopper at the end of walking tactile
The installation of tactile should be connected beween 2 types of tactiles and

and lead to information counter as shown in figure 4-12. The installation of
tactile must be clear from any obstacle object such as building coloum as
shown in figure 4-13.
Figure 4-12 : The installation of tactile should be connected between each other and
lead to information counter

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Figure 4-13 : Tactile guiding block should be clear from any obstacles
4.2.5.5 INTERNAL BUILDING ENVIRONMENT
a) Doors
i. All doors must be marked with colour band at eye level;
ii. Signage at doors must be clear and visible for user.
Figure 4-14 show the color band and location of signage at eye level.
Figure 4-14 : Example of color band at eye level and visible signage
b) Lifts

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i. Minimum internal dimensions of the elevator must be

1400mmx1400mm;
ii. Handrails need to be installed at three sides inside the lift with
the height between 800mm to 900mm - easy to grip and the
space between the wall must be 40mm;
iii. The control panel button must be reacheable and less than
1000mm height;
iv. To insert additional control panel button at the back/at the
side inside the lifts.
v. The braille and tactile marking floor shall follow the Malaysian
Standard and Figure 4-15.
Figure 4-15 : Braille and tactile marking floor indicators

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c) Stairs
It is recommended to install warning indicators at stairs. Figure 4-16
show the tactile warning indicator and recommendation location to
install warning indicator at stairs.
Figure 4-16 : Recommended warning indicators at stairs
d) Toilets

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Toilets for disabled person shall be provided based on standard under

MS 1184:2014 (second revision) Chapter 25.
i. Facilities where users may carry out personal hygiene and

grooming tasks in privacy;
ii. Sufficient space inside the toilets to maneuver the wheelchair;
iii. Have clear dimensions between opposite walls, of not less than
1750mm;
iv. Water closets (WC) and bidets mounted at height between
450mm to 500mm;
v. Space between the WC and the closest adjacent wall fitted
with a grab bar between 450mm and 500mm;
vi. Accessible washbasin mounted at height between 800 and
850mm;
vii. Lower edge of the mirror positioned at a height not exceeding
1000mm;
viii. Grab bars installed near WC at a height 850mm and 900mm;
ix. Grab bar with diameters of 40mm;
x. Wall mounted grab bars have knuckle space of 40mm;
xi. Doors that can be locked from the inside and releaseable from
outside under emergency situations;
xii. Floor material must be skid proof, well drained and water
proof;
xiii. Doors that can be open outwards.

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Figure 4-17 : First example of general equipment for water closet
Figure 4-18 : Second example of general equipment for water close
e) Information Counters

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i. Information counter must be between 750mm to 900mm;

ii. Part of the counter must be lowered to accessible.
The information counters level must be lowered to accessible as

shown in figure 4-19
Figure 4-19 : Example of counter which it has been lowered for accessible
f) Public Telephones (if provided at an airport)
i. Should be accessible for wheelchair bound and the operable

parts must be at 800mm-900mm height;
ii. Have a clear knee space of more than 750mm.
Figure 4-20 shown the demonstrate to use public telephones by

pedistatian with using wheelchair.

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Figure 4-20 : Example of public telephones which it has been lowered for accessible
4.2.6 SMOKING ROOM
A circular was established by the Ministry of Health with regards to smoking

room. It specifies the requirements for elements of a smoking room in a building.
For this purpose, please refer to Appendix A, Garis Panduan Bagi Mengadakan
Bilik Merokok Di Bawah Per.11 (2), Peraturan – Peraturan Kawalan Hasil
Tembakau 2004, Kementerian Kesihatan Malaysia for more detail information.
4.3 AIRSIDE
4.3.1 AIRSIDE PRIMARY ELEMENTS
The primary elements to consider when dealing with the airside components
a) Runway
b) Taxiway
c) Parking apron

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d) Airside road
e) Aeronautical Ground Light (AGL)
f) Airport Fire and Rescue and Services (AFRS)
g) Aerodrome colour markings
4.3.1.1 RUNWAY
In planning new development or redevelopment of runway, the most

important consideration is the design aircraft. The design aircraft would be
aircraft type or aircraft code operation. For example, the aircraft type would
be B747-400, A320-200 and ATR 72 while aircraft code operation refers to
aircraft category, starting from Code A until Code F. The best practice in
planning of the runway is by selecting the aircraft code operation, as shown
in Table 4.1: Aerodrome Reference Code. This is because the runway design
would allow all type of aircraft to be operated at the airport.
Table 4-1: Aerodrome Reference Code
Code Element 1
Code Number Aeroplane Reference Field Length
1 Less than 800 m
2 800 m up to but not including 1200 m
3 1200 m up to but not including 1800 m
4 1800 m and over

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Code Element 2
Code Letter Wingspan
A Up to but not including 15 m
B 15 m up to but not including 24 m
C 24 m up to but not including 36 m
D 36 m up to but not including 52 m
E 52 m up to but not including 65 m
F 65 m up to but not including 80 m
Source: Annex 14, 8th Edition, July 2018

Note:
Guidance on Planning for aeroplanes with wingspans greater than 80 m is

given in the Aerodrome Design Manual (Doc.9157), Parts 1 and 2
However, certain factor would prevent the usage of aircraft code such as
budget constraint, limited available land and obstacles. The supporting
facilities such as Visual Aids would follow after selecting proper design
aircraft. To ensure safety measures take place in planning and designing of
the runway, the requirement set by ICAO shall be complied (in this case please
refer to Annex 14, volume 1 and ICAO Doc 9157 Aerodrome Design Manual
Part 1 Runways). The Aerodrome Design Manual Part 1 Runways specifies the
required runway length, width, the physical characteristics such as runway
shoulders, runway strips, runway end safety areas and etc.
4.3.1.1.1 Runway size and dimension in Malaysia

a. Runway Size and Dimension for International Airports
In Malaysia, the runway length for international airports is
ranging from 3,354m until 4,019m. Table 4.2 below shows the

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details of the runway length and its aircraft code for reference
in planning of the runway. Figure 4-21 shows the layout of KL
International Airport runway length.
Table 4-2: International Airports, Runway Length and Aircraft Code
No. Airports Runway Aerodrome

Dimension Reference
Code
1 KL International Airport (KUL) Runway 1: KLIA: 4F
4,019m x 60m Klia2: 4E
Runway 2:
4,000m x 60m
Runway 3:
3960m x 60m
2 Kota Kinabalu International Airport 3,780m x 45m 4E

(BKI)
3 Kuching International Airport (KCH) 3,780m x 46m 4E
4 Penang International Airport (PEN) 3,354m x 46m 4E
5 Langkawi International Airport (LGK) 3,813m x 45m 4E

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4,019m
Figure 4-21 : Example of Runway 1 - KLIA
b. Runway Size and Dimension for Domestic Airports
The runway length for domestic airports is ranging from

1,378m until 3,780m. These lengths would allow as maximum
as Code E aircraft to be operated from certain domestic
airports.
Table 4.3 below shows the details of the runway length for
reference in planning of the runway:
Table 4-3: Domestic Airports, Runway Length and Aircraft Code

Dimension reference
code
1 Miri Airport (MYY) 2,745m x 60m 4E
2 Mulu Airport (MZV) 1,507m x 30m 3C
3 Sultan Abdul Aziz Shah Airport, Subang 3,782m x 45m 4E

(SZB)

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Dimension reference
code
4 Sultan Azlan Shah Airport, Ipoh (IPH) 2,000m x 45m 4C
5 Sultan Abdul Halim Airport, Alor Setar 2,745m x 45m 4E

(AOR)
6 Sultan Ahmad Shah Airport, Kuantan 2,743m x 45m 4D

(KUA)
7 Sultan Ismail Petra Airport, Kota Bharu 2,400m x 45m 4C

(KBR)
8 Sultan Mahmud Airport, Terengganu 3,480m x 45m 4E

(TGG)
9 Labuan Airport (LBU) 2,745m x 45m 4E
10 Tawau Airport (TWU) 2,685m x 47m 4D
11 Sandakan Airport (SDK) 2,133m x 45m 4C
12 Bintulu Airport (BTU) 2,745m x 45m 4E
13 Sibu Airport (SBW) 2,745m x 45m 4E
14 Melaka Airport (MKZ) 2,135m x 45m 4C
15 Lahad Datu Airport (LDU) 1,380m x 30m 3C
16 Limbang Airport (LMN) 1,500m x 30m 3C

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c. Runway Size and Dimension for STOL ports

The runway length for STOLports is ranging from 548m until
1,511m. These lengths would allow Code B and restricted Code
C aircraft to be operated from any STOLports nationwide.
Table 4.4 below shows the details of the runway length for
reference in planning of the runway:
Table 4-4: STOLports, Runway Length and Aircraft Code

Dimension Reference
code
1 Pulau Redang (RDN) 1,101m x 30m 2C
2 Pulau Tioman (TOD) 913m x 32m 1C
3 Pulau Pangkor (PKG) 732m x 30m 1C
4 Marudi (MUR) 834m x 24m 1B
5 Lawas (LWY) 758m x 17m 1B
6 Bario (BBN) 671m x 18m 1B
7 Kudat (KUD) 729m x 18m 1B
8 Long Banga (LBP) 548m x 18m 1B
9 Long Seridan (ODN) 548m x 19m 1B
10 Long Akah (LKH) 679m x 18m 1B
11 Long Lellang (LGL) 799m x 18m 1B
12 Bakelalan (BKM) 550m x 18m 1B
13 Mukah (MKM) 1,511m x 30m 1B

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MAHB prefers the runway length in the following Table 4.5 to be the guideline
for future development of runway:
Table 4-5: Runway Length Requirement Guidelines
No Runway Length Aircraft

1 1,500m Code 3C
2 2,500m Code 4C
3 3,500m Code 4E
4.3.1.1.2 Instrument runway
One of the following types of runways intended for the operation of

aircraft using instrument approach procedures:
a) Non-precision approach runway. A runway served by visual

aids and non-visual aid(s) intended for landing operations
following an instrument approach operation type A and a
visibility not less than 1,000 m.
b) Precision approach runway, category I. A runway served by
visual aids and non-visual aid(s) intended for landing
operations following an instrument approach operation type
B with a decision height (DH) not lower than 60 m (200 ft) and
either a visibility not less than 800 m or a runway visual range
not less than 550 m.
c) Precision approach runway, category II. A runway served by
B with a decision height (DH) lower than 60 m (200 ft) but not

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lower than 30 m (100 ft) and a runway visual range not less
than 300 m.
d) Precision approach runway, category III. A runway served by
B to and along the surface of the runway and:
 Intended for operations with a decision height lower than
30 m (100 ft), or no decision height and a runway visual
range not less than 175 m.
 Intended for operations with a decision height lower than
15 m (50 ft), or no decision height and a runway visual
range less than 175 m but not less than 50m.
 Intended for operations with no decision height and no
runway visual range limitations.
Table 4.6 shows the instrument runways for airports operated

by MAHB.
Table 4-6: Instrument Runways for airports operated by MAHB
No. Airports Type of Approach Runway
1 KL International Airport (KUL) Instrument

RWY 14L/32R & 14R/32L: (Precision
Approach Cat II)
RWY 15/33: (Precision Approach Cat I)
2 Kota Kinabalu International Airport Instrument
(BKI) RWY 02/20:(Precision
(Precision Approach Cat I)
3 Kuching International Airport (KCH) Instrument

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RWY 07: (Non Precision Approach)

RWY 25:
4 Penang International Airport (PEN) Instrument
RWY 04: (Precision Approach Cat I)
RWY 22: ((Non Precision Approach)
5 Langkawi International Airport (LGK) RWY 03: Instrument

RWY 21: (Take-off RWY)
6 Miri Airport (MYY) Instrument
RWY 20: (Non Precision Approach)
7 Sultan Abdul Aziz Shah Airport, Instrument
Subang (SZB) RWY 15/33:(Precision Approach Cat I)
8 Sultan Azlan Shah Airport, Ipoh (IPH) RWY 04: Instrument
(Non - Precision Approach)
9 Sultan Abdul Halim Airport, Alor
Setar (AOR) RWY 04: Instrument (Precision Approach
Cat I)
10 Sultan Ahmad Shah Airport, Kuantan Instrument
(KUA) RWY 18: (Non - Precision Approach)
11 Sultan Ismail Petra Airport, Kota Instrument
Bharu (KBR) RWY 10: (Precision Approach Cat I)

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RWY 28: (Non - Precision Approach)

12 Sultan Mahmud Airport, Terengganu Instrument
(TGG) RWY 04: (Precision Approach Cat I)
13 Labuan Airport (LBU) Instrument
14 Tawau Airport (TWU) Instrument
15 Sandakan Airport (SDK) Instrument
16 Bintulu Airport (BTU) Instrument
17 Sibu Airport (SBW) Instrument
18 Melaka Airport (MKZ) Instrument
19 Lahad Datu Airport (LDU) Instrument
RWY 11/29: (Non - Precision Approach)
20 Limbang Airport (LMN) Instrument
(RWY 04/22: (Non - Precision Approach)
21 Mulu (MZV) Instrument

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RWY 03/21: (Non - Precision Approach)
4.3.1.1.3 Non – Instrument runway
A runway intended for the operation of aircraft using visual approach

procedures or an instrument approach procedure to a point beyond which
the approach may continue in visual meteorological conditions. Table 4.7
shows the non-instrument runways for airports operated by MAHB.
Table 4-7: Non-Instrument Runway for airports operated by MAHB
No. STOLports Type of Runway
1 Pulau Redang (RDN) Non - Instrument

2 Pulau Tioman (TOD) Non - Instrument
3 Pulau Pangkor (PKG) Non - Instrument
4 Marudi (MUR) Non - Instrument
5 Lawas (LWY) Non - Instrument
6 Bario (BBN) Non - Instrument
7 Kudat (KUD) Non - Instrument
8 Long Banga (LBP) Non - Instrument
9 Long Seridan (ODN) Non - Instrument
10 Long Akah (LKH) Non - Instrument
11 Long Lellang (LGL) Non - Instrument
12 Bakelalan (BKM) Non - Instrument
13 Mukah (MKM) Non - Instrument

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4.3.1.1.4 Marking and requirements on runway
The consultant should study/refer to the markings requirements as stated

in ICAO’s Annex 14, Vol 1, (Chapter 5 (5.2)) in order to comply with ICAO
and local requirements on the design.
4.3.2 TAXIWAY
Taxiway provides the necessary link between various parts of the airport,
including the gate/apron and the runway system. As such, the individual elements
constitute a network serving access and aircraft movement functions. The Figure
4-22 below shows schematically the basic functions served. The taxiways should
be designed (dimensions) according to ICAO Annex 14, Vol.1 and Aerodrome
Design Manual (ADM) Doc 9157 Part 2: Taxiways, Aprons, and Holding Bays
requirements for future critical aircraft to operate at the airport.

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(Source: ICAO Doc. 9157 ADM Part 2 – Figure 1-1 Taxiways, Aprons and Holding Bays
Figure 4-22 : Functional Design of a Taxiway System
4.3.2.1 TAXIWAY FUNCTIONALITY
The taxiway system should be designed as to optimize runway throughput.

The implementation of taxiway functionality such as Rapid Exit Taxiways
(RETs), parallel taxiways and departing multiple queuing taxiways would
improve system capacity.
Parallel taxiway shall be constructed for aircraft movements higher than 12 –

15 movements per hour. RET vacates landing aircraft from the runway. They
are designed to minimize runway occupancy time and therefore create the
necessary conditions to optimize runway utilization, since a succeeding
aircraft can’t touch down until the preceding aircraft clears the runway. The
number and location of RETs depends on the aircraft fleet mix, the distance

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from the threshold to touchdown, the aircraft speed at touchdown, the initial
exit speed and the rate of deceleration.
4.3.2.2 TAXIWAY SYSTEM
The taxiway system for airports ranging from full parallel taxiway, partial
parallel taxiway system or single taxiway system as shows in figures 4-23,
figure 4-24 and figure 4-25.
Figure 4-23 : Example of full parallel taxiway, RET and connecting taxiway at Kuching International
Airport
Figure 4-24 : Example of partial parallel taxiway at Miri Airport

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Figure 4-25 : Example of single taxiway at Sandakan Airport
4.3.2.3 MARKINGS AND REQUIREMENTS ON TAXIWAY
The consultant should study/refer to the markings requirements in order to

comply with ICAO’s Annex 14, Vol 1, (Chapter 5 (5.2) in order to comply with
ICAO and local requirements on the design.
4.3.3 PARKING APRON
The apron provides direct access to aircraft stands for purpose of loading and
unloading passengers, mail or cargo, or for fuelling, parking or maintenance. An
apron’s taxi lanes serve two main functions:
a) The aircraft stand taxi lane, intended to provide access to the aircraft stand
only.
b) Apron taxiways, intended to provide a through route across the apron.
Apron and gate design should reflect the various characteristics and volume of
traffic to be handled. Significant ground delays can be experienced on aprons as
there in an aircraft flow merging point and provide an entry/exit point to aircraft
for pushing back and powering up engines. The traffic volume and characteristics
can also change over time.

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An apron aircraft flow simulation, including realistic gate assignment and push-
back procedures, is an effective way to ensure minimal delays and to identify and
remove potential and existing bottlenecks.
Criteria to consider in designing the parking apron are as follows:
a) Aircraft Stands Configuration

The configurations could be either Power In-Push Back (PIPB) or Power In-
Power out (PIPO). The configurations shall be considered due to the
difference in available area and airlines operational requirements
b) Aircraft Stands Type

Gate or contact stand would require the usage of Passenger Boarding
Bridge (PBB), while remote stands do not require the PBB. However,
covered walkway should be constructed for access to remote stands
c) Aircraft Type
Fixed wing aircraft is not allowed to mix with rotor wing aircraft
(helicopter) at the parking apron. It is not preferable for General Aviation
aircraft to park at the operational stands. This separation is required to
optimize the parking apron and to ensure safety of the aircraft and people.
4.3.3.1 SIZING OF APRON
The sizing of aprons should be related to the peak demand in parking positions
per each aircraft type or group of aircraft types. In contrast to the sizing of
other facilities, which are normally related to a traffic flow in a representative
peak hour, aprons should be dimensioned on the absolute forecast peak
demand. The sizing is also depending on the distribution of aircraft types over
the various parking bays. Normally the depth of the bay, as well as the width

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of the taxi lane, is dimensioned to cater for the largest aircraft using the bay.
Grouping of aircraft types reduces the required area reservation, as well as
the flexibility of the operation.
4.3.3.2 AIRCRAFT STAND
An aircraft stand is a designated area intended for parking an aircraft where

passengers can be loaded/unloaded with a bridge or by bus. The aircraft stand
system is effectively an interface between passengers and aircraft flow. This
system should be carefully planned adequately. Gate supply should be
calculated to match the runway throughput, the runway saturation schedule
and the overnight parking requirements. Stands should not be used as a buffer
for late arrivals/departures due to ATC delays. As a rule of thumb, 20% of the
existing aircraft stands number should be provided in extra for the non-
operational stand or night stands (based on MAHB’s planning practice).
Gate (contact stands) have a significant impact on the quality of service to

passengers because they provide for more rapid and comfortable handling of
passengers, avoid the need for buses and enable better turnaround times.
Contact gates are often essential to improve the quality of service and reliable
minimum connecting time (MCTs), in support of airlines commercial
objectives.
The dimensions of aircraft stand should be designed based on the largest

aircraft code allocated to the stand, not according to the aircraft type. This is
to facilitate the planning of the aircraft stands usage. The following boxes,
shown in Table 4.8 have been considered for the design of the aprons.

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Table 4-8: Dimensions of Aircraft Stands

C 45.00 36.00 MD90,A321,B737
E 75.00 65.00 B737-400, A340-600, B777-300
F 80.00 80.00 A380
Helicopter 25.00 25.00 S61, UH 60L, EC 225, Boeing 234
(Source: NAMP, 2008)
4.3.3.3 SEPARATION BETWEEN AIRCRAFT STANDS
“An aircraft stand should provide the following minimum clearances between
an aircraft entering or exiting the stand and any adjacent building, aircraft on
another stand and other objects:
Code letter Clearance
A3m
B3m
C 4.5 m
D 7.5 m
E 7.5 m
F 7.5 m
When special circumstances so warrant, these clearances may be reduced at

a nose-in aircraft stand, where the code letter is D, E or F:
a) between the terminal, including any fixed passenger bridge, and the nose
of an aircraft; and
b) over any portion of the stand provided with azimuth guidance by a visual
docking guidance system.”

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(Source: Annex 14, Vol.1)
4.3.3.4 MARKING AND REQUIREMENTS ON APRON
The consultant should study/refer to the markings requirements in order to

comply with ICAO and local requirements on the design. Hence, the following
guideline will provide the required information not limited to:
a) Apron layout- reference lines and bars

b) Lead-in, lead-out and turning lines markings
c) Taxi Side Stripe Marking on Apron
d) Turn bars and stop lines
e) Alignment bar
f) Apron safety lines
Please refer to Appendix B, MAHB’s Apron Markings Handbook (Second

Edition, 2019) for detail information.
4.3.4 AIRSIDE SERVICE ROADS
4.3.4.1 SAFETY AND SECURITY ASPECTS OF AIRSIDE SERVICE ROADS
In planning for airside service road systems, many restrictions exist

especially in those areas where aircraft ground handling activities are in
progress. Safety and security aspects together with the special needs of slow
traffic (e.g. tug and dollies), as well as wide and very high vehicles, all need to
be taken into consideration. Special attention should be given to:

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a) Ground handling equipment should be moved via service roads and

not across aprons. Designated handling and parking areas should be
properly marked. The size of aircraft loaders, passenger buses, and
firefighting equipment and fuel tankers may require special
arrangements for manoeuvring and storage;
b) The use of private cars on the airside should be restricted;
c) Aircraft tow tractors may have to operate at right angles to service
roads. Special provisions may be necessary.
4.3.4.2 POSSIBLE LOCATION OF THE SERVICE ROADS AT APRON AREA
There are two possible locations for the service roads.
a) Behind the aircraft (not preferred solution);

Where it is impracticable, it is allowable for service road to be located
behind the aircraft. In situations where a service road can only be
located behind the aircraft and outside of the stand perimeter, the
service road should then be clearly marked and must not be allowed
to encroach on apron taxiway operations. Proper clearance must be
defined and maintained, from rear of the aircraft to the service road
and to the apron taxiway. Rear service roads will involve traffic coming
off the service road and past the aircraft wings and engines when
approaching the front of the aircraft. Movement around aircraft
wings, etc., must be done with extreme caution.
b) Between the front of the aircraft stand and the terminal building
(preferred solution);
For airports with PBB, it is preferable for service roads to be located
between the front of the aircraft and the terminal building since a lot

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of operational activity tends to occur around the forward portion of

the aircraft. However, the disadvantage with this type of service road
is that clearance height necessary to allow certain types of service
vehicles (i.e. aircraft catering vehicles) to pass underneath may create
a major problem with the height or slope of the passenger loading
bridge or the elevation of the departure gate lounge. When the service
road is located in front of the terminal building, adequate room must
be provided for the aircraft push-back tractor to manoeuvre, i.e. the
tractor which is at 90⁰ must not encroach into the service road as it
will lead to traffic congestion on the service road.
4.3.4.3 AIRSIDE ROAD SIGNS AND MARKING REQUIREMENTS
The consultant should study/refer to the signs and markings requirements in

order to comply with ICAO and local traffic regulations requirements on the
design.
Please refer to Appendix C, MAHB’s Airside Road Signs Markings Handbook

(May 2010) for detail information.
4.3.5 AERODROME PAVEMENT COLOUR MARKINGS
Aerodrome marking is essential for the pilots and other users of the airport. The
standard road line paint used in KLIA and MASB airports are also the standard
road line used by JKR and highway operators. The only difference is, some of the
MASB airports are using reflective road line paint whilst others are using non
reflective paints by mixing in the glass beads that act as the retro-reflective
elements for better visualization at night. The reflective and non-reflective paints

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shall be of water base paint in order to promote green and ease of handling the
paint during application.
For approved paint as certified by SIRIM in compliance with the International Civil
Aviation Organization (ICAO), please refer to Engineering Division MAHB.
4.3.5.1 STRATEGY IN CONSISTENCY OF COLOUR MARKINGS
a) To formalize the consistent colour markings with formulated colour

code for the benefit of airport operation while maintaining the quality
and standard of colour markings.
b) To issue notification to all paint manufacturers to follow ICAO Annex
14 Volume 1, 6th Edition, July 2013 standard and practices. The
manufacturer shall formulate the colour markings in accordance to
ICAO Annex 14 Volume 1, standard and practices and certified by
SIRIM.
c) The approved paint by MAHB as certified by SIRIM in compliance with
the International Civil Aviation Organization (ICAO) Standards to be
purchased directly by the successful contractor.

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5.0 AIRPORT SERVICES - TECHNICAL AND SYSTEM

REQUIREMENTS
In this chapter, brief on the standard airport safety system and building facilities
requirement. The airport safety services consist of Airport Fire Rescue System (AFRS) and
Aviation Security system. Building facilities for running of the airport basically explain on
the technical requirement for commercial area, Mechanical & Electrical equipment
inclusive IT and engineering solution.
In general, all Information Technology and Mechanical & Electrical (M&E) Systems must
comply with these requirements:
a) To provide redundancy and back up

b) To integrate the new system with the existing system in terms of its control and
monitoring
c) To provide maintenance contract with information on the scope of work and
spare parts management
d) To provide information on warranty and Defect Liability Period (DLP). During
warranty and DLP, contractor must propose maintenance with consideration of
impact on warranty
e) To provide operation and maintenance manual
f) To provide comprehensive training plan and training for users and system
administrators. The training shall be inclusive of: training materials and
documentation. The cost of the training programs, facilities, materials,
refreshments shall be fully borne by the contractor
5.1 AIRPORT FIRE AND RESCUE SERVICES (AFRS)
Under MAHB AFRS, airports are categorized under several aerodrome categories
starting from Category 3 to Category 10. The aerodrome category shall be

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determined from Table 5-1 and shall be based on the aircraft dimension (fuselage
length and width) normally using the aerodrome.
Table 5-1: Aerodrome Category for Rescue and Fire Fighting
Aerodrome Aeroplane Overall Length (2) Maximum Fuselage Width

Category (1) (3)
1 0 m up to but not including 9 m 2m
(Source: ICAO Annex 14, Vol.1)
Table 5-2 shows the AFRS Aerodrome Categories for airports operated under MAHB.
Table 5-2: AFRS Category for airports operated under MAHB
No. Airports AFRS Category
1 KL International Airport (KUL) CAT 10
2 Kota Kinabalu International Airport (BKI) CAT 9
3 Kuching International Airport (KCH) CAT 9
4 Penang International Airport (PEN) CAT 9
5 Langkawi International Airport (LGK) CAT 9

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6 Miri Airport (MYY) CAT 7
7 Sultan Abdul Aziz Shah Airport, Subang CAT 7

(SZB)
8 Sultan Azlan Shah Airport, Ipoh (IPH) CAT 7
11 Sultan Abdul Halim Airport, Alor Setar CAT 7

(AOR)
12 Sultan Ahmad Shah Airport, Kuantan CAT 8

(KUA)
13 Sultan Ismail Petra Airport, Kota Bharu CAT 7

(KBR)
14 Sultan Mahmud Airport, Terengganu CAT 9

(TGG)
15 Labuan Airport (LBU) CAT 7
16 Tawau Airport (TWU) CAT 7
17 Sandakan Airport (SDK) CAT 7
18 Bintulu Airport (BTU) CAT 7
19 Sibu Airport (SBW) CAT 7
20 Melaka Airport (MKZ) CAT 7
21 Lahad Datu Airport (LDU) CAT 5
22 Limbang Airport (LMN) CAT 5
23 Pulau Redang (RDN) CAT 4

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24 Pulau Tioman (TOD) CAT 3
25 Pulau Pangkor (PKG) CAT 3
26 Mulu (MZV) CAT 5
27 Mukah (MKM) CAT 5
28 Marudi (MUR) CAT 3
29 Lawas (LWY) CAT 3
30 Bario (BBN) CAT 3
31 Kudat (KUD) CAT 3
32 Long Banga (LBP) CAT 3
33 Long Seridan (ODN) CAT 3
34 Long Akah (LKH) CAT 3
35 Long Lellang (LGL) CAT 3
36 Bakelalan (BKM CAT 3
The purpose of this section is to provide the list of requirements accordingly to:
a) Passenger Terminal (Fire Safety)

b) AFRS Fire Station Elements
c) AFRS vehicles
d) Support Facilities

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5.1.1 PASSENGER TERMINAL (FIRE SAFETY)
5.1.1.1 FIRE SAFETY PARAMETERS
The analysis of each candidate site for a new AFRS station involves a number
of parameters that need to be addressed, recognizing that these can vary
from airport to airport. These parameters are in addition to the response time
analysis
a) Fire Alarm System

i. The alarm should be audio and visual type
ii. Fire alarm panel in Fire Control Room (FCR) should be linked to
the AFRS Watchroom e.g: Building Management System (BMS)
iii. Direct fire safety link system, (Sistem Pengawasan Kebakaran
Automatik - SPKA) need to be installed as per JBPM
requirement.
b) Portable Fire Extinguisher

i. A sufficient number of portable fire extinguishers shall be
provided at strategic location as per required by local
requirement.
ii. Type of fire extinguisher meet the requirement as per MS 1539
and local authorities.
iii. Signages and valid e-FEIS certificate.
iv. Contract servicing for the fire extinguisher (under Malaysia
Airports properties).
v. Good housekeeping
c) Fire Hydrant

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i. Hydrant located at landside. All hydrants must be provided

with no obstacle marking.
ii. Hydrant located at airside shall be provided as per required by
local requirement. All hydrants must be protected by steel
barrier to avoid being damaged by ground services vehicles but
at the same time have adequate access for swift operations.
d) Emergency Evacuation – The site should offer reasonable access to:
i. Evacuation route layout plan

ii. Assembly Point Signage / standee
iii. Existing and future airport access and airside service roads.
iv. Existing and future water supply and drainage system.
e) Topography and Station Orientation
i. A level site is preferred, however, an irregular un-level site can

at times be used if it is superior in other aspects (response
times, etc.) and construction costs are reasonable.
ii. Parallel with the Airport Terminal Building.
5.1.1.2 AIRSIDE AND LANDSIDE ACCESS
i. The security main gate from airside to landside and vice versa shall
accommodate the width of the largest fire vehicle operating at the
airport.
ii. Access road to the emergency access/crash gate shall accommodate
with of the largest fire vehicle complete with side road marking.

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iii. Frangible emergency access/crash gate accommodate with of the

largest fire vehicle complete with signages.
5.1.1.3 FIRE STATION ELEMENTS
5.1.1.2.1 Site selections
The primary objective in locating and orienting an AFRS station is to

provide a timely response, protect life and property, and minimize the
effects of an aircraft accident or incident or catastrophic event occurring
primarily on airport property. The AFRS station shall be located in the
manner to meet, or exceed, AFRS vehicle response time requirements.
References:
Annex 14 Clause 9.2.37 Recommendation. — All rescue and fire fighting

vehicles should normally be housed in a fire station. Satellite fire stations
should be provided whenever the response time cannot be achieved from
a single fire station.
Annex 14 Clause 9.2.38 Recommendation. — The fire station should be

located so that the access for rescue and fire fighting vehicles into the
runway area is direct and clear, requiring a minimum number of turns. The
location of the airport fire station is a primary factor in ensuring the
recommended response times can be achieved.
5.1.1.2.2 Site selection parameters

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The site selection for a new station involves a number of parameters that
need to be addressed, recognizing that these can vary from airport to
airport. These parameters are in addition to the response time analysis.
a) Operational factor – The site should allow for:
i. Immediate, straight access to the runway.

ii. Unimpeded access routes with a minimum of turns to the
runway and aircraft aprons.
iii. Direct access to the terminal aprons without the crossing
of active runways, taxiways, or difficult terrain. This
parameter is critical because of the need for a timely safe
response to emergencies on the ramps, aprons, or terminal
areas. Response routes that do not require AFRS vehicles
to enter the aircraft movement area will reduce the risk of
runway incursions.
iv. Location of AFRS Fire Station must be centre of the runway
and parallel with Airport Terminal Building.
v. Non-interference with the air traffic control tower's line of
sight.
vi. Maximum surveillance of the airfield.
vii. Future expansion of the AFRS station without:
 Limiting or reducing airport surveillance.
 Impacting adjacent roads, buildings, aircraft pavement
and parking areas, and ATC's line of sight unless the
structure or paved area is to be eliminated for other
reasons.
 Requiring significant structural changes to the AFRS
station itself.

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viii. Planned airport improvements that will not create

emergency response runs that will negatively impact
response time requirements. However, in this event, an
additional (satellite) AFRS station(s) may provide an
alternative.
ix. Non-interference by AFRS vehicles or the AFRS station’s

communications equipment or with navigational facilities.
x. Minimum obstructions or interference from existing
facilities or uses such as:
 Access roads.
 Fuel farm.
 Aircraft taxiing operations or parking areas.
xi. Ease of connection to and integration with the airport’s
security system.
b) Size of the site
i. The accommodation of the AFRS station and future

expansion(s) such as increasing the vehicle bays for larger
AFRS vehicle or an increase in SBR Level of Protection
Category and/or employee parking, etc.
ii. Exterior amenities, such as AFRS vehicle resupply (water
and/or foam) operation and servicing area.
iii. Fire Station apron to accommodate the largest current or
anticipated vehicle.
iv. Removal of trash.
c) Proximity to utilities and roads – The site should offer reasonable

access to:

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i. Electrical power and, if any, alternate energy sources, e.g.,

gas.
ii. Essential communication and telecommunication
networks, including proximity to fiber optic network
backbones. This is particularly critical for the AFRS station’s
security design components and integration with the
airport’s security system.
iii. Existing and future airport access and airside service roads.
iv. Existing and future water supply and drainage system.
d) Topography and station orientation
i. A level site is preferred, however, an irregular un-level site

can at times be used if it is superior in other aspects
(response times, etc.) and construction costs are
reasonable.
ii. Proper station orientation can help to mitigate exterior
noise levels and associated costs for acoustical treatment.
5.1.1.4 AFRS VEHICLES BAYS
a) The number of vehicles and their characteristics help to drive the

operational design requirements of the station's bays. The number of
vehicles relates in part to the number of personnel. Consequently,
living and working space allocations for most of the station’s rooms
will be based on the number of personnel (current and future). The
AFRS Tower, mechanical room, and the apron design, for example, will

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also be affected by the overall design and operational requirements of

the vehicle bays.
b) The AFRS vehicle bays are the primary station functional space. The
vehicle bays govern the layout and structural design of the majority of
other station elements and directly influence the successful operation
of the AFRS service. Number of vehicle bay should be design based on
ARFF Category as follow:
i. ARFF Cat. 8, 9 & 10 – total of 7 bays [Foam Tender (3), reserve

vehicle (1), Commanding Officer Vehicle/multipurpose vehicle
(1), Water Tender (1), Maintenance Bay (1)]
ii. ARFF Cat. 6 & 7 – total of 5 bays [Foam Tender (2), reserve
(1), Maintenance Bay (1)]
iii. ARFF Cat. 3, 4 & 5 – total of 4 bays [Foam Tender (1), reserve
(1), Maintenance Bay (1)]
c) It is recommended that a reserve AFRS vehicle need to be available in

case of the scheduled maintenance of an on-line truck or repairs which
take an AFRS vehicle out of service. If a reserve AFRS vehicle is not
available to replace an airport category for rescue and firefighting-
required vehicle, an airport must drop down to the next lower airport
category for rescue and firefighting until rectified.
d) Configuration (length, width and height) of vehicle bays is established

by using the dimensions of the largest existing or anticipated new
vehicle together with the minimum parking clearances. To meet local

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conditions, clearances may be increased up to 20% of these

minimums. Other specifications are as below:
i. AFRS personnel must have obstacle free access from all interior
and exterior station points to the vehicle bays.
ii. The use of drive-thru bays to facilitate parking of vehicles and
to increase the operational safety and flexibility of the station
is an important requirement.
iii. The AFRS vehicle standard clearances will be at least: 6 feet
(1.8 m) between the vehicle and walls/storage areas and 8 feet
(2.4 m) between vehicles parked side by side. More clearance
may be required for folding bay doors. Dimensions should
accommodate the present vehicle fleet and newer
replacement vehicle models. Additional consideration should
be given to larger future vehicle additions which may be a
result of an increase in the airport category for rescue and
firefighting and/or mission.
iv. The ceiling height should allow service personnel to stand erect
on top of vehicles and still clear any overhead obstructions.
The standard clearance between the ceiling height and the
AFRS vehicle work platform should be 7 feet (2.1 m). New AFRS
vehicle designs need to be considered, which, in relation to bay
heights, need to consider an extendable turret or other
appliances or technology located on top of the vehicle.
e) Electrical Details
i. Appropriate electrical supplies should be provided for vehicles

battery charging.

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ii. All such connections should be designed for quick and safe
disconnection.
iii. All power cords that are to be attached to the vehicle should
be mounted in such a way so as to not create an obstacle or
hazard to firefighters running to their trucks. Retractable reels
and automatic disconnects should be considered.
f) Interior Environment
i. Wall surface materials should have easy-to-clean and

maintenance-free qualities.
ii. Wall finishes should be selected for long-term maintenance-
free characteristics rather than initial low cost.
iii. Refer 3.9.8.21 for the fire station colour code
g) Support Equipment
i. Retractable hose reels must be conveniently located for

washing vehicle and equipment.
ii. A compressed air supply capable of providing an operating
pressure of at least 120 psi (825 kPa) at the end of a run should
be provided for maintenance, vehicle readiness (air supply),
painting, cleaning for World Class Maintenance (WCM)
program.
h) Vehicle Bay Floor
i. Vehicle bay floor design should not only support the current
heaviest loaded vehicle but make allowances for an increase in

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future vehicle weights. To minimize injury to personnel, floors

adjacent to the vehicle bays should be the same elevation as
the bay floor.
ii. Floor surface finishes should be resistant to hydrocarbon fuels,
foam concentrates, battery acid, etc., and be smooth and easy
to clean.
iii. The recommended slope of the vehicle bay floor to the drain(s)
is 2.5 cm to 3 cm.
iv. Some floor configurations may call for full length trough drains
located in the centerline of each bay. This design removes
another potential tripping hazard in the vehicle bay. The slope
of the floor is critical to ensure no standing water.
5.1.1.5 STATION APRON
a) General Design
i. An apron/driveway design should provide responding AFRS

vehicles with a straight access from the vehicle bay floor to the
movement area without any curves or other encumbrances
that will increase the response time.
ii. Fire hydrants must be installed for use in protecting the AFRS
station and any adjacent structures. They will, also, be
available for vehicle re-service, as well as for training and
testing of hose with vehicle. Hydrants must be equipped with
the size discharges and thread type consistent with other
airport hydrants and the inlet on an AFRS vehicle.

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iii. A warning light or signage should be provided if the station has

pedestrian or vehicle traffic crossing the apron/driveway.
b) Apron Standards and Recommendations

The apron operating surface must be large enough to allow the longest
vehicle or the one that has the greatest operating circle to back into
any bay of the station.
i. Apron Strength - The apron operating surface for at least one

vehicle length from the vehicle bay door must be the same
strength specification as the vehicle room floor.
ii. Gradient - The apron must slope away from the station and
vehicle room floor for effective drainage. Recommended
apron slopes are from 2% to 4%. There must be a smooth
transition between the apron and the vehicle room floor which
may include a drainage channel along and outside all of the bay
doors as determined by the architect or engineer.
iii. Lighting - Apron lights should be mounted so as not to interfere
either with the drivers’ vision when leaving or returning to the
station or with other airport operations, e.g., the air traffic
control tower's line of sight. Special care should be given to
ensure that apron lights do not reflect from vehicle mirrors
when vehicles are being backed into the station.
iv. Apron Canopy - A canopy mounted above the bay door(s) will
provide a place for apron lighting, as well as serving as a shelter
from weather for firefighters directing AFRS vehicles as they
back in. A canopy will also provide shelter from the sun on the
vehicle side view mirrors while the vehicle is backing in.
Reducing sun glare increases safety by keeping the line and any
obstacle(s) visible in the mirror.

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5.1.1.6 AFRS WATCH ROOM
AFRS stations must have a central point for receiving emergency calls,
dispatching AFRS vehicles, and mobilizing and directing other support
resources. This central point, called the AFRS Watchroom, depends on the
reliability and effectiveness of its alarm(s) and communication systems.
Attendants should receive, evaluate, and act on requests for assistance with
a minimum of room activity and outside consultation.
a) General Design - The AFRS Watchroom should provide for maximum

surveillance to the extent possible of the airside and control and
observation of vehicle bay activities. The AFRS Watchroom shall be
elevated. At airports where a separate Communications Center serves
as the dispatch center and emergency call receiving point, the AFRS
Watchroom might have a reduced function.
b) Other Design Item
i. The standard room size for the AFRS Watchroom is divided as

below;
 International Airport - at least 58 square meters
 Domestic / Stolport - at least 12 square meters.
This space is required for recording emergency information
and maintaining the AFRS Tower Journal. Also, there should be
an accessible storage space for maps and charts of the
surrounding airport area, as well as sufficient wall space for
same.
ii. New AFRS station design may incorporate Closed Circuit
Television (CCTV) cameras – and other security devices to
monitor key points around the station not visible from the
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iii. Alternate emergency (backup) power and uninterruptable

power supply (ups) must be provided for the alarm system and
essential communications equipment.
Reference:
Annex 14 Clause 8.1.10 Recommendation – The following aerodrome

facilities should be provided with a secondary power supply capable of
supplying power when there is a failure of the primary power supply:
“f) Essential equipment and facilities for the aerodrome responding

emergency agencies.”
iv. All electronic equipment and wiring should be conveniently

accessible for maintenance and repair. Raised flooring and
removable panels on a suspended ceiling should be used to
ease access to wiring and/or electrical equipment for
maintenance purposes or improvements.
v. The room should be equipped with a computer that provides
access to the Local Area Network (LAN).
vi. The room should be equipped with a minimum of two radios:
an VHF radio(s) and a scanner capable of monitoring ATC-
Aircraft Pilot communication
vii. External night surveillance can be improved by the installation
of a dimmer to reduce the intensity of the room's interior
lighting. Red night lighting is also effective in providing interior
lighting without creating glare that restricts seeing outside.
viii. Tinted glass with retractable sun screens or shades should be
provided to maintain visibility.
ix. The design of the Watchroom should also meet the permissible
noise limit / with soundproof features.

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x. A lavatory should be conveniently accessible.

xi. A backlit clock with both 12 and 24-hour display formats is
recommended. Clocks will be synchronized to provide
accurate and identical times between radio recordings and
CCTVs where equipped.
c) Alerting System - AFRS station alerting systems recommendations are

as follows:
i. Alarm
 The alarm may be sounded by chimes or gongs located
throughout the entire station and any satellite stations.
Chimes are recommended since they usually cause less stress
than gongs.
 Alarm controls should be compact, orderly, labeled and
conveniently located. All personnel should have no trouble
reaching and operating all alarm room controls.
 Lockers/Lavatories/Showers should have speakers for the
station’s alarm system. Speakers which provide emergency
announcements (either PA or radio) should be in every space
including dormitories.
ii. Visual
 Flashing beacon when alarm is activated at designated
location.
d) Communications
One important factor that affects the design of station communication
systems is whether there is to be one or a series of airport AFRS
stations. If more than one, a designation of one as the main station
and the other(s) as the satellite(s) should be made. It is essential to

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differentiate between the minimum requirements needed at each

station and those commonly needed at both.
5.1.2 AIRPORT FIRE AND RESCUE VEHICLES (AFV)
Any development of an airport that increases the AFRS safety category must be
supplied with the airport fire vehicles that meet the new category. The requirement
shall be as follows:
a) The vehicles shall be specially designed for the use of Airport Fire Vehicles
(AFV). Commercial based chassis is not allowed
b) The AFV shall be from 6x6 configurations only
c) All AFV shall have water tank, foam tank and also Dry Powder (DP) system
d) There are 2 types of AFV: ULFT and LFT
e) The ULFT shall carry at least 12,000 litre of water, 1500 litre of foam and 250kg
of DP
f) The LFT shall carry at least 5,000 litre of water, 500 litre of foam and 250kg of
DP
g) The AFV shall have a fully automatic transmission with power divider so that
it can engage the pump at any speed
h) Any other specification shall comply with the Airport Service Manual (ASM)
Part 1, 4th Edition 2015 requirements (Chapter 5 (Table 5-1))
5.1.3 OTHER SUPPORTING FACILITIES
5.1.3.1 GEAR WASH/DRYING ROOM
Wet gear takes a long time to dry so a room with a commercial washer and
heated drying rack, storage for washer material and circulation is needed.

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5.1.3.2 FIRST AID AND MEDICAL STORAGE
A clean environment is needed for the treatment of minor first aid to AFRS
and other personnel who walk in requesting medical assistance, as well as
storage for medical supplies. This room will need cabinets and a sink.
5.1.3.3 EXTINGUISHING AGENT STORAGE
A room is needed for the storage of foam and dry chemicals powder, which
should be stored at metal multilevel rack. This room area and door shall be
sufficient to accommodate the storage of reserve extinguishing agent.
5.1.3.4 SELF – CONTAINED BREATHING APPARATUS (SCBA)
A room is needed for the storage of self-contained breathing apparatus

(SCBA), working space to refill and repair SCBA cylinders, and a compressor.
If the latter is needed, this room should be located on an outside wall for ease
of access as well as for safety reasons. This room should be 200 square feet
(32.5 square meters). Further, the area should have:
a) Access to a source of air that has a degree of air purity that meets or
exceeds the local standards.
b) An air compressor specifically designed to provide breathing quality
compressed air for filling SCBAs. The SCBA compressor should be a
complete unit with cooling tanks and/or fragmentation cages.

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c) A 230-volt alternating current (VAC) 1-phase or 230-VAC/ 460-VAC 3-

phase receptacle, depending upon the type of compressor.
d) All major components and accessories clearly identified with
permanent name plates stating the make, model, serial number,
capacities, pressures, voltages, currents and other pertinent
information.
e) Tags and warning labels affixed to equipment for safety and ease in
the operation and adjustment of valves, switches and controls.
5.1.3.5 AFRS ADMINISTRATIVE OFFICES
The requirements for the administrative offices are as follows:
a) A modern AFRS station should have office space for the Head of AFRS
(KUB), Shift Commander, while other officers can share office space.
The KUB’s office should be large enough to accommodate a small
conference table and personal storage space. In some case, a shower
stall and private restroom may be provided. The Shift Commander
rooms should be located as near as possible to the vehicle bays.
b) If there is a need for an entry, lobby and reception area, these can be
combined into one overall space keeping in mind that this space is for
the public and, thus, should have a seating area as well as restrooms.
c) If the AFRS department has a Training Officer and Fire Prevention

Officer separate from the other officers, an office and storage space
for that position as well as for training equipment and supplies should
be provided. The office space needs to be large enough for at least

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one visitor, as well as space for file cabinets, book shelves and
computer desk.
d) A meeting room should be provided for meetings depending on

airport category. This room should be equipped with visual aids and
be sized at 30 square feet (2.8 square meters) per person.
e) Insufficient space for AFRS department files could result in disruption

to other spaces. Thus, depending upon the department’s size, a
separate room should be considered.
f) A separate janitor’s closet of 60 square feet (5.6 square meters) is

needed for the vehicle bays and one for the administrative.
g) Finally, a small kitchenette should be considered for the administrative

offices to include cabinetry, sink, coffee maker, microwave and small
refrigerator.
5.1.3.6 MAINTENANCE BAY
The maintenance bay is an area for performing routine maintenance on the

AFRS vehicles and other station equipment.
a) Location - The maintenance bay may be located at an area adjacent to
the vehicle bay for a workbench and tool storage.
b) Features - The maintenance bay should have:
i. Electrical outlets, one of which is at least 30 amps.

ii. Water sources nearby for cleanup.

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iii. A source of compressed air.

iv. A cabinet for storing paints, greases, oils, and solvents.
v. An adequate complement of mechanics tools (e.g., wrenches,
socket sets, screwdrivers, pliers, hammers, chisels, rulers, and
reamer).
vi. A first aid kit and any necessary protective gear, such as
goggles, earplugs, etc.
5.1.3.7 HOSE-DRYING FACILITIES
For those facilities desiring a hose tower to suspend hose for drying purposes,
it will be provided with open grating, railings, hose pulleys, and adequate
safeguards to prevent personnel injuries from falls. The tower must be of
sufficient height to accommodate hose of 50 feet in vertical length.
5.1.3.8 VEHICLES FUELLING AREA
a. Unless vehicle fuel service is provided elsewhere in the airport, an area

adjacent to the apron where vehicles can be easily positioned next to
a fuel pump should be provided.
b. The vehicle fueling area should be located to one side of the apron.
c. Fueling hoses should be long enough to reach a vehicle's fueling
connection.
d. The dispensing pump(s) should be adequately protected against
physical damage. One means of protecting fueling pumps is by placing
them on a raised platform and protecting them with bollards.

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e. For operational safety, the pumps should be fitted with remote shut-
offs and be color coded to distinguish different types and grades of
fuel.
f. The skid tank must be secured with bund wall and capable to contain
any leaking from the tank minimum 110% from the capacity of tank.
5.1.3.9 STANDBY ROOM
This is a multi-purpose room used by the firefighters for on-duty standby. The
amenities required are as follows:
a. The room size is directly related to the number of firefighter’s on-duty

during a shift.
b. Television, table, chairs and sofa
c. Desktop (for eMAGE access)
5.1.3.10 DORMITORIES
At AFRS stations that operate 24 hours, dormitory accommodations should be

provided for both AFRS officer and firefighters to rest based on current
manpower. The amenities require as follow:
a. Beds
b. Pillow
c. Mattress
5.1.3.11 LOCKER ROOM

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Lockers should be located adjacent to the shower room and toilet. The locker
room should provide easy access to the lockers with sufficient comfort zone
for each AFRS officer and firefighter. Each AFRS staff should be assigned with
their own locker.
5.1.3.12 TOILET
Separate and well-ventilated facilities for officer and other ranks should be
provided. Toilet for the ladies should be provided (visitor).
5.1.3.13 PRAYER ROOM
A prayer room complete with ablution facilities should be provided to

accommodate the required number of personnel on duty and for the ladies
(visitor).
5.1.3.14 PANTRY ROOM
The kitchen needs to be large enough to accommodate a refrigerator, a

microwave unit, food preparation area, water dispenser, pots/pans storage
and shelving. In addition, there must be space for a double sink.
5.1.3.15 TRAINING LECTURE ROOM
a) A specific area should serve for training purposes.

b) The training area need not be a separate or enclosed room; it may be
part of a conference room.

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c) Regardless of location, the training room should provide sufficient

space to accommodate training capability and equipment where
justified (such as, multimedia projection, wall and floor space/room
for a smart board, chalkboard, airport maps, training aids, large screen
projection surface, fixed and portable video projectors, internet
access, and Interactive Computer teaching testing systems, and other
necessary training devices, etc.).
d) The room should also have adequate secured storage space for
instructional materials, audio-visual training aids, equipment, and
supplies.
5.1.3.16 STORAGE ROOM
The storage room provides space for storing rescue & firefighting equipment,
air compressor, logistic and fire vehicle tyres. Its preferred location is adjacent
to the station and should be equipped with shelves, cabinets, etc., and should
be large enough to anticipate future needs.
5.1.3.17 EMERGENCY GENERATOR
This room should accommodate an emergency generator of sufficient size to

carry at least for communication & alerting system for AFRS station electrical
load.
5.1.3.18 PARKING (PUBLIC AND EMPLOYEE) AREA

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a) The recommended minimum employee parking area is one space per

person per duty shift. Transportation Security Administration (TSA)
security requirements will dictate that the employee parking area be
access controlled.
b) In addition, a parking area for visitors should be provided.
c) The employee parking area should accommodate two duty shifts,
thereby eliminating delays-when shifts change or when all firefighters
are summoned during an airport emergency. The area should be
located so not to obstruct firefighting operations; for instance, located
away from the apron area, vehicle room doors, and any firefighting
equipment stored outside the station. Furthermore, the employee
parking area should be secured and located to protect against
vandalism after normal business hours.
5.1.3.19 GYMNASIUM
a) Proper exercise encourages physical fitness and mental alertness.

Firefighter professional development standards and many
employment criteria specify minimum physical fitness standards for
emergency personnel. Thus, an exercise area may be included. Such
an area should be large enough to accommodate 50% of a shift and
equipment.
b) Interior Exercise Room - A typical exercise facility may include the
following items: multi-station pin gym unit, ergometer bike(s), rowing
machine(s), mats for sit-ups, aerobics, free weights, abdominal board,
Roman chair for the abdominal board and lower back exercises,
treadmill, and jump ropes.

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5.1.3.20 CONSTRUCTION
Selected materials should be non-hazardous, durable and easy to clean. The

ceiling finish may be exposed construction; walls may be gypsum board with
ceramic tile, masonry, or concrete. Fabric-covered gypsum or other material
can easily accommodate postings. Floors may be concrete or tile, but with
carpeting in offices and dormitories
5.1.3.21 GREEN AFRS STATION
The requirement for the Green AFRS Station are as follow:
a) Integration of premium building insulation, light fixtures that

automatically adjust for daylighting, efficient lights and lamps, high
efficiency boilers and chillers and heating and cooling system that use
primary-secondary piping.
b) The arched form of the roof structure is designed to promote natural
cooling by harnessing the laminar airflow over its surfaces.
c) The roof surface will also reflect energy, limit heat gain and channel
rainwater (100% Rainwater harvesting) for collection and use in
building services.
d) The building structure also incorporates light wells to channel natural
sunlight from the roof to the AFRS station.
e) Reuses 100% of the treated wastewater generated in the site for
landscaping, air conditioning make up water and flushing
requirements.

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5.1.3.22 FIRE STATION COLOUR
a) Selection of color for the standardization of AFRS Fire Station would

be applied as follows:-
i. Exterior Finish (Column & Beam) - Yellow (Colour Code: Desert

Fire);
ii. Exterior Finish (Wall) - Grey (Colour Code: Stiletto Grey);
iii. Interior Finish (Upper Wall) - Grey (Colour Code: Grey Dew);
iv. Interior Finish (Lower Wall) - Grey (Colour Code: Stiletto Grey);
v. Door (All Door) – Grey (Colour Code: Gray Drop)
vi. Window and Door Frame – Grey (Colour Code: Gray Cotton)
b) The color code are based on Nippon Paint Color Code. Refer to
Appendix D, Summary of Airport Fire and Rescue Services (AFRS)
requirements.
5.1.3.23 AIR DISASTER UNIT (ADU)
The ADU shall be provided near the AFRS station only for International
airports with the capacity to handle critical aircraft of that airport. The area
should be accessible by public and equipped with sick bay.
For more details on the list of requirements, please refer to Appendix D,

Summary of Airport Fire and Rescue Services (AFRS) requirements.
5.1.3.24 AFRS MOCK-UP

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a) The aircraft training mockup shall comply with Aerodrome Standard

Directive 702: Rescue and Firefighting and Airport Annex 14 Volume 1
Chapter 9, Personnel 9.2.42 All rescue and firefighting personnel shall
be properly trained to perform their duties in an efficient manner and
shall participate in live fire drills commensurate with the types of
aircraft and type of rescue and firefighting equipment in use at the
aerodrome, including pressure-fed fuel fires.
b) The mockup shall specifically design for AFRS personnel training in
pressure-fed fuel fires.
c) The requirements for the AFRS mockup are as follows:
i. The mockup shall be designed to suit the local climate.
ii. The mockup shall have a minimum service temperature at fire
points up to 1000°C.
iii. The mockup shall have main aircraft parts such as Cockpit,
Fuselage, Wings with Left Engine/Right Engine, landing gear
with wheels.
iv. The interior shall have passenger seats, overhead storage bins,
lavatory & galley.
v. The Simulator shall be constructed of material that will
withstand atmospheric conditions and high heat at
fireplace/burning areas.
vi. One mock-up engine should be attached under both the right
and left wings. Engine on the right shall be Jet Engine type and,
on the left, shall be Propeller Engine type replica respectively.
vii. Both of the underwing engines shall be equipped with manual
portable burning trays (2 each) that will allow firefighters to
train on extinguishing fires in and around the engine.
viii. Landing Gear mock-up also must be included for landing gear
fire extinguishing training.

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ix. The interior shall have three (main) areas (cockpit, passenger
deck and galley/ lavatory).
x. Simulator is fuelled by LPG Gas and controlled via a central
control system in which both are built on separate mobile carts
for enhanced portability.
xi. All LPG Fire points are ignited via control system.
xii. All Portable Burning trays are manually ignited.
5.2 AVIATION SECURITY TECHNICAL REQUIREMENTS
5.2.1 LEGAL FRAMEWORK
The following are the standards and specifications that shall be referred with
regards to Aviation Security:
a) ICAO Annex 17, Safeguarding International Civil Aviation Against Acts of

Unlawful Interference, 11th Edition, 2020
b) ICAO Doc. 8973, Aviation Security Manual, 11th Edition 2019
c) National Civil Aviation Security Programme (NCASP), 9th Edition 2019
d) Civil Aviation (Security) Regulations 2019
5.2.2 PASSENGERS SCREENING LAYOUT
There are three layout arrangements for the screening of passengers and cabin
baggage, as follows:
a) Decentralized or boarding gate screening, in which located at boarding

gates and typically has screening channels serving one to two boarding
gates.

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b) Semi-centralized or concourse / pier screening, where screening takes

place at the entrance to a concourse / pier serving a several number of
gates and typically after the main duty-free shop area; and
c) Centralized screening, at the entrance point to the security restricted area
(after Immigration clearance) and typically before the duty-free shop area.
However, this arrangement is subject to terminal layout and passenger’s

movement area for the purpose of passenger’s segregation amongst departing
and arriving passengers. Sample of position of passenger’s screening checkpoints
are as outlined in Figure 5-1.
For development of new airport / terminal, the arrangement of Security

Screening checkpoint shall be located after immigration check point. The
quantity, area size and queue length shall follow IATA ADRM requirements.
Screened departing passengers shall be physically separated from arriving

passengers by establishing the different pathway, level, or other physical barrier
to ensure that there is no mixing or contact between passengers subjected to
security control and other persons not subjected to such control at the airport,
after the security screening point has been passed.
In the event of a mix of screened and unscreened passengers, the following action
shall be taken: -
(a) The sterile area shall be cleared, and a full search carried out by the airport
operator.
(b) Departing passengers and their cabin baggage shall be required to
undergo re-screened before being allowed to board their aircraft;
(c) Should any departing passenger have had access to an aircraft after the
occurrence of the accidental mix, the aircraft concerned shall also be
subjected to a full cabin search.

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Figure 5-1 : Positioning of the Passenger Screening Points
5.2.3 SECURITY SCREENING EQUIPMENTS (INTERNATIONAL / DOMESTIC ZONE)
The followings are the requirements that shall be provided with regards to
security equipment’s, but not limited to:
a) Adequate X-ray machines with dual view features or latest image viewing
technologies, complete with Combined Test Piece (CTP) and Threat Image
Projection (TIP). (*Subject to AVSEC MAHB recommendation or
appropriate authority approval and comply the requirement.)
b) Adequate Walk-Through Metal Detectors (WTMD) complete with
Operational Test Piece (OTP), 2 sets of Hand-Held Metal Detector (HHMD)
for each WTMD with the latest technology and security features. The
WTMD should capable to detect at any required sensitivity level and at
any height from head to ankle. (*Subject to AVSEC MAHB
recommendation and appropriate authority approval.)

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c) The total length of input conveyer belt shall be 3 meters with roller
complete with preparation table and the total length of output conveyer
belt with roller and table shall be 3 meters.
d) Sufficient plastic trays for each unit and 6 meters return tray roller should
be provided with sufficient gradient at one side of screening machine for
the purpose of tub returning.
e) Adequate Search Table (stainless steel) attached to x-ray conveyer
(output) for hand luggage search.
f) Fixed 24-hour CCTV coverage at screening check points and focus to x-ray
machine.
g) X-ray machine image shall be linked to SOC for recording and storage, as
well as for backup purpose.
h) Adequate Search / Inspection Room for 100 % check or private screening.
i) Adequate Telephone lines at each X-ray machines and rooms.
j) Adequate network ports.
k) Glass physical barriers with minimum of 2.4 meter heights between
international / domestic check point if screening points located in the
same area.
l) Weapon / Risk Item Handling Room before screening checkpoint complete
with facilities i.e. Firearms Clearance Chamber, chair, table and
telephone.
m) Supervisor / shift officer room with glass viewing panel to monitor
screening activities
n) To position one (1) unit Mobile Explosive Detection System (EDS) and
Explosive Test Kit as near as possible to the departure screening area to
identify explosive and substances by random check on passengers,
suspected baggage or cabin baggage.

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Technical requirements for X-ray Machine and Walk-Through Metal

Detector are outlined in Appendix H.
5.2.3.1 CARGO X-RAY MACHINE
a) Detection rate of Cargo X-ray Machine.
It is recommended that x-ray machine to screening cargo (ULD) to

have following criteria: -
i. Advance Threat Detection & identification.
Explosive (Nitrogen) and Chlorinated Drugs (Heroin
hydrochloride, cocaine hydrochloride)
ii. Minimum detection quantity.

7 kg of material during 1minute spot scan. VEDS sensor
approximately 30 cm from target in air
5.2.3.2 DUTY FREE SCREENING AND STORAGE
a) Duty free goods, merchandise and supplies to airside shall be properly

controlled and subject to be screened which may include
documentation and physical check.
b) Duty and tax-free goods (for example, liquor and other high value item
sold on board of aircraft or in the airport duty free shops) are
controlled by the Customs Laws and regulations and are normally
stored in secured bonded stores.

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c) These stores are normally licensed under the provisions of the

Customs Law and regulations and subject to inspection by Customs
officer at any time.
d) Customs services will also normally define the physical security
standard of the bonded store provided such goods are safeguard from
interference from the point of loading until they are placed on board
of relevant aircraft, no additional security measures should need to be
applied.
5.2.3.3 X-RAY MACHINE AND WALK-THROUGH METAL DETECTOR (WTMD)
The sample of x-ray machine layout with the conveyor belts length and
position of search table as shown in Figure 5-2 below: -
Figure 5-2 : Sample of X-ray machine layout with conveyor belts length and position of
search table
The distance between Walk-Through Metal Detectors (WTMD) shall be kept

at the optimum distance without magnetic interference effect. The

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recommended orientation of the screening machine is shown in Figure 5-3

below: -
Figure 5-3 : The position of X-ray machine and Walk-Through Metal Detector (WTMD)
5.2.3.4 PRE CHECK-IN BAGGAGE SCREENING
All baggage should be screened for security purposes and all the information
must be kept until the end of the baggage process. The requirements for pre
check-in baggage screening are as follows:
a) Adequate baggage X-ray machines with dual view features or latest

image viewing technologies complete with Combined Test Piece (CTP)
and Threat Image Projection (TIP). Subject to AVSEC MAHB
recommendation and appropriate authority approval.
b) Adequate search table (stainless steel) for checked -in baggage search.
c) Fixed 24-hour CCTV coverage at screening check points and focus to x-
ray machine.

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d) X-ray machine image shall be linked to SOC.

e) Adequate telephone lines at each Baggage X-ray machines check point
f) Minimum 2.4m height of physical barriers surrounding the check-in
islands with adequate entrance near each X-ray machines and a
separate exit to prevent passengers transferring unscreened items to
bags which have been screened and to ensure that any unscreened
item/bags are not checked-in as checked baggage.
Figure 5-4 : Sample of the position of 2.4m height physical barrier surrounding the check-
in islands
5.2.3.5 IN-LINE HOLD BAGGAGE SCREENING (ILHBS)
a) Baggage is screened after the checked in process and placed directly

on the conveyor system which have a multilevel approach with high-
speed automatic X-ray equipment, followed by automatic explosive
detection equipment as secondary screening, then more advanced
explosive and detonator detection equipment usually controlled by
experienced staff to determine whether or not a manual search is
required. The security equipment with the best performance in terms
of detection of explosives or explosive devices should be selected. At

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the same time, careful consideration should be given to the potential

false-alarm rate which may be generated by the equipment, as this
may introduce significant consequences and constraints in the
operation. Therefore, the choice of equipment should seek to
maximize the probability of detection while maintaining an acceptable
false-alarm rate.
b) Development of airport with ILHBS will require the installation of Out

of Gauge (OOG) screening machine to facilitate the screening process
of all oversize baggage that exceed the maximum size of check in
baggage. Maximum size of baggage shall not exceed the dimension of
MECV’s door access as stipulated in Appendix I.
c) All airports equipped with ILHBS facilities, shall be provided with

Mobile Explosive Containment Vessel (MECV) to ensure safely secure,
transport, and test explosive devices. MECVs are used by first
responders, as explosive mitigation tools to help protect people and
property from primary and secondary fragmentation debris and
hazardous gases that are created from the detonation of an explosive
device.
The final sorter conveyor shall be able to reach the MECV Access Door
to ensure no human intervention take place during transporting the
suspected baggage into the MECV.
MECV shall be placed near to final sorter of ILHBS conveyor to ensure

the rapid response can be taken by the responder. Detail of technical
specifications are stipulated in Appendix I.

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d) All baggage screening result MUST be send and record in the High
Level Control. The result will effect the destination of the baggage,
such as security level 3
e) The requirement to have ILHBS system in the airport is summerized in

Table 5.1:
Table 5-3: The recommended ILHBS system in the airport
No of Bags Proposal
No. Airport Type during Peak
Hour* Short Term Long Term
1 STOL - Pre-check in HBS Manual in line 2-

Level HBS
2 Domestic < 300 Manual in line 2-Level HBS
3 Domestic > 300 In-Line 5-Level HBS
4 International < 1500 In-Line 5-Level HBS
5 International > 1500 In-Line 5-Level HBS
*Assumption: 2.0 bag per International pax, 1.0 – 2.0 bag per Domestic pax
(Source: ADRM IATA)
The process at each screening level is as shown in following Figure 5-5.

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Figure 5-5 : In-line 5-level HBS process
5.2.4 CLOSED CIRCUIT TV (CCTV)
The followings are the requirements with regards to CCTV installation.
a) The CCTV cameras shall be installed at the following areas, but not limited
to:
i. Curbside roads (departure / arrival)

ii. Public Parking area
iii. Departure areas (Check-in counters/ island, public concourse,
lounges)
iv. Access checkpoints (passenger screening system, checked baggage
screening, security doors/gates, immigration area,)
v. VIP Complex or Screening Check Point
vi. Arrival areas (arrival hall, carousels, immigration, custom area)
vii. Apron service road
viii. Aircraft Parking Bay

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ix. Baggage Make-Up Areas, etc.
b) All camera’s viewing monitor shall be linked to Security Operations Centre

(SOC)
c) The CCTV shall monitor the airside and landside area including control
tower
d) The long range type of CCTV with high resolution shall be provided to
monitor airside area and IAPP during the crisis
e) The monitoring shall be continuously starting from passenger arriving at
the curbside until boarding the aircraft at the apron and vice versa.
f) No blind spot or blockage view of CCTV camera such as pillar, column,
signage, wall or permanent and temporary object. CCTV shall be installed
at every secured emergency critical door.
g) Type of CCTV system will consist of the following (* Subject to AVSEC
MAHB recommendation):
i. Pole mounted weatherproof Pan, Tilt, and Zoom (PTZ) colour

cameras for the following areas:
 surveillance of car parking area
 surveillance of traffic at entrance and exit of car park
ii. Wall mounted Pan, Tilt and Zoom (PTZ) colour camera strategically
located for surveillance along the Domestic Forecourt Areas
iii. Wall mounted Pan, Tilt and Zoom (PTZ) colour camera for the
following areas :
 Aircraft apron parking
 Baggage unloading/ sorting area
h) Dome PTZ colour cameras for the following areas:

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i. Baggage reclaim hall

ii. Commercial area
iii. VIP lounge
iv. Holding lounges
v. Check-in Area
i) The design of the CCTV shall include the following:
i. Essential power supply for all equipment

ii. CCTV shall be backed up by UPS
iii. Control room equipment and server room equipment must be
powered by UPS (30 minutes)
iv. Lightning arrestor and surge suppressor (power and signal line) for
outdoor cameras and control room equipment panels to be
provided
v. Power supply for the pole-mounted cameras will be taken from the
designated external feeder pillars while interior CCTV cameras
from DB with the dedicated transformer circuit
vi. Main and back up SOC are required
vii. Server redundancy
viii. Dedicated Physical and virtual network switches
ix. Antivirus is required for server and workstations
x. Integration with Network Time Protocol (NTP)
xi. Video and signal integrated with X-Ray machine
xii. Extra 30% spare capacity on equipment and capabilities
xiii. Extra 30% space capacity
xiv. The recording period shall be at least 90 days (minimum)

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xv. High resolution CCTV with night vision should be provided for
critical areas* such as passenger screening areas, baggage
screening areas, IT and Engineering systems room.
*Critical areas are not limited to the area mentioned above and should be subject
to recommendation and determination by AVSEC MAHB.
j) Preferences:
i. Latest technology during project delivery

ii. Comprehensive maintenance contract
iii. Open system
iv. Backward compatible
v. Integration ready with other system
vi. New installation to be interfaced with the existing systems in terms
of control and monitoring
vii. For new development, IP CCTV is recommended to be installed
Note: - All retail outlets at the airport must be installed with CCTV and other
systems and the systems shall be operated by the tenants. The recording/storage
period shall be minimum 30 days. All cost to be bear by the tenants.
5.2.5 SECURITY OFFICE REQUIREMENT (SPACE)
The followings are the requirements for security offices for guidelines:
a) Airport General Office.
i. Chief of Security’s Room

ii. Office space for a Clerk and AVSEC Admin staff

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iii. Store / Filing Room

iv. Meeting/syndicate Room
v. Office space for Security Pass and Permit issuance
b) AVSEC Operations Office
i. It is recommended that the office is located at landside area.

ii. The briefing room, locker room and filing room shall be provided
in the office.
iii. The office shall be capable to operate in 24 hours, 7 days per week.
c) Risk Item Room at Departure and Arrival
A room for Passenger’s Weapon Handling Room (Brick wall type) at arrival
exit as well as before screening machine for departure (*Exact location is
subject the proposed layout plan). Minimum size required is 2.5m x 3.5m.
d) Strong Room
i. The location of the strong room shall be near to the AVSEC

Operation Office and preferable at airside area.
ii. The strong room must have CCTV and air ventilation.
iii. Strong room shall be equipped with Security Alarm System.
iv. Access to strong room should be controlled by AVSEC officer and
no access to public.
v. The recommended strong room orientation concept is shown in
the figure 5-6 as below:-

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Unloaded
weapon
Weapon storage area
area
Figure 5-6 : The strong room orientation concept
vi. The details specification of the Strong Room door is shown as table
5-4 below:-
Table 5-4: The details of the strong room doors
Door Type MD1-Single Swing Single Leaf Metal GRD1-Single Swing Single Lead MS.
Door Frame Grille Door
ELEVATION
FINISHES Gloss Paint Finish Anti Rust Coat to Gloss Paint Finish Anti Rust Coat to
Architects Approval Architects Approval

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Door Type MD1-Single Swing Single Leaf Metal GRD1-Single Swing Single Lead MS.
Door Frame Grille Door
IRONMONGERY High Security Mechanical Lock-up C/w Lock Set
Lock for Swing Type Grille Door to
Manufacturing’s Detail
LOCATION Strong Room Strong Room
e) Daily security pass counter
i. The location of daily pass counter is recommended to be located

near to AVSEC Operations Office.
ii. The facilities that shall be provided inside the daily security pass
counter are:-
 Telephone
 Network
 Pass Rack
 Key Rack
iii. The concept of the separation is shown as below:
Daily Security Pass Counter AVSEC Operations Office
Figure 5-7 : The separation concept of Daily Security Pass Counter
f) Communication/Telephone
i. telephone lines in all the Rooms

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ii. adequate TETRA units

iii. adequate Walkie-Talkie units
g) Security Access System
To install Security Access System (e.g. Card Access System) at all airside /
landside / passengers boarding bridge doors.
5.2.6 SECURITY OPERATION CENTRE (SOC)
A Security Operation Centre (SOC) is typically the central point for all airport
security monitoring and communications on a daily basis for coordinating the
routine security operations at the airport and provide multiple communications
links with all local entities involved in the daily implementation of security
measures, includes responding to incidents, managing specific flights (flights
under increased threat, protocol aircraft, etc.).
The general requirements in terms of design, space and equipment for this facility
should be considered as a priority as they directly influence the efficiency of daily
security operations. It is recommended that one facility to be constructed to
house both the security operations control centre and the EOC. The joint location
of the two centres within the same facility has the advantage of providing an
optimum return on investment, both financially and operationally; however,
these facilities should be located within the very well secured perimeter. SOC shall
be separated with others for example FCR, due to restriction and confidentiality
from non AVSEC personnel.

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The location of the SOC room shall be near to the AVSEC Operation Office and
shall be secured from unauthorized person and controlled with Security Card
Access System.
A successful SOC typically consists of:
a) A multi-bay console, video displays, monitors, controllers;

b) Communications connections (telephone/data, intercom, and radio);
c) All of which have significant design implications for floor space, cabinet
space, power, HVAC, fibre optics and other cabling, and conduit paths;
d) Rear access space to the console is necessary for equipment installation,
maintenance and upgrade;
e) Telephone and network port.
5.2.7 EMERGENCY OPERATIONS CENTRE (EOC)
This guidance material aims to provide a comprehensive set of planning

considerations for an EOC at an airport. It might be advantageous to co-locate the
EOC with the security operations centre or airport operational control centre. It
might also be practicable to use some of the EOC facilities for other purposes
when the EOC is not needed for crisis management. In selecting the location,
consideration should be given to the following operational requirements in order
to:
a) Protect the facility from possible attack;

b) Afford easy access to off-airport supporting agencies;
c) Afford easy access to on-airport agencies and staff; and
d) Provide the operational features and capabilities listed in this section
The following aspects should be considered in the design of the facility:

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a) Entrance.
b) Command centre.
c) Negotiation team room.
d) Briefing room.
e) Communications room and
f) Kitchen, toilet and washing facilities.
g) Communication equipment
h) The location of the EOC room shall be at airside and landside boundary.
The room shall have a clear view of the airside area and the Isolated
Aircraft Parking Position (IAPP). CCTV assistance is needed if the view
could not be obtained.
i) The room shall be accessed from landside with airside view.
j) The room shall be secured.
The details of the room shall be referred to the Document 8973, ICAO Security
Manual.
5.2.8 VIP COMPLEX/FACILIITIES
Some airport’s VIP lounges and facilities located away from existing terminals and
access to these facilities from the landside area is generally limited to authorized
personnel and VIP passengers who have passed through the access checkpoint at
the VIP main gate / control post.
The security procedures at this facility are similar as Passenger Security Screening
Check point which required screening of all hold baggage carried by VIP /
Passengers as follows:

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a) Adequate X-ray machines with dual view features or latest image viewing
technologies complete with Combined Test Piece (CTP) and Threat Image
Projection (TIP). (*Subject to AVSEC MAHB recommendation and
appropriate authority approval);
b) Adequate Walk-Through Metal Detectors (WTMD) complete with 2 sets
of Hand-Held Metal Detector for each WTMD with the latest technology
and security features (*Subject to AVSEC MAHB recommendation and
appropriate authority approval);
c) Adequate search table (stainless steel) attached to x-ray conveyer
(output) for hand luggage search;
d) Fixed 24-hour CCTV coverage at screening check points and focus to x-ray
machine;
e) X-ray machine image shall be linked to SOC;
f) Adequate Search / Private Inspection Rooms for 100 % passenger
screening;
g) Adequate Telephone lines at each X-ray machines and rooms;
h) Adequate network ports;
i) Weapon / Risk Item Handling Room (Brick wall type) before screening
check point complete with facilities i.e. Firearms Clearance Chamber,
chair, table and telephone;
The access control into VIP Complex / facility normally involves verification that
the person or vehicles has a valid booking and movement through this building.
The access point shall be dual direction (entering to/from VIP facility). The access
points to the VIP facilities shall be located at the main entrance of the complex
with the requirements as follows:

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a) Shelter to protect security personnel against bad weather elements during

vehicle inspection. I.e. heavy rain, thunderstorm, etc. The shelter shall be
extended to the vehicle inspection area.
b) Automatic / motorized drop arm bar. (Controlled by security personnel)
c) Automatic main gate (Controlled by security personnel)
d) Adequate speed hump parallel with in / out of security gates to slow down
/ stop vehicle for checking purpose
e) Illuminate surrounding area with adequate Flood Lighting (Spotlights)
facing landside area
f) Adequate car park
g) Adequate PTZ and Fixed 24-hour CCTV coverage outside guard house and
main gate
5.2.9 ACCESS CONTROL
5.2.9.1 ACCESS CONTROL PROCESS
This section describes the access control processes for authorized persons,
goods and vehicles into Security Restricted Area (SRA). This will normally
involve verification that the person or vehicles has a valid airport pass, airside
driving permit and vehicle permit at the time and area being accessed. The
numbers of access point shall be minimized as possible and located outside or
inside of the terminal building. The access point shall be dual direction
(entering to/from airside/landside) and provision of space for identity
verification such as inspection of photographic airport pass or biometric
system and screening system. The access points can be divided into three
categories which are listed as below: -
a) Control Post

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The access point which frequently used to enter/exit from/to SRA and
manned by security personnel. The requirements of control post are
as follows:
i. Adequate X-ray machines with dual view features or latest
image viewing technologies complete with Combined Test
Piece (CTP) and Threat Image Projection (TIP). Subject to
AVSEC MAHB recommendation and appropriate authority
approval.
ii. Adequate Walk-Through Metal Detectors (WTMD) complete
with Standard Test Piece (STP), 2 sets of Hand-Held Metal
Detector for each WTMD with the latest technology and
security features (*Subject to AVSEC MAHB recommendation
and appropriate authority approval.)
iii. The length of input conveyer belt shall be 3 meters with roller
and output conveyer belt is 3 meters.
iv. Adequate Search Table (stainless steel) attached to x-ray
conveyer (output) for hand luggage search.
v. Fixed 24-hour CCTV coverage at screening check points and
focus to x-ray machine.
vi. X-ray machine image shall be linked to SOC
vii. Adequate PTZ and Fixed 24-hour CCTV coverage inside/outside
post to capture the vehicle registration plates, vehicle’s driver,
overhead cameras to visually check the inside of large vehicles
viii. Under carriage (surveillance) mirrors for checking the
underside of vehicles
ix. Basic facilities such as tables, chairs, fan, plug socket,1
telephone fixed line link to SOC
x. Automatic / motorized Drop arm bar. (Controlled by security
personnel)

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xi. Automatic Main Gate (Controlled by security personnel)

xii. Biometric System (Subject to AVSEC MAHB recommendation
and appropriate authority approval)
xiii. Barbwire on top of the main gate and security fencing
surrounding control post
xiv. Shelter to protect security personnel against bad weather
elements during vehicle inspection. I.e. heavy rain,
thunderstorm, etc. The shelter shall be extended to the vehicle
inspection area and daily pass counter queuing area;
xv. A separate pedestrian gate with turnstile for person without
vehicle passing the check point.
xvi. Basic amenities e.g. toilet, room with prayer space
xvii. Daily pass counter equipped with daily pass rack
xviii. Illuminate surrounding area with adequate Flood Lighting
(Spotlights) facing incoming vehicles
xix. Adequate speed hump parallel with in / out of security gates
to slow down / stop vehicle for checking purpose.
xx. Adequate of temporary car park lot for visitors / staffs
xxi. Signages "Berhenti Pemeriksaan Polis”, reduce speed, etc as
standard specification.

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Figure 5-8 : Sample of Control Post Concept
b) Dedicated Staff entrance

The access point which is frequently used to enter/exit from/to SRA by
airport staffs/ visitors within terminal building and manned by security
personnel. The requirements of dedicated staff entrance are as
follows:
i. Adequate X-ray machines with dual view features or latest
image viewing technologies complete with Combined Test
Piece (CTP) and Threat Image Projection (TIP). Subject to
AVSEC MAHB recommendation and appropriate authority
approval
ii. Adequate Walk-Through Metal Detectors (WTMD) complete
with Standard Test Piece (STP), 2 sets of Hand-Held Metal
Detector for each WTMD with the latest technology and
security features (*Subject to AVSEC MAHB recommendation
and appropriate authority approval.)
iii. Adequate search table (stainless steel) attached to x-ray
conveyer (output) for hand luggage search

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iv. Fixed 24-hour CCTV coverage at screening check points and

focus to x-ray machine and staff movements
v. X-ray machine image shall be linked to SOC
vi. Adequate Telephone lines at each X-ray machines
vii. Adequate network ports
5.2.9.2 ACCESS CONTROL SYSTEMS
Airport operators are required to control access to and from various airside
and landside areas of the airport for safety and security reasons. Access
control systems could accomplish this task. All doors and access entry points
to a particular area of the airport require card readers. Biometric readers or
two-factor authentication (card plus PIN) readers are recommended for
controlling access to sensitive areas. The readers should archive information
on failed access attempts as well as passed authentications. Some access
control systems have the capability to integrate with the CCTV systems to
bring up a video feed for a particular alarm, and systems with this kind of
technology should be considered.
The access control system controls staff and vehicle access to secure and
sterile areas throughout the facility. These systems support an operation to
meet the requirements of the federal and local authorities’ regulations with
relevant standards. Please also refer to the ICAO Annex 17.
A computer-controlled access system is used at the identified doors and

portals. Not all doors and portals need covering by such system. As
alternative, non-automated mechanisms can be used. The selection of
monitored doors and those handled by other means is the responsibility of
aviation security officials.

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A variety of technologies exist for managing access control, including active

RFID passes, bar codes, biometrics, etc. The key in all cases is the secure
administration of the access control / authorized user’s database.
Design:
i. Centralized network system (Not standalone or individual)
ii. Essential power supply for all equipment
iii. Control room equipment and server room equipment must be
powered by UPS (30 minutes)
iv. Main & back up SOC are required
v. Server redundancy
vi. Extra 30% spare capacity on equipment and capabilities
vii. Extra 30% space capacity
Preferences:
i. Latest technology or model during delivery of project
ii. Comprehensive maintenance contract
iii. Backward compatible
iv. Integration ready with other system
v. Dedicated Physical and virtual network switches
vi. Antivirus is required for server and workstations
vii. Integration with Network Time Protocol (NTP)
viii. Integrated with Fire Alarm System
5.2.9.3 PERIMETER FENCING

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This section focuses on the design of the physical security measures to protect
the landside/airside perimeter from unauthorized access. The purposes of a
fence are to demarcate the perimeter, to deter unauthorized access, to avoid
intrusion and to aid in the detection of intrusion (i.e., the act of scaling a fence
is an overt act which may be seen through surveillance systems). The design
of the airport fence should have these purposes in mind and be
commensurate with the assessed risk from unauthorized intrusion. The
requirements of the perimeter fencing are listed as follows:
a) Perimeter fence shall be along the perimeter road

b) Types of welded mesh or chain link;
c) Height of fence is subject to CAAM’s requirement. Latest requirement
as stated in the Arahan Tetap Sasaran Penting document is 3m height
(Not including STOL Ports 2.44m height);
d) Securely anchored to the ground;
e) Anti-climbing obstacles angled outwards;
f) At least three strands of barbed wire on each bracket or a coil of
barbed tape;
g) The whole perimeter shall be placed under surveillance from security
posts positioned at suitable intervals and/or from mobile and/or foot
patrols;
h) Preference - Perimeter Intrusion Detection System (PIDS). These
systems detect alarms and initiate a response for breaches of
perimeter security. This may include trip wires, CCTV, infrared
detection, or other systems;
i) Preference - International airport - A double fence shall be used which
would involve a lower outer general security fence (e.g., a 2.44 m (8
feet) welded mesh fence with barbed wire) which is combined with an
intrusion detection system that operates between the inner and outer

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fence. The inner fence would then be the higher fence (e.g., a 3m (10
feet) high weld mesh fence with razor wire coiled on top);
j) Areas that been identified with high risk by assessment, shall be
installed with appropriate lighting system. It shall be Cable Base or
Solar System.
5.2.9.4 SECURITY FENCING AT BAGGAGE MAKE-UP AND HANDLING AREA
The Security Fencing near baggage make-up and handling area shall be able
to hide public’s view towards these areas (inbound and outbound) which is
located at the airside. The type of fencing will depend on design of terminal
and the location of baggage make-up & handling area. If the location of
baggage make-up & handling area behind the terminal building, the security
fence can be maintained as perimeter fencing type. If the location of make-up
& handling area next to the terminal building and able to be viewed by public,
preferably bricks wall shall be erected.
The type of fence could be either:

a) Chain Link Coated
b) Welded Mesh
c) Bricks Wall
d) Wood Fence
e) Metal Deck or Spandex
In certain locations, particularly at the take-off and landing runway

thresholds, metal fences cannot be used since they might disrupt the
operation of navigation aids. In this case, they can be replaced by plastic or
wood fence.

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Detail specification of perimeter fencings as required by CAAM are

stipulated in Appendix J.
5.2.9.5 AIRSIDE PERIMETER ROAD
Roads located on the airside area should be for the exclusive use of authorized
persons and vehicles. Placement and layout of airside roads should not only
consider standard operational and maintenance needs, but also emergency
response access to crash sites and isolation areas. The details of airside
perimeter road are listed as below:
a) Perimeter roads should be in airside area and constructed alongside

the perimeter fence
b) Provide a clear view of fencing with clear zone of 3 meters in and out
of fencing line.
c) The road should be well drained and kept free of obstacles
d) Positioning of roads should consider:
i. To permit passage of mobile patrols

ii. Maintenance Access
iii. Emergency Access and Routes
e) All underground access (rivers, culverts for drainage should be closed

and/or made accessible to an appropriate standard)
f) The airside perimeter road shall be for patrolling only and should be
paved with crusher run and tar pavement.
g) For any new development, the scope of works shall include
constructions of perimeter road to cover all along perimeter fencing
areas in the airport.

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5.2.9.6 SIGNAGES
Having clear, easily understood signage is important for accommodating the

control and expeditious flow of passengers, meters-greeters, tenants,
contractors, and airport support personnel and their vehicles during normal
operating conditions and especially during emergency and security-related
conditions. As airport is a vital installation, it is important to place adequate
safety notices in the areas or specific places around the airport to notify
passengers and the general public about the procedures and safety
regulations in force in airport premises as follows:
a) Airside Area
Notice and sign boards notifying the legal status of the area and the
implication of trespassing the area. The detail of the signboard is listed
as follows: -
i. posted at minimum 500 m and not exceed 1000 m interval

around the airside for international airports;
ii. posted at minimum 250 m interval around the airside for
domestic airports;
iii. posted at minimum 100 m interval around the airside for
STOLports; and
iv. readable from a distance of 15 m from the landside.
b) Landside Area (before SRA)

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Notice and sign boards notifying the legal status of the area and the
legal implication of trespassing the area. The detail of the signboard
is listed as follows: -
i. posted at wall before entering the Security Restricted Area of

the terminal building
ii. readable from a distance of 15 m from the landside.
iii. The other relevant signage complete with AVSEC logo. i.e
room, armoury, daily pass counter, EOC, SOC, Roll Call Room,
Shift officer room, etc.
The Protected Area and Protected Places 1959 (Act 298) signboard
shall follow the guidelines and specification as provided by Malaysia
Government Security Office as outlined in Appendix K. The other
relevant AVSEC signage shall follow standard guidelines provided by
MAHB.

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5.3 TECHNICAL REQUIREMENT FOR COMMERCIAL AREA
Commercial RESET is a key pillar within the MAHB Group strategy to position Malaysia
as a preferred global hub by building airports that are sustainable, remain relevant
and competitive. MAHB is moving towards building a Total Airport Experience by
introducing new elements in the international airports to promote them as
destination for both business and leisure (MICE - meetings, incentives, conventions and
exhibitions) rather than just a transportation hub. This will have a positive impact for
various stakeholders ranging from the airport operator, retailers, passengers and the
airport community at large.
To deliver the RESET aspiration, we have to equip our building up to the
international standard and commercially friendly. Please refer to Appendix E for
detail information.
5.3.1 TECHNICAL SPECIFICATION
a. Space allocation at least minimum of 20% from the gross floor area of the
terminal building, depending on the airport capacity.
b. Under the commercial element the following should be used as a
guideline:
i. Commercial ambience: The overall ambience should reflect the
latest concept and model depending on the airport location. It
should depict the latest trend reflect to the local identity and
exclusive for the airport.
ii. Shop: The shop should be built according to the retail standard
guidelines and follow market practice. No obstruction within the
lease area. Advisable to benchmark other international airport or
any reputable shopping mall in downtown.

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iii. Goods Movement: The design of the terminal building should

allow commercial goods movement including delivery, storage and
rubbish/waste management. It should cover from the loading and
unloading area to storage and until to the shop.
iv. Waste management: Able to support wet and dry waste.
v. One Stop Centre (OSC): To facilitate tenant’s renovation including
authority approval.
vi. Commercial directory: It can be in the form of Interactive or static
type depending on the airport category. Advisable to use digital
directory.
vii. Power supply; All commercial premises must be installed with
normal and essential power supply.
viii. Network infrastructure should be able to support latest
technology such Point of Sale (POS) system, digital payment etc.
Strong WIFI connectivity and wider coverage should be made
available within the retail area.
c) Minimum required size per lot for shops is as shown in the Table 5-5 below:
Table 5-5: Minimum Required size per lot for shops
Categories Descriptions Minimum
Area Size (m2) per lot
1- Food and  Fast food  150 & above

beverage  Restaurant  100 & above
 Snack counter  50 & above
 Business  100 & Above subject to
centre/lounge airport capacity

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2- Retail  Emporium/  150 & above

convenience store
 Retail outlet
 50 & above
3 - Services :  Telecommunication  30
Passenger lot
Related  E-banking  30
 Forex  30
 ATM  4 each
 Service counters  10 each
(taxi, car rental, etc)
 Hospitality lounge –  30
i.e. hotel & tourism
 Baggage wrapping  20
and strapping.
 Ticketing counters  20
 Private office  50
4 - Back of House  Storage space: Dry,  10 - 20% from F&B or retail

Wet, Bonded, Chiller area size with ratio 1:1
area.
 Offices –  Subject to Airlines &
Government, Airlines Government agencies
and Private requirement

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5- Promotions  Provision of space  10 to 20

with M&E
infrastructure
d) Food and Beverages

The requirements of F&B are listed as follows:
i. 300A to 400A/TP (normal/essential) 3 phase power supply for fast
food - subject to building requirement, if gas is provided the power
load may lower.
ii. 150A/TP (normal/essential) power supply for restaurant and café
iii. Air-condition
iv. I/O point for credit card payments, POS system and phone lines
v. Fire alarm and protection system
vi. Security shutter – Design subject to ID proposal
vii. Signage lights points
viii. Other M&E requirements:
 Water supply
 Water proofing floor
 Drainage
 Grease interceptor
 Kitchen exhausts system (For 50sq and above)
 Gas supply
d) Business Centre/Lounge
The requirements of Business Centre/Lounge are listed as follows:
i. 150A/TP (Normal & Essential) power supply for common lounge

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ii. 30A/TP (Normal & Essential) power supply for hospitality lounge
iii. Air-condition
iv. I/O point for credit card payments, POS system and phone lines
v. Fire system
vi. Security shutter
vii. Signage light points
viii. Other M&E requirements:
 Water supply
 Water proofing floor
 Drainage
 Grease interceptor
 Kitchen exhausts system
 Gas supply
e) Retail Outlets/Promotion Space

The requirements of retail are listed as follows:
i. 150A/TP (Normal & Essential) power supply for Emporium/Duty Free
Shops
ii. 60A/TP (Normal & Essential) power supply for normal retail
iii. 30A/TP (Normal & Essential) power for promotion
iv. 60A/TP (Normal & Essential) for common lounge
v. Air-condition
vi. I/O point for credit card payments, POS system and phone lines
vii. Firefighting system
viii. Security shutter
ix. Signage light points
x. Floor trap for convenience store/Multiproduct emporium – To serve
chiller freezer

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f) Counters
The requirements of counters are listed as follows:
i. 13A power supply for service counter
ii. I/O point for credit card payments, POS system and phone lines
iii. Data/Internet Line
iv. Telephone line
v. Security shutter
vi. Signage light points
g) Bank Services - ATM

The requirements of bank services are listed as follows:
i. 30A/SP power supply
ii. 8 Data Point I/8 Voice – 2 ATM, 1 Cash Deposit, 1 Cheque Deposit
iii. Security shutter
iv. Signage light points
v. Switch socket outlet (For ATMs machines)
h) Bureau De Change (BDC)

The requirements of BDC are listed as follows:
i. 60A/TP power supply
ii. Data Point and Voice
iii. Security shutter
iv. Signage light points
i) Storage (Dry, Wet, Chiller and Bonded)

The requirements of storage are listed as follows:
i. Space requirement: Minimum 20% from F&B or retail area size with
ratio 1:1
ii. 30A/TP power supply at each lot with isolator

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iii. I/O point for voice and data

iv. Security shutter and/or double leaf doors
v. Room type: Detachable/collapsible wall (cast iron)
vi. Standard ceiling
vii. Air-condition and its ducting
viii. Signage
ix. Storage numbering
x. Fire alarm and firefighting system
xi. Additional requirement for wet/chiller storage
 Waterproofing floor and cement rendered
 60A/TP with sub DB
 Water supply for ice cube machine (water meter to be installed by
tenant)
 Drainage system
 Ventilation system – heat from the chiller/freezer compressor will
cause the area to become hot
 Wash basin
 Shall be backed up by UPS or Genset
j) Advertising
The requirements of advertising are listed as follows:
i. Power: SSO 13A/30A SP – Subject to the location. To be determine
upon issuance of layout
ii. Cabling type CAT6
iii. Location: Prime location and fronting passengers flow
k) Common Area
The requirements are listed as follows:

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i. To provide power supply and data cable (CAT 6) for advertising boards
at strategic locations along passenger flow with 1,800W power supply
at each location
ii. Internet facilities at common area and/or each F&B area
iii. Public phone at public concourse, departure lounges and arrival areas
iv. Placement of commercial directories and signage (lighted) at strategic
locations within processes
v. To make provision space for car rental and taxi at car park
vi. To have power supply at parking areas for automated payment booths
vii. To provide goods lift to mobilize product between upper and lower
floors
viii. To have ramp facilities to bring goods into terminal building
ix. Marking for loading and unloading bay
For summary of M&E, Fire System and IT requirements for Commercial, please
refer to Appendix F.

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5.4 INFORMATION TECHNOLOGY (IT) SYSTEM REQUIREMENT
This section provides list of systems that should be planned for an airport and
describes why each has relevance. This list includes an overview and description of
each system, and how these systems fit into airport operations, as follows:
a) Airport Passenger Services Systems
b) Airport Infrastructure Services
c) Airport Operation Systems
d) Airport Safety & Security Systems
e) Additional Information
f) System Requirements
5.4.1 AIRPORT PASSENGER SERVICES SYSTEMS
The Passenger services systems would encompass of below.
5.4.1.1 CUPPS – COMMON USE PASSENGER PROCESSING SYSTEM
Common use is the sharing of an airport’s operational areas for multiple

airlines. It is attractive to airports experiencing capacity constraints. The key
is that airlines must gain access to their back-office systems and preferred
front-office passenger processing applications in such areas. IATA provides
guidelines for the specification of such systems.
5.4.1.2 CHECK IN KIOSK
IATA has defined a CUSS standard for airlines to develop and deploy
applications on shared kiosks that allow passengers to check in. Usually, an
airport owns a set of common use kiosks and can determine their usage and
the associated fees.

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5.4.1.3 SELF SERVICE BAG DROP
Bag Drop enables passengers to easily check in luggage in as little as 15

seconds, resulting in more terminal capacity, reduced queues and lower
operational costs.
5.4.1.4 PASSENGER RECONCILIATION SYSTEM (PRS)
PRS will enable passengers to experience a more seamless journey when

passing through the various airport checkpoints. The enhanced security
aspects from the PRS will also allow airports to implement the ‘open gate’
concept at all boarding lounges at the terminal.
5.4.1.5 SINGLE TOKEN WITH EGATE
The single token journey concept leverages facial recognition technology to

provide passengers with a single identification verification which is used at all
airport touchpoints from check-in to the boarding gate.
5.4.1.6 SELF BOARDING WITH EGATE
Self-boarding eGate expedite supervised boarding of the aircraft and validate

both paper and smart device boarding passes. Boarding pass controls allow
passengers to quickly proceed to the security checkpoint once their boarding
pass has been verified.
5.4.1.7 WAY FINDING WITH GEOFENCING
Way finding directs passengers around an airport, providing information such

as locations of shops, airline lounges, and smoking areas. Passengers may
receive this information visually or in paper form. This information can use
FIDS info.

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5.4.1.8 WAIT TIME AND QUE TIME DETECTION/INFORMATION.
Air travel is often associated with waiting – hours of standing in line to check
in, get through security, and board contributes to a negative flight experience
for many travellers. With the number of passengers increasing every year,
airports are keen to find new ways to improve passenger flow. Especially
when short on time, it contributes to passenger frustration if information on
waiting times at queues are not displayed. For operators, it is crucial to have
the right number of staff available in order to efficiently process passengers.
To make proactive decisions, timely updates on disruptions and passenger
flows are required.
All passenger services system is to be Common Use in the Airport. The system is to
be IATA Common Use Self Service (CUSS) capable. The system which would require
to be Common Use Self Service are;
i. CUPPS – Common Use Passenger Processing System
ii. Check In Kiosk
iii. Self Service Bag Drop
iv. Self Boarding with eGate
v. Passenger Reconciliation System (PRS)
5.4.2 AIRPORT INFRASTRUCTURE SERVICES
The Airport Infrastructure would serve the whole Airport’s Technology demands,
and they encompass of below.
5.4.2.1 NETWORK MANAGEMENT SYSTEMS - INTEGRATED GIGABIT NETWORK

INFRA WITH MULTI-TIER (SWITCHES AND RACKS)
Network management can be either reactive or proactive. Reactive means

that a technician is dispatched when a user reports a fault. Proactive means

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that the IT asset is monitored, and the watching agent intervenes without a
user calling in the fault. Data communications network should:
a. Have high availability and performance to provide
communication for all core airports IT systems
b. Follow industry-recommended practices and segment the
network into core, distribution, and access layers for
hierarchical design.
c. Cost effectiveness – The system shall be cost effective and
taking into consideration of today’s needs and future
expansion and requirements
d. Ease of operability and management – The system shall be
provided with an enterprise network management
system/tool that is user friendly, be able to interoperate with
present products and technology platform with minimum of
the following requirements:
i. End to end management network
system
ii. Integrated remote administration
iii. Online Monitoring system status
iv. SNMP Compliance
v. Provide ease of configuration and
troubleshooting
e. Follow industry-recommended practices and segment the
network into core, distribution, and access layers for
hierarchical design.
f. For high speed application in backbone cabling and over
extended distances, optical fiber is the most used media.
Optical fiber occupies little space and very robust.

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g. There will be two (2) backbone chassis switch that are

connected to each other to provide either HSRP (Hot Standby
Router Protocol) or could be setup as active-active with
redundancy link. These will provide the engine which has the
configuration of 10 Gigabit Ethernet that provide sufficient
bandwidth to every distribution layer switches within the
Airport’s building; while the access layer switches, for the
departmental will be configured as Gigabit Ethernet downlink
point, providing 10GBps tunnel to the backbone and 1000
Gbps switched to desktop. The backbone layer switch will be
installed at the MDF Room, 2 units of the backbone chassis
switch series will serve the Gigabit Ethernet connection over
fiber optic cable to Telecommunication Closet Rooms (TCR)
within the Airport’s campus network while the distributed
layer switch will provide 10 Gbps to every distribution switches
at every floor of the Airport main building.
h. Configure core and distribution layer network equipment with
redundant power supplies/processor cards/interfaces and
have multiple access layer equipment at the edge.
i. Group different services into separate VLANS, depending on
organizational functions
j. Separate VLANs for voice, data and video.
5.4.2.2 LOCAL AREA NETWORK (LAN)
The choice of networking technologies in a local area network design is critical

to developing an overall system that supports existing (legacy) systems, as
well as future systems and applications. The active infrastructure components
provide the bandwidth over which various communications systems
distribute and share data. The LAN should have as below:
a. LAN cabling with CAT 6 and IO port

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b. Satellite Equipment Room (SER) or IDF Room to house the

access and distribution switches
c. Core Room to house the Core Back Bone switches
d. Common MDF for incoming Telco and service provider cables
e. Outside plant cable (Fibre and Copper) for connectivity from
CMDF to Data Centre and MDF
f. Man-Hole for every 500m lay of cable route
5.4.2.3 WIDE AREA NETWORK (WAN)
The wide area network (WAN) provides the connectivity from the LAN on a
campus to points outside the campus, such as data centers located in other
cities
5.4.2.4 VIRTUAL PRIVATE NETWORKS (VPN)
This is a closed user group, gathered together by virtue of some common

characteristics over a common domain. This network can run on dedicated
equipment or through a shared infrastructure provider. VPNs provide a secure
environment that allows individual groups of users to share data
5.4.2.5 NETWORK SECURITY MANAGEMENT
An airport should implement layered security solutions with firewalls (NGFW

or UTM features) and intrusion protection (IDP/IPS) systems at the edge and
inside the network. The airport should also implement industry-
recommended practices in virus protection and patch management. The most
vulnerable parts of a network are the interconnections, whether they be VPN
connections or wireless access points. Good network design and careful
management are vital to mitigate intrusion and unauthorized entry.

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5.4.2.6 ETHERNET
This is the most widely accepted and used protocol for networking. During
planning stage, consideration should be given to the number of Ethernet ports
a wiring closet will need to support so that the local area network can be sized
appropriately
5.4.2.7 WIFI
WiFi is an extension to a wired Ethernet network that uses the FCC-allocated,

unlicensed frequency band. As the WiFi is part of the wired Ethernet network,
the same security, addressing, and design considerations can be applied.
Additional security requirements can be added to ensure a secured network.
i. - Wireless Access Point
Wireless Access Point – It can be centrally controlled and managed. All the
wireless users can be authenticated and assign through the controller and
managed by security policy. It is also able to be protected and handled in
between application, database, wireless and internal users.
The Wireless Access Point has the following features:
 AP has a wireless network port of 1 10/100/1000 auto-
sensing RJ-45 port for Ethernet and Power over Ethernet
(PoE) and 1 RJ-45 console port.
 AP must able to configure up to 8 unique SSIDs.
 AP comes with built-in wireless Intrusion Detection
Systems (IDS) to scan for rogue access points and
prevent unauthorized access.
 The controller must able to manage up to 150 Access
Points.
 Access Point must comply with the standard of IEEE
802.11a, IEEE 802.11b, IEEE 802.11g, IEEE 802.11n draft
2, IEEE 802.11i, IEEE 802.3af, WPA, TKIP,AES.

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 Access Point must have radio frequency band of:

o 802.11a, 5.180-5.825GHz;
o 802.11b/g, 2.412-2.472GHz;
o 802.11n, 12-2.472Ghz, 5.180-5.825Ghz.
 Access Point must able to control the transmit power.
 Access Point must able to support data rate of:
o 802.11a: 6,9,12,18,24,36,48,54 Mbps per channel;
o 802.11b: 1,2,5.5,11 Mbps per channel;
o 802.11g; 6,9,12,18,24,36,48,54 Mbps per channel;
o 802.11n; 6,9,12,18,24,36,48,54, 72, 84, 150 300
 Mbps per channel
Access Point must support the authentication platform through RADIUS,

Active Directory, Novell e-Directory, SAMBA, Single Sign-on (SSO).
5.4.2.8 MULTI FREQUENCY ANTENNAE WITH COMMON BASE STATION FOR

INBUILDING TELCO SERVICES
This serves as the connection point from the wireless portion of the
network to the wired portion. Detail study on antennas’ placement is
crucial to ensure adequate coverage
5.4.2.9 RADIO SPECTRUM MANAGEMENT SYSTEMS
Wireless spectrum needs to be managed carefully to ensure

interoperability of all systems that utilized the frequencies.
5.4.2.10 DATA CENTRE / SERVER ROOM AND ASSOCIATED HARDWARE
A facility used to house normal and mission-critical computer systems and

associated components. It generally includes environmental controls (air
conditioning, fire suppression, etc.), redundant/backup power supplies,
redundant Internet connections, and high security

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5.4.2.11 IT OPERATION CENTRE (ITOC) WITH VIDEO WALL AND CALL CENTRE
FACILITY
Selected systems should support management, monitoring, and software

distribution. An airport should develop its own concept of a service model
before selecting applications so it can judge the fit of any proposed
solution. Network switches, wireless and others appliance shall have
interfaced and be able to be managed and monitored from the airport’s
ITOC.
5.4.3 AIRPORT OPERATION SYSTEMS
The Airport Operations System would encompass of below;
5.4.3.1 IOT FOR MECHANICAL AND ELECTRICAL EQUIPMENT
Airport should be provided with latest technology of IoT for the mechanical
and electrical equipment. This would allow the Airport operational team to
have a view of the Equipment status and the solution would allow for
predictive and prescriptive maintenance information and analysis.
5.4.3.2 BUILDING MANAGEMENT SYSTEM (BMS)
Building management systems (BMS) manage the electromechanical systems

in a facility, including security, lighting, cooling, heating, and ventilation.
These are also known sometimes as HVAC (heat, ventilation & air
conditioning) systems. Sensors and other devices used by a BMS are called
“points.” These include thermostats, fire detection sensors, sprinklers, etc.
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campus LAN can be used for the transport and interconnection of such
systems
5.4.3.3 RESOURCE MANAGEMENT SYSTEM (RMS)
Resource management is the process of pre-planning, scheduling, and

allocating your resources to maximize efficiency. The airports resources is not
limit to manpower, aircraft gate, baggage belt and conveyor and check-in
counter. Centralization could improve the control, planning and optimization
of operation for Malaysia Airports.
5.4.3.4 BAGGAGE RECONCILIATION SYSTEM (BRS) FOR BHS
The purpose of the Baggage Reconciliation System (BRS) is to ensure that all
bags loaded onto a flight are approved to be loaded, or no baggage travels
without the relevant passenger because the contents of such baggage could
pose a threat. The system must provide a full list of Baggage Reconciliation
System Vendors in order to assist individuals who intend to choose
appropriate Baggage Reconciliation System for their Airport or IT
infrastructure
5.4.3.5 FLIGHT INFORMATION DISPLAY SYSTEM (FIDS)
Passengers and airport staff obtain real-time flight information from displays
placed throughout the airport through FIDS. FIDS often interoperate with data
feeds from airline host systems (to obtain flight information updates) as well
as other data feeds such as the Internet (for weather and other information).
The FIDS displays can also display advertising. FIDS supports airlines, airport
operator and the public and airport operational organizations with real time
flights, gate, and check-in and baggage information by generating,
maintaining and distributing the master and active flight information data to
other airport system. The system shall have a Flight Management system with
centralized database and centralized management of FIDS display.

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 FIDS system shall have the following subsystems:

o Public display subsystems
The public display subsystem shall consist of LCD monitors for arrival and
departure information. These monitors shall be able of displaying single line
or multi lines of flight information using text and airline logos or other
graphics. A central controller shall generate text video signals to be used to
drive each monitor. Communication between the controller and the GDU at
the monitors shall be via CAT5e communication links.
o Gate departure subsystem
The gate departure subsystem consists of LCD displays located at the
departure gates. There are used for gate number assignment and display the
gate status. A gate controller or external devices shall allow the operator to
update the gate status display.
o Baggage subsystem
The baggage subsystem consists of LCD displays for the baggage reclaims area
and baggage sorting area. A baggage controller PC shall allow the operator to
update the LCD display information.
o Staff monitoring subsystem
The staff monitor subsystem consists of PC stations located in various
locations in the building for the purpose of retrieval of flight information by
airport personnel. Multi-level of access control shall be implemented to
prevent unauthorized user access to different levels of information.
o Check-in information subsystem
The check-in information subsystem consists of LCD displays at the check-in
counters used for displaying of flight and check-in information. Flight
information or messages can either be retrieved directly from the file server
or manually updated.
The FIDS shall utilize LAN technique to link-up all the above subsystem with
one file server serving as the main data collection centre. Flight information

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raw data from the airlines host computer shall be downloaded to the file
server database.
 The FIDS are able to cater for the following type of display which will be
centrally managed:
o Multi-user departure information display
o Multi User arrival information display
o Multi User check in information display
o Multi user baggage information display
o Common check-in information display
o Carousel information display
o Gate boarding information display
o Gate lounge information display
o Advertisement and Information display
The updating of FIDS has to be done centrally at Flight Information room. All
FIDS equipment and servers should have UPS.
 Component of FIDS
o Servers
o Graphical Display Unit (GDU) – centralized or individual
o UPS for servers and FIDS displays
o Workstations
o Display device – shall be of LCD/ LED/LFD type (Min 50” screen)
o Giant FIDS Screen (for International airport only)
o Printers
 Software – the FIDS shall consist but not limited to the following:
o Arrival Information Display System(AIDS)
o Departure Information Display System (DIDS)

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o Check-In Information Display System (CIDS)

o Gate Information Display System (GIDS)
o Baggage Information Display System (BIDS)
o Carousel Information Display System
o FIDS Device Configuration and Monitoring
o Flight Information Scheduling System
o FIDS Information Management System (FIMS)
o FIDS Language Editor (FLE)
o FIDS Screen Editor
o Related software licenses.
o Adobe Photoshop for Graphical design
 Preferences:
o LCD/LED/LFD
o Size: International counter: 40 inch, Domestic: 32 inch and 32 inch for
check in counter display
o Multi user display for LCD: at minimum 40 inch or more.
o Main terminal departure area for International and Domestic must be
equipped each with Giant FIDS LED/LFD.
o Centralized Graphical Display Unit (GDU)/PC or individual GDU. GDU
must be of industrial type preferably Advantech, Viox, and equivalent.
o FIDS applications shall be included with the integration module to
MAHB’s Centralized FIDS.
 Proposed location for FIDS monitor:

o Public Waiting Area
o Government Agencies Offices
o Baggage Reclaim Areas
o Check In Islands

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o Passenger Departure Areas

o Boarding Gates
o Terminal Operation Office
o Airport Security Office
o Transit Hotel and VIP Lounge
o Flight Operation Centre
5.4.3.6 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM)
Is an Operations Management concept for Aircraft Turnaround processes that

focuses on collaborative decision making by facilitating information sharing
between airport partners and stakeholders. A-CDM could benefits the
business to optimize gate utilization and improve revenue by processing more
fights.
5.4.4 AIRPORT SAFETY & SECURITY SYSTEMS
The Safety & Security Systems would encompass of below;
5.4.4.1 CCTV WITH VIDEO ANALYTICS
Integrated video surveillance technology using CCTVs is an integral part of

monitoring physical security for any airport. This can be integrated with fire
and perimeter alarms.
5.4.4.2 ACCESS CONTROL SYSTEM WITH CHIP BASED CARD AND FACIAL
RECOGNITION FOR STAFF AND PASSENGER
The access control system controls staff and vehicle access to secure and
sterile areas throughout the facility. A computer-controlled access system is

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used at the identified doors and portals. Not all doors and portals need
covering by such a system. Alternative, non-automated mechanisms can be
used. The selection of monitored doors and those handled by other means is
the responsibility of the airport police and the airport security officials. A
variety of technologies exist for managing access control, including active RFID
passes, bar codes, biometrics, etc. The key in all cases is the secure
administration of the access control / authorized users’ database
5.4.4.3 VISITOR MANAGEMENT SYSTEM FOR CONTRACTORS, DAILY STAFF AND

PERMANENT STAFF.
Visitor Management System is part of Physical Security

Information System (PSIM) that keep track and monitoring who had visited
your premise and future visitors.
5.4.4.4 PERIMETER INTRUSION DETECTION SYSTEM FOR AIRPORT PERIMETER

FENCE
These systems detect alarms and initiate a response for breaches of perimeter
security. This may include trip wires, CCTV, infrared detection, or other
systems
5.4.4.5 AIRPORT INTEGRATED SECURITY & SAFETY SYSTEMS (AIS3)
AIS3 is a scalable and advanced integrated security and safety systems

designed to fulfill Airport 4.0 initiative powered by state-of-the-art systems,
artificial intelligence and co-creation, and leaded by the most stringent
requirements and innovation resulting in optimal operational performance
while providing peace of mind.

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5.4.5 ADDITIONAL INFORMATION
5.4.5.1 PREMISES DISTRIBUTION (WIRING AND BACKBONE) SYSTEMS.
i. Passive Infrastructure
 Wiring and structured cabling shall require warranty from
manufacturer for 25 years. That will cover fibre, indoor, outdoor and
structured cabling. Structured cabling shall follow CAT6 standards
which comply to BICSI and latest EIA-TIA-568.
ii. Comply with:
 TIA/EIA-568-B.1 – Commercial Building Telecommunication Cabling
Standard Part 1: General Requirement
 TIA/EIA-568-B.2 – Commercial Building Telecommunication Cabling
Standard Part 2: Balanced Twisted Pair Cabling Components
 TIA/EIA-569-A – Commercial Building Telecommunication Cabling
Standard: Pathway and spaces
 NEC and EIA/TIA 607 – Grounding and Bonding Requirements For
Telecommunication
iii. Connection between buildings used outdoor OSP fibre
iv. For connection that is more than 550 metre, single mode fiber with 40%
spare fiber cores are required. Fiber cable shall be house in proper trunk
system/pathway/cable tray
v. Cable trunking or cable tray for backbone cabling that connects between
MDF, SER and PABX room shall be provided with spare of 30%
vi. For connection that lesser than 550 meter, 50 micron multimode fiber
with 40% of spare core are required
vii. For connection distance within 90m,use CAT 6 structured cabling are
required
viii. Cat 6 fibers shall be pulled and installed in approved PVC or flexible
conduit with 6 cm clearance form power lines.

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ix. Voice copper pair should be pulled from TM room/PBX to all riser and SDF
via trunking or cable tray
x. The number of copper pair will depends on possible phone distribution in
the area
xi. Voice Block at riser shall be properly installed and documented by writing
on a book
xii. Common MDF shall have a proper room for Telcos to pull in their lines
xiii. Passive infrastructure is to provide the physical media that allows for the
interconnectivity of all airport-wide communications systems. This
interconnectivity is accomplished through the use of fiber optic and/or
copper cabling routed between each of the communications rooms
throughout the airport’s premises and from the communications rooms
to the user workstations
xiv. The design and planning of the communications infrastructure for an
airport should also be provided for in-building wireless distribution
systems. This includes both unlicensed wireless (Wi-Fi -802.11x) and
licensed wireless (cellular telephones and operational radios).
xv. From an antennae distribution perspective, an airport may also consider
which locations could require RFID support and, if so, what type of RFID
may need to be supported (active, passive, etc.).
xvi. The requirements for Fiber Optic External Backbone are as follows:
 Supply, install, configure, test and commission of 12 core Single mode
Outdoor OS1 9/125um Armored fiber optic cable from Building to
Building c/w termination, Fiber Patch Panels, SC or LC connectors and
all required accessories
 OSP manhole JC9C,JW30,phone pit and duct with 4 interconnecting
duct must be installed
 All cabling must be conformed to EIA/TIA recommended standards.

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 All outdoor fiber optic cable must be 12 cores of Single mode

ARMORED optical fiber.
 The optical fiber shall include all necessary fiber patch cords, fiber
patch panels, cable guides and other accessories required to connect
the proposed Distribution Switch to Access Switches.
 All indoor optical fiber cable must be single mode OSI 9/125um Fiber
Optic Cable which supports minimum IEEE802.3z for both SX and LX
for distance more than 550m.
 All indoor optical fiber cable must be multimode OSI 50 um Fiber Optic
Cable which supports minimum IEEE802.3z for both SX and LX if
distance is less than 550m.
 Shall be well protected flexible, economic, reliable and easy to install
and maintain.
 All fiber must be terminated, labelled and housed in fiber distribution
panels that are rack mounted in the proposed equipment rack.
 Fiber Panel must be loaded with a minimum of 6 to 24 SC Adapters for
easy access to the front of the patch panel.
 All cable ends must be labelled and each labelled must be easily read,
lasting and waterproof. Hand written labels are not acceptable.
 The Structured Cabling System shall provide a 25 years industry
standards compliance warranty, plus a 5 years Zero bit Error warranty
for maximum throughput.
 Fiber patch panels must be installed in the proposed equipment racks
and labelled accordingly
xvii. The requirements for Fiber Optic Internal Backbone are as follows:
 All cabling must conformed to EIA/TIA recommended standards;
 All indoor fiber optic cable must be 12 cores of Single mode optical
fiber;

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 The optical fiber shall include all necessary fiber patch cords, fiber
patch panels, cable guides and other accessories required to connect
the proposed Distribution Switch to Access Switches;
 All indoor optical fiber cable must be single mode OSI 9/125um Fiber
Optic Cable which supports IEEE 802.3z for both SX and LX unless
distance is less than 550m;
 Shall be well protected flexible, economic, reliable and easy to install
and maintain;
 All fiber must be terminated, labelled and housed in fiber distribution
panels that are rack mounted in the proposed equipment rack;
 Fiber Panel must be loaded with a minimum of 6 to 24 SC Adapters for
easy access to the front of the patch panel;
 All cable ends must be labelled and each labelled must be easily read,
lasting and waterproof. Hand written labels are not acceptable;
 The Structured Cabling System shall be provided with a 25 years
industry standards compliance warranty, plus a 5 years Zero bit Error
warranty for maximum throughput;
 Fiber patch panels must be installed in the proposed equipment racks
and labeled accordingly;
 Fiber patch panels must be properly closed and covered to prevent
rodent/pest attack.
xviii. The requirements for External Infrastructure Works are as follows:
 JC9C manhole c/w cover, excavation, backfilling, compaction making
good of site and all necessary accessories;
 Cable pit JRC 7 with heavy duty cover, excavation, backfilling,
compaction, making good of site and necessary accessories;
 2-way 100mm dia. uPVC duct c/w draw wire, cutting, backfilling sand,
excavation, compaction, making good of site and all necessary
accessories.

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xix. The requirement for earthing is as follows:

 The entire cabling system in this building must be properly grounded
to include equipment, racks, cabinets and all other associated
hardware that has the potential to act as a current carrying conductor.
5.4.5.2 CABLE MANAGEMENT SYSTEM
The cable management system provides a cable asset database for tracking cable
termination, MDF, SDF, rack, active and passive equipment and circuit
information. This system provides a return on investment by greatly reducing
move, add, or change (MAC) communications cabling costs and resource usage.
5.4.5.3 NETWORK INFRASTRUCTURE
Network Infrastructure can be either reactive or proactive. Reactive means that a

technician is dispatched when a user reports a fault. Proactive means that the IT
asset is monitored, and the watching agent intervenes without a user calling in
the fault. Data communications network should:
a) Have high availability and performance to provide communication
for all core airports IT systems
b) Follow industry-recommended practices and segment the network
into core, distribution, and access layers for hierarchical design.
c) Configure core and distribution layer network equipment with
redundant power supplies/processor cards/interfaces and have
multiple access layer equipment at the edge.
d) Group different services into separate VLANS, depending on
organizational functions
e) Separate VLANs for voice, data and video

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f) Have a common single network for all IT Subsystems, FIDS, POS, and
MASB
5.4.5.4 SER ROOM / TELECOMMUNICATION CLOSET
Each SDF rooms shall have proper trunking to MDF rooms and riser that connects
back to PBX room.
a) SDF rooms shall have minimum 1 42” or 36” Rack /Cabling/Device
b) SDF rooms shall be Air-conditioned using Centralized system during
airport operations hours and separate split unit after airport
operations hours. The switch over between centralized system and
split unit shall be on automatic mode
c) Minimum SDF Size 2.5m x 2.5 m
d) UPS with capability of 15 minutes protection or back-up time with
SNMP
e) Should connect to Genset
f) Secure access room /with fire rated door.
g) MDF also should have wall board for voice block
h) Trunking should have 40% spare
i) Switch ports shall have 40% spare ports
j) SDF room shall have cable ladder
k) All switches shall connect back to core switch at MDF via fiber SFP.
l) There should be extra core of fiber for 30% spare on top of the one
use to connect to MDF.
m) The minimum is to have an SER to cater user requirement in 100
meter radius.
n) Standard 10 shops will occupy 40 switch ports.
o) Extra shop or area covered will result in another 48 port or 24 port
switch to be stacked in the SER room.

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p) Patch cord and patch panel have to be provided in SER and also for
user area.
q) Connection between SER to MDF is via 50 micron multimode fiber if
distance is within 550 meter.
r) Connection between SER to MDF is via single mode multimode fiber
if distance is more than 550 meter
s) The rack should come with standard power, fan, cable management
and fiber FOPP.
t) The equipment rack shall be SIRIM approved.
u) Fiber FOPP shall be fully enclosed to prevent from pest/rodent attack
v) There should not be sprinkler system /smoke detector on the ceiling
for MDF
w) Electrical Distribution Board (DB) for equipment shall be provided
x) Power supply for general purpose outlets and lighting shall be from
common area DB
y) The entire cabling system in this building must be properly grounded
to include equipment, racks, cabinets and all other associated
hardware that has the potential to act as a current carrying
conductor.
5.4.5.5 MAIN DISTRIBUTION FRAME (MDF) ROOM
Category A airport shall have 2 MDF rooms with regards to redundancy and link
back to Trunking to TM MDF and PBX room and the following requirements:
a) MDF rooms shall have minimum 2 42” Rack /Cabling/Device
b) MDF rooms shall have Air-condition /Central air Cond
c) Air condition Temperature: 20-22 degrees Celsius running 24 x 7
d) MDF rooms shall Essential Power, 3 phase
e) Minimum MDF Size 3 x 5 m

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f) UPS with capability of 30 minutes protection or back-up time with

SNMP
g) Secure access room /with fire rated door
h) MDF also should house standing voice block for phones
i) Trunking should have 40% spare
j) Switch ports shall have 40% spare ports
k) MDF room shall have 2 feet width cable ladder
l) MDF room requires CCTV coverage and card access system.
m) Rack space should have 30% spare
n) Cable management and patch panel to have 30% of spare
o) Power source For UPS
p) 60A Isolator - Power Source for UPS – 3 phase essential supply
q) There should not be sprinkler system on the ceiling for MDF
r) The room should be equipped with smoke detector and linked to gas
extinguishing system and operate on auto-mode
s) Fire extinguisher
5.4.5.6 DATA CENTRE / SERVER ROOM AND ASSOCIATED HARDWARE
Data Center Types, Typical Sizes, and IT Equipment Characteristics based on the
following guidelines :
Table 5-6: Data Center Type, Sizes and IT Characteristic
Space Type Typical Typical IT Equipment Checklist

Size
Server Closet <200 ft2 1-2 servers, no external storage
Server Room <500 ft2 a few to dozens of servers, no external

storage
Localized Data Center <1,000 ft2 dozens to hundreds of servers, moderate
external storage

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Space Type Typical Typical IT Equipment Checklist

Size
Mid-Tier Data Center: <5,000 ft2 hundreds of servers, extensive external
storage
Enterprise-Class Data 5,000+ ft2 hundreds to thousands of servers,
Center: extensive external storage
o General Information
This general information based on Malaysia Airport Holding Berhad (MAHB) Data
Center at Airport Management Center, Kuala Lumpur International Airports.
Other Airport under MASB need to refer to the Table 1 : Data Center Type, Sizes
and IT Characteristic
The selected location shall complete with address (Building, Room, Level) and
sizing area in square feet / square meters.
The design shall be a robust, modular, flexible, and productive environment that
hosts MAHB or MASB most critical applications and intellectual property.
Standards
The design shall base on Uptime Tier III & TIA-942 elements such as:
a) Network architecture
b) Electrical design
c) Mechanical systems
d) System redundancy for electrical, mechanical and
telecommunication
e) Fire safety
f) Physical security
o Data Center Server Farm Infrastructure

 Physical Security Guidelines

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a) The Data Center will have no building exterior doors or exterior

windows
b) All Data Center perimeter walls need to be full height, hard wall
construction.
c) All entrances and exits into the Data Center will be covered by
digitally recorded closed- circuit television color cameras,
monitored by Airport Security.
d) Employee entrances will be controlled by a card access control
system
e) There should be no access through the Data Center to another
room not related to the Data Center, such as offices or an electrical
room.
 Mandatory Clearances
a) An unobstructed pathway must exist connecting the Data Center,

build room, storage room, and the building exterior. All entrances,
corridors, doorways, elevators, and other openings along this path
must provide a minimum clearance of 8 feet (2.4 meters) high and
4 feet (1.2 meters) wide.
 Raised Floor
a) The Data Center raised floor height of 600 milimeter (mm),

consisting of 2  2 feet floor tiles with 1 entrance ramp.
b) The Data Center’s raised floor, including ramps, and its subfloor
sufficient to support fully loaded server cabinets weighing at least
1000 kilograms
o In-Room Electrical System

a) Provision of Power

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Power will be provided from Dual Power Distribution Units (PDUs)

connected to 32 Amp Power Commando Socket and installed at each
cabinet positioned front-to-front. Each Racks will be fed by a different
PDU.
b) Mandatory Requirements
The electrical contractor or competence (Chargeman or Wireman) person
ONLY allowed to perform works for Data Center electrical equipments
c) Standby Power System
The Data Center standby power system designed with 2 sets of
Uninterruptible Power Source (UPS), placed in a dedicated room within
the Data Center
If utility power to the room fails, the load will be supported by the UPS
and transferred to the standby generator.
o Cooling System
a) The Data Center will be designed with inrow precision cooling
coverage minimum with 25KW to 35KW within the containment
system
b) The Data Center will be maintained at (20 to 23 degrees Celsius) 24
hours a day, 7 days a week. The room will have a constant humidity
level of 50 percent, plus or minus 10 percent (40 percent to 60
percent).
o Fire Suppression System
a) Data Center is using fire suppression system with a gaseous fire
suppression agent Inergen (IG55).
o Labeling and Signage
a) Signage explaining fire suppression system functions was installed
to system controls and alarm components
o Fire Extinguishers

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a) Fire extinguishers was installed within the Data Center, wall-

mounted in multiple locations around the room.
o Data Cabling System
a) Network connections shall provide via copper and fiber structured
cabling. Structured cabling will also extend from the Network
Room or Top of Racks Switch to each Server Racks.
b) Cabling between the Network Room and Data Center Room will be
run over the ceiling in cable trays, using waterfall supports when
entering or exiting cabinets. All other Data Center Power cabling
will be run below the raised floor.
c) Cable runs will be labelled <from>/<to> where <from> is the
origination cabinet and <to> is the destination cabinet ID (i.e., Row
1 cabinet A = 1A).
5.4.6 CYBERSECURITY
i. Inventory of assets
An inventory of assets associated with information and information processing

facilities in MAHB must be established by all Divisions. Each asset must be clearly
identified through its lifecycle.
For each of the identified assets, ownership of the assets should be assigned, and the
category should be identified.
ii. Granting of user-ID and access rights to external parties
Individuals who are not employees must NOT be granted a user-ID or otherwise be
given privileges to use MAHB computers or communications system unless approval
from the HOD has been obtained.
Before any third party is given access to MAHB system and information, a formal
agreement defining the terms and conditions of such access must have been signed
by an authorized representative at the external party organization.

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iii. Minimum password length
The following is the minimum password requirements:

 User-level password – minimum 8 alphanumeric characters.
 System-level password – minimum 8 alphanumeric and special characters
except for those proprietary systems which does not support special
character (e.g. AIX).
iv. Periodic password change
Passwords must be changed regularly for all system and under the following
conditions:
 User-level password must be changed at least every 45 days.
 System-level password must be changed at least every 45 days.
 Appliance-level password must be changed upon deployment.
Password must be changed under the following conditions:
 Upon first logon for new users.
 When a default password is provided with the system or supplied by
vendors
 When a default password is provided within the appliance (close circuit TV
camera, face recognition camera, controller, card reader, network
equipment, controller and other field devices) supplied by vendors.
 Whenever users suspect their passwords are known to others.
 When users access rights change due to change in user responsibilities.
 Whenever the password had reached the periodic password change
schedule.
Consideration given by the Company for an exception under following conditions:
 Unmanaged local password
 Appliance-level password
 Legacy system

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Maximum password change interval is 180 days. Deviation from this required a
written approval from the HOD.
v. Limit on consecutive unsuccessful attempts to log-on
To prevent password guessing attacks, the number of consecutive attempts to enter

an incorrect password must be strictly limited.
After 15 unsuccessful attempts to enter a password, the said user-ID must be either:
 Suspended until reset by administrator,
 Suspended to a certain amount of time,
If dial-up or other external network connections are involved, disconnected.
vi. Internal network addresses must not be publicly released
The internal system addresses, configurations and related system design information
for MAHB networked computer system must be restricted such that both system and
users outside MAHB internal network cannot access this information.
vii. Large network must be divided into separate logical domain
All large networks crossing MAHB boundaries must have separately defined logical
domains (VLAN, Subnet and etc.), each protected with suitable security perimeters
and access control mechanisms.
viii. Internet connected machines must have an intrusion detection system
In allowing MAHB to promptly respond to attacks, all Internet-connected devices

must be protected by Intrusion Prevention System (IPS).
ix. Live servers, staging servers and external network connections require firewalls
All in-bound external connections to MAHB internal networks or multi-user computer

system must pass through an additional access control point (i.e. firewall) before
users can reach a login banner.
x. Direct network connection with outside organizations

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The establishment of a direct connection between MAHB system and computers at

external organizations, via the Internet or any other public network, is prohibited
unless this connection has first been approved by ITD. The network connections
should be secured using a secure tunneling.
xi. Security requirements for network-connected third-party system
As a condition for gaining access to MAHB computer network, every third party must
secure its own connected system in a manner consistent with MAHB requirements.
It is advised that third parties get security assessments performed on their system
before connecting to the system within MAHB.
MAHB reserves the right to audit the security measures in effect on these connected
systems without prior warning. MAHB also reserves the right to immediately
terminate network connections with all third-party system not meeting such
requirements.
xii. User authentication for external connections
Access by remote users to MAHB network should be subject to authentication except

those designated public accessible servers, e.g. public web servers, etc. Approval
from HOD is needed prior to authorizing remote access.
xiii. Unique user-ID and password required
All users (including technical support employee, operators, network administrators

etc.) must have a unique identifier (user-ID) and password for their personal and sole
use so that activities can subsequently be traced to the responsible individual. Please
note the user-ID and password must be unique per user, not necessarily per system.
xiv. Preparing premises to site IT equipment
The sites chosen to locate IT equipment and to store data must be suitably protected
from physical intrusion, theft, fire, flood and other hazards. All production servers
servicing customers must be housed in the Data Centre and Data Recovery Centre.

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xv. Power supplies
To ensure the continuity of services, all critical equipment in MAHB offices must use
surge suppressors. Critical applications must be connected to uninterruptible power
systems (UPS). Core systems must be connected to UPS’s and a generator set.
xvi. Unattended User Equipment
All equipment for processing of MAHB information should observe and take
necessary controls to safeguard the information, for example:
 Screen lock enabled - 15 minutes
 Smartphone/tablet – immediate to 5 minutes
 SIM lock – usage of PIN
 Password enabled
xvii. Clear desk and screen
All PCs, laptops, workstations, fax and photocopy machine should be secured with a
password-protected screensaver with the automatic activation feature set, or by
logging-off when they will be unattended. All confidential (and above) information
must NOT be left on the desk unattended (or in unlocked, unsecured office areas) and
must be kept locked appropriately.
xviii. Removal of property
Equipment, information or software belonging to MAHB must not be removed,

transferred and/or deleted without authorization of the HOD.
xix. Cabling security
All cabling must be protected from unauthorized interception or damage. The cables
must be labeled accordingly.
xx. Installing and maintaining anti-virus software

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Anti-virus software is to be installed with regular virus definition updates and

scanning across all in-used servers, PCs and laptop computers.
 Virus definition update is done automatically for desktops and laptops
when they are connected to the LAN or the internet;
 Virus definition update is done manually as and when required for
servers (Windows) and pool laptops, which are not always connected,
to the LAN
xxi. Usage authorization of software
All usage of software (including freeware) should be in compliance with software

license and authorized by ITD. The lists of allowed software are kept by ITD.
xxii. Information back-up
Back-up copies of information, software and system images shall be taken and tested
regularly in accordance with and agreed backup policy at a suitable frequency defined
by the Asset Owner/ administrator.
xxiii. Off-site storage of back-up media
All critical information/software recorded on back-up computer media must be

stored in a different building.
xxiv. Logs required on application system handling sensitive information or task
All business application systems or tasks, which handle sensitive information must
generate logs that show every addition, modification and deletion to such sensitive
information.
xxv. Event Logging
Event logs produced must record user activities, exceptions and information security
events. The logs must be kept to assist in future investigations and access control
management.

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User’s activities will be monitored periodically, and the results of the monitoring
activities are to be reviewed and reported to HCD quarterly.
xxvi. Management of technical vulnerabilities
MAHB should define and establish the roles and responsibilities associated with
technical vulnerability management, including vulnerability monitoring, vulnerability
risk assessment, patching, asset tracking and any coordination responsibilities
required.
xxvii. Firewalls
All in-bound external connections to MAHB internal networks or multi-user computer

system must pass through firewall before users can reach a login banner.
All firewalls used to protect MAHB internal network must run on separate dedicated
system. This equipment may not serve other purposes other than security services.
For direct access to the internet using commercially available broadband services,
users shall ensure and be responsible for appropriate protection such as personal
firewall.
Firewall configuration shall not be changed without proper authorization.
xxviii. Direct network connection with outside organizations
The establishment of a direct connection between MAHB system and computers at

external organizations, via the Internet or any other public network, is prohibited
unless this connection has first been approved by ITD. The network connections
should be secured using a secure protocol.
xxix. Security requirements for network-connected third-party system
As a condition for gaining access to MAHB computer network, every third party must
secure its own connected system in a manner consistent with MAHB requirements.
It is advised that third parties to comply with MAHB security baseline on their system
before connecting to the system within MAHB.

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MAHB reserves the right to audit the security measures in effect on these connected
systems without giving a notification. MAHB also reserves the right to immediately
terminate network connections with all third-party system not meeting such
requirements.
xxx. Deployment of wireless communications devices
Wireless deployments should conform to existing MAHB administrative and

operational procedures.
Wireless network deployment should comply with overall organization network
architecture and security requirements. Wireless devices are placed in separate
network.
Wireless network deployment should take into account physical security issues
surrounding wireless enabled workstations and system, location of wireless access
points and access control to physical media, system and facilities. This control
represents practices and procedures to protect physical devices from unauthorized
access or exploitation.
Default wireless setting must be changed prior to deployment and it should not
contain any identifying information about the organization information or vendor
product identifier. For non-public wireless access which require password to access
wireless devices console should comply with organization password policies.
xxxi. Access control on wireless communications
Wireless access on MAHB enterprise network should implement user-based access

control prior to gaining access to the wireless network. This control may include
hardware addresses (MAC) filtering, or authentication password (WPA2 only) at the
wireless access-points.
xxxii. Encryption on wireless communications
To ensure the data confidentiality, authentication and integrity, wireless devices

must use highest and recommended encryption available. All implementations must

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support hardware address that can be registered, tracked and firmware updated.
Existing hardware that does not support highest security standard and features
should be upgraded and/or replaced.
xxxiii. Information transfer policies and procedures
Agreements should be established for the exchange of information and software

(whether electronic or manual) between organizations based on the sensitivity of the
business information involved.
Agreements should provide the right of MAHB to monitor and enforce appropriate
information handling procedures where sensitive information exchange is required.
MAISP-090211 Corporate domain and corporate e-mail for MAHB business
entity
All MAHB Business Entity are required to use corporate domain and corporate email
for official communication. Paid email services can be subscribed independently but
subjected to MAHB Email Terms and Regulations.
xxxiv. Secure system engineering principles
MAHB shall employ and maintain the appropriate technical and organizational
measures to prevent the unlawful processing of Data Subject’s personal information.
For example: -
 Ensure unauthorized third parties are unable to access database
 Secure web application to prevent SQL attacks.
 Ensure sensitive secured webpages cannot be accessed by simply striking the
"Back" button or via the "History" function of the browser, even after he had
logged out from the system and gone offline.
 MAHB shall also take special care when placing personal information on a
system as the display of personal information may not be appropriate even if
there is a legislation requiring so. Sometimes it may be appropriate to inform
the public by means of information on a website, without disclosing personal
information.

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Retention of personal information in application:

 Ensure only the minimum amount of customer personal information is stored
and that this is retained only for as long as a relevant business need exists.
Where there are payment/billing services in the website:
 MAHB shall be in compliance with the relevant payment security standards in
that country. For example, the processing of customer credit card data must
be conducted by a Payment Card Industry (“PCI”) compliant external service
provider.
 MAHB shall review and conduct internal tests on system to prevent security
loopholes such as retrieving personal information in online billing system from
the browser history even after the relevant subscriber had logged out from
the said system or closed or re-launched the browser.
Others:
 To implement such other security measures as it deems appropriate to ensure
that personal information is protected against unauthorized and unlawful
processing, accidental loss, destruction, and/or damage.
Ensure technical security controls are improved to prevent further unauthorized
access to personal information.
Implement measures to ensure that any personal information collected as part of its
activities is regularly cleared in line with relevant information security policy, law and
regulations.
xxxv. Outsourced development
The contract for outsourcing arrangements must address the risks, security controls,
and procedures for information system, networks and/or desktop environments in
line with this MAISP.
Software contractors should be prepared to submit their development methods and
environment to be reviewed.

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Contracts negotiated with suppliers must protect MAHB against actions of the
supplier's staff, who may compromise the information security of system.
If procurement of third party software is being considered, management should
obtain a written integrity statement from the respective vendor. This statement must
provide assurances that the software in question:
1. Does not contain undocumented features
2. Does not contain hidden mechanisms that could be used to compromise
the software's security
All outsourced engagements contracts must include acceptable service level
agreements and the right to review by MAHB.
xxxvi. Non-Disclosure Agreements
Employees must not disclose sensitive information to consultants, contractors, or

third parties before receipt of a signed non-disclosure agreement (NDA) or Letter of
Award (LOA) being issued. The Standard Operating Procedure of the Legal
Department must be complied with in respect of the agreement vetting process.
The HOD that initiates the engagement with third parties must ensure that the NDA
requirement is implemented.
The HOD engaging Data Processors must have a written contract in place to ensure
that the processing of personal information by Data Processors are in compliance
with the relevant privacy laws such as confidentiality agreement.
xxxvii. Information Security Requirements in Outsourcing and Third-Party Contracts
The information security requirements of MAHB for outsourcing the management

and control for all or some of the information system, networks and/or desktop
environments, or other activities must be addressed in a contract agreed between
the parties.
The person in charge must consider the minimum-information security criteria. The
Superintending Office (SO) or the Project Manager (PM) who is in charge of

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outsourcing project must work closely with BUSO, PCD, ITD and Legal in defining the
information security requirements.
xxxviii. Monitoring and review of supplier services
MAHB should regularly monitor, review and audit supplier service delivery to ensure
that the information security terms and conditions of the agreements are being
adhered to and that information security incidents and problems are managed
properly.
xxxix. Reporting information security events
Information security events shall be reported through appropriate management

channels as quickly as possible.
xl. Reporting information security weaknesses
Any misuse observed or suspected information security weaknesses of the MAHB’s

information system or services shall be reported.
xli. Collection of evidence
Evidence relating to a security incident must be properly collected and preserved for
future investigation. The evidence should be collected and secured for the followings:
 Internal problem analysis
 Use as evidence in relation to potential breach of contract, breach of
regulatory requirement or in the event of civil or criminal proceedings
 Negotiating for compensation from software and service suppliers
xlii. Availability of information processing facilities
Information processing facilities should be implemented with redundancy sufficient

to meet availability requirements. Where applicable, redundant information systems
should be tested to ensure the failover from one component to another component

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works as intended. At the moment, the Data Centre is located at Level 3, AMC
Building whereby the Disaster Recovery Centre is located at Engineering Complex.
xliii. Identification of applicable legislation and contractual requirements
Relevant Information Security regulations, acts, and standards to be complied to are

listed below. The Legal Department and other respective Head of Departments are
responsible in determining the requirements that are relevant to MAHB within the
following documents.
1. Personal Data Protection Act 2010
2. General Data Protection Regulation (GDPR 2016/679)
3. ICAO Annex 17: Security – Safeguarding International Civil Aviation against Acts of
Unlawful Interference
4. Malaysia Cyber Security Strategy (MCSS)
5. Computer Crime Act 1997
6. ISO/IEC 27001
7. ISO/IEC 27002
8. Copyright Act 1987 (with Amendment in 1997)
9. Payment Card Industry (PCI) Data Security Standard (DSS)
10. Arahan MKN 24: Mekanisme Pengurusan Krisis Siber Negara
11. Akta Komunikasi dan Multimedia 1998 (Akta 588)
12. Other relevant laws and regulations.
xliv. Removal of unauthorized copyrighted information and software
Third party copyrighted information or software, that MAHB does not have specific
approval to store and/or use, must not be stored on MAHB system or networks.
ITD shall informed the respective users on the violation of unauthorized information
and software via email. System owner will remove such information and software
unless authorization from the rightful owner(s) can be provided by the involved users.
Unauthorized copying of copyrighted material including, but not limited to,
digitization and distribution of photographs from magazines, books or other

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copyrighted sources, copyrighted music, and the installation of any copyrighted

software for which MAHB or the end user does not have an active license is strictly
prohibited.
xlv. Technical compliance review
IT security assessment (to critical services and system) or services must be carried out
annually or as needed to ensure compliance with security implementation standards.
The testing must be performed by an independent party.
Ensure computer systems storing personal information must be subjected to a
regular security assessment, with activity logs retained for an appropriate period of
time and analyzed accordingly.
5.4.7 SYSTEM REQUIREMENTS
The following are recommendations of systems by respective airports.

Y = Yes, N = No
Table 5-7: System Requirements recommendations at MAHB Airports
KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
No. Name Major Function System Description KLIA klia2 (PEN/ SZB/ LMN/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
To manage and
monitor privileged
Privilege Access Monitor, log
access to accounts and
1 Management activities of Y Y Y N N N
applications, alerting
(PAM) privileges IDs
system administrators
on high-risk events.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
To prevent, search,
detect, and remove
First level of
software viruses, and
Anti-Virus / protection on
2 other malicious Y Y Y Y Y Y
Kaspersky the servers and
software like worms,
workstation
trojans, adware, and
more.
To monitor user
e-Safe behavior and data
To monitor
Compliance movement to detect
3 employee Y Y Y Y Y Y
(Internet risk and using
productivity
Monitoring) encryption to protect
data
To manage
To manage endpoint to
endpoint
fully automate
Big Fix (EndPoint remotely for
4 discovery, Y Y Y Y Y Y
Management) software
management, and
distribution,
remediation
patches, etc.
To make periodic
copies of data and
applications to a
separate, secondary
Managing
Enterprise device and then use
Backup Copy
5 Backup & those copies to recover Y Y N N N N
for all Windows
Restore the data and
servers
applications in the even
when the
application/system
failed to recover
Notify user pc
An alert system for
6 Desk Alert for any event or Y Y Y Y Y Y
communication via PC
news

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Virtual machine
software that can run
multiple Operating
Hosting all
System (OS) on one
7 VMWARE Virtual Machine Y Y N N N N
machine/hardware to
(VM) created
behave like multiple
independent
computers/servers
A database and set of

Active Dictionary User directory services that connect
8 Y Y Y Y Y Y
(AD) service users with the network
resources.
Digital Integrated Airside permit Airside licensing permit

9 Airside Services request and enforcement Y Y Y Y N N
System (DIASS) functions system process
Foreign workers
Foreign Worker
Foreign Worker biodata and passport
10 Management Y Y N N N N
Monitoring expiry monitoring
System (FWMS)
system
To provides
Automated Runway
continuous, real time
Weather weather data
11 information and Y Y Y Y Y Y
Observation for CAAM and
reports on airport
System (AWOS) Airlines
weather condition
Acquisition,
To acquire, process,
Met Data processing, and
and distribute weather
12 Processing distribution of Y Y Y Y Y Y
information to support
System (MDPS) weather
the operation
information

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
To observe severe
weather condition,
Terminal Doppler Microburst data microburst and wind
13 Y Y Y Y Y Y
Radar (TDR) Windshear data shear warning
surrounding KLIA and
klia2
All Malaysia
Aviation Briefing Flight route weather
14 weather Y Y Y Y Y Y
Terminal (ABT) prediction for pilot
condition data
Billing
for cargo move Free Commercial Zone
ment system for freight
Free Commercial
15 declaration forwarders and Y Y Y N N N
Zone (eFCZ)
form from integration to Royal
freight Custom system
forwarders.
Automated Utility To capture the utilities

16 Meter Reading consumption meter for KUL area for Y Y Y Y N N
System (AMRS) data billing purpose
Aircraft
Aircraft security
Protection Aircraft Security
17 services records and Y Y Y N N N
Security Services Guards
billing
(APSS)
To capture retail
Inventory and
transactions for airport
Point of Sales Sales
18 tenants under MAHB Y Y Y Y Y Y
(POS) transaction by
Commercials including
airport tenants.
goods inventories
To digitize the Incident

Maintain
Report Form, Audit
project report
19 PM Online Report and NCR Report Y Y N N N N
automatedly
for all projects under
for PMO
PMO Office

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
An interactive kiosk is a
computer terminal that
Interactive provides access to
Information
20 Digital Directory information on the way Y Y Y Y Y N
display
Kiosk System finding at the airport
terminals, retails
outlets offerings etc.
Flat screens installed in

Video Display
Large Format the Main Terminal
21 and video Y Y N N N N
Display System Building KLIA for
announcement
advertising purposes.
Corporate Airport
Website information
MAHB Corporate
22 (klia.com.my, and Y Y Y Y Y Y
website
malaysiaairports. announcement
com.my) to public
Corporate Social
Complaints/Fee MAHB Corporate
Media
23 dbacks from Communication online Y Y Y Y Y Y
Monitoring and
airport users helpdesk system
Response (CARE)
To view,
purchase,
submit tender
eProcurement - document and Online procurement
24 Y Y Y Y Y Y
procurehere engage with portal for MAHB group
MAHB
procurement
team
Vendors
A vendor management
registration and
Vendor portal for MAHB
tender
25 Management vendor to register and Y Y Y Y Y Y
advertisement
System (VMS) view tender open by
and tender
MAHB
evaluation

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Office 365 is a line

Email, Onedrive
of subscription services
(File Storage),
offered by Microsoft as
Teams
part of the Microsoft
26 Office 365 (Meeting and Y Y Y Y Y Y
Office product line
Chat),
which includes Email
Sharepoint
Outlook, OneDrive, Ms
(Portal)
Teams, SharePoint etc.
File Server File Server

File server / Online file
(currently in KUL, (currently in
storage is where all
transition of KUL, transition
27 users allowed files are Y Y N N N N
replacing with of replacing
stored at network or
Sharepoint Cloud with Sharepoint
online
Storage). Cloud Storage).
Print servers A windows platform

may be used to uses to manage
enforce printers and print
administration processes
policies,
user/departme
28 Print Server Y Y N N N N
nt
authentication,
or
watermarking
printed
documents.
To capture, store,
retrieve and manage
Document
Electronic documents, records,
repository
Content emails, electronic
29 including Y Y Y Y Y Y
Management communications, and
drawings,
System (ECMS) other documents
videos etc.
created by
organizations

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
System to provide
Board Meeting
Board Meeting meeting materials such
Management
30 Management as Board papers etc. to Y Y N N N N
Dashboard
Dashboard the MAHB Board
(Board PAC)
members
Capture Risk
Malaysia Airports An online system to
Assessment for
31 Risk scorecards record MAHB Risk Y Y Y Y Y Y
each unit within
(MArs) Scorecard
MAHB group
GIS Airport
To gather, manage, and
mapping using
analyze data on spatial
Geographical ARCGIS
location and organizes
32 Information software and Y Y N N N N
layers of information
System (GIS) stores
into visualizations using
geographical
maps and 3D scenes.
data
Risk
assessment,
scheduling, To define, implement,
planning, and monitor auditing
execution, procedures for multiple
Audit
review, report purposes, such as
33 Management Y Y N N N N
generation, quality management,
Software
trend analysis, health, and safety, or
audit environmental
committee protection.
reporting and
storage.
To retains records of
Asset catalog
A-track System usage, maintenance,
34 and tracking Y Y Y Y Y Y
(BCAT) and history of assets
system
using bar code.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
An enterprise resource
Online books
planning system for a
catalog and
library to track items
Integrated management
starting from
Library system.
35 acquisitions such as Y Y N N N N
Management Corporate
ordering, receiving, and
Utility (ILMU) news,
invoicing until
announcement,
patroning who have
and article
borrowed.
Display the A system to display

Meeting Room
Meeting Room daily utilization of
36 Display System Y Y N N N N
utilization meeting rooms at
(MRDS)
timetable MAHB HQ office
Incident
records
IBM Tivoli Service
Service request
Request Manager
records
(TSRM) is part of a
Problem
Tivoli Service unified product suite
management
37 Request for service Y Y Y Y Y Y
records
Manager (TSRM) management built from
Service desk
the ground up on a
recording and
single, common
reporting,
platform.
Incident
Reporting
Track the A software-based

availability and solution that allows us
performance of to ensure that the
Application
the system applications, websites,
38 Performance Y Y Y Y Y Y
Provide and other critical
Management
performance infrastructure are
reports and running at peak
troubleshooting performance.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
The IBM License Metric

ILMT : IBM
Tool (ILMT) is a system
License Metric Monitor the
created by IBM to help
39 Tool (to calculate usage of IBM Y Y Y Y Y Y
businesses measure
utilization of IBM License
and monitor software
license)
usage.
Software asset
management (SAM) is a
business practice that
involves managing and
Produce reports
Software Asset optimizing the
on Software
40 Management purchase, deployment, Y Y Y Y Y Y
Asset
System maintenance,
Management
utilization, and disposal
of software
applications within an
organization
FLIRT Passenger
FLIRT is used for billing
Services
of PSC/PSSC, Landing,
Flight Charges Billing
Parking, Aerobridge
Information Systems (PSC),
and Check in Counter
41 Report (FLIRT) FLIRT Landing Y Y Y Y Y Y
Charges (LPAC). OPAL is
(Billing System) Parking Billing
another application in
Apps System (LPAC),
FLIRT for statistics
OPAL
reporting.
(Statistics)
Collections A portal for MAHB

customer bill vendors to access
42 Billing Portal and vendor information regarding Y Y Y Y Y Y
portal (Financial their billings matters
data) with MAHB

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CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
INSIGHTS
Microsoft Project
And Portfolio
Management Project Project Data and
43 Y Y Y Y Y Y
With Power Monitoring monitoring status
Business
Intelligence (BI)
Solution
Monitoring &
Controlling
Air Conditioning ACMV (Air-Conditioning
Airconditioning
44 and Mechanical and Mechanical Y Y Y Y Y N
System and
Ventilation Ventilation) systems
Pumping
System at KUL
Inventory
To monitor the spare
system, wifi
parts such as incoming
Automated interface,
and outgoing, stock
45 Warehouse paternoster and Y Y N N N N
take and related with
System handheld
the warehouse
and barcode
management system
system.
Monitoring &
Controlling
Building automation
building lighting
systems control various
system,
Building components within
Airconditioning
46 Automation a building's structure, Y Y Y Y Y N
& Ventilation
System such as heating,
System,
ventilation, air
Pumping
conditioning.
System, UPS
System for KUL

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CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
A building management
system is a computer-
Monitoring &
based control system
Controlling
installed in buildings
Lighting
that controls and
Buliding System, Power
monitors the building's
47 Management System status, Y Y Y Y Y N
mechanical and
System UPS System
electrical equipment
status, MDF
such as ventilation,
SER Status for
lighting, power
KUL
systems, fire systems,
and security systems
Monitor the lightings

and stop bars at
airfield, runways and
Airfield lighting
taxiways, interface
Airfield Ground system
48 equipment’s such as Y Y Y Y Y Y
Lighting System monitoring and
Meteorological (MET)
reporting
and Display Processing
Surveillance Data
(DPSD) system.
Supervise,
Control and monitoring
control and
Supervisory, system via field
data acquisition
Control and Data controllers connected
49 for High Y Y Y Y N N
Acquisition to electrical equipment
Voltage
(SCADA) under EPS unit
Electrical Power
(Engineering MA (S))
System (EPS)

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CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Apron equipment
Passenger Boarding
Bridge (PBB),
Preconditioned Air
(PCA), Ground Power
System Unit (GPU) and Visual
Apron Service
monitoring, Docking Guidance
50 Management Y Y Y Y N N
reporting, and System (VDGS)
System
billing. monitoring systems.
Equipment Usages, OA
for MAVCOM reporting
system. PCA and GPU
equipment billing
system.
To support the
exchange of
Messaging
information between
Integration for
Message Broker applications, systems,
51 Total Airport Y Y Y Y Y Y
(MB) services, and files by
Management
sending and receiving
System
message data via
messaging queues.
A central database or
repository for all
Airport and
Airport operative systems and
flight
52 Operations provides all flight- Y Y Y Y Y Y
operational
Database related data accurately
repository
and efficiently in a real-
time environment.

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CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
IBM DataPower
Gateway is a single
As a multi-channel gateway
communication designed to help
s layer for provide security,
visibility and control, integration,
control of the and optimized access
53 Data Power (DP) Y Y Y Y Y Y
flow of to a full range of
messages and mobile, web,
data inside and application
outside programming interface
organization. (API), service-oriented
architecture (SOA), B2B
and cloud workloads.
System for User, log

Operations
Monitor and activities. System
54 Information Y Y N N N N
record log admin, manage user id
System KLIA
and password
System for User, log

Operations
Monitor and activities. System
55 Information Y Y Y Y Y Y
record log admin, manage user id
System MASB
and password
Flight System for Flight

Information Display Flight schedule 24 hours
56 Y Y Y Y Y Y
Display System information active flight
(FIDS) movements
System for Flight

Flight Infor
Display Flight schedule 24 hours
57 Sama-Sama Y Y N N N N
information active flight
Hotel
movements
System for Flight

FIDS Display Display Flight schedule 24 hours
58 Y Y Y N N N
Giant Board information active flight
movements

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
An integrated system
to manage baggage
Manages
Baggage movement from check
Baggage Sorting
Handling System in until loading to
59 for Departure, Y Y N N N N
(BHS) - KLIA aircraft for departure
Transfer and
(Siemens) flight and from aircraft
Arrival System
to luggage collection
area for arrival flight.
An integrated system
to manage baggage
Manages
Baggage movement from check
Baggage Sorting
Handling System in until loading to
60 for Departure, Y Y N N N N
(BHS) - klia2 aircraft for departure
Transfer and
(BCS) flight and from aircraft
Arrival System
to luggage collection
area for arrival flight.
Produce Stand and

Manage stand Gate information of
and gate passenger, cargo,
Gate Allocation
61 allocation for remote and Y Y Y Y Y Y
System (GAS)
passenger and maintenance in KLIA
cargo aircraft and klia2 to other sub-
systems
Messaging interchange
Messaging and with airlines for flight
62 SITATEXT communication schedule, aircraft swap, Y Y Y Y N N
with airlines airline services, risk
item
Manage slot flight

Manage slot schedule for Winter,
Slot Coordination flight schedule Summer and Ad-
63 Y Y Y Y Y Y
Report (SCORE) at all airports in Hoc requested by
Malaysia airlines at all airports in
Malaysia

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
To manage access
Access Control
Manages access control and alarm
And Alarm
64 control at KLIA monitoring at each Y Y Y N N N
Monitoring
and klia2 security doors for
(ACAM) KLIA
Airport Security
Closed-circuit television
(CCTV), also known as
Closed Circuit Closed circuit video surveillance, is
Television television the use of video
65 Y Y Y Y Y Y
Camera camera cameras to transmit a
Surveillance surveillance signal to a specific
place, on a limited set
of monitors.
Card Access
Card Access
Application Card Access Application
Application
66 System at CO System at CO and other Y Y Y Y Y Y
System for CO
and other MASB Airports.
and MASB
MASB Airports.
Airport visitor
and staff Airport visitor and staff
AVSEC Online security pass security pass
67 Y Y Y Y Y Y
Pass application application system at
system at KLIA KLIA and klia2.
and klia2.
Airport visitor Visitor management

Visitor
management system is a technology
68 Management Y Y Y Y Y Y
system at KLIA that tracks visitors
System
and klia2. entering premises.
Control access through

Access Control
Access Control office doors at MAHB
and Time
69 and Time CO and capture staff Y Y N N N N
Attendance at
Attendance time attendance using
CO
staff card id scanning

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CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
A Computer base
AVSEC X-Ray
AVSEC Computer training provided by
70 Machine Y Y Y Y Y Y
Base Training AVSEC security as
training
required by CAAM
Time Time
Data Time attendance
71 Management attendance for Y Y Y Y Y Y
for MA Sepang staff
System MA Sepang
A web application
firewall filters,
monitors, and blocks
Protection for
HTTP traffic to and
Web application web application
72 from a web application. Y Y N N N N
firewall for KUL in Demilitarized
DMZ is a subnetwork
Zone (DMZ)
that sits between the
public internet and
private networks
Protection for
A network security that
Intrusion Datacenter and
monitors our network
73 Prevention Disaster Y Y N N N N
to detect and prevent
System for KUL Recovery
identified threats.
perimeter
Manage
domain DNS is a system that let
klia.com.my, us connect to websites
Domain Name
74 malaysiaairport by matching human- Y Y Y Y Y Y
System
s.com.my, readable domain
kliaaeropolis.co names.
m
Scanning
Vulnerability vulnerability for Scanning vulnerability
75 Management on premise for on premise servers Y Y Y Y Y Y
system servers in in MAHB
MAHB

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
An Enterprise Resource
Planning software
consists of a number of
fully integrated
Enterprise
modules, which covers
SAP System resource
76 virtually every aspect of Y Y Y Y Y Y
(ECC6) planning and
business management
financial system
such as Financial,
HR, Inventory,
Preventive
Management etc.
Financial Part of SAP-ERP

BW (Business Reporting / solution, BW is a data
77 Y Y Y Y Y Y
Warehouse) Engineering warehouse database
Reporting for reporting purposes
Part of SAP-ERP
Financial
Business solution, BPC is for
Business
78 Planning & Financial Planning and Y Y Y Y Y Y
Planning &
Consolidation consolidation for
Consolidation
financial reporting
Part of SAP-ERP
solution, BO is a SAP
BO (Business Financial
79 dashboard that displays Y Y Y Y Y Y
Object) Dashboard
our Financials reporting
and analytics
A third-party system for

SAP system that scan
VIM (Vendor Vendor Invoice vendors invoices to
80 Invoicing Management automatically upload Y Y Y Y Y Y
Management) System the invoice information
into SAP Financial
module

218
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
SAP Mobile
Part of SAP-ERP
Application (PR
81 Fiori solution for SAP on Y Y Y Y Y Y
and PO
mobile.
Release)
Part of SAP-ERP
Engineering
Engineering solution for
82 Mobile Y Y N N N N
Mobility Engineering module on
Application
mobile
SAP Solution Part of SAP-ERP for

83 Solman Manager managing SAP patches Y Y Y Y Y Y
(Technical) update
Part of SAP-ERP under

HR module for
Pay Slip & EA
84 SAP Portal displaying staff pay slip Y Y Y Y Y Y
Form
and EA Form via SAP
Portal (eMAGE)
Part of SAP-ERP
solution, eMAGE is a
customized SAP HR
HR : Employee
85 eMAGE (SaaS) Portal for MAHB staff Y Y Y Y Y Y
Central
to access personal
information in SAP
system
Part of SAP-ERP
solution, CONCUR is a
Request
sub-module within HR
86 Concur (SaaS) Traveling & Y Y Y Y Y Y
module for staff
Claim
travelling request and
claim

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Digital - Process
A technical
suite platform
development tools for
for Total
87 Process Suite process automation Y Y N N N N
Airport
and case management
Experience
system
(TAE)
A technical
development tool to
Digital -
create, deploy, and
Appworks Appswork
manage our enterprise
88 Application Platform Y Y N N N N
applications that
Gateway (Mytracker
connect to OpenText
Apps)
EIM services from all
platforms.
Data analytics A technical tool to do

software is to self-service analytics
identify capability to business
patterns, users, to build the
relationships Analytics Data Model,
89 Analytics Suite and trends and also copy Y Y N N N N
through data operational datastore
visualizations into Data Lake
and interactive
dashboards &
Reports.
Content
management A platform to manage
90 Content Suite platform for the information Y Y N N N N
our current lifecycle across the
BDA. enterprise.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Digital A comprehensive,
- Teamsite and integrated set that
Livesite for provides experience
91 Experience Suite Y Y N N N N
MyAirports capabilities to all of the
Apps and E- OpenText product
commerce suites
Manages the Directory Services is a

users Access repository of user and
Roles and group identity
OpenText
allowing users information and a
92 Directory Y Y N N N N
access for collection of services to
Services (OTDS)
myAirports manage this
Apps and e- information for
Commerce. OpenText applications.
Counter Counter
Common Use Common Use Common Use
93 Passenger Passenger Passenger Processing Y Y Y Y Y Y
Processing Processing System
System System
Common-use self-
Common Use
Common Use service or CUSS is a
94 Self Service Y Y Y Y N N
Check In Kiosk shared kiosk offering
Kiosk Check In
airport check-in
Baggage Reconciliation
Baggage Baggage System (BRS) uses laser
95 Reconciliation Reconciliation barcode scanners to Y Y Y Y Y Y
System System read printed baggage
tags.
To validate the
passenger by matching
Boarding Gate Boarding Gate
96 the boarding pass with Y Y Y Y N N
Reader Reader
the passport before
boarding.

221
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Self-service bag
drop puts passengers in
A self-service
control of their own
counter for
baggage check in
Self-Service Bag passenger to
97 procedure, reducing Y Y Y Y N N
Drop tag their bags
processing time and
and check in
queuing compared to
their bags
the standard bag
drop system.
MyAirportsApp is to
support and enhanced
passenger experience
MyAirports
98 MyAirports journey as a travel Y Y Y Y N N
apps
assistance. It is the
Official Airports Mobile
Apps for KUL.
ShopMyAirports is
MAHB e-
MAHB eCommerce
commerce
MarketPlace platform
platform
99 ShopMyAirports to enable the tenants Y Y Y Y Y Y
(https://www.s
to subscribe and
hopmyairports.
promote their products
com)
in the airports.
A retailers'
compliance A mobile- app solution
CSIA -Tenant inspection to facilitate business
Inspection reporting by outlet inspection
100 Commercial MAHB process and requiring Y Y Y Y Y Y
Sevice Inspection Commercial& real-time response
Application Non-Aero from the business
Commercial owners
staff

222
MAHB, 2021
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Host Culture
To perform Assessment
Transformation
Frontliner to Front-liner (CEM &
Assessment
101 Behaviorial AVSEC) at KLIA and Y Y Y Y Y Y
Programmed
Assessment klia2 by Appointed
for the frontline
Assessor
CEM and AVSEC
To improve method of
Terminal
inspection by duty
Inspection
officers to conduct
Management
Terminal Cleanliness
102 TRIMS System (TRIMS) Y Y Y Y Y Y
Inspection for effective
by Terminal
Facilities Management
Division KLIA &
as per the standards
Klia2
set by MAVCOM.
Toilet Survey To perform inspection

for survey criteria set by
International MAVCOM for toilet in
103 Toilet Survey Airport MASB International Airport Y Y Y Y Y Y
to follow MASB (PEN, LGK, SZB,
MAVCOM BKI, KCH)
Criteria
Service Management
To perform Airport
Leadership Terminal
104 Operation Assessment Y Y N N N N
Immersion Walkabout
by SM and Above.
Program Checklist
Corporate To create invitation and

Invitation to RSVP to all
105 eInvitation Stakeholders stakeholders for Y Y N N N N
and Corporate Corporate Events
Relations

223
MAHB, 2021
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Management Mobile application to

Incident reporting on provide management
106 Management Incident in team access to read all Y Y Y Y Y Y
Report KLIA/klia2/MAS incidents reports at all
B airports under MAHB
107 Eraman Audit Eraman used to To enable effective Y Y N N N N

perform daily audit process, audit
Audit follow-up and as
communication
channel for ERAMAN
audit.
Provides customized
applications to support
Application in various functions and
Application in
108 MAHB using operations for unit, Y Y Y Y Y Y
Sharepoint
Sharepoint departments, division,
or subsidiaries of
MAHB
MS Sharepoint Internal Cloud A portal that provides

Apps, Divisionals Portal for all necessary news,
Portal i.e MAHB MAHB and events, information,
109 Y Y Y Y Y Y
Portal, QR Code Divisional Portal and links related to
Scanner, Wifi MAHB groups of
Guidelines, etc companies
MASB Flights Collect Flight FIDS information

Information informations Consolidation from
Database from local MASB airports for
110 Y Y Y Y Y Y
Collection MASB FIDS into Website and Billing
one database in validation
KLIA VM

224
MAHB, 2021
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
UTM
simplifies information-
security
management by
Unified Threat Unified Threat providing a single
111 Management FW Management management and N N Y Y Y Y
for MASB FW for MASB reporting point for the
security administrator
rather than managing
multiple products from
different vendors
An Operations
A-CDM could
Management concept
benefits the
for Aircraft Turnaround
business to
Airport- processes that focuses
optimize gate
Collaborative on collaborative
112 utilization and Y Y Y Y N N
Decision Making decision making by
improve
System facilitating information
revenue by
sharing between
processing
airport partners and
more fights.
stakeholders.
MFIDS enable
multiple display
from a single
system
Multi-tenanted FIDS
Multi-Tenanted platform
(MFIDS) enabled single
Flight through
113 source of truth of flight Y Y Y Y N N
Information standardization
information for
Display System and
Malaysia Airports.
centralization
of FIDS system
for Malaysia
Airports.

225
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Resource
management is
the process of RMS could improve
Resource pre-planning, the control, planning
114 Management scheduling, and and optimization of Y Y Y Y N N
System allocating our airport operations for
resources to Malaysia Airports.
maximize
efficiency.
AIS3 is a scalable and

Comprehensive
advanced integrated
Airport Safety &
security and safety
Airport Security system
systems designed to
Integrated from CCTV,
fulfill Airport 4.0
115 Safety, Security Access Control Y Y Y Y N N
initiative powered by
and Surveillance until parameter
state-of-the-art
System fancing
systems, artificial
covering
intelligence and co-
Airport area
creation.
The Facial
profile captured
Use of Facial
during
Recognition to allow
registration
Seamless Passenger
would be used
116 Single Token Flow through the Y Y Y Y N N
as the “Single
various
Token” for
Airport/Terminal Touch
authentication
Points.
at the touch
points.

226
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
Scan boarding
pass and verify
To ensure right
against FIDS or
Passenger passenger with valid
Airlines host for
117 Reconciliation boarding pass enters Y Y Y Y N N
authentication
System the Terminal Security
before pass
Restricted Area.
through
security
Track and
To improve passenger
monitor vehicle
journey to the airport
queue time
Vehicle Tracking using Artificial
118 using License Y Y Y Y N N
System Intelligence via LPR and
Plate
advanced Camera
Recognition
technology.
(LPR)
The system
measures
passenger
To monitor passenger
Queue frequencies,
flow and measure
119 Management queue length, Y Y Y Y N N
queue at the airport
System waiting times,
terminal.
process times,
throughputs
etc.
Baggage Sorting Plan and monitor

MASB Baggage for Departure, Baggage movement
120 N N Y Y Y Y
Handling System Transfer and processes for MASB
Arrival System Airports
Assign and
resolve IP
IP Address The administration of
121 addresses to Y Y Y Y Y Y
Management Network services.
machines in a
TCP/IP network

227
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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
A time server is a
server computer that
reads the actual time
Clock
Network Time from a reference clock
122 synchronization Y Y Y Y Y Y
Protocol and distributes this
using GPS
information to its
clients using a
computer network.
For the pilot to A stand guidance

remain clear of system for pilot to park
obstructions an aircraft at an airport
Visual Guidance
123 and ensures stand. Y Y Y Y N N
Docking System
that jetways
can reach the
aircraft.
Alarms to be
A fire alarm system
activated
with a number of
automatically
devices working
from smoke
together to detect and
detectors, and
warn people through
Fire Alarm heat detectors
124 visual and audio Y Y Y Y Y Y
System or may also be
appliances when
activated via
smoke, fire, carbon
manual fire
monoxide or other
alarm
emergencies are
activation
present.
devices.
The system
utilizes access A solution that
Car Park control/ticket/t comprising barrier
125 Management okens to allow gates, access control Y Y Y Y N N
System a vehicle system, and automated
ingress and parking system
egress.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
An electronic system
Public comprising
Public Announcement microphones,
126 Y Y Y Y Y Y
Announcement at airport amplifiers,
terminal loudspeakers, and
related equipment.
Data Centers (DC) are

simply centralized
location for servers
Data Centre and computing power and
Hosting MAHB
Disaster storage for MAHB.
127 servers and Y Y Y Y Y Y
Recovery Server Disaster Recovery
storage
Farm Centre is a backup
location for DC to
ensure Business
Continuity.
The Internet is a vast

Access to Access to network that connects
128 Y Y Y Y Y Y
Internet Internet computers all over the
world.
A wireless networking
Internet technology that allows
connectivity devices such as
129 Wireless Fidelity occurs through computers, mobile Y Y Y Y Y Y
a wireless devices, and other
router equipment to interface
with the Internet.

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
WAN is a large network

of information that is
not tied to a single
location.
To provide
Wide Area MPLS is a mechanism
(wide area)
Network/Multi- for routing traffic
130 network Y Y Y Y Y Y
Protocol Label within a
connectivity on
Switching telecommunications
MAHB premises
network, as data
travels from one
network node to the
next.
LAN is a collection of
To provide
devices connected
(smaller area)
Local Area together in one
131 network Y Y Y Y Y Y
Network physical location, such
connectivity on
as a building, office, or
MAHB premises
home.
An Equipment Room
contains the cabling
A specific room
panel, telephone
Satellite/Tramissi as a hub for
systems, power
132 on Equipment network and Y Y Y Y Y Y
protection, UPS, LAN
Room power cabling
equipment and any
panel
servers and data
storage equipment.
Manholes allocated at
A center for
Outside Plan specific location within
network &
Manhole and Airport territory for
133 telecommunica Y Y Y Y Y Y
Telecommunicati network &
tion cabling and
on Ducting telecommunication
distribution
cabling and distribution

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
VPN services
To provides online
establish secure
privacy and anonymity
Virtual Private and encrypted
134 by creating a private Y Y Y Y Y Y
Network connections to
network from a public
provide greater
internet connection.
privacy
Main/Subscriber
Distribution Frame is
Centralized
the centralized
distribution
Main/Subscriber distribution frame for
frame for
135 Distribution connecting equipment Y Y Y Y Y Y
connecting
Frame (inside plant) to cables
equipment for
and subscriber carrier
outside carrier
equipment (outside
plant).
PABX system is used for

Private
KLIA telephony facilitating connections
136 Automated Y Y Y Y Y Y
system provided by the service
Branch Exchange
provider.
PSTN uses an old

technology whereby
Telco-PSTN Voice circuit-switched copper
137 Voice Network Y Y Y Y Y Y
Network phone lines are used to
transmit analogue
voice data.
SDN or Integrated
Services Digital
Telco-ISDN Voice
138 Voice Network Network provides Y Y Y Y Y Y
Network
digital transmission of
voice and data services

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KUL MASB Airport
CAT-C
CAT-D
(TWU/
CAT- CAT-B (LDU/
SDK/
A (LGK/ IPH/
BTU/
TGG/
BKI/ KBR/ MKZ/
LBU/
KCH) SBW) MZV/
AOR/
MKM)
KUA)
TDM is used for long-

distance
Telco-Voice communication links
139 Voice Network Y Y N N N N
Network and bears heavy data
traffic loads from end
users.
To each user channel to

have 64 Kbps of usable
Telecommunica
140 Telco-E1 bandwidth. E1 links can Y Y Y Y Y Y
tion line
simultaneously carry 32
voice calls
E3 (E-3) carries 16 E1
Telecommunica signals with a data rate
141 Telco-E3 Y Y Y Y Y Y
tion line of 34.368 million bits
per second.
A trunked radio system

is a digital two-way
Radio radio system that uses
Trunk Radio Communication a digital control
142 Y Y Y Y Y Y
System within KLIA channel to
area automatically assign
frequency channels to
groups of users
Airline Gateway Server room for A gateway server room

143 Y Y Y Y Y Y
Server Room Airline Gateway for Airlines.

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5.5 ENGINEERING SYSTEM UNIQUE REQUIREMENTS
In this section addresses a unique or special Engineering System requirements in view

of operation and maintenance operator for a new airport development project or
airport expansionary project.
5.5.1 AIRPORT PAVEMENT
Airport pavements are designed and constructed to provide adequate support for
the loads imposed by airplanes and to produce a firm, stable, smooth, skid
resistant, free of debris or other particles that can be blown by jet blast or
ingested into aircraft engine. To fulfil these requirements, the standard and
specifications, systems requirements and design criteria must be complied.
Consideration of certain design factors with good quality of material and
workmanship as well as good operational maintenance are required in order to
ensure the pavement are performed as it is intended to.
The primary elements under Airport Pavement include Runway, Taxiway, Parking
Apron and Road.
5.5.1.1 STANDARD AND SPECIFICATIONS
Various standards and specifications may be referred in the design,

construction, operation and maintenance of airport pavement and other
infrastructures. Amongst referral for airport pavement are the Standards and
Recommended Practices, SARPs published by the Civil Aviation Authority
Malaysia (CAAM), International Civil Aviation Organization (ICAO), Federal
Aviation Administration (FAA), Malaysia Aiports Holdings Berhad (MAHB), and
other local authorities such as the Public Works Department Malaysia (JKR).
The recommended references for the airport pavement planning, design and
construction are as follow:

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i. International Civil Aviation Organization (ICAO) – Annex 14,

Aerodromes, Volume I: Aerodrome Design and Operations (Latest
Edition published).
ii. International Civil Aviation Organization (ICAO) - Airport Planning
Manual (Doc 9184-AN/902) Part 1: Master Planning.
Section Two: Air Side Development
iii. International Civil Aviation Organization (ICAO) - Airport Planning

Manual (Doc 9184-AN/902) Part 3: Guidelines for Consultants/
Construction Services
iv. International Civil Aviation Organization (ICAO) – Aerodrome Design
Manual (Doc 9157-AN/901) Part 1: Runways
v. International Civil Aviation Organization (ICAO) – Aerodrome Design
Manual (Doc 9157-AN/901) Part 2: Taxiways, Aprons and Holding bays
vi. International Civil Aviation Organization (ICAO) – Aerodrome Design
Manual (Doc 9157-AN/901) Part 3 : Pavements
vii. International Civil Aviation Organization (ICAO) – Aerodrome Design
Manual (Doc 9157-AN/901) Part 4 : Visual Aids
viii. International Civil Aviation Organization (ICAO) – Aerodrome Design
Manual (Doc 8643): Aircraft Type Designators
ix. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive
105: Safety Management System at Aerodrome
x. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive
510: Aerodrome Physical Characteristics
xi. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive
511: Aerodrome Marking
xii. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive
512: Strength of Pavement
xiii. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive
514: Visual Aids for Denoting Restricted Used Area

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xiv. Civil Aviation Authority Malaysia (CAAM) – Airport Standard Directive

901: Standards for Airstrips
xv. Standard Specification for Road Works, Public Works Department
Malaysia
xvi. Malaysia Aiports Holdings Berhad (MAHB) Technical Specifications
(Series 100 – 3800)
xvii. Malaysia Aiports Holdings Berhad (MAHB) Apron Markings Handbook
xviii. Malaysia Aiports Holdings Berhad (MAHB) Airside Apron Signs
Markings Handbook
xix. Other references include: -
a. Federal Aviation Administration (FAA) Advisory Circular (AC
150/5370-10): Standard Specifications for Construction of
Airports
b. Federal Aviation Administration (FAA) Advisory Circular (AC
150/5100-13): Development of State Aviation Standards for
Airport Pavement Construction
c. Federal Aviation Administration (FAA) Advisory Circular (AC
150/5300-13): Airport Design
d. Federal Aviation Administration (FAA) Advisory Circular (AC
150/5320-6): Airport Pavement Design and Evaluation
e. Federal Aviation Administration (FAA) Advisory Circular (AC
150/5340-1): Standards for Airport Markings
f. Other relevant Federal Aviation Administration (FAA)
Specifications and Advisory Circulars
g. ASTM International (ASTM) Standards Series
h. British Standards Series (BS)
i. Other relevant International Civil Aviation Organization (ICAO)
Specifications, Guidelines and Manuals

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j. Other relevant Local Authorities Standards, Specifications,

Guidelines and Manuals
5.5.1.2 SYSTEM REQUIREMENTS AND DESIGN CRITERIA
This section prescribes the requirements and design criteria of the airport
pavement. In view of the main function of the pavement in providing for safe
and efficient aircraft operations, it is crucial that the pavement design to
consider the operational and physical characteristics of the aircraft expected
to use the pavement, as well as engineering and economic considerations.
The best practice in planning of airport pavement is by selecting the aircraft
code operation, starting from Code A until Code F instead of aircraft type. This
is because the pavement design would allow all type of aircraft under the said
aircraft code to be operated at the airport.
However, certain factor would prevent the usage of aircraft code such as
budget constraint, limited available land and obstacles. The supporting
facilities such as Visual Aids would follow selecting proper design aircraft. To
ensure safety measures take place in planning and designing of the airport
pavement, the requirement set by ICAO shall be complied.
5.5.1.3 GENERAL REQUIREMENTS AND DESIGN CRITERIA FOR PAVEMENT
5.5.1.3.1 Types of pavement
There are 2 types of pavement that are mainly used for airport i.e. Flexible
Pavement and Rigid Pavement. Semi-rigid pavement is also being used in

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airport but only apply selectively. The types of pavement to be used

depending on the specific purpose of the pavement and its location.
i. Flexible Pavement
Flexible pavement is generally used for road, taxiway and runway.

This pavement can withstand dynamic load efficiently. The
component of flexible pavement consists of multiple layers of
different materials such as subgrade, drainage layer, binder coarse
and surface coarse. It should be designed according to latest
edition of documents as specified in Section 5.5.1.1.
ii. Rigid Pavement
Rigid pavement is generally used for parking apron. It distributes

the load by means of its high flexural stiffness. The component of
a rigid pavement consists of multiple layers of different materials
such as subgrade, drainage layer, binder coarse and Pavement
Quality Concrete.
This type of pavement can withstand static load efficiently. At
taxiway and runway, rigid pavement must be used at holding area
to ensure no pre-mature distresses due to frequent holding.
iii. Semi-rigid Pavement
An alternative to the traditional flexible and rigid pavements that

commonly used in airport is semi-rigid pavement. The most
common semi-rigid pavement that is being used is interlocking

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block concrete. Interlocking block pavement is to be considered for

pavement that is exposed to oil spillages such as parking area for
ground service vehicle, etc.
Selection of Pavement Type

In order to ensure the right pavement type selection for the airport, it is
important to carry out an evaluation of multiple factors including cost and
funding limitations, operational constraints, construction time-frame, cost
and frequency of anticipated maintenance, environmental constraints,
material availability, future airport expansion plans, and anticipated
changes in traffic.
Special attention to be given at holding area on taxiways where the
holding area is preferred to be designed as rigid pavement rather than
flexible pavement as rutting tend to occur more on flexible pavement
when frequent static load is imposed on the surface. This holding area
generally refers to taxiways that are being used to enter the runway. Soil
condition is also crucial to be evaluated in determination of pavement
type. A proper geotechnical assessment must be thoroughly done to
ensure no soil settlement issue during post construction. Wise
consideration to be made by having a proper analysis in terms of Life Cycle
Cost Analysis (LCCA). Focus should be on initial construction, preventative
maintenance, and rehabilitation costs.
5.5.1.3.2 Material
Generally, pavement structure consists of different layers of material.

Additional considerations should be given on the following:-

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i. All pavement for aircraft use is normally designed with cement

treated base (CTB) material and combination with bituminous
asphalt base (BSB) for flexible pavement, especially for high
capacity aerodrome with heavy movement of wide body aircraft.
ii. Modification with polymers is highly recommended as it strongly
improves the performances of asphalt binders.
iii. The pavement surface material shall be fuel resistance surface as
a protection from damages caused by the oil spillages from aircraft
and ground vehicles.
iv. Standard asphalt material may be considered for pavement with
less aircraft movement and for pavement non-aircraft related i.e.
road.
5.5.1.3.3 Pavement strength
The actual bearing strength of runway, taxiway and parking apron shall be
determined through a technical evaluation method as outlined by ICAO
upon completion of the construction. The standardized ICAO method shall
be used to report pavement strength.
The PCN to be reported is to show that the pavement strength is sufficient
for the current and future traffic forecasted.
5.5.1.3.4 Pavement surface
i. Friction
The surface of a paved runway shall be evaluated upon completion

to determine that the surface friction characteristics achieve the
design objectives. Measurements of the surface friction

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characteristics of a new or resurfaced paved runway shall be made

with a continuous friction measuring device using self-wetting
features.
ii. Slopes
Slopes on pavement should be sufficient to prevent accumulation

of water on the pavement surface and provide rapid flow for
surface water run-off to flow into the nearest drainage and clear
off from the surface. Adequate surface drainage is to be provided
primarily by an appropriately sloped surface (in both the
longitudinal and transverse directions) and can be improved by
adding pavement grooves.
5.5.1.3.5 Pavement design life
The standard design life for pavement is 20 years, however the following
considerations to be considered to ensure maximum design life can be
achieved:
i. The possibility of a change in aircraft use after a number of years.

ii. Reliable traffic growth
iii. Durability of pavement construction.
iv. Special material i.e. polymer modification
v. Soil characteristic
vi. Adequate ground treatment with zero post construction settlement
5.5.1.4 RUNWAY

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The main function of the pavement in providing for safe and efficient aircraft
operations, especially for runway where the take-off and landing will take
place at high speed. Therefore, it is crucial that the runway design to consider
the intended and future operational and physical characteristics of the aircraft
expected to use the pavement based on aircraft code rather than aircraft
types, as well as engineering and economic considerations.
In planning a new development of an airport particularly on runway, a runway
capacity study must be conducted to assess the current maximum of runway
capacity. The study must include all factors as detailed out in the latest edition
of Airport Development Reference Manual (ADRM) by IATA.
If the development to include more than one runway, it must come with
adequate associated airport facilities both airside and terminal facilities in
order to ensure that the expected runway throughput and performance can
be materialised. Any conditions for instance to have crossing on an active
runway that will give limitation on the capacity and would cause delay must
be taken into consideration in the planning.
The runway should be designed according to latest edition of ICAO’s
International Standard Recommended Practices: Annex 14: Volume 1:
Aerodrome Design and Operations as well as Aerodrome Design Manual (Doc
9157-AN/901) Part 1 : Runway and Part 3 : Pavement for future critical aircraft
to operate at the airport
5.5.1.5 TAXIWAY
Taxiway network shall be designed to ensure full optimization of runway

throughput and performance. It is crucial that the taxiway design to consider
the intended and future operational and physical characteristics of the
aircraft expected to use the pavement based on aircraft code rather than
aircraft types, as well as engineering and economic considerations.

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Not all taxiways to be designed as flexible pavement, taxiways which are

used for aircraft holding position shall be design as rigid pavement to ensure
it can withstand the static load. Whether it to be designed as rigid by portion
or flexible will be subject to the economic considerations on construction
and maintenance.
The taxiway is designed according to latest edition of ICAO’s International
Standard Recommended Practices: Annex 14: Volume 1: Aerodrome Design
and Operations as well as Aerodrome Design Manual (Doc 9157-AN/901)
Part 2 : Taxiways, Aprons and Holding bays and Part 3 : Pavement for future
critical aircraft to operate at the airport.
5.5.1.6 PARKING APRON
Parking apron is to accommodate aircraft for purpose of loading and

unloading passengers, mail or cargo, or fuelling, parking or maintenance. The
apron must be paved and generally to use rigid pavement but can also be
flexible pavement for STOLport that receives small aircraft. Apron design
must be flexible enough based on ranges of aircraft sizes and expansion
capability and shall come with associated taxilanes. Itinerant or transient
aprons should be designed for easy access by the aircraft under power.
Aprons designed to handle jet aircraft should consider the effects of jet blast
and allowing sufficient area for safe maneuvering. For commercial service
airports, the aircraft positions at the terminal gates should be designed for
the specific aircraft or range of aircraft. Cargo aprons are designed for
specific aircraft with room provided for the loading and unloading of the
cargo containers.

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The apron should be designed according to latest edition of ICAO’s

Aerodrome Design and Operations as well as
Aerodrome Design Manual (Doc 9157-AN/901) Part 2 : Taxiways, Aprons and
Holding bays and Part 3 : Pavement for future critical aircraft to operate at
the airport.
5.5.1.7 ROAD
Generally, road at airports is designed as flexible pavement. Category of

roads to be designed includes service road, perimeter road, access road and
emergency access road as well as car park areas.
The design considerations for the road must include but not limited to :-
i. Physical characteristics must be able to cater for movement of the

critical vehicle at airport i.e, fire vehicle, all types of ground service
vehicles. However, the design must be adjusted to the local situation
prevailing at the specific airport concerned
ii. Perimeter road must be within the appropriate distance with the
perimeter fencing for easy access of security patrolling.
iii. Service road shall be provided within the building proximity.
iv. Suitable types of pavement to be applied based on intended usage
i.e. car park, junction, areas that is prone to oil spillages, etc
v. Additional key safety elements for road design include but not limited
to :-
a. Adequate off-set distance from natural roadside features.
b. Wider lane widths and shoulders for High Speed Roads (>
25km/h)
c. Inside widening for sharp curves.
d. Recoverable slopes for out-of-control vehicles.

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e. Adequate road signs and markings

f. Adequate street lightings
g. Properly designed traffic calming measures like the speed
humps, etc.
h. Barriers should be designed to deflect the vehicle and not crash
it.
The road should be designed according to latest edition of ICAO’s

Aerodrome Design and Operations and also other relevant documents.
5.5.1.8 DRAINAGES
Rapid drainage of surface water is a primary safety consideration in the

design, construction and maintenance of the movement area and adjacent
areas. The objective is to minimize water depth on the surface by draining
water off the runway in the shortest path possible and particularly out of the
area of the wheel path. The drainage of the surface water shall be controlled
with a proper design and construction of the pavements in compliance with
the standard requirements in order to prevent accumulation of water on the
pavement surface.
5.5.1.9 MARKINGS AND SIGNS
The requirements can be referred in latest edition of ICAO’s International

Standard Recommended Practices: Annex 14: Volume 1: Aerodrome Design
and Operations, MAHB’s Airside Road Signs Markings Handbook and
Aerodrome Design Manual (Doc 9157-AN/901) Part 4 : Visual Aids.

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i. Markings
Water based paint is mainly used for runway, taxiway and parking apron and
thermoplastic is mainly used for road. Other types of paint can also that can
be considered subject to approval is chlorinated rubber paint. The used of
reflective paint material must be considered for airport with night operations.
ii. Signs
The designer shall employ innovative design and high-grade materials for all
signs at airport. All signs shall be frangible as an added safety measure to
minimize risk of injury and damage in the event of accident.
5.5.1.10 LIST OF ACCEPTABLE MANUFACTURERS/ BRANDS/SUPPLIERS
The Contractor may propose to the Engineer any suppliers or brand of the
material to be used subject to the compliance with the technical specification
and requirements intended for the works with full supporting technical
documentation, catalogues and track records proving compliance to the
relevant sections of the specifications.
5.5.2 BUILDING SERVICES (CIVIL AND STRUCTURAL)
There are several systems fall under the Building Services (Civil and Structural)
which are Roofing System, Floor, Wall and Ceiling Finishes, Waterproofing
System, Door System, and Metal Works.
5.5.2.1 STANDARDS AND SPECIFICATION

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All design shall include compliance with facility insurer’s requirements

obtained from the design committee. Requirements for the design,
manufacture, installation, testing and commissioning of Building Services
(Civil and Structural) shall comply with the latest requirements of the
following standards: -
a) All relevant Malaysian Standards and British Standards
b) All relevant ASTM’s building standards
c) All relevant European’s building standards
d) Standard Specifications for Building Works by Jabatan Kerja Raya
Malaysia
e) Malaysian Construction Industry Standards
f) Uniform Building by Law
g) IATA Airport Development Reference Manual (ADRM)
h) Other relevant related Local Authorities or International Standards,
Specifications, Guidelines and Manuals.
5.5.2.2 ROOFING SYSTEM
The roof system in the airport was designed to accommodate the functioning
and efficiency of the roof as a protective and covering for terminal building
and other building from weather and provide a comfort ambience for building
users.
5.5.2.2.1 System requirements and design criteria
All system requirements and design criteria shall comply with the relevant
standards and specifications. Additional design considerations shall
include but not limited to the following:-

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a) Latest technology of design and material of the roof by considering

environmental and economic aspects.
b) The design roof for the passenger terminal shall be unique and
practical by creating a high aesthetic value and shape of roofs
differs greatly from region to region.
c) The roof in the airport shall be equipped with proper maintenance
access for every roof location where complete with safety and
security features as to avoid from security breach.
d) The roof lifeline and dedicated roof steps or walkway is a must as
to prevent from flashing damaged when the maintenance
activities perform on the roof area.
e) Consider the importance of the building's contents (e.g. sensitive
computer systems vs. stored material) and the need for
redundancy to prevent leaks to the interior.
f) Adequate roof slopes must be carefully designed in order to
provide adequate drainage at valleys and prevent water ponding.
g) Any existing warranty of the roofing system must be maintained if
the roof is not replaced (e.g. Terminals that were recently
reroofed).
h) The roof design shall be included of installation roof safety lifeline,
safety walkway, and vertical access to the roof with sufficient
distance to escape during emergency in case of seeking medical
attention, bad weather and fire, and the design roof profile (i.e.
steep slope) shall be tolerated for maintenance team to perform
the surveillance for maintenance on the roof surface.
i) The roof designed shall meet the requirements of MS 1525 with
regards to the Overall Thermal Transfer Value (OTTV) and the Roof
Thermal Transfer Value (RTTV).

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5.5.2.2.2 List of acceptable manufacturers / brands / suppliers
Listed below are among the acceptable manufactures that can be

considered. Minimum requirement of material warranty from supplier or
manufacturers for roofing system should be
20 years. The Contractor may offer for the Engineer's approval any
equivalent or better alternatives, equipment and material together with
full supporting technical documentation, catalogues and track records
proving compliance to the relevant sections of the specifications: -
i. Bluescope Steel
ii. Riverlack
iii. Bemo
iv. GKD Metal Fabrics
v. SANKO Metal
5.5.2.3 FLOOR, WALL AND CEILING FINISHES
The Floor, Wall and Ceiling Finishes scopes shall include but not limited to the
following area:
i. Public Concourse Area and Offices

ii. Loading / Unloading / Good Movement Areas
iii. Curbside
iv. Toilet and Nappy Area
5.5.2.3.1 System requirements & design criteria

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The design of the system consists of the basic concept, system layout
completes with dimension and perspective view, endorsed and/or
certified and to attached together with physical samples. The design also
should be considered and presented with accordance to specific area of
serving in order to meet its purposes and cost-practicality. Propose
materials and finishes shall be durable and abuse resistant. All materials
and finishes must be able to maintain their aesthetic appeal when
exposed to high occupant use and potential impact by pax luggage or
trolleys.
5.5.2.3.2 Floor
a. Floor and wall at public area shall be presentable and good in

aesthetic appearances. Floor areas such as Departure and Arrival
Level, using granite and / or terrazzo can be used due to its
durability and very dense.
b. Floor materials that will not be allowed in public areas includes
Rolled carpeting, Engineered wood, Vinyl tile and Vinyl sheet.
c. For goods movement area, recommended to be installed with
rubber flooring, purposely to brace for goods movement impact,
water resistant and easy to maintain.
d. Tiled entries thickness at terminal entry floor shall be able to cater
the heavy movement at the entrance and reduce the maintenance
cost.
e. The aluminum entrance mats installed shall be flush with the
flooring and no Carpet Tile at entrances are allowed due to high
abrasion from heavy movement (trolley, luggage).
f. Minimize grooved or textured surfaces that may cause noise from
rolling luggage.

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g. For staircases area, the design of material should consider nosing

/ bull nose tiling as for avoiding sharp edge and slippery.
h. Floors for toilet area shall be designed to be slip resistant when
wet.
i. The anti-slip rubber flooring for toilet shall be considered as
washroom floors as easy to clean and maintain.
j. Joint grout for toilet must be non-staining.
k. Colors of flooring for toilet will be light and natural.
l. For apron slab, carousel area and most building perimeter, it is
recommended to apply bare / cement screed finishes as the area
consider heavy movement area considering applying tiles or other
finishes (i.e. painting) aren’t too practical and might increase
maintenance cost in future. However, the final finishes shall
durable, act as a protective and robust as to avoid the vandalism
issue. All design and proposals shall be presented, endorsed and
approved by the Client prior to the selection and fabrication of the
material.
5.5.2.3.2 Wall
a. It is recommended to use composite panel (refer Metal Works

Guideline) as for wall final finishes.
b. Material for wall and its accessories (at designated area ie: public
concourse, common passenger flow area, etc.) shall be brushed/
hairlines stainless steel or aluminum with a durable metallic finish.
c. For good movement area wall, it is subject to design and approval
(load bearing or non- load bearing wall) and in additional, wall also
should be equipped protection ie. stainless steel checkered plate

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and wall corner guard (refer Metal Works Guideline) as to protect

the wall from damages.
d. All glazing area and other designated area shall be protected by
stainless steel (hairlines) railing guard or crash barrier with
minimum thickness of 2.70mm as a protection from trolley
luggage. New glazing systems will carry a minimum of 20-years
warranty from the manufacturer.
e. Designers shall provide the maximum amount of glazing and
natural light for terminal projects involving the building envelop
that is allowable by budget. Building performance (e.g. heat gain,
glare reduction, orientation, etc.) must also be considered when
selecting glazing for a project.
f. The washroom wall shall consider the mix use of wall cladding
especially on the pipeline area due to friendly maintenance (easy
to fix, open and reinstall) and to reduce the rectification of time
for pipe repair.
g. The structure of the toilet walls will be sufficient to withstand
impact and abuse by passengers with wheeled baggage carts.
5.5.2.3.3 Ceiling
a. The ceiling design shall be friendly maintenance and easy to be

open, repair and reinstall to the original condition.
b. The mechanical and electrical cabling above ceiling shall be
organized and placed into the cable tray, the size of cable tray shall
reserve for future additional of electrical or communication cable.
The design of the maintenance access or manhole shall be design
with safety feature during open and reinstall. The manhole design
shall be camouflage with the color or pattern ceiling.

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c. Curbside Soffits - Open soffits or exposed structure will not be

allowed due to bird perching and nesting problems. Exterior
Terminal soffits shall be clad with a metal panel system that one
person can remove and repair. The panels and the structure
finishes shall be corrosion resistant due to humidity and air
conditions.
d. All lighting within the ceiling in the toilet shall be fully recessed and
flush with the face of the ceiling. The ceiling material inside
cubicles shall water resistant and anti-fungus or mold.
e. The metal ceiling cladding is recommended to be install inside
toilet cubicle.
The Contractor may offer for the Engineer's approval any other equivalent
alternatives, equipment and material together with full supporting
technical documentation, catalogues and track records proving
compliance to the relevant sections of the specifications. All material and
equipment installed exposed in the public areas shall be subjected to
approval by the Architect. Catalogue or proposal must be submitted for
approval before any commencement of works. Where directed by the
Engineer, mock-up or sample installation shall be attached for approval
before any further installation can proceed.
5.5.2.4 Waterproofing system

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There are several types of waterproofing materials used in the terminal

building subject to the location of the installation. The types are listed as
follows but not limited to:
a. Cementitious Coating
b. Liquid-Applied Membranes
c. Polyurethane Liquid Membrane
d. Bituminous Systems
e. Rubberized Asphalt
f. Thermoplastic Polyolefin (Tpo) Membrane
g. PVC Waterproofing Membrane
h. Ethylene Propylene Diene Monomer Rubber (Single Ply Membrane)
There are several considerations that an architect or waterproofing

designer must examine prior to the selection of a waterproofing system.
5.5.2.4.2 Area
Important design factors to consider include the leak risk tolerance and
sensitivity to humidity of an occupied space. Leaks are intolerable in
occupancies with book storage, art storage, computer rooms, electrical
switchgear and medical facilities. These types of facilities also require tight
humidity control. Area to apply waterproofing are but not limited to:
a. Building area below ground such as lift, pits, and basement wall.
b. Building area above ground such as toilets, service ducts, kitchens,
plant room, electrical room slab soffit etc.

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c. External areas such as flat roof, balconies, building planter box and
landscape areas.
d. Any area based on engineering judgment to apply waterproofing.
5.5.2.4.3 Water table
The water table level is an important consideration that not only

determines the type of waterproofing required, but, by code, whether
waterproofing is required at all. Proper waterproofing design should be
based on the maximum water table level for the site based on
requirement of the international building code.
5.5.2.4.4 Substrate stability
Waterproofing is applied on substrate surfaces to protect the substrate

from structural deterioration caused by water, chemicals and soil. The
applied waterproofing material must also be capable of performance if
the substrate becomes unstable or minor imperfections occur. Some
substrates are inherently prone to imperfections, and this tendency
should be considered prior to waterproofing design.
Waterproofing membranes applied over substrates that are vulnerable to
cracking from any source must be elastic and capable of resealing. Cracks
can occur in masonry or other waterproofed components that have
multiple construction joints. Damp proofing should not be considered in
these conditions.

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5.5.2.4.5 Warranty
Minimum requirement of standard warranty for waterproofing from

supplier or manufacturers should be minimum 10 years.
The Contractor may offer for the Engineer's approval any equivalent or
better alternatives, equipment and material together with full supporting
compliance to the relevant sections.
5.5.2.5 DOOR SYSTEM
The Door System shall include but not limited to the following equipment and
ancillary:
a. Automatic Door
b. Door leaves – Timber, fire rated.
c. Door accessories – Hinges, closers, floor springs, kickplates.
d. Ironmongeries – Lockset, mortise.
The design of the system consists of the basic concept, system layout
completes with dimension and perspective view, endorsed and/or

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certified and to attached together with physical sample. All design also
should be considered and presented with accordance to specific area of
serving in order to meet its purposes and cost-practicality.
5.5.2.5.2 Automatic door
Design considerations shall include but not limited to the following: -
i. Automatic double sliding doors at exterior vestibule entrances (i.e.

Circular or Rotunda Door, Double Sliding Door).
ii. Air Curtains either recessed into the ceiling or designed into the entry
for enhanced energy performance at all exterior vestibule entrances
5.5.2.5.3 Door leaves
i. Flush doors shall generally comply with MS 1506: Specification for

Wooden Door with a wooden frame and covered by plywood,
veneer, laminate, Medium Density Fiberboard (MDF) or natural
wood on both sides.
ii. All double leaf doors shall be provided with coordinating device so
as to fit fully within the door openings with a gap of not more than
3mm between the frame and the edge of the door when closed.
Size and design are subject to the client and/or ready-
manufactured available at the market.
iii. All fire doors shall be subject to Fire Resistance Period (FRP) in
accordance with the Ninth Schedule of the Uniform Building By-
Laws. The frame of fire rated door shall be constructed accordance

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to MS 1073 and shall be tested by a laboratory, approved and

certified by accredited bodies. Fire rated hour doors are subject to
room functional and approval by S.O. It is advisable to install fire
rated door at heavy usage and essential area i.e. Hammerhead area,
server rooms, security area. However, other places are also
applicable and subject to the client’s requirement.
iv. All glass doors design and proposal are subject to client’s approval
and functional area. It is advisable to be installed at exclusive
and/or offices area (least movement area) as glass doors tend to
damage and crack compared to other types of door.
v. Glass door also shall be installed and fitted with suitable floor
spring system in order to cater the glass load and swing degree.
Glass door leaves shall be applied with stickers
(motive/decorative, frosted) as an indicator for public.
5.5.2.5.4 Accessories
Design considerations shall include but not limited to the following:-
i. For flush door, it is advisable to install stainless steel skirting or

plate kick steel at the bottom part of door, for at least 300mm
height, as to ensure the leaves area are protected from vandalism
and damages. Other additional accessories are subject to client’s
approval.
ii. Fire rated door tagging/ emblem need to be installed at top of the
door leaves and door frame and the details such as fire hour rate,
manufacturer, model, standard, certification number, Bomba
serial number and manufacturing date should be readable clearly.

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iii. For double door, it is advisable to install floor spring as to cater the
swing and load of the door.
iv. Other accessories (i.e. aesthetic door handle, door closer, glass
viewer, door stopper) are subject to client’s approval.
v. The door protection is required to prevent from the damaged and
to cater the unnecessary force towards the door which can caused
the damaged. The door protection material shall fireproof and
easy to maintain.
5.5.2.5.5 Ironmongeries
Locksets to be used are subject to client’s requirement and approval. It is

advisable to install all doors lockset tally with the master key as to ensure
the security and to be used during emergency events.
The Contractor may offer for the Engineer's approval any equivalent
compliance to the relevant sections of the specifications.

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5.5.2.6 METAL WORKS
The Metal Works shall include but not limited to the following equipment and
ancillary:
a. Structural – consisting of trusses, framing, gantry, etc.
b. Architectural – Including doors and windows framing, ceiling
suspension system, gates, sundries items.
c. Safety tools – Including cat ladders, platforms, lifelines.
All materials need to comply with standard requirements and shall be high
grade material with consideration of latest technology and economical
aspect. Additional considerations of design requirements include but not
limited to the following:-
a) PUBLIC CONCOURSE AREA AND OFFICES
i. Metal works at public area shall be presentable and good
in aesthetic appearances. Due to high movement of public,
all vertical panels (crash barriers, skirting, angle bars etc.)
should be designed with at least 2mm thickness and/or Ǿ
20mm (for tubular features).
ii. Terminal column covers - All concrete columns shall be
covered with a textured stainless-steel column cover a
minimum of 1.5-meter-high complete with railing guard
with minimum thickness of 2.70mm. The textured finish
shall be approved by Design Committee and be consistent
throughout each terminal. In two story spaces it is

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recommended that the stainless-steel column cover

extend to the ceiling.
b) LOADING / UNLOADING / GOODS MOVEMENT AREA

For goods movement area, recommended to be installed with
checkered plate with at least 3mm thickness, purposely to brace
for goods movement impact. Few angle bars also need to be
considered to install at edge of structures (column and wall) with
at least 2.5mm thickness and 50 mm x 50 mm in dimension.
c) CURBSIDE
i. Curbside exterior handrails shall be stainless steel with
heavy galvanized metal posts and pickets to match the
existing handrail system. Dissimilar metal fasteners will not
be allowed in order to avoid galvanic reactions. Design
Professionals or Consultant shall ensure that the module of
the railing posts align with concrete joints.
ii. Curbside bollards shall be stainless steel with a sloped top.
The protective bollards are part of an operational,
engineered and security plan. The temporary bollard
(unfixed) installation shall reserve the space for the
movement machineries i.e. sweeper, vehicle for exhibition
or promotion, and maintenance cradle). The design of
Kerbside bollards shall be approved by the Aviation
Security and Design Committee. Specific information
regarding their design and performance criteria shall be
obtained by design professionals or consultant from design
committee.

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d) AIRSIDE PERIMETER
To cater heavy movement of the handlers at ground level,
recommended to use mild steel (i.e. staircase, angle bar guard rail)
and at least 2mm in thickness as it has better properties in
durability due to impact or vandalism. Mild steel finishes should be
in coating / painted appearance to avoid corrosion and as of its
aesthetic value. All design and proposals shall be presented,
endorsed and approved by the Client prior to the fabrication of the
material.
The Contractor may offer for the Engineer's approval any equivalent
compliance to the relevant sections of the specifications.
5.5.3 AERONAUTICAL GROUND LIGHTING (AGL)
Aeronautical Ground Lighting (AGL) referring to any light specially provided as

an aid to air navigation, other than a light displayed on an aircraft. AGL is
important since it provides a visual aids and guidance to air navigation for the
recovery (Arrival) and Take Off (Departure) on air vehicle (Aircraft) at night and
low visibility condition. AGL is divided into three principal parts Lighting, Airfield
Lighting Control System and Power System.

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5.5.3.1 STANDARDS & SPECIFICATION
The following are the standards and specification that shall be referred with
regards to AGL:
i. ICAO (International Civil Aviation Organization)

• ICAO Annex 14 Volume 1 Aerodrome Designs and Operations
• ICAO Annex 14 Volume 2 Heliports
• ICAO Aerodrome Design Manual Part 4 Visual Aids
• ICAO Aerodrome Design Manual Part 5 Electrical Systems
• ICAO Aerodrome Design Manual Part 6 Frangibility
• Airport Service Manual Part 9 – Airport Maintenance Practices
• ICAO Visual Aids Panel - VAP 12 Recommendations
ii. IEC (International Electrotechnical Commission)

• Technical Specification (TS) 61821 – IEC EN (European Norm)
• Electrical installations for lighting and beaconing of aerodromes –
Maintenance of aeronautical ground lighting constant current series
circuit
iii. Others
• UK CAA Notice to Aerodrome License Holders 2/92 – Signs
• British Standards Series BS 3224 Light Fittings for Civil Land
Aerodromes
• FAA Specifications and Advisory Circulars
5.5.3.2 SYSTEM REQUIREMENTS & DESIGN CRITERIA

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All facilities, equipment and systems will be designed to satisfy the

requirements of ICAO for runway and taxiway lighting systems and serve both
runway directions for both arrivals and departures. All method or equipment
described shall comply with latest international practice and have proven
application and proven reliability at major international airports.
5.5.3.3 GENERAL
Design criteria shall address the following requirements:
a) Maintain high level of airport operational availability:

• By specifying above minimum performance requirements
• By providing ease of maintenance through systems design approach
• Utilizing industry standard equipment and method
• Reducing requirement for service personnel to access active
movement areas
b) Be pilot user friendly:
• Use current international practice
• Adopt current ICAO recommendations, i.e. VAP 12
• Satisfy operational as well as technical criteria
c) Satisfy ATC operational requirements and control philosophy
d) Provide a value solution:
• Consider total life cost as well as initial capital cost
• Ease of maintenance
• Achieve high operational availability
• Utilize proven low risk methods and equipment

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e) The manhole pit system should be installed with drainage system to

avoid flooding. The manhole pit is preferred due to easy access, large
working area and ease of maintenance.
f) AGL systems must have counterpoise earthing system in order to
minimize damages during heavy surge. Or else it is preferable to install
standalone lightning arrestor
g) Where a high-intensity lighting system is provided, a suitable intensity
control shall be incorporated to allow for adjustment of the light
intensity. Separate intensity controls or other suitable methods shall
be provided to ensure that the systems, can be operated at compatible
intensities.
h) Energy efficient lighting technology shall be used to ensure
optimization of power consumption i.e. LED bulb, etc
5.5.3.4 POWER SYSTEM
The design of electrical power systems shall be such that an equipment failure
will not leave the pilot with inadequate visual and non-visual guidance or
misleading information. For the following aerodrome facilities should be
provided with a secondary power supply:
• Approach, runway and taxiway lighting
• Floodlighting on a designated isolated aircraft parking position
• Security lighting
• Meteorological equipment
• Facilities for the aerodrome responding emergency agencies
• Illumination of apron areas over which passengers may walk
• The signaling lamp and the minimum lighting necessary to enable air
traffic services personnel to carry out their duties

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• All obstacle lights which, in the opinion of the appropriate authority, are
essential to ensure the safe operation of aircraft
5.5.3.5 AGL SERIES CIRCUIT
An AGL series circuit starts at a power supply commonly called constant

current regulator (CCR) and through a single cable passes through a series of
isolating transformers and returns to the CCR. Airfield lighting series circuit
differ from conventional electrical circuit in four main ways:
• They use electrical series circuit
• They are constant current circuit not constant voltage circuits
• All components must be watertight
• In most of the world, a standard connector system is applied
A runway circuit shall be designed so that in the event of failure of one circuit,
the pilot is not left without any visual guidance and the pattern is retained.
Electrical power for aerodrome lighting is almost entirely alternating current
(ac). Most of the aerodrome lights are energised by series circuits, but the
incoming power is distributed by parallel circuits. Sequence flashing lights of
approach lighting systems, some floodlights, and some obstacle lights are the
more important lighting systems using parallel circuits.
The circuit elements of series circuits are connected in a string with the same
current flowing in each element. Constant current regulators will maintain a
constant current independent of the load on the circuit. Thus, the same
current will flow in a long circuit as in a shorter circuit and will remain the
same even if some of the lamps fail.
The preferred arrangement for aerodrome lighting circuits is a number of high
voltage series circuit loops with a series isolating transformer for each fitting,
and each circuit fed from an electrical supply substation adjacent to the

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runway end. One substation per runway end is preferred for all aerodromes.
The electrical circuits be designed so that the failure of one circuit will not
leave the pilot without visual guidance and will not result in a misleading
pattern.
The aeronautical lighting systems should be interleaved over at least two
circuits. Each circuit in an interleaved service should extend throughout the
whole of that service and be so arranged that a balanced symmetrical lighting
pattern remains in the event of failure of one or more of the circuits. The
design and provision of electrical power systems for aerodrome visual aids
shall be such that an equipment failure will not leave the pilot with inadequate
visual and non-visual guidance or misleading information
5.5.3.6 OTHER INSTALLATIONS
5.5.3.6.1 Precision Approach Path Indicator (PAPI)
A PAPI is proposed for each runway end to provide visual glide slope
guidance. The PAPI mounting location and setting angle shall allow the
visual slope indication to harmonies with the ILS Glide Path for the
maximum number of and most critical aircraft. Adequate wheel clearance
shall be maintained on threshold for all aircraft. A minimum 15-meter
clearance shall be maintained between the PAPI boxes units and any
taxiway edge. PAPI on both sides of runway is proposed to provide
increased system redundancy and security and enhanced roll guidance
perception. Each side of the system shall consist of 4 multi lamp units,
equally spaced with the first unit located 15 meters from the runway edge
and the remaining units being spaced 9 meters apart. The PAPI shall be
provided with 5 stage intensity control. PAPI located beside the runway

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approximately 300m to 500m beyond the threshold. This distance may be

different between the airport, depends on the size of aircraft allowed to
land at an airport.
5.5.3.6.2 Movement Area Guidance Signs (MAGS)
• MAGS General
Mandatory location and destination signs as required by ICAO Annex
14 Chapter 5.4 and runway distance remaining signs as required by
ICAO Aerodrome Design Manual part 4 clause 1.3.3.5 (b) 1 shall be
provided. All signs shall be internally illuminated and mounted on
frangible couplings. They shall be located to provide clear vision to
pilots approaching the sign while maintaining clearance from the
pavement edge, engine pods and excessive jet blast. The arrangement
of the signs will be in accordance with the ICAO Visual Aids Panel, VAP
12, recommendations. All MAGS shall operate at a single fixed
intensity.
• Mandatory Signs
Mandatory signs shall comprise a white inscription on a red
background and shall be used to mark holding positions at the entry
to runways and no entry signs to mark no entry locations such as at
the end of uni- directional rapid exit taxiways. Mandatory signs will be
located on both sides of the taxiway to which the sign refers.
• Information Signs
Information signs shall include location signs, direction signs and
destination signs. Taxiway location signs, which indicate to pilots the

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designation of the taxiway that they are currently on, will be

positioned at the approach to each taxiway intersection. Location
signs shall have a yellow legend on a black background. Where a
location sign is not incorporated as an integral part of another sign, it
shall also have a yellow border to impart some depth and distance
perception. Taxiway location signs will be located on the left side of
the taxiway except where this is impractical, e.g. along an apron edge.
Direction signs shall be provided at the approach to all taxiway
intersections to indicate the direction of the taxiways leading out of
that intersection. Direction signs consist of black characters and
arrows to depict the names and direction of the relevant taxiways, on
a yellow background. Direction signs will typically incorporate an
associated location sign and be located on the left side of the taxiway
unless it only refers to taxiways on the right in which case it will be
installed on the right.
Black on yellow destination signs will be used to indicate the required
direction of taxi to various locations (such as freight apron,
maintenance centre etc. using industry accepted abbreviations) where
location and direction signs do not adequately convey this
information.
Additional signs such as runway distance remaining, and runway
vacated will also be provided at appropriate locations. Runway
distance remaining signs shall have a white legend on a black
background and be double sided such that they can be used in both
runway directions. While it is desirable to have runway distance
remaining signs located on the port side of the runway, the location
and arrangement of taxiways on the port side of runways 15R and 33R
will make this difficult to achieve. It is therefore recommended that
the signs be installed on the both sides of the runways.

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5.5.3.6.3 Wind direction indicator
One IWDI shall be provided for each runway approach direction and be
located approximately 100 meters unwind on the port side of each landing
threshold. The lateral position for each IWDI shall be determined with due
cognizance of the required clearance from taxiways, runway clearance
and the need for its visual complicity. These requirements and the various
mounting location options will be discussed with the appropriate
authorities prior to finalization. The IWDI shall be approximately 8 meters
tall, floodlit from above, mid hinged for maintenance access and have a
low intensity obstacle light on top.
5.5.3.6.4 Airfield lighting control system
The AGL Control and Monitoring system serves for control and monitor
the entire AGL system at the airport as well as related system. This
includes:
• Input of commands from the controller working position in the tower
VCR and the APCT.
• Detecting operating status of all lighting systems
• Displaying back indications at all working position
• Creation of operating status logs and display of actual operating status
in the Airport Engineering Offices and in the Tower Equipment Room.
• Redundant data interfaces to the AGL Network at all locations.
The system consists of the following main parts:

• AGL Controller Working Position at the ATC Tower Visual Control
Rooms (VCR and VCR1)

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• AGL Controller Working Position at the APCT Visual Control Room.

• Computerised redundant Central Unit in the CAAM Main Equipment
Room.
• Computerised redundant substation equipment to enable control and
monitoring of individual lighting circuits from the VCRs.
• Maintenance Working Position in both, the Airport Engineering Offices
and the CAAM Main Equipment Room.
• Communication interface equipment for data communication through
the AGL Network (TAMS).
• Interface to the meteorological system as well as to the surface
movement surveillance system.
5.5.3.7 LIST OF ACCEPTABLE MANUFACTURERS / BRANDS / SUPPLIERS
The Contractor may propose to the Engineer any brands or suppliers or

manufacturers of the material or equipment to be used subject to the
compliance with the technical specification and requirements intended for
the works with full supporting technical documentation, catalogues and track
records proving compliance to the relevant sections of the specification as
listed in table 5.8.
Table 5-8: List of acceptable manufacturers for AGL Control System.
Constant Current Regulator (CCR) Idman, ADB, OCEM, Honeywell

Light Fitting ADB, Honeywell, Airsafe
Primary Cable Eupen, Nexxan, Unika
Secondary Cable Eupen, Nexxan, Unika
Series Isolating Transformer Efla, ADB
Plugs and Receptacles Efla, Integro, ADB
Control System Honeywell, ADB

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5.5.4 ELECTRICAL POWER SYSTEM (EPS)
The purpose of this section is to provide system requirements and design criteria
for electrical installations and to establish the design schemes and equipment’s
supplied shall comply with the regulations during the design phase.
regards to electrical system installation:-
a. Energy Commission of Malaysia (Suruhanjaya Tenaga)
 Electricity Supply Act 1990
 Electricity Regulations 1994
 Efficient Management of Electrical Energy Regulations (EMEER) 2008
 Distribution Code For Peninsular Malaysia, Sabah & F.T. Labuan
(Amendments) 2017
 Non-Domestic Electrical Installation Safety Code
 MS 1525 Energy Efficiency & Use of Renewable Energy for Non-
Residential Building – Code of Practice
b. Electrical Inspectorate Unit (EIU) – Applicability for Sarawak ONLY
c. ICAO Aerodrome Design Manual Part 5 Electrical Systems
d. ICAO Aerodrome Design Manual Part 5
e. Airport Services Manual (Doc 9137) – Part 9 Airport Maintenance
Practices
f. International Electrotechnical Commission (IEC)
g. Institute of Electrical & Electronics Engineer (IEEE)

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h. British Standard (BS 7671:2018)

i. Electricity Supply Application Handbook – TNB
The installations of electrical system will involve planning, designing,

constructing, operating and maintaining the system that delivers electricity
supply to the customers.
a. The primary elements to consider when planning and design criteria
i. Maximum Demand Levels and Supply Schemes
ii. Supply Security Level
iii. System Frequency
iv. Steady-State Supply Voltage Variation
v. Harmonics
vi. Short Circuit Fault level
vii. Primary Components
5.5.4.3 MAXIMUM DEMAND LEVELS AND SUPPLY SCHEMES
Based upon consumer’s declared demand level and required security level,
supply schemes to consumers are appropriately designed in accordance to the
table 5.9 below:

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Table 5-9: Supply Scheme for Various MD Levels
Consumer Maximum Demand Typical substation

(KVA)
<350KVA Low voltage supply (400V) *
New 11kV switching station/ substation /

Between 350KVA - 1MVA RMU / Compact Sub
New 11kV switching station/

Between 1MVA - 5MVA substation or may require upgrading
to 33kV Substation
depending on system availability
> 5MVA New 33kV substation
Note:
1) *Depending on Low voltage supply availability
2) Switching station required for propose new substation which will be loop in/out from
existing 11kV /33kV ring circuits.
3) SCADA/BMS system is a mandatory requirement for substation connected to the existing
distribution system
5.5.4.4 SUPPLY SECURITY LEVEL
Supply security of a Distribution System defines the availability of supply to

Users following the occurrence of a supply interruption as follows:
i) Distribution System supplied at Medium Voltage will normally be
provided with alternative circuits and/or other facilities such that for

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a single circuit outage, excepting a busbar outage, supplies shall be

restored within a period of up to 4 hours, except that those parts of
the MV Distribution System in areas of low load density or having a
Peak Demand of less than 1 MW, may be restored in the time taken to
repair or restore that part of the Distribution System, with a target
restoration time of not more than 24 hours.
ii) Distribution System supplied at Low Voltage shall be restored

following an outage within the time taken to repair or restore that part
of the Distribution System with a target restoration time of not more
than 24 hours.
5.5.4.5 SYSTEM FREQUENCY
The Distribution System and any user connections to that Distribution System
shall be designed to operate within the normal operating frequency range of
49.5Hz and 50.5 Hz and withstand short time operation within the range 47Hz
and 52 Hz.
5.5.4.5 STEADY-STATE SUPPLY VOLTAGE VARIATION
i. Under normal conditions, when all circuit elements are in service, the
voltage at all points in the Distributor’s Distribution System including
the points before the Users Connection Point shall be planned to be
maintained as follows:

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a. Medium Voltage of 6.6 kV, 11 kV, 22kV, and 33 kV within ± 5%

of nominal voltage; and
b. Low Voltage of 400 V and 230 V within +10% and -6% of
nominal voltage.
ii) Under Contingency condition:
a. Medium Voltage of 6.6 kV, 11 kV, and 33 kV within ± 10% of
nominal voltage; and
b. Low Voltage of 400V and 230 within +10% -6% of nominal
voltage.
5.5.4.6 HARMONICS
The maximum total levels of Harmonic Distortion at any Connection Point on

the Distribution System from all sources under both planned outage and
unplanned outage conditions, unless abnormal conditions prevail, shall not
exceed:
i. at 33kV ,22kV, 11kV and 6.6 kV: a Total Harmonic Distortion of 6.5%
ii. at 400V and below, a Total Harmonic Distortion of 5%
5.5.4.7 SHORT CIRCUIT FAULT LEVEL
The User shall ensure that the short circuit rating of the equipment to be
connected to the Distributor’s Distribution System is not less than the design
fault level at the point of connection:
i. 33kV – 31.5KA for 3sec
ii. 11kV- 25 KA for 3sec
iii. 400V – 50KA for 3sec

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5.5.4.8 PRIMARY COMPONENTS
Electrical system is divided into 4 primary components:

i. High voltage system
ii. Low voltage system
iii. Monitoring and control system
iv. Auxiliary system
5.5.4.8.1 High voltage system
5.5.4.8.1.1 Transformer (Dry/Oil Type)

a) Power Transformer 33/11 KV
i. Cooling type shall be ONAN / ONAF (oil natural-air
natural / oil natural- air force) or ANAF (air natural / air
force).
ii. Each transformer shall equip with an On-Load Tap
Changer (OLTC).
iii. The tap changers shall be so designed that the diverter
switches which break current carrying circuits are
accommodated in a compartment separate from the
main transformer tank. The oil in the diverter switch
compartment shall be segregated from the main
transformer tank oil to prevent any contamination of
the latter by products of arcing of the diverter switch
contacts. Oil surge detector relays and oil level gauges
shall be provided.

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iv. Each transformer shall be Dyn 11 vector group and has

an impedance percentage of 10%.
v. Power transformer shall be provided with an overhead
conservator tank formed of substantial steel plates and
arranged above the highest point of the oil circulating
system. Connections into the main tank shall be at the
highest point to trap air or gas under the main tank
cover.
vi. Each conservator shall be fitted with an oil seal type
silica gel breather. Due to the climatic conditions at site,
this breather shall be larger than would be fitted for use
in a temperate climate. All breathers shall be mounted
at a height of approximately 1400mm above ground
level. The oil level gauge shall be provided with a
permanent and legible mark to indicate correct oil level
at 30°C and shall have a minimum indication range from
+ 10% to +90% of the total conservator tank oil
capacity.
vii. All the gauges shall be waterproof, vibration proof and
shall be housed in weatherproof metal alloy
enclosures. The degree of protection for the enclosures
shall conform to IP 65. The gauges shall mounted in the
marshalling cubicle mounted on the transformer tank
side. All secondary winding to and from the gauges shall
be routed through terminal blocks located within the
cubicle.
viii. Transformer shall be fitted with a Buchholz gas-
actuated relay of the double float type, mounted in the
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the oil conservator tank, on the transformer tank side

of the valve.
ix. Two earthing terminals, each capable of carrying the
maximum possible earth fault current of the lower
voltage without damage for a duration equal to the
short circuit period for which the windings are
designed, shall be provided on each transformer. They
shall be located on either side of the transformer, near
to the bottom of the tank to facilitate connection to the
sub-station or station earthing system. The earthing
terminal shall be of brass or stainless steel M10 bolt
with nuts and washers.
x. Electrical remote control equipment for the on-load tap
changer (OLTC) shall be mounted in a free standing
cubicle. The cubicle shall be provided with lockable rear
doors and fitted with interior illumination lamp (240
Volts A.C.), door switch, low temperature anti-
condensation heater (240 Volts A.C.), heater switch,
cable gland box of 300 mm high for glanding multi-core
cables and all other equipment relevant to the control
indications and alarms that are required.
xi. Automatic Voltage Control shall be provided for
automatically maintaining within adjustable limits a
predetermined voltage at the lower voltage terminals
of the transformer.
xii. Automatic Voltage Regulator (AVR) shall be suitable for
the control of at least two transformers in parallel.
xiii. All terminals shall be brought out through oil tight
porcelain bushings to their respective chambers. The

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arrangement of the internal connection and bushings

shall be such that the transformer tank cover, the core
and windings may be lifted bodily from the tank
without disturbing the cable boxes or bushings.
xiv. Cable box shall be airtight conform to IP 55 and silica
gel breather installed on both cable box to provide air
flow path thru the breather to avoid moisture
condensation inside the cable box, the design of which
shall be to the approval of the Engineer. The silica gel
breather and the connecting stainless steel pipe shall
be design according to the cable box sizing.
xv. The bushing terminal for 33kV shall be completely
cover with heat shrinkable bushing/ boots, whereas for
11kV the extended busbar cover with appropriate
boots.
xvi. Transformer oil shall comply with BS 148. The oil shall
not contain any PCB additive. The transformers shall be
delivered to site filled with oil to the normal level and
ready for service.
xvii. The vibration level of the transformers shall also be
kept to a minimum and shall not produce excessive
stresses on any of the components or parts of the
transformers.
xviii. The transformers must have adequately sized to cater
for the present and any future expansion requirements.
b) Distribution Transformer 11/.433 kV

i. Hermetically sealed flexible tank design prevents
contact between air and oil.

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ii. Cooling type shall be ONAN (oil natural air natural) or

AN/AF (Air Natural/ Air Force).
iii. Each transformer shall be Dyn11 vector group and are
equipped with Off-Load tap changers- may also adapt
onload tap changer.
iv. Each neutral of the distribution transformers shall be
solidly earthed and for this purpose, the star point of
each secondary winding shall be brought out through
the tank and suitably terminated. The neutral of the
11/0.433 kV transformers shall be brought out to the
secondary cable box for earthing purpose.
v. Transformer shall equip with oil level, temperature and
pressure relive device. Alarm and tripping contact
signal shall be made available for annunciator indicator
and SCADA signaling purposes.
vi. The transformer must have adequately sized to cater
for the present and any future expansion requirements.
c) Cast Resin Transformer 11/.0433 kV

i. Fully type tested with KEMA certificate and
passed/comply with all the usual quality standards such
as Fire Class (F1), Environmental Class (E2), Climatic
Class (C2).
ii. Low losses, low partial discharge, low noise and strong
capacity of heat resistant,
iii. 150% overload with cooling fan.
iv. Safe, flameproof and no pollution.
v. Maintenance free, easy installation and low cost.

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vi. LV & HV winding shall be insulation Class F & maximum

temperature rise shall be limited to 100K at 40 deg C
ambient.
5.5.4.8.2 Switchgear (VCB, AIS, GIS)
a) General
i. Switchgear Components shall be standardized as much as
possible. Electrically identical components shall be of one
type and make. Components installed shall be type tested
in accordance with relevant IEC specification.
ii. Type tests shall be carried out in accordance with relevant
IEC specification.
iii. The switchgear shall be enclosed in dust, insect and vermin
proof steel cubicle of rigid construction and made of
electro galvanized sheet steel of such thickness that it is
free from distortion and it shall be capable of sustaining
without damage all stresses produced during fault
conditions.
iv. Two or more cubicles are fitted together shall uniformly
flush front.
v. All units shall be floor mounted and shall be of the
extensible type unless otherwise specified. All
switchboards in the same room shall be of uniform height.
vi. Clearance between live metalwork and earth shall not be
less than those given in BS 7354.
vii. The layout of the operational front and the location of the
components shall be arranged in a logical and systematic

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sequence and standardized throughout. No operational

equipment or metering apparatus shall be located at levels
below 300 mm and above 1800 mm.
viii. The busbars, circuit breakers, cable terminations, voltage
transformers, relays and instruments panels shall be
segregated from one another by means of separate
compartments. Current and voltage transformers provided
for TNB metering purposes shall be located in a separate
panel and the panel shall be provided with facilities for
sealing the rear cover to prevent unauthorized operation.
ix. Pressure relief flaps shall be provided for each
compartment, viz busbar compartments, circuit breaker
compartment and cable termination compartment. The
flaps shall be so designed that discharges resulting from
internal faults are directed away from places where any
personnel may be present in the course of their ordinary
duties.
x. The double busbar configuration, the switchboard shall be

compartmentalized with a minimum of five compartment
comprising upper busbar compartment, lower busbar
compartment, circuit breaker compartment, CT and cable
compartment and instrument and metering compartment.
xi. Conductors for the busbars and various connectors shall be
of copper, adequately dimensioned for the normal current
and short circuit ratings. The surfaces of the conductors
shall have a smooth finish to prevent any electrical
discharges.

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xii. The design of the joints between lengths of busbars and

those from the busbars and connectors to other
components of the switchgear equipment shall be such as
to permit easy dismantling for maintenance purposes. The
conductors shall be rigidly supported by solid insulators.
xiii. The entire switchgear enclosure shall have a degree of
protection IP5X in compliance with BS EN 60529. Partitions
and shutters shall provide at least IP4X degree of
protection in compliance with IEC 62271-200. Pressure
relief vents shall be fitted with screen guards ensuring
vermin protection.
xiv. Low voltage compartments shall be easily accessible and
when opened shall offer a degree of protection of at least
IP20 towards any live part inside the compartment and
IP30 towards any equipment terminals installed on the
door which can be alive when the door is open.
xv. The enclosures shall be connected to earth. The continuity
of the earthing shall be ensured taking into account of the
thermal and electrical stresses caused by the current its
carried.
xvi. To ensure safety during maintenance work, all parts of the
main circuits shall be capable of being earthed. Busbar
earthing shall be achieved through the
disconnectors/earthing switches at the bus section and bus
coupler.
xvii. The switchgear shall be provided with facilities for the high
voltage testing of the insulation of primary components
and cables connected to the switchgear. This shall include
AC pressure testing of equipment, DC pressure and

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insulation testing (via insulation tester) of cable. Primary

injection testing of current transformers shall also be
provided.
xviii. Secondary Testing Facilities for voltage transformers, other
AC voltage circuits and all DC circuits shall be provided with
terminals and links of an approved design. Shorting links for
all protective CT terminals at the terminal board shall be
provided.
b) 33kV Switchgear (GIS)

i. The 33 kV GIS shall be suitable for operation on a 3-phase,
50Hz system of nominal voltage 33kV and capable of
withstanding a peak withstand current of 80kA and a
continuous rated short time current of 31.5 kA for 3
seconds.
ii. The one-minute power frequency withstand level shall be
70kV while the impulse withstand level shall not be lower
than 170kV peak.
iii. The rating of primary components comprising busbars,
circuit breakers, isolating devices, earthing devices, cable
boxes and seals shall be as specified for the whole assembly
with the test facility having a rated 15 min. withstand
voltage of 70kVdc.
iv. The switchgear shall be divided into two separate gas-filled
compartments viz. the busbar and the breaker -cum-cable
compartments. The latter can be depressurised for
inspection, maintenance or repair whilst keeping the
adjacent compartments at normal gas pressure.

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v. The switchgear enclosures shall be provided with ring seals

at intersections between compartments and at positions
where sliding or rotating shafts enter a compartment. The
seals shall be of non-deteriorating material and capable of
withstanding the gas pressure of the compartments under
all service conditions.
vi. The circuit breaker shall be rated in accordance with IEC
60056. The circuit breaker shall be of the vacuum
interrupter type. The interrupting unit of the vacuum
circuit breaker shall be a modular construction installed in
a gas-tight compartment.
vii. Busbar disconnecting and circuit earthing shall be
accomplished with a three way ON/OFF/EARTH isolator
switch, situated between the busbar(s) and the circuit
breaker. This design is to permit earthing of the circuit side
of the equipment or for any part of the switchgear itself
through the circuit breaker. The rating of the three-way
isolator switch shall be rated in accordance to IEC 62271-
102.
viii. Voltage Transformers (VTs) shall be provided on the cable
side of all TNB incoming feeders and all 33kV
interconnecting feeders.
ix. Spare feeder shall be provided in order to avoid major
shutdown which may require in future.
x. All feeder shall be provided with protection relay complete
with arc protection.
c) 11kV Switchgear

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i. 11kV Gas Insulated or Air Insulated Switchgear consists of

a double busbar, indoor type equipment completes with
bus-section and bus-coupler breakers.
ii. The operating mechanism shall be designed for high speed
opening and closing of circuit breakers under all operating
conditions. All mechanism parts shall be adequately sized
to ensure consistent operating of the mechanism when
subjected to forces due to heavy short circuit currents. The
operating mechanism shall be such that the maximum
difference between the instances of contacts separating
during opening, shall not exceed one tenth of a cycle of
rated frequency.
iii. It shall be possible to lubricate and service the moving parts
of the mechanism without dismantling major components.
The operation mechanism for the circuit breaker shall be
trip free type as defined in IEC Standard.
iv. Closing mechanism for the circuit breakers shall be of the
spring-operated power closing mechanism, for closing a
circuit breaker by means of energy which has been
previously stored in motor charged spring, with electrical
release.
v. Busbars for 11Kv system shall have short time rating
compatible with the associated switchgears. They shall be
encapsulated with heat shrinkable insulating sleeves of
appropriate voltage rating throughout their lengths and
joints including tee-off connections shall be provided with
removable insulating shrouds.
vi. Tripping of the circuit breaker shall be by means of a spring
charged up during the closing operation.

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vii. Each mechanism shall be provided with a shunt release and

the necessary auxiliary switches. A counter shall be fitted
to the mechanism of each equipment arrange to summate
all opening operation of the interrupter.
viii. Current transformer for protection purposes shall have a
minimum accuracy class of 5P10 or X and metering CTs
shall have an accuracy class of 0.2, 0.5, and 1.0 as indicated
on the drawing.
ix. All current transformers shall have sufficient capacity or
output to operate satisfactorily the protective devices or
measuring instruments connected.
x. Voltage Transformers (VTs) shall be provided on incoming
feeders and outgoing feeders shall comply with IEC 60044-
3.
xi. Sufficient numbers of spare feeder shall be provided to
cater for future loads
xii. All feeder shall be provided with protection relay complete
with arc protection.
5.5.4.8.3 Power Cable
a) 33 kV Cable
i. 33kV cables shall be Single Core 630 mm2 Aluminium
conductor XLPE/SCW/MDPE type, designed for
maximum continuous current carrying capacity of
525A.
ii. The metallic copper wire screen shall be capable of
carrying fault variant of 25 kA for 3 seconds. The

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minimum cross-sectional area of the metallic screen

shall not be less than 291 sq.mm.
iii. Cables for 33kV operation shall be based on a design
stress which has been proven to be completely
satisfactory in service. Highly stressed cables which
have not been fully proven in service shall not be
acceptable even though they have satisfactorily passed
the type tests, as the maximum freedom from the
possibility of failure is essential.
iv. The cables are laid at a nominal depth of 1.2m for direct
buried, with protective concrete cover slabs laid on top.
v. All 33kV cables laid inside concrete encased UPVC
ducts/HDD for road crossings.
vi. Cable markers are planted at the finished ground level
at intervals of 30m along the cable routes to indicate
the presence of cables.
vii. Joint markers are also installed at each cable-joint
location.
b) 11 kV Cable
i. 11kV cables shall be Single Core Aluminium or Cooper
conductor XLPE/SCW/MDPE type, the cable rated
current capacities shall base on total substation
forecast loads
ii. The minimum cross-sectional area of the conductors
required at maximum allowable conductor
temperature of 90 deg.C shall be as follows:-
 15MVA - 500 sq.mm copper
 11 MVA - 500 sq.mm aluminium

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 6.5 MVA - 300 sq.mm aluminium

iii. The metallic screen shall be of any of the following form
and be capable of carrying fault current of 20 kA for 3
seconds. The minimum cross-sectional area of the
metallic screen shall not be less than 238 sq.mm.
iv. The cables are laid at a nominal depth of 1.2m for direct
buried, with protective concrete cover slabs laid on top.
v. All 33kV cables laid inside concrete encased UPVC
ducts/HDD for road crossings.
vi. Cable markers are planted at the finished ground level
at intervals of 30m along the cable routes to indicate
the presence of cables.
vii. Joint markers are also installed at each cable-joint
location
5.5.4.8.4 Neutral Earth Resistor (NER)
i. A set of 11kV neutral earthing Isolators complete with a grid type

Neutral Earthing Resistor (NER) is provided at each 33/11kV
substation (adjacent to the Transformer Bays) to have a common
neutral earthing point for the 11 kV windings of the 33/11 kV
transformers.
ii. The NER is rated at 4 ohms, which restrict any fault current to less
than 1600A. A bypass Neutral Earthing Isolator is provided for
connecting the neutral busbar directly to earth when the NER is
taken out of service for maintenance.

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5.5.4.8.5 Pilot wire cable
The design and construction of supervisory communication type pilot

cables shall be as summarized below: -
i. 37 pair, 250 volts grade, 20 lbs/mile tinned annealed round copper
wires (0.914mm diameter), polyethylene insulated (coloured and
of 0.508mm minimum radial thickness), twinned and laid up with
polyethylene fillers in multiple layers into circular formation, each
layer of laid up pairs lapped with polyethylene terephthalate ester
tape, aluminium tape screened (of 3 mils thick applied with 30%
overlap), extruded PVC (containing and effective termite repellent)
sheathed, single layer galvanized steel wire (1.626m diameter)
armoured and extruded PVC (containing and effective termite
repellent) sheathed overall.
ii. Jointing accessories shall be of an approved design and entirely
suitable for the cable specified. Insulated bonds shall be provided
within the enclosure of each straight through joint box to ensure
electrical continuity of the cable armour wires as well as the
aluminium tape screens across the joint. All pilot cable joints shall
be solidly jointed by using ferrules and enclosed in a waterproof
enclosure filled with compound.
5.5.4.8.6 Relay control panel
a) Applicable at 33 kV Substation
i. Remote Control/Relay Panels are provided in the control
room of each 33/11 kV substation and can be used for the
remote operation and monitoring of the 33kV switchgear.
In order to enable the control of the various CBs via SCADA,

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the remote/supervisory control Selector Switches should

be normally selected to the 'Supervisory Control' position.
ii. The protection relays for the 33kV switchgear are also
installed on the remote control/relay panels.
iii. An 11 kV Master Control Panel for remote control and
monitoring of the 11kV switchgear is also installed in the
control room of the 33/11 kV substation. As stated above
for the 33kV control/relay panels, the remote/supervisory
control Selector Switches should also be selected to the
'Supervisory Control' position, to enable the control of the
various CBs via SCADA.
b) Applicable at 11 kV substation
i. All relay protection and control panel shall be on top of the
switchgear cubicle.
ii. The remote/supervisory control Selector Switches should
also be selected to the 'Supervisory Control' position, to
enable the control of the various CBs via SCADA.
5.5.4.8.7 Ring Main Unit (RMU)
i. The RMU is a compact and very reliable Gas Insulated ring main
unit combining all MV functional Units to enable the connection,
supply and protection of transformers or feeders on an open ring
or radial network.
ii. It shall be consisting of robust switchgear design, easy cable
insulation test and able to withstand the impact of an internal arc

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iii. The design shall be based on the substation forecast loads.
5.5.4.8.8 Compact Substation
i. The construction Consist of RMU, transformer and LV distribution

board.
ii. RMU – please refer to item 5.5.4.8.7
iii. Transformer – hermetically sealed oil immersed type (max
1000KVA).
iv. LV distribution board – either fused protected shielded feeder
pillar or compact type circuit breaker.
5.5.4.9 LOW VOLTAGE SYSTEM
regards to low voltage electrical installations:
5.5.4.9.1 Main Switchboard
i. The switchboards shall house their air circuit breakers c/w

motorized control, moulded case circuit breakers, fuse switches,
switch fuses, isolators, contactors, busbars, meters, protective
relays, selector switches, indicating lamps, current transformers,
cable terminating boxes, cable glands, anti-condensation heaters
complete with automatic thermostats and isolators suitable for
operation on a 230/400V, 3 phase, 4 wire, 50Hz system with solidly
earthed neutral.

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ii. Bus section shall be provided for more the one incoming feeder
panels.
iii. Every outgoing feeder shall equipped with protection device to
protect against the earth leakage or earth fault.
iv. All switchboards, shall be completed with mechanical and
electrical interlocking devices and their equipment and accessories
shall be tropicalized
v. Unless otherwise specified elsewhere, the switchboards shall be
capable of withstanding fault condition of not less than 50kA at
415V for 1 second as defined in MS IEC 60439-1.
vi. All switchboards shall have 30% spare capacity for future
expansion with minimum of 2 nos TPN MCCB 300 A, 2 nos TPN
MCCB 100 A, 2 nos TPN MCCB 60 A All MCCBs including spares with
rating 200 A and above shall be provided with earth fault relay
(time and current adjustability) and overload relay earth leakage
relay (time and current adjustability)
vii. The incoming feeder(s) of all MSB, EMSB and AMF shall be
provided with electronic surge protector surge (ESP) current rated
at least 200 kA
viii. The design connected load for the three phase circuit shall be
arranged in balance Instrumentation including digital power
meter, C T s and other necessary accessories shall be provided at
the incoming and outgoing feeder from normal essential MSB and
AMF board All digital power analyser meter, ACBs, MCCBs shall be
able to be interface with the Building Management System
(BMS)/SCADA.

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5.5.4.9.2 110V DC Battery System
i. The 110V DC System for each 33/11 kV substation consists of 2 x

100% chargers and two battery banks.
ii. The battery banks are sized to supply the substation standing DC
loads for 5 hours (after loss of supply to battery chargers), after
which they still have enough capacity for 2 sequential CLOSING and
TRIPPING of all the CBs in the substation.
iii. The battery banks are of the high-performance, low-maintenance

Nickel Cadmium (NiCd) type.
iv. The battery chargers have automatic float charge capabilities and
can be operated in parallel on float charging mode.
v. Each charger may be boost charged when necessary if the battery
voltageis very low (after a period of loss of supply).
vi. Before beginning boost charge however, the charger should be
disconnected from the DC busbars to avoid affecting the DC
equipment by overvoltage.
5.5.4.9.3 Lighting system (Compound and building)
i. Lighting fittings shall be positioned in such way that eases

maintenance work.
ii. Lighting should be based on zoning system.
iii. For new development or installation, it is preferable to use LED
types of lighting in the substation building area.
iv. The design shall consider the usage of energy saving lighting
including bulb and fitting.

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v. The design of the illumination levels in substation building area

should be in accordance with the recommendation of the
Illumination Engineering Society (IES).
vi. Emergency light shall be back up by batteries and shall be sufficient
in number to light up the rooms during power failure.
5.5.4.9.4 LV Cables
i. LV cables shall be PVC insulated, steel wire armoured and PVC

sheathed overall. They shall comply with BS 6346 for 600/1000
volts cables.
ii. The cores for three core power cables shall be colored Red Yellow-
Blue and for four core power cables Red-Yellow-Blue Black.
iii. Conductors used for AC and DC systems shall not be mixed in the
same multicore cable.
iv. Cable trenches shall be 750 mm deep.
v. The trenches shall be of sufficient width to enable provision of
adequate spacing between cables but in any case, shall not be less
than 450 mm wide.
vi. The uPVC cable protective covers shall be used to protect the cable
with dimension of 150 mm wide and 1000 mm long.
vii. Termination of PVC/SWA/PVC, XLPE/SWA/PVC, XLPE/AWA/PVC,
and XLPE/PVC cable shall be provided with compression cable
gland.

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5.5.4.9.5 Control Cables
i. Control cable shall be carried out in copper multi-stranded PVC

insulated cable to BS 6231 with 1000-volt grade and shall have a
minimum cross-section of 1.5 sq.mm for voltage circuits and PLC
circuits and 2.5 sq.mm for current circuits.
ii. Wiring shall be carried out in a neat and systematic manner and
securely fixed by insulated cleats or approved method and
arranged so that access to any apparatus or connection point is not
impeded.
iii. Where inter-panel wiring passes through panel side sheets etc.,
the access hole shall be fitted with a suitable grommet.
iv. Sleeve type identification ferrules shall be fitted on all wires at
both ends; the numbers and letters used shall correspond with the
appropriate wiring diagram and shall read from terminals
outwards. Identification ferrules numbering shall not be repeated.
The wires shall not be jointed or broken between terminal points.
v. The control cables shall be made up of the following standard
number of cores: 2, 4, 7, 12, 19, 27 and 37. All cores shall be
colored white and shall be identified by black numbers arranged in
sequence e.g. 1, 2, 3, 4, 5 etc. These numerals shall be lightly
imprinted on the core insulation at intervals of not more than
75mm throughout the core length. They shall be permanent in
nature and not easily removed without severe mechanical scraping
vi. Screen shielded control cables shall be provided for analog signal
communication.

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5.5.4.10 MONITORING AND CONTROL SYSTEM
5.5.4.10.1 SCADA System
The SCADA system shall support information acquisition, conversion and

processing, it provides capabilities to control and monitor equipment’s,
creating alarms and logging events which are spontaneously updated on
the system network diagram showing their impact on the status of
switches and the complete interconnected network. Able to monitor and
control of devices, operators should obtain data on request, and can
withdraw, restore and create and configure new components’ such as:
i. Lines (33kV & 11kV cable status)

ii. RTU’S Cards
iii. Analogue Points
iv. Status Points
v. Control Points
5.5.4.10.2 SCADA Marshalling Panel
The marshalling panel is placed between the RTU system panel and the
switchgear field instruments. By ordering the grouping of I/O panels as an
analog input, Analog output, digital input, digital output and pulse I / O
are made. From the marshalling panel the I/O signals are communicated
to the system CPU / Drivers through Isolation / signal conditioners. In the
marshalling panel we can easily identify the Entry or Output and easy
diagnosis can be made in case of failure find.

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5.5.4.10.3 Remote Terminal Unit (RTU)
The out-station equipment consists of Remote Terminal Units (RTU) and

network infrastructure.
a) Hardware
i. Product lifecycle warranty at least 10 years
ii. Redundant Controller set up for 33kV substation’s RTU.
iii. Single RTU controller set up for 11kV substations.
b) Cabinet
i. New cabinet for Controller and I/O.
ii. New cabinet for Battery, Rectifier and Auxiliary Supply
Socket.
c) Wiring
i. Cable marking.
ii. Push-in termination type
d) Power Supply
i. Incoming 240V AC.
ii. 48V DC for Digital Output Signal.
iii. RTU back up supply must be at least 48VDC, 65AH
batteries.
e) Communication Protocol
i. IEC 60870-5 or IEC 61850 protocol for communication
between RTU and SCADA Servers.
ii. IEC 61850 for Communication between RTU and
Switchgears.
f) Information Security Policy
i. Access to RTU software is protected by proper user
management.
ii. Physical User Access Control must be properly enforced

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g) Network connection to SCADA VLAN via CAT6, single mode/multi-

mode fiber optic.
5.5.4.10.4 Human Machine Interface (HMI)
SCADA Human Machine Interfaces (HMI) provides a modern graphical

dashboard with electrical intelligence and situational awareness. Smart
visualization views, combined with predictive analytics, enable the system
dispatcher to effectively view and analyse key performance indicators.
5.5.4.11 AUXILIARY SYSTEM
5.5.4.11.1 Metering System
The metering concept described herein shall be suitable for billing

purposes and for statistical purposes for energy management.
a) Electronic HV Energy Meter
The technical specifications for the meter take into consideration

the followings:
i. Meter application:
• High voltage installation the required accuracy is Class
0.2%.
ii. Meter Display:
• It is required the LCD to be able to display minimum 10
digits with customizable enunciators for easy reference.

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• Tariff – On Peak, Off Peak, Total kWh, Maximum Demand

and Total kVRrh.
• Power Factor.
iii. Programmable CT/VT ratio.
iv. Energy Measurement:
• 3 elements 4 quadrants
• Import/Export Wh, VArh, VAh
• Per Quadrant Wh, VArh, VAh
• Absolute Wh, VArh, VAh
• Phase Red, Yellow, Blue and Total
• Maximum Demand
v. Instantaneous Measurement:
• Voltage (Red, Yellow, Blue)
• Current (Red, Yellow, Blue)
• Power factor (Red, Yellow, Blue, Total)
• Power: KW, KVAr, KVA (Red, Yellow, Blue, Total)
vi. Billing reset:
• Manual billing reset
 Programmable auto billing reset (25th every month)
vii. Programmable multi tariffs
viii. Programmable I/O contacts
ix. Load profile data recorder
x. Optical communication port complies to IEC 1107
xi. Serial communication port
xii. Remote Meter Reading ready
xiii. Power Quality Indication:
• Total Harmonic Distortion
• Waveform download (via software)
xiv. Sag/Swell:

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• Minimum 5 cycle resolution

• Recorder records Time/Date/Phase/Duration/Average
b) Electronic LV Energy Meter – CT and Direct Operated
The technical specifications for the meter take into

consideration the followings:
• For low voltage installation, the meter accuracy
required is Class 1.0%.
ii. Meter Display:
digits with customizable enunciators for easy
reference.
• Tariff – Total kWh, Maximum Demand and Total kVRrh.
• Power Factor.
iii. Energy Measurement:
• 3 elements 4 quadrants
• Import/Export Wh, VArh, VAh
• Per Quadrant Wh, VArh, VAh
• Absolute Wh, VArh, VAh
• Phase Red, Yellow, Blue and Total Maximum Demand
iv. Instantaneous Measurement:
• Voltage (Red, Yellow, Blue)
• Current (Red, Yellow, Blue)
• Power factor (Red, Yellow, Blue, Total)
• Power: KW, KVAr, KVA (Red, Yellow, Blue, Total)
v. Billing reset:
• Programmable auto billing reset (25th every month)

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• Manual billing reset

vi. Programmable multi tariffs
vii. Programmable I/O contacts
viii. Load profile data recorder
ix. Optical communication port complies to IEC 1107
x. Serial communication port
xi. Remote Meter Reading ready
xii. Power Quality Indication:
• Total Harmonic Distortion
• Waveform download (via software)
c) Electronic Single-Phase LV Energy Meter
The technical specifications for the meter take into
consideration the followings:
• For low voltage installation, the meter accuracy
required is Class 1.0%.
ii. Meter Display:
digits with customizable enunciators for easy
reference.
• Electronic (LCD) digital indicator
iii. Meter shall be calibrated by third party/TNB and
calibration report shall be made available prior to
installation.
iv. Voltage Rated: 230 VAC
v. Frequency: 50Hz
vi. Range/Limit: 100A
vii. Input/ Output: 1 x passive SO output 500 imp/kWh

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viii. Operating Environment: -40 Degrees C and +70

Degrees C (LCD: -25 Degrees C and +70 Degrees C)
ix. Degree of protection: IP54
x. Min operating current: Starting current below 15mA
5.5.4.11.2 Lightning and earthing system
i. All system earthing and equipment earthing shall comply with

Electricity Regulations 1994 and relevant parts of MS IEC
60364.
ii. The protective conductor, copper tape and earth electrode
shall comply with BS EN 13601.
iii. All protective conductors shall be of high conductivity copper
conductor either stranded or solid, continuous throughout the
whole lengths and without joints.
iv. The substation earthing system consists of buried grid of
copper tapes connected to electrodes at various points within
the substation plot boundary.
v. The earthing system is designed to be in accordance with the
IEEE Std80:1986 and the BS 7340:1991 standards, to ensure
that 'step & touch potentials' generated during an earth fault
are within tolerable limits.
vi. Electrodes of adequate depth are also provided to achieve
earthing resistance of less than 1 ohm at each substation,
before interconnection to the earth grids of other substations
via the copper screen of the 33kV interconnecting cables;
thereby producing a much lower overall earthing resistance.

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vii. individual single core PVC cables for transformer neutral

earthing.
viii. The 415 volt earthing system and the 11 kV earthing system, in
locations where both systems are available, shall also be
interconnected together only when the earth resistance values
of the individual systems have achieved 1 ohm or less.
ix. Separate earthing system shall be provided for computer
systems and instrumentation system. The same arrangement
for common earthing shall be provided for the instrument and
computer earths. Each individual instrument earthing system
shall achieve its required earth resistance value before being
interconnected with other earthing systems
The Contractor may propose to the Engineer any brands or suppliers of the
relevant sections of the specifications as listed in the table 5.10 below.
Table 5-10: List of Brand/Manufacturer for EPS System
Equipment/Component Type Brand/Manufacturer
Power Transformer MTM, ABB

Transformer
Distribution Transformer MTM, ABB, SGB, Schneider

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Equipment/Component Type Brand/Manufacturer
33kV & 11kV Switchgear

Switchgears (VCB, AIS, GIS) TAMCO, ABB, Schneider
Neutral Earthing 11kV neutral earthing Isolators Anyohm

Resistor (NER)
Power Cables 33kV & 11kV Cable TCI, Southern Cable,
Federal Cable, Leader
Cable
Monitoring & Control RTU ABB, Schneider, WAGO

System
Lightning & Earthing Tokai, Furse
System
5.5.5 BAGGAGE HANDLING SYSTEM (BHS)
The baggage handling system is one of the most critical systems, since it is
responsible for distributing bags from check-in to the aircraft gate loading area
and from the aircraft to the arrival belt, as well as facilitating transit bags. This
system shall have three main functions:
i. To move bags from the check-in area to the designated breakdown area
for departure
ii. To move bags from one gate to another during transfers
iii. To move bags from the breakdown area to the baggage-claim area

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The following are the standards and specification that shall be referred but
not limited to: -
a) IATA Airport Development Reference Manual, 11th Edition;
b) IEC 60204-1 Controls Equipment
c) IEC 61508 Functional safety of Electrical / Electronic / Programmable
Electronic
d) (E/E/PE) Safety Related Systems
e) IEC 529 IP Environmental Ratings
f) Baggage Labels IATA Resolution 740
g) Use of the 10-digit License Plate Resolution 751
h) Baggage Tracking IATA Resolution 753
i) CUSS Standard IATA Recommended Practice 1706
j) BSM Messages IATA Recommended Practice 1745
k) Electronic Bag Tag IATA Recommended Practice 1754
l) ICAO Annex 17
m) ICAO 8973 Security Manual, 2011 Edition
n) American National Standard Association (ANSI) B20.1 Safety Standards
for Conveyors and Related Equipment;
o) Life safety related equipment, such as fire shutters, emergency stops
in accordance with the NFPA US Standards.
p) Other relevant related Local Authorities or International Standards,

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5.5.5.2 SYSTEM REQUIREMENT AND DESIGN CRITERIA
5.5.5.2.1 BAGGAGE SYSTEM USER REQUIREMENTS
i. BAGGAGE DIMENSIONS
a) Normal size Baggage
 Maximum: 1000mm long, 600 mm wide and 750 mm
height
 Minimum: 300 mm long, 200 mm wide and 100 mm height
 Maximum Weight: 50kg per bag (32kg for OSH
requirement)
 Minimum Weight: 2kg per bag
b) Odd size Baggage
c) Maximum: 2500mm long, 1000 mm wide and 750 mm
height
d) Maximum Weight: 90kg per bag
ii. DEPARTURE SYSTEM

Typical bag departure process consists of four main steps:
a) Step 1: Passenger Check-In

• Bags Weighed
• Bags Tagged
b) Step 2A: Bags Transport Step 2B: Bags Tracked
c) Step 3: Bags Security Screened
d) Step 4: Bags transported and sorted to flights

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5.5.5.2.1.1 STEP 1: Passenger check-in
For step 1 passenger check in, the components of check in conveyors

can be found in table 5.11. Besides, the type of check in conveyors can
be found in table 5.12. Lastly, the architectural interfaces can be found
in figure 5-9.
Table 5-11:Components of Check in Conveyors
COMPONENTS CHARACTERISTICS
Weighing Conveyor i. weighing machine

 Passenger and Operator display
 Overweight signal to stop the conveyor
 Weighing machine able to record cumulative weight; complete
with serial port interface with check in system
 Auto reset to zero
ii. Load cell and other device cable are properly dressed and installed in
rack
iii. Conveyor are mounted firmly to the floor and avoid touching other
objects
iv. Conveyor side gap: at least 20 mm
v. Preferably install front door in order to close the inlet of the conveyors
when they are not operational
vi. Conveyor height: 300mm (Passenger area) and 500 mm (Operator area)
vii. Installation of sensors to detect over length bags and subsequently
trigger the alarm to BHS System. This is to stop the conveyors from
running and a message log will be sent to SCADA
viii. Check-in operators are able to reset at the check -in panel for over
length error

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Labelling i. Sensors will be installed as a stopping mechanism for operators to

Conveyor assign unique baggage tag
ii. Check in operator will then place the bag into the tub (as stated in
SOP)
iii. Upon the detection of over length bags, the conveyor will
ii. be stopped. The alarm will then be extended to SCADA
Dispatch(Induction) i. Bags will be stopped at the end of the conveyor while waiting to be
Conveyor injected to the collector conveyor (i.e: windowing process)
ii. Tipping devices should also be installed to ensure that bags are laid
down when enter to BHS system (cone type tipping

iv. device are preferred)
Collecting Conveyor i. Baggage queuing gap can be set through windowing software (gap
distance can be set at the system or SCADA)
ii. Shutter door should be installed in at the boundary of land
side and Air side. The shutter door should be able to open/close
automatically in tandem with the operational status of check in
rows.
iii. The collector conveyor should be able to operate in forward and
reverse mode.
iii. The collector conveyor shall be split into 2 section

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Table 5- 12: Types of Check in Conveyors
TYPES OF CHECK IN CONVEYORS CHARACTERISTICS
Single Check in Conveyor Space: Low

Labour: Low
Ergonomics:
Good
Terminal Suitability: Small to Medium
Double Check in Conveyor Cost: Medium

Space: Medium
Labour: Low
Ergonomics:
Good
Terminal Suitability: Medium to Large
Triple Check in Conveyor Cost: High

Space: High
Labour:
Low
Ergonomics: Good
Terminal Suitability: Large to Hub

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5.5.5.2.1.2 STEP 2A: BAG TRANSPORT
For step 2 bags transported, baggage will be transported from check

in to the airside. Some of the key criteria for the mechanical
equipment are listed below:
There will
be a need
for Scale
readouts
on desks.
Gap
between Power to
desks Issues to the
consider in scale.
the check In
area.
Control
Clearances
panels on
between
desks
scales and
(Stop/start
desks
switches
Figure 5-9 : Architectural Interfaces – Check In
i. Simple slider bed Construction

ii. Well Proven track record within the Airport Baggage
environment
iii. Reliable
iv. Modular and Compatible across the range
v. Able to be expanded and modified in the future
vi. Use Airport standard conveyor fire rated belting

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The following shows generic rules of thumb for industry average for
baggage conveyor throughput:
i. Check In conveyors “rule of thumb” 1 bag per check in per
minute
ii. Typical Average conveyor line operate 1800 bags per hour (30
bags per minute)
iii. Maximum peak 3600 bags per hour (60 bags per minute)
Maintenance
access and space
Walking Space
Dolly adjacent to conveyors
Clearance for unjamming bags
Issues to consider in
Building the Check-In Area
Structure for hanging Head Clearance
platforms and
conveyors
Ceiling and Floor Clearance from

loads adjacent services
Figure 5-10 : Architectural interfaces – General Transportation
5.5.5.2.1.3 STEP 2B: BAG TRACKED
For step 2A bag tracked, it reflects that bag tracking is one of the vital
process in BHS. This is to ensure the following:
i. security screened bags are in fact verifiably cleared

ii. bags can be sorted to their destinations if automated sortation
is used

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iii. Baggage reconciliation in the baggage make up process.
The following table (Table 5.13) will provide the details of different
types of bag tracking.
Table 5-13: Types of Bag Tracking
Types of Bag Tracking Characteristics
Simple Bar Code readers  95% read rate

 Very low cost and universally used
Radio Frequency Identification RFID  Claimed read rate 99.99%

 High cost per unit (5 cents each)
 Still waiting on industry standard
In the case where bar codes could not be read by the system, manual
encode station will need to be established where all these
“problematic” tags are sent to for manual bag tracking.
5.5.5.2.1.4 STEP 3: BAGS SECURITY SCREENED
Baggage security is one of the main considerations that must be

accounted for during the designing of Baggage Handling System. Some
of the major elements that are covered under this security aspect
include terror protection, contraband prevention, general security and
law enforcement. These security requirements are usually related to
the following:
i. Local Laws and security.

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ii. National Laws and Regulations.

iii. International laws.
iv. The laws applicable to the final destination of the flight.
From an application standpoint, the screening system must be integrated

into the BHS system to ensure that all the bags are screened by Explosive
Detection System (EDS) machine before loaded into an airplane. The
screening procedure must adhere to security regulation stipulated within
Transportation Security Administration (TSA) standards. Besides, The EDS
system shall able to trace the screening status of each baggage by
referring to the bag tag ID or sorting ID with time stamp. Thus, the Auto
Tag Reader (ATR) is usually installed before the screening machine to
capture and record the statuses of all bags. With this registration process,
the statuses of all bags will be traceable through High Level Control. The
screening system should also be able to provide sufficient queuing
capacity and OSR (On screen Resolution) circulation time while
maintaining high throughput and accurate bags tracking.
5.5.5.2.1.5 STEP 4: BAGS TRANSPORTED AND SORTED TO FLIGHTS
For step 4 bags transported and sorted to flights, sortation process is the
key for the bags to be transported to the designated location within the
stipulated timeframe. The sortation system is an electromechanical
system for physically transporting bags through an airport. Bags are
usually routed according to bag tag information—flight number,
destination—as contained in a baggage status message (BSM). In addition
to the sortation, a BHS may also perform the following functions:

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i. In conveyor system, BSM for baggage are needed to match

baggage with the data tracking
ii. Detection of bag jams, miss-sorted, miss loading or any
operational interruption.
iii. Volume regulation (to ensure that input points are controlled to
avoid overloading system)
iv. Load balancing (to evenly distribute bag volume between
conveyor sub-systems)
v. Bag counting from input point and exit point are the same. All
baggage is to be counted to ensure the baggage entering point
including the OOG and transfer line. This requirement should link
with the BSM and BPM processes by SITA. And the information
should be tally with actual baggage entry and exit and SITA
Reconciliation.
vi. Bag tracking are necessary for the whole conveyor line or tray to
avoid lost baggage. Baggage tracking is the baggage data that been
track throughout the BHS process, and need to be match with PLC
data and BSM data. Until the IT facilities and requirement are
meet, the usage of the IT tracking are not recommended.
vii. Redirection of bags via pusher or diverter or merger
On a broader perspective, the types of sort systems are dependent on
i. Terminal Size
ii. Number of bags to be sorted.
iii. Number and frequency of flights
5.5.5.2.2 Early Baggage Storage (EBS)

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The EBS (Early Baggage Storage) shall also be included in BHS to cater for
early check in baggage. The EBS is mainly to cater for baggage that arrived
180 minutes before STD (Schedule Time of Departure). Besides, the
system should also be able to automatically discharge the bags to the
designated location when the flight assignment chute opens.
5.5.5.2.3 Arrivals baggage system
In the case of taking into consideration the arrival system, the following
elements are the key factors that will have significant impact on the
configuration and the design of arrival system (specifically on the type and
size of Carousels, the layout and configuration of the carousels within the
reclaim area and the carousel feed system)
i. Number of arriving passengers and size of Aircraft.
ii. Size of bags typical of destinations
iii. Peak Arrival Times
iv. Passenger congestion in the baggage reclaim Area
v. Passenger flow in the baggage reclaim area
vi. Noise
5.5.5.2.4 Transfer system
Table 5.14 reflects the norm of handling transfer bags in airport of various
terminal sizes.

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Table 5-14: Ways of handling transfer Bags
Terminal Size Ways of handling
Small terminals i. Generally, handle Transfer baggage manually
Larger terminals i. Injected bags into the system prior to security

screening after manually encoding
ii. Manually after security screening bags sent to a Transfer
carousel. Sometimes a dedicated security area on the
ground floor.
5.5.5.2.5 Oversized bag
Oversize bags refer to bags that do not fit into the normal size criteria as
stated above. In general, the conveyor that caters for oversize bags is
generally wider than standard (1200- 1370mm). Besides, the system
should be as straight as possible and avoid any curves if possible. It will
also be necessary for the system to incorporate security screening.
5.5.5.3 OTHERS
5.5.5.3.1 System performance
From a system performance standpoint, the redundancy system should

enable the overall BHS system to maintain at least 75% of the
performance in the event where part of the system or equipment
becomes faulty.

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5.5.5.3.2 Power supply
The BHS is one of the key facilities in an airport and thus the power supply
to the system must be continued even when the external grid supply is
lost from main supply (i.e: essential power). A backup generator set with
100% backup power must be prepared and all major control system must
be connected to the Uninterrupted Power Supply (UPS).
5.5.5.3.3 Surveillance system
All the critical baggage area shall be fully monitored by a surveillance

system (i.e: CCTV). The critical areas are Make -up chute, check in counter,
entry point screening machine, merging point, arrival reclaim, manual
coding room, transfer conveyor loading area.
5.5.5.3.4 Rates of movement & inclination of carousel
• Average conveyor speed for carousel and loading conveyors: 25 meter per
minute
• Average tray speed: 720 meter per minute (10m/s)
• Average conveyor speed: 70 meters to 120 meter per minute
• Maximum inclination of carousel: 12 degree
 The finishes shall be non-slippery and not allowing for bag roll
5.5.5.3.5 Conveyor load capacity

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• Live load capacity: 100kg/m

• Drop load: 40kg from a height of 450mm
• Maintenance: The conveyor can support a person of weight 115kg
5.5.5.3.6 Baggage clearance height
• 900mm above conveyor surface and its sides shall be maintained over the
entire length of each system
5.5.5.3.7 Future consideration (brownfield)
BHS must be able to be expanded without causing an impact on the

operation of the existing system. The equipment or facilities that need
future expansion are designed so that future expansion can be proceed
without interrupting or disturbing the ordinary operation of the existing
system. This criterion is usually applied to conveyor system and software
systems. On contrary, the equipment or systems that do not need to be
expanded at a later stage have to be designed to handle the additional
future demand during the initial design phase. The physical provisions for
the future modification also must be included in the design. The typical
design life for hardware is 15 years whereas the design life for electronic
and computer system is 5 years.

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relevant sections of the specifications as listed in the table 5.15.
Table 5-15: List of Original Equipment Manufacturer (OEM)
Original Equipment Notable Presences in Airport

Manufacturer (OEM)
i. Abu Dhabi International Airport
ii. Bangkok Suvarnabhumi Airport
iii. Bogota El Dorado International Airport
iv. Calgary International Airport
v. Copenhagen Airport
vi. Düsseldorf International Airport
vii. Frankfurt Airport
viii. Guangzhou Baiyun International Airport
ix. Heathrow Airport
x. Helsinki-Vantaa Airport
xi. Johannesburg OR Tambo Airport
xii. Munich International Airport
xiii. New Doha International Airport
xiv. Nice Côte d’Azur Airport
xv. Sheremetyevo International Airport
(Moscow)
xvi. Singapore Changi Airport
i. Istanbul Airport
ii. Rotterdam The Hague Airport
iii. Oslo Airport
iv. Las Vegas McCarran International Airport

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Manufacturer (OEM)
v. Hong Kong International Airport
vi. Keflavik Airport
vii. Bergen Airport
viii. Hongqiao Airport
ix. Sabiha Gokcen Airport
x. Cairo International Airport
xi. London Heathrow Airport
xii. Vancouver International Airport
xiii. Amsterdam Airport Schiphol
xiv. Sheremetyevo Airport
i. South Korea, Incheon International Airport

ii. UAE, Dubai International Airport
iii. China, Guangzhou International Airport
iv. China, Beijing Capital International Airport
v. France, Paris Charles de Gaulle Airport–
Terminal 2
vi. USA, Los Angeles International Airport
vii. United Kingdom, London Heathrow
viii. Angola, Soyo, Dundo, Saurimo and Luena
ix. Spain, Madrid-Barajas Airport
i. Detroit Metro Airport

ii. Orlando International Airport
iii. Dallas Love Field Airport

iv. Toronto Pearson International Airport
v. Schiphol Airport
vi. Vancouver In International Airport

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Manufacturer (OEM)
vii. Bristol Airport
viii. Wuhan Tianhe International Airport
ix. Kuala Lumpur International Airport 2
x. Melbourne Airport
i. Changi Airport Terminal 3, Singapore

ii. New Bangkok International Airport
iii. Beijing Capital International Airport, China
iv. Shanghai Pudong International Airport,
China
v. Tan Son Nhat International Airport, Ho Chi
Minh City, Vietnam
vi. Dubai International Airport, Terminal 3,
United Arab Emirates
vii. Calgary International Airport, Canada
viii. Tocumen International Airport
i. Brisbane Airport
ii. Brisbane Domestic Airport
iii. Brisbane International Airport
iv. Cairns Domestic Terminal Australia
v. Canberra Airport
vi. Cayman Islands Airport
vii. Christchurch Domestic Terminal New
Zealand
viii. Coolangatta Airport
ix. Darwin Airport
x. Darwin International Airport

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Manufacturer (OEM)
xi. Kuala Lumpur International Airport,
xii. Melbourne Airport
i. Sydney (Kingsford Smith) Airport

ii. Victoria International Airport
iii. Kelowna International Airport
iv. Prince George Airport
v. Toronto Pearson International Airport
vi. Penang International Airport
5.5.6 SCREENING SYSTEM
There are three system fall under this component which are Passenger
Screening System (PSS), In Line Hold Baggage System (ILHBS) and Cargo
Screening System (CSS):
The following are the standards and specifications that shall be referred in the
table 5.16:

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Table 5-16: Standards and Specification for Screening System1
LOCAL AUTHORITY / REGULATORY / INTERNATIONAL AUTHORITY /

STANDARD REGULATORY / STANDARD
Civil Aviation Authority of Malaysia European Civil Aviation Conference

(CAAM) (ECAC)
National Civil Aviation Security Program Transportation Security Administration

(NCASP) (TSA)
Atomic Energy Licensing Board (AELB) – Annex 17 – Security

Radiation Apparatus only
National Airport Master Plan (NAMP) Security Manual Document
Civil Aviation Authority of Malaysia IATA Document – Airport Development

(CAAM) Reference Manual
Pejabat Mufti Wilayah Persekutuan
Note;
1For updated standard, to be refer with Local Authority – CAAM and Aviation Security
(AVSEC)
Current Implementation at latest in year 2020 is referred in the table 5.17 below:

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Table 5-17: Current Implementation of Standards and Specification for Screening System
LOCAL AUTHORITY / INTERNATIONAL AUTHORITY / REGULATORY /

REGULATORY / STANDARD STANDARD
 CAAM – Dual View Screening  European Civil Aviation Conference (ECAC)

machine (perkara 4), Refer letter - Commission Regulation (EU) No 185/2010 of 4
DCA (CAAM) on 12 Jun 2013 (Ref: March 2010.
(66) DCA/KES/2/0 4 Vol.13).  EDS CB - portable computers, other large
 Pejabat Mufti Wilayah electrical and LAGs meeting standard C2 or higher
Persekutuan (Commission Implementing Regulation (EU)
– Hukum syarak bagi 2015/187 of 6 February 2015).
penggunaan “Body Scanner”,  EDS ILHBS – Standard 2 expire on 1 Sept 2020.
Refer letter Pejabat Mufti Standard 3 shall apply to all EDS from
Wilayah Persekutuan on 17 Jun 1 Sept 2014 (Commission Implementing
2019 (Ref: PMWP 100/1/4 Klt. 4 Regulation (EU) No 1087/2011 of 27 October
(50) 2011).
 LEDS - All LEDS equipment shall meet standard 2
with effect from 31 January 2016 (Commission
Implementing Regulation (EU) No 246/2013 of 19
March 2013).
5.5.6.2 System requirement and design criteria2

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5.5.6.2.1 Passenger Screening System (PSS)
Table 5-18: Current Standard for Passenger Screening System (PSS)
PASSENGER SCREENING SYSTEM CURRENT STANDARD

EQUIPMENT3
Cabin X-Ray Machine EDS CABIN Standard C2 and / or,
LEDS Standard 2 Type C and /
or, TSA
Walkthrough Metal Detector /

Handheld
Metal Detector
Body Scanner ECAC Standard 2 (Type A) and / or,
TSA
Trace Detection Device ECAC Standard 2 (Type A) and / or,

TSA
Note;
2 For implementation of the standard, to be discuss details with Local Authority – CAAM
and Aviation Security (AVSEC)
3 May consider on the free roller and other accessories i.e. AVSEC table, etc
There are three layout arrangements for Passenger Screening System4, as

follows:
 Decentralized or boarding gate screening, which takes place at

boarding gates and typically has screening channels serving one to two
boarding gates.
 Semi-centralized or concourse screening, where screening takes
places at the entrance to a concourse serving several gates and is
typically after the main duty-free shop area.

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 Centralized screening, at the entrance point to the security restricted

area (after Immigration clearance) and typically before the duty-free
shop area.
The design criteria with related to Passenger Screening System, as follow

 Cabin Baggage X-ray Machine
Adequate X-ray machines with dual view features or latest image
viewing technologies, complete with Combined Test Piece (CTP) and
Threat Image Projection (TIP). To be consider also the features to
detect LAGs / LEDS and electronic devices such laptop without
removes the items.
 Walkthrough Metal Detector / Handheld Metal Detector
Adequate Walk-Through Metal Detectors (WTMD) complete with
Operational test Piece (OTP), Handheld Metal Detector for each
WTMD with the latest technology and security features. Also, to
consider the minimum distance to avoid the interference issues.
 Body Scanner
Body Scanner system shall be based on passive millimetre wave
technology. Potential areas of concerns are mapped onto a generic
mannequin or avatar which is identical to everyone and presented to
security personnel. Also, to consider the minimum distance to avoid
the interference issues.
 Trace Detection Device
Adequate Trace Detection Device the latest technology and security
features. Also allow to detect explosive and narcotic.
The recommended orientation of the Passenger Screening System is
shown in the Figure 5-11 below with comfortable size for one (1)
passenger queuing:
Note:

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4 Layout for Passenger Screening System is subject to terminal layout and segregation of
passengers
Figure 5-11 : The design on Passenger Screening System
5.5.6.3 INLINE HOLD BAGGAGE SYSTEM (ILHBS)
Table 5-19: Current Standard for Inline Hold Baggage System (ILHBS)
INLINE HOLD BAGGAGE SYSTEM CURRENT STANDARD
Explosive Detection System6 ECAC Standard 2 and / or,

ECAC Standard 3 and / or,
TSA
Standalone X-ray Machine (Out-of-Gauge) ECAC and / or,

TSA
Trace Detection Device ECAC Standard 2 (Type A) and / or,

TSA

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INLINE HOLD BAGGAGE SYSTEM CURRENT STANDARD
Mobile Explosive Containment Vessel Department of Defense Explosives Safety

Board and /or
Others International Certification Bodies
There are five (5) level in ILHBS system as shown below:

 Level 1 Screening
Primary Explosive Detection machines equipped with automated
Explosives Detection System (EDS) capabilities. These machines will
provide an automatic decision on each bag which will be communicated
to the ILHBS control system via the machine interface. The major
proportion of the baggage through each machine will be cleared and then
sent to the sortation lateral. The remainder will be referred to Level 2.
Both clear and unclear bags continue the same line on exit from the Level
1 process.
Consists of a number of remote operator workstations linked to the
screening machines via a dual redundant matrix server and network.
These workstations are located in a dedicated screening room and receive
the images of uncleared bags relayed from the screening machines for
review by an operator. The decision to accept or unclear the image of each
bag is made by the operator. The Level 2 decision is communicated to the
control system via the Level 1 machine interface. Both Level 2 clear and
unclear baggage remain on the same line. The images of uncleared, or no
decision Level 2 bags, are relayed to a separate Level 3 operator
workstation for further investigation at Level 3. The cleared bags at this
point can be routed to sortation with the un-cleared bags taken to either

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a holding area or on a buffer line that will give sufficient time for the Level
3 decision.
Bags that are not cleared by the Level 2 operator including unknown bags
shall be delivered to Level 3. This level requires subjecting each bag to
further investigation through additional Level 3 operator workstations.
The Level 3 workstation will receive the X-Ray image of an Uncleared Level
2 bag for review by the operator. There is no time limit for this decision.
The decision to pass or fail the bag is made by the operator. The Level 3
decision is communicated to the control system via the Level 1 machine
interface. Only bags with a known Clear status are allowed to proceed to
the flight make-up area. Uncleared baggage that is still being analyzed by
the Level 3 operator or is awaiting review in the workstation buffer is to
be recirculated on the main sorters or held on a buffer line until the
operator decision is given. Cleared bags from Level 3 screening are passed
for onward conveyance to flight make-up via the main sorters. Any bag
failing this level requires the passenger to be called for reconciliation
(Level 4); if the passenger fails to attend the bag opening/inspection, the
bag may be sent to a threat containment vehicle for destruction (Level 5),
if required.
 Level 4 and 5 Screening

Any bags Uncleared at Level 3 require the operator to:
a. Examine the bag using ETD either with the passenger present or
not.
b. Call the passenger for reconciliation (Level 4).

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c. If the passenger fails to attend the reconciliation, the bag may be

sent to a threat containment vessel for destruction (Level 5), if
required.
Any bag failing to pass Level 4 must be transferred automatically using the
BHS system from the Level 4 inspection area into a MECV. A bag can be
classified as Level 4 at any level from Level 2 onwards, depending on the
operator's assessment of the potential threat. Once a bag has been
classified as a level 5 bag, the system shall produce an easily
distinguishable audible & visible alarm notifying all in the vicinity that a
potential threat has been detected. The bag shall be transported
immediately, and by the shortest path available, to the MECV. The MECV
shall free from human intervention.
 Standalone Machine
Required if the baggage overflow or no images appear during Level 4

inspection. Adequate X-ray machines with dual view features or latest
image viewing technologies, complete with Combined Test Piece (CTP)
and Threat Image Projection (TIP). Recommended sizing is Out-of-Gauge
machine.
The base model of ILHBS system is as shown in graphically in figure 5-12
below:

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Figure 5-12 : ILHBS System Flow
In designing of ILHBS system, the following standard variables for process

time and referral rates from each screening level shall be used as Table
5.20 below:
Table 5-20: ILHBS Reference Table
ILHBS Referral Rates and Decision Times8
% of total Estimated Remarks

Input Decision Time
Level 1 100% 4-5 seconds From centre of
machine
Level 2 <30% Average 20 sec
Level 3 4% Average 60 sec Security requirement for thisis

unlimited, but average can be used
for design purpose

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ILHBS Referral Rates and Decision Times8
% of total Estimated Remarks

Input Decision Time
Level 4 0.0025% N/A Offline function with an operational
average of 1 in 40,000 bags through
the system. The rate must be
minimised due
to the operational impact of L4 events
Level 5 N/A N/A Offline event and can be identified at

any level from 2 onwards
5.5.6.4 CARGO SCREENING SYSTEM (CSS)
a. Scanning indicators
 Penetration capability: the maximum thickness of steel through
which the orientation of a specified test object can be determined
in an X-ray/gamma- ray image. An average penetration of 330 –
350 mm of steel is suggested for X-ray systems.
 Spatial resolution: the minimum separation between the features
of a test object can be distinguished in an X-ray/gamma-ray image.
Spatial resolution of 4mm (horizontally) and 3mm (vertically)
should be achieved.
 Contrast sensitivity: the ability to distinguish a thin sheet of metal
behind 100, 150 and 200 mm of steel. X-ray systems should be
capable of achieving contrast sensitivity of 1mm (1%) behind
100mm steel, 3mm (2%) behind 150mm steel, and 8mm (4%)
behind 200 mm steel.

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 Wire detection: to determine the smallest diameter wire that is

visible in the x-ray or gamma-ray image. Systems should be
capable of detecting a steel wire with a cross section of 1.3 mm
behind 100 mm steel in both horizontal and vertical planes.
 8 Current practise for ILHBS.
 Material discrimination: the ability to distinguish between organic
and inorganic materials, steel and lead in the X-ray/gamma-image.
 Throughput
 Scan speed (Most suppliers offer a range of scanning speeds).
 Potential interference with any existing radiation portal monitors.
 The ability to scan the complete transport including the wheels,
where appropriate, in one single action. Where scanning of vehicle
wheels is required, a ramp or platform may be required to raise
the vehicle to a suitable height.
 Maximum and minimum dimensions of scanning tunnel and
targets to be scanned.
 Technology: X-ray / Gamma Ray / Backscatter X-ray.
 Type: Fixed (Stationary) / Re-locatable (Gantry) / Mobile / drive-
Through.
relevant sections of the specifications as listed in the table 5.21 and table 5.22.

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Table 5-21: Local Distributor / Agent
Cabin X-ray / Standalone Machine

Manufacturer Local Distributor / Agent
Rapiscan Nimrod Engineering
Smith Detection Wafada Technic
L3 Harris MDT Security
Nuctect Ditta Technology
Walkthrough Metal Detector
Inline Hold Baggage System
Cargo Screening Machine
AS&E Ditta Technology
Trace Detection Device
Body Scanner
Rhode & Schwarz Rotoniaga
Mobile Explosive Containment Vessel
Dynasafe Nimrod Engineering

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Nabco Damansara Consult

Jakusz
AIGIS
Table 5-22: World Manufacturer
Cabin X-ray / Standalone Machine

Rapiscan
Smith Detection
L3 Harris
Nuctect
Analogic
Walkthrough Metal Detector
Rapiscan
Smith Detection
L3 Harris
Nuctect
Ceia
Inline Hold Baggage System
Rapiscan
Smith Detection
L3 Harris
Nuctect
Surescan

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Cargo Screening Machine

Rapiscan
Smith Detection
L3 Harris
Nuctect
AS&E
Trace Detection Device
Rapiscan
Smith Detection
L3 Harris
Nuctect
Body Scanner
Rhode & Schwarz
Smith Detection
L3 Harris
Nuctect
Mobile Explosive Containment Vessel
Dynasafe
Nabco
Jakusz
AIGIS

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5.5.7 PASSENGER BOARDING BRIDGE (PBB) & VISUAL DOCKING GUIDANCE SYSTEM (VDGS)
5.5.7.1 PASSENGER BOARDING BRIDGE (PBB)
Passenger Boarding Bridge (PBB) is an enclosed, movable connector that

extends from airport terminal gate to aircraft, allowing passengers to board
and disembark aircraft without going outside and being exposed to the
elements. PBB is a convenient way for passenger to enplane and deplane an
aircraft during normal and emergency operation. The PBBs allow safe, secure
and easy docking operations and deliver easy and comfortable access for all
passengers. There are two types of PBB namely Pedestal Bridge (Nose Loader)
and Apron Drive Bridge.
5.5.7.1.1 Standards and specification
The following are the standard and specification that shall be referred
with regards to PBB:
a) ICAO Annex 14 Volume 1 Aerodrome Designs and Operations

b) ICAO Aerodrome Design Manual Part 4 Visual Aids
c) ICAO Aerodrome Design Manual Part 5 Electrical Systems
d) IATA Airport Development Reference Manual (ADRM) 9th Edition
e) Airport Standard Directive, ASD
f) British Standards: EN12312-4 Passenger Boarding Bridge
g) NFPA 415

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include but not limited to the following: -
i. Easy and smooth connection of the loading bridge to all types of
aircraft designated for the stands.
ii. Smooth operation of level adjustment of bridge when connecting
to the aircraft.
iii. Easy operation of rotating of bridge head and extension or
retraction of tunnel at the control unit.
iv. Precaution shall be taken for the last meters approach to the
aircraft.
v. All PBB shall have its own Split Unit Air Conditioning system to cool
the air in the tunnel for passenger comfort.
vi. The PBB need to withstand the local wind load.
vii. The roof of the PBB shall also withstand the load of at least 4
personnel (320 kgs)
viii. The roof of the PBB shall have a railing to hook safety harness for
personnel working on the roof of the PBB.
ix. The design of the PBB should be based on the apron configuration,
motorized (electrical/hydraulic/hybrid) system and can
accommodate multiple sizes of aircraft operated at the airport.
x. The PBB shall be supplied together with Maintenance Stand
suitable to hold the PBB for any major repair works.
xi. The gate numbering signage shall be installed on the PBB roof
visible to the pilot during maneuvering.

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The Contractor may propose to the Engineer any brands or suppliers

of the material to be used subject to the compliance with the technical
specification and requirements intended for the works with full
supporting technical documentation, catalogues and track records
proving compliance to the relevant sections of the specifications.
i. FMT (Sweden)
ii. JBT Aerotech (USA) - (formerly known FMC Jetway)
iii. Thyssenkrupp Airport Solution (TKAS) (France)
iv. PT Bukaka Teknik Utama (Indonesia)
v. ShinMaywa Industries (Japan)
vi. CIMC Tianda (China)
5.5.7.2 VISUAL DOCKING GUIDANCE SYSTEM (VDGS)
The VDGS is designed to provide guidance to at least the aircraft pilot to

position the aircraft to the designated final parking position. The system shall
be back-up by UPS and essential power supply.
5.5.7.2.1 Standards & specification
The following are the standards and specification that shall be referred
with regards to VDGS:
a) ICAO Annex 14 Volume 1 Aerodrome Designs and Operations
b) ICAO Aerodrome Design Manual Part 4 Visual Aids
c) ICAO Aerodrome Design Manual Part 5 Electrical Systems
5.5.7.2.2 System requirements & design criteria
Basic operational requirements of the VDGS shall be as follows:

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i. The display unit shall be installed on the extended centre line of

aircraft stand base on aircraft stand configuration details so that
the aircraft will be accurately detected and the information on the
display unit will be visible from the cockpit.
ii. The components of VDGS Operating Panel (OP) for the unit shall
be provided at the relevant gate whether at the hammerhead or
PBB control panel.
iii. Display unit shall indicate the following information (aircraft type,
azimuth, stopping position, emergency stop, rate of closure, chock
–on and over run.) and shall not be affected by any glaring of
sunshine or other light sources.
The Contractor may propose to the Engineer any brands or suppliers of

the material to be used subject to the compliance with the technical
specification and requirements intended for the works with full
supporting technical documentation, catalogues and track records
proving compliance to the relevant sections of the specifications.
i. TKAS- formerly known as FMT (Sweden)
ii. RLG (USA-Taiwan)
iii. Safedock (Sweden)
iv. Honeywell (USA)
5.5.8 FIRE VEHICLE (FV)
The Fire Vehicle (FV) of Airport Fire Rescue Services (AFRS) shall be designed and
build for aircraft fire fighting and rescue purpose with on and off-road capabilities,
which allow the vehicle to respond to aircraft accident sites across all terrain

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which capable to bring and discharge extinguishing agents such as water, foam
and dry powder.
The standards of the vehicle supplied to the airports shall be in compliance

with the aircraft rescue and fire fighting vehicles standards set out in:-
a) ICAO Annex 14, Volume 1, 8th Edition, July 2018
b) Airport Services Manual (ASM), Part 1 - Rescue and Fire Fighting 4th
Edition 2015 (Doc 9137 – AN / 898)
c) NFPA 403 – Standard for Aircraft Rescue and Fire Fighting Services at
Airports
d) NFPA 412 – Standard for Evaluating Aircraft Rescue and Fire Fighting
Foam Equipment
e) NFPA 414 – Standard for Aircraft Rescue and Fire Fighting Vehicles
f) ISO 9001: 2015 – Quality conformance on products and deliverables
g) CAAM Airport Standard Directive ASD 702 – Rescue and Fire Fighting
a. The Airport Fire Vehicle supplied to all Malaysia Airports shall be Ultra
Large Foam Tender (ULFT) only by using special purpose build chassis.
The configuration can either be (6x6) or (4x4) based on water capacity
requirement.
b. A modular design concept shall be adopted in the design of the
vehicle. It is envisaged that the four (4) main modules are cab, pump,
tanks and engine.

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c. The unit shall contain all component parts necessary for a water /
foam proportioning system capable of expelling agent through roof
turret, a bumper turret, gated discharge(s), twin agent hand line and
pre-connected hand line(s).
d. The fire-fighting package shall include a water tank with a minimum
capacity of 12,000 liters and a liquid foam agent concentrate tank of a
minimum 1,500 liters and a 250 kg auxiliary agent system and other
equipment and accessories as detailed hereafter in these
specifications.
e. The vehicle shall be capable of simultaneously delivering foam
solution at a minimum rate of 6,000 liters per minute (LPM) with
pressure of 10 bar at the roof and bumper monitor, side-lines and
under body protection nozzles.
f. All the discharge agent shall be operable from the cab and exterior of
the vehicle.
g. The materials and components used in the manufacture of the vehicle
shall be so selected and treated as necessary to ensure that they are
resistant to interactive galvanic corrosion between adjacent parts and
to deterioration caused by contact with Aqueous Film Forming Foam
(AFFF) or Film Forming Fluoroprotein (FFFP), dry chemicals, and
environmental conditions i.e. oils, lubricants, acids etc. which may be
encountered in service.
h. All pipes, valves and fittings of the foam agent system shall be of a
material inert to corrosive attack by AFFF, FFFP, or Dry Chemicals
which recommended to be stainless steel grade 316L.
i. The vehicle shall be so designed to suit the local climatic condition.
j. The vehicle shall be designed and constructed to meet single operator
operation for driving, operating the turret for water / foam and dry
chemical mode.

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k. The vehicle shall be capable of discharging water only, proportioned

water and foam, or auxiliary agent through the roof turret, bumper
turret or hand line(s)
l. The vehicle shall have all - wheel drive (AWD) to permit the vehicle to
perform both on and off road in all weather conditions with a fully
automatic transmission.
m. The vehicle shall have a closed fully forward control, centre to left
steering cab and powered by a rear mounted diesel engine. The
vehicle shall be equipped with a roof and bumper monitor system and
hand lines system capable of dispensing finished foam or water and
have a useable water tank capacity and other equipment and
accessories as specified herein.
n. Seating capacity shall be provided for a crew of four (4) in the cabin
including the driver.
o. All crew space shall be restricted to the interior of a fully enclosed cab
with approved by Malaysia Airports. Where practicable, instruments
shall be used in preference to warning lights. If warning lights are used,
a means to readily test the condition of all warning light bulbs shall be
provided.
p. Instruments and warning lights shall be displayed so that they will be
useful, convenient, and visible to the driver.
q. The instrument panel(s) shall either be easily removable as units or
hinged for back access. Quick disconnect fittings shall be used for all
electrical connections to the instrument panel. All instruments, except
liquid filled gauges, shall be illuminated. Labels for control and
instruments shall be backlit or illuminated.
r. All rotating or reciprocating parts, all parts with operating
temperatures above 120° F (49° C), or that are electrically energized
or are of such a nature or so located as to be a hazard to the safety of

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operating and maintenance personnel during their normal duties,

shall be insulated, enclosed, or guarded as appropriate for the specific
hazard and its location.
s. All space that is occupied or from which work is performed during
operations, servicing, and maintenance of the vehicles shall be free
from hazardous protrusions, sharp edges, cracks, or other elements
that might reasonably be expected to cause injury to personnel.
t. Gross Weight - The maximum operational weight shall not be more
than 40 tone.
u. Weight Distribution - With the vehicle fully equipped with water, foam
compound, accessories as stated herein, and a crew of four (4) in the
cab, the difference in each axle loading shall not exceed 10%, and the
difference in each wheel loading shall not exceed 5%. The center of
gravity shall be kept as low as possible to ensure the maximum
stability under all conditions of loading. Under no circumstances shall
the axle and tire manufacturers’ ratings be exceeded.
v. Dimensions and Clearances - The dimensions and clearances of the
vehicle fully equipped and loaded as specified. On level ground, shall
conform to the dimensions and clearances specified in table 5.23.
Table 5-23: Restriction of clearances of the existing fire station must be considered
DESCRIPTION DIMENSION /
CLEARANCE
Overall length, including bumper 12,000 mm

monitor (Not more than)
Overall width, excluding rear view 3,000 mm
mirrors (Not more than)

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DESCRIPTION DIMENSION /
CLEARANCE
Overall height, fully loaded (Not 3,700 mm

more than)
Inter axle clearance (Not less than) 12°
Under axle clearance, fully loaded 330 mm

(Not less than)
Turning circle diameter, wall to wall 30 m
(Not more than)
Angle of departure, degrees (Not 30°
less than)
Angle of approach, degrees (Not less 30°
than)
w. Overall height, length and width of the vehicle shall be held to a
minimum consistent with the best operational performance of the
vehicle and the design concepts needed to achieve this performance
and to provide optimum maneuverability and facilitate movement on
public roads.
x. The vehicle shall be constructed such that a seated driver, having an
eye reference point of 805 mm above the seat cushion and 30.5 cm
forward from the seat back, shall be able to see the ground 6 meter
ahead of the vehicle and have vision of at least 5° above the horizontal
plane. The vision in the horizontal plane shall be at least 90° on each
side from the straight-ahead position.
The centre of gravity of the vehicle shall be kept as low as possible

under all conditions of loading. The vehicle shall be able to stand on
sideways. Meanwhile for operation, the vehicle shall be able to stand
on sideways slopes of 28° without any supports attached to the

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vehicles. The vehicles shall be performed as specified in Table 5.24

below.
Table 5-24: Vehicles performance specification
DESCRIPTION ACCEPTABLE LIMIT
1. Acceleration (0-80kn/hr) 35 secs
2. Top speed 120 km/hr
3. Distance Throw test (Roof Turret) 80m
4. Brake test ≤10.7m

4.1 32 km/hr ≤40 m
4.2 64 km/hr
5. Turning Radius ≤30 m
6. Tilting Test 28 Deg
7. Cruising up & down hill 50% gradient
8. Pump & Roll Demonstrate pumping

8.1 Forward 16.1 km/hr while driving at
8.2 Reverse 8 km/hr desired speed.
equipment or material to be used subject to the compliance with the technical
specification and requirements intended for the works with full supporting
technical documentation, catalogues and track records proving compliance to
the relevant sections of the specifications.

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• ROSENBAUER – MA (Sepang) & MASB

• VOLKAN - MASB
• MAGIRUS – MA (Sepang)
5.5.9 BUILDING MECHANICAL AND ELECTRICAL
There are several systems fall under this Building Mechanical & Electrical which
are electrical works, people mover, sanitary and plumbing system, gas system and
public address system.
The standard design, manufacture, installation, testing and commissioning of

the Mechanical and Electrical system in a building shall comply with the latest
requirements of the following standards: -
a) Uniform Building by Law 1984
a) Standard Specifications for Building Works by Jabatan Kerja Raya
Malaysia
b) Malaysian Construction Industry Standards
c) IATA Airport Development Reference Manual (ADRM)
d) Electricity Supply Act 1990
e) Electricity Regulations 1994
f) Efficient Management of Electrical Energy Regulations (EMEER) 2008
g) Distribution Code for Peninsular Malaysia, Sabah & F.T. Labuan
(Amendments) 2017
h) Non-Domestic Electrical Installation Safety Code
i) MS 1525 Energy Efficiency & Use of Renewable Energy for Non-
Residential Building – Code of Practice
j) Water Services Industry Act 2006

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k) Street, Drainage and Building Act 1974

l) Gas Supply Act 1993
m) Gas Supply Regulations 1997
n) All relevant Malaysian Standards and British Standards
o) All relevant ASTM’s building standards
p) All relevant European’s building standards
q) All relevant ASME’s standards
r) All relevant acts and regulations under Law of Malaysia
s) Other relevant related Local Authorities or International Standards,

5.5.9.2 ELECTRICAL WORKS
The Electrical Services shall include but not limited to the following: -
i. High Voltage (HV) 11kv System for the whole complex including
metering, switchgear, batteries, chargers, protection relays,
transformers, cables and busducts.
ii. Low Voltage (LV) 415/240V System for the whole complex including
metering, switchboards, distribution boards, cabling, trunking, fittings
and accessories.
iii. Automatic Standby Power Generator System (Genset).
iv. Uninterruptible Power Supply System (UPS).
v. Lighting System for the whole complex include lighting fitting, lamps,
ballast, wirings, switching and control systems.

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vi. Earthing Systems including conductors, electrodes and chambers for

various services including HV and LV systems, transformers,
generators and lightning protection.
vii. Lightning Protection system including terminals, conductors, bonding
of all metal parts, fittings and accessories.
i. The design of the system consists of the basic concept, system
layout completes with calculation, safety in operation, efficiency
of the system and the performance requirement of the
specification. The design shall be at optimum point whereby the
actual load should not exceed the design load.
ii. The capacitor bank should be installed together to improve the
power factor
iii. The design shall show clearly the demarcation scope of work
between MAHB and electrical service provider.
iv. It is recommended that the MAHB scope of work shall be after the
substation, CUB or any interfacing point between service provider
and MAHB.
v. It is recommended to have clearly indication and separation
between normal and essential power supply.
vi. The design, plant, equipment and installation layout submit to the
Professional Engineer (P.E) for approval.

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vii. Essential power supply for lighting and general socket outlets in
fire loads. i.e essential lighting, emergency lights, “KELUAR” signs,
smoke spilled system, Bomba Lift & etc in according with the
requirement of the UBBL.
viii. Lighting control system shall be provided to minimize energy
wastage and provide productive ambient for operation of Terminal
complex. The lighting control system shall have daylight sensors
(BMS), motion sensors, infra-red sensor, timers to control lighting
for all areas.
ix. During the normal mode, the incoming power supply for Main
Switch Board (MSB) and Essential Main Switch Board (EMSB) is
from the Transformer of respective Sub-Station. Whereby when
there is a power service provider’s power supply failure, the power
supply for EMSB will be supply by the Genset System and provide
a 100% of total essential power supply which the incoming supply
from EMSB for M&E systems except for ACMV, lighting and
escalator with 30% essential power supply; and for travellator
without essential power supply.
x. Electrical Main Distribution Board (MDB) & Sub Switch Board (SSB)
are of same distribution but supply to difference load. Typically,
SSB is distributing to mechanical equipment’s, tenant and third-
party load while MDB is distributing to lighting and switch socket
outlets.
xi. Distribution Board (DB) for lighting and switch socket outlets of
general area located in Electrical Rooms while the DB’s for Offices
and tenants are located within the offices itself.
xii. Separate Residual Current Devices (RCD) have been incorporated
in the DB to protect lighting and switch socket outlets circuits to

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avoid lighting being tripped due to earth leakage in a power circuit.

The tripping sensitivity is a follow:
• Lighting – 100mA
• Power - 30mA
xiii. The UPS installed able to provide backup power supply for
minimum 30 minutes under full load condition upon failure or
excessive deterioration of normal power source
The Contractor may propose to the Engineer any suppliers, manufacturers

or brand of the material or equipment to be used subject to the
compliance with the technical specification and requirements intended
for the works with full supporting technical documentation, catalogues
and track records proving compliance to the relevant sections of the
specifications as listed in the table 5.25 below. All equipment or material
installation shall be new and workmanship shall be of high quality.
Table 5-25: List of acceptable manufacturers
NO EQUIPMENT BR A N D
1. High Voltage Main Switch Board (Busbar, Vacuum Circuit

Breaker)
2. Low Voltage Main Switch Board (Busbar & Air Vacuum
Circuit Breaker)
3. Transformer (Cast Resin)
4. Busducts
5. MCCB, MCB & ELCB

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NO EQUIPMENT BR A N D
6. Distribution board
7. Cables
8. Protection Relay
9. Standby Generator
10 Uninterruptible Power Supply

.
11 Lightning Protection System
.
12 Switches and Socket Outlets
.
13 MICC Cables
.
14 Fire Resistance Cables
.
15 Light Fittings
.
16 'KELUAR' Signs and Emergency Light
.
17 Floor Trunking
.
18 Alternator
.
19 Earthing/Lightning Protection
.

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5.5.9.3 PEOPLE MOVER
A people mover or automated people mover (APM) is a type of small-scale

automated guideway transit system. Example of people mover available at
the airport are lift, escalator and travellator
5.5.9.3.2 Lift
Design considerations shall include but not limited to the following:

i. Passenger and service lift shall be electric operation and shall be
either the overhead traction or reverse traction or machine room
less type
ii. Passenger lift shall be PWD user friendly complying with MS1184,
SIRIM and Local Authority requirement
iii. Each lift car shall be complete with an approved automatic load-
weighing device arranged to prevent overload and to
automatically bypass landing calls when the car is full
iv. Schedule of finishes for car finishes shall be stainless steel (hairline
finish) including entrance column, front return panels, car door,
landing door, kick plate, granite floor finish and decorative metal
suspended ceiling

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v. The lift car shall have multi beam electronic detector for door
obstruction detection.
vi. The lift door shall have two side of opening
vii. The lift and escalator supervisory panels shall include the master
intercom unit and car position indications and other indications for
all lift supplied. The lift and escalator supervisory panel shall be in
the FCR room
viii. All lifts shall comply to BS 2655 and JBPM requirements and
connected to emergency power supply
viii. Ventilating fans and lighting in the car shall be back up by battery
power supply
ix. The lift column and lift pit shall have a enough lighting for the
maintenance purposes
x. Inside of all lift car shall have a digital display and voice activated
floor level indicator
5.5.9.3.3 Escalator & Travellator
Design considerations shall include but not limited to the following:

i. Lift and escalator supervisory panel and all associated materials
and work shall be provided to achieve satisfactory operation and
maintenance
ii. All escalators must be heavy-duty type, moving stairs shall be
1000mm, inclined 30º, 3 flat steps, cleat step, reversible, capable
of operating under full load conditions for either ascending or
descending passenger service

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iii. Escalator shall be provided with energy saving features (such as:
Auto-on and Auto- off operation).
iv. The escalator and travellator shall be installed with the safety
brush, safety marking and emergency shutoff button.
v. The width for escalator and travellator shall be at least 1.5m.
The Contractor may propose to the Engineer any suppliers of the material
to be used subject to the compliance with the technical specification and
requirements intended for the works with full supporting technical
Table 5-26: List of Brand/OEM for People Mover
No. PEOPLE MOVER BRAND / MANUFACTURER / OEM
1 Lift • Kone, ThyssenKrupp, Mitsubishi, Schindler
2 Travellator • Mitsubishi, Schindler, Otis, ThyssenKrupp,

MS Elevator
3 Escalator • Hitachi, Otis, Schindler, Kone, MS Elevator
5.5.9.4 SANITARY & PLUMBING SYSTEM

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5.5.9.4.2 Cold water plumbing system
Cold water plumbing system consists of a main incoming pipe tapping

from an external piping and then run to serve the building. The design
criteria include but not limited to the following:-
i. There shall be a water meter to record the water consumption
rate including submeter at all commercial and office areas
ii. Digital water meter shall be provided with additional feature
of leaking detection
iii. After the meter, the main pipe shall branch into three pipes,
each serving the kitchens/food outlets, office sink, drinking
water fountains, toilet basins, water closets, urinals and
flushing respectively. Both pipe serving the toilet basin and
water closet/urinal must have double check valve to prevent
backflow.
iv. There shall be a main stop valve on each submain pipe to each
functional area such as toilet, kitchen, lounges etc. Submeter
shall be provided at each kitchen/food outlet.
v. Tap-off points complete with a stop valve shall be provided for
all concession areas, lounges, etc.
vi. Material for supply pipe shall be made of cooper or stainless
steel
vii. Standpipe with tap complete with drainage shall be provided
in all air handling unit (AHU) rooms and all storage rooms at
ground level.
viii. Pressure reducing assemblies and/or pressure boosting
facilities shall be provided to ensure that all toilet fittings and

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appliances shall have sufficient pressure for effective

operation.
ix. Piping system shall be based on the automatic flush valve
system.
5.5.9.4.3 Hot water plumbing system
Hot water plumbing services consists basically hot water supply from
individual electrical hot water heater. Design considerations shall include
but not limited to the following: -
i. Water supply for the heater shall be tapped from the cold-water
pipe reticulation.
ii. There shall be a safety relief valve in case of malfunction.
5.5.9.4.4 Sanitary plumbing system
Sanitary plumbing system consists of pipe reticulation to carry away the

sewage from the sanitary appliances to the external sewer via manholes.
Design considerations shall include the following: -
i. Sanitary plumbing shall be a fully vented one pipe system.
ii. All discharge from the sanitary appliances located on the ground
level must be discharged individually to gully trap or manholes.
iii. Discharge from kitchen must be via a biometric grease interceptor
and separate with sanitary pipeline.
iv. Where inceptor is remote from the kitchen, heat tracing shall be
provided along the piping.
v. Drainage from basement level shall be pumped via submersible
pumps.
vi. Bypass valve shall be provided to allow maintenance without
interruption

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vii. Digital submeter shall be provided for each toilet

viii. Segregation of sanitary pipe between toilet and F&B/ airlines
lounge shall be provided, and connection shall be at vertical pipe
instead of horizontal pipe
ix. Sufficient maintenance access for maintenance purpose to
maintenance required area i.e. P-trap, end cap, grease interceptor
shall be provided
5.5.9.4.5 Sewer pipes
All sewer pipes up to 100 mm diameter shall be cast iron. Pipes of 150 mm
diameter and above shall be vitrified clay pipe.
(a) Cast Iron Pipes
• Cast iron pipes used in sewer manholes shall comply with B.S.
416 and shall be supplied by an approved manufacturer
acceptable to the local authority. They are to be spigot and
socket ends.
• The pipes are to be joined in spun yarn or tarred gaskin; molten
lead well caulked to the full depth of the joints.
(b) Vitrified Clay Pipes
• All vitrified clay pipes and specials supplied by the contractor
shall be from approved manufacturer. It shall comply with B.S.
65:1981 or other equivalent.
• No defective pipes and fittings shall be permitted. All fittings
and joints to be jointed shall follow the manufacturer's
specifications.

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5.5.9.4.6 Manholes
(a) Brickwork Manholes
i. The base slab of concrete shall be as specified. The edges

of the base slab are to finish flush with the external faces
of chamber brickwork.
ii. Construct the chamber walls of brickwork, 225 mm, 340
mm, 450 mm or 570 mm thick (as applicable) to the height
as indicated on the relevant point externally, rake out
joints in internal faces and render with High Alumina
Cement Mortar (1:3), trowelled hard and smooth to a
finished thickness of 20 mm.
iii. Cover the chamber with slab, thickness as specified, of
1:2:4 concrete reinforced with M.S. bars with hooked ends.
iv. Construct the shaft in brickwork, thickness as shown on the
Drawings, from the level of the top of suspended slab to a
point 450 mm below ground level, and from this point
corbel the brickwork inwards to provide symmetrical seat
for manhole cover and frame.
v. Built-in galvanised cast iron step-irons or other approved
equivalent at intervals, as specified. In vertical plane,
alternative step-irons being separated by horizontal
distance of 225 mm from centre.
vi. Bench up channels in 1:2:4 concrete to soffit level of sewer
finished with a layer of granolithic concrete. The top of the
benching shall be finished smooth to slope upwards from
the edge of the channel to the chamber walls at a gradient
as directed. Float the benching to smooth hard surface with

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10 mm thick coat of High Alumina cement mortar in equal

proportion of sand and cement.
vii. Build in the ends of all pipes and construct brick arches or
R.C Lintols as directed.
viii. Fix in position to correct level, manhole cover and frame on
a bed of cement mortar (1:3).
(b) Precast Manholes

All precast manholes shall be constructed in accordance with the
drawings complying with B.S. 5911 or other approved equivalent
acceptable by the local authority. All dimensions and depths shall
be as specified.
(c) Cast Iron Manhole Covers and Frames
i. The manhole covers and frames shall unless otherwise

described, be cast iron coated flat covers and frames, clear
opening of 500 mm diameter grade 'B' single seal type,
complying in all respect with B.S. 497: Part 1 (1976) and
acceptable by the local authority.
ii. Interior manholes shall be fitted with recessed cast iron
covers and frames suitable for accepting the floor finish
specified for the surrounding areas.
iii. Exterior manholes in roadways and driveways shall be
provided with heavy-duty cast-iron covers.
(d) Step Irons

The step-irons for manholes shall be galvanised cast iron
complying in all respect with B.S. 1247:1975.
(e) Channel, Etc. In Manholes

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i. Main channels, branch channels, bends, etc. are to be

glazed ware or precast high alum granolithic cement
concrete, as indicated on the drawings and shall be
obtained from approved manufacturer.
ii. All channels are to be properly bedded and jointed in high
alumina cement mortar (1:2).
iii. (f) Drop Pipes to Manholes
iv. Where the total drop exceeds 1700 mm, all drop pipes,
their bends and tee pieces, shall be cast iron unless
otherwise specified.
v. Where the total drop exceeds 600 mm and does not exceed
the drop pipes, bend and tee pieces shall be vitrified clay
or concrete unless otherwise specified.
vi. The concrete surround to all drop pipes shall not be less
than 150 mm thick.
5.5.9.4.7 Biomatic grease interceptor
i. The grease interceptor shall be constructed of low carbon high

quality hot rolled steel. The base of the interceptor shall be sloped
at 5 degrees for the inlet towards the outlet.
ii. The cover frame shall be die formed as an integral part of the
interceptor body. The cover shall be non-skid cast aluminium alloy
with reinforced ribs. It shall be secured to the body by screw stud
fixing with a neoprene gasket to form a watertight seal.
iii. The interceptor shall contain a removable solid sediment basket
chamber and a second chamber fitted with removable baffles. The
sediment chamber and the baffles shall be made of the same
material on the body.

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iv. Air relief valve and thermometer shall be provided. There shall be
a liquid enzyme injection inlet on the body side.
v. Enzyme injection shall be automatic by means of a pump system
designed to supply the correct amount of enzyme in relation to the
grease amount. The amount of enzyme shall be sufficient for the
duration of the maintenance period.
The Contractor may propose any suppliers of the material to be used subject
to the compliance with the technical specification and requirements intended
for the works with full supporting technical documentation, catalogues and
track records proving compliance to the relevant sections of the specifications
as listed in the table 5.27 below.
Table 5-27: List of acceptable manufacturers for building M&E
NO. EQUIPMENT BRAND / OEM
1 Pumps  Ajax, Calped, Ebara, Flygt, Grundfos, TAKK, Lowara,

Paco, Peerless, Ritz, SPP, Tsurumi, Worthington
2 Valves  Centerline, Crane, Hattersely, Keystone,

Kitazawa Japan, Pegler, TA, Toyo
3 Pipes (UPVC)  Intraco, Osma, Paling, Sekisui, Terrain
4 Copper Pipe  Delta, Crane Enfield
5 Cast Iron Pipe  Cast Iron Products (Thailand)

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6 Grease  Frost, Smith

Interceptor
7 Electric Water  Elton, Ignis, Joven, Pecol, Rheem
Heater
8 Motors  ASEA, Brooks, Compton Parkinson, GEC,
Shimmeiwa (Sewer), Teco
9 Instruments  Dobbs, Negretti & Zambre, Taylor
10 Flexible Joints  E- Flex, Mason, Tofle (Steel), Tozen (Rubber)
5.5.9.6 GAS SYSTEM
i. The gas reticulation design is based on the supply of Natural Gas
from the mains into the Terminal Complex.
ii. The gas is reticulated along the pipes at starting pressure of 35-140
kPa. At the kitchen, the second stage pressure regulator reduces
pressure of the gas further and the gas is delivered to the
consumer appliances at 3.5 kPa.
iii. This section covers the supply, installation, testing and
commissioning of the internal reticulation. All pipes (Carbon Steel
Sch. 40 pipes) consisting of all fittings, pipe brackets, hangers and

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supports, service regulators, pressure indicator, valves coupling,

gas cock with safety mechanism as specified in drawings and
specifications.
iv. The work shall include supply and install all PVC sleeves for pipe
penetration through walls of building, sleeve sealant, provision of
all openings for piping runs and provision of labour and material,
parking good patching up of holes inclusive of repainting of patch-
up area.
v. Sectionalizing valves purge points and pressure test point shall be
fully supplied and installed by Contractor.
vi. The Contractor shall be responsible for the provision of all the
facilities and labour for the testing and commissioning of the works
including nitrogen purging and gas delivery.
vii. The secondary regulator for every group of meters shall be
designed for the gas flowrate of not less than 400kW. The normal
operating inlet pressure shall not exceed 70 kPa.
viii. The secondary regulator shall be of adjustable setting type with an
adjustable range 225 mm W.G. - 325 mm W.G. However, the
regulator shall be delivered factory pre-set to a delivery pressure
of 275 mm ±12.5 mm of water gauge at the 50% design flow rate
valve.
ix. Relief valve setting shall be factory set to 750 mm W.G.
x. Within the entire design flow range, the fluctuation in delivery
pressure shall not exceed plus or minus 25 mm of water gauge
from the nominal value.
xi. The regulators shall comply with internationally accepted codes
for GAS APPLIANCE PRESSURE REGULATORS. The Contractor shall
ensure that the regulator conforms to accepted testing standards.

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xii. There shall be a meter to record the consumption rate including

submeter at all commercial and relevant areas
The Contractor may propose to the Engineer any suppliers of the material
to be used subject to the compliance with the technical specification and
5.5.9.7 PUBLIC ADDRESS SYSTEM
A Public Address Systems (PA system) is an electronic sound implication and

distribution system with a microphone, amplifier and loudspeaker, used to
allow a person to address a large public. The installation of Public Address
Systems in airport will provide the whole airport complex with an efficient,
accurate and audible public announcements, background music, for
passenger service and fire announcements for speedy and orderly evacuation
of passengers during and fire situations.

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i. The system shall consist of Mixer Pre-amplifiers, Power Amplifiers

with digital voice announcement units, operator control consoles,
paging microphones with chime units, firemen handheld
microphones, background music equipment such as AM/FM
Tuners, compact disc and MP3 players, selector zones selector
panels, equipment racks and uninterruptible power supply units as
input equipment’s.
ii. The Public Address system shall be designed to provide Paging and
Emergency announcement and background music facilities.
iii. Each building of the Terminal Complex shall have its own
independent system. However, all buildings will be interlinked for
a centralized system/operation monitoring of the Terminal
Complex.
iv. The system shall have zone selection facilities for making
announcement or paging from the PA Equipment Room to any
designated zone in the Terminal.
v. For the output equipment, equipment’s shall consist of ceiling
loudspeakers, horn speakers, sound projectors and automatic
volume control units link to the input equipment through specified
audio hard wire cablings.
5.5.9.7.2 Technical design criteria
i. The system shall be capable of delivering the following sound

pressure level at the designated areas of the buildings:
ii. 90 dBa at listening level to the general and public areas.
iii. 95 dBa at the listening level to the plant areas.
iv. It shall be assumed that the ambient noise in the public areas is
not more than 70db and in the plant areas, more than 75 db.

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v. The listening level shall be taken to be 1 m to 2 m above floor level.

vi. An articulation loss of consonants of less than 10% shall be
maintained for 80% of any area served, for the remaining part of
that area an acoustics loss of consonants of less than 15% shall be
maintained. (for design shall assume reverberation time between
2 and 3.5 seconds)
vii. The reinforced sound shall be distributed evenly throughout the
listening area; the total variation in each area shall not exceed + 3
dB for operational areas and + 5 dB for other areas.
viii. The methods for measuring actual performance of the pa system
shall be proposed to determine as below. The methods proposed
shall take account of the operational use of the system.
a) Reverberation time;
b) Acoustic loss of consonants;
c) Uniformity of sound pressure levels.
5.5.9.7.3 Operation design criteria
i. Announcements shall be able to be made from any of the main

announcers to all or selected zones and from the local
microphones to the zones allocated
ii. An automatic announcement subsystem shall be designed for the
announcements of scheduled and non-scheduled flight arrivals
and departures in the terminal building.
iii. The automatic announcement subsystem shall comprise the digital
voice announcement unit located at the pa equipment room
located at the operation control centre which has interface with

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the flight information display system (FIDS) and the intercom

system.
iv. The central system shall have a monitoring system, to continuously
monitor from the call station onwards; any fault shall be displayed
on the screen display.
v. All programming shall be done via the display and keyboard of the
central system.
vi. An input/output link shall be provided so programming may also
be done from any portable computer. Different zone selection
programs may be stored and recalled as and when required.
vii. The PC shall also be able to monitor system status (eg. Microphone
calls) and fault status of the central control equipment.
viii. An amplifier monitoring system shall continuously monitor the
functioning of the power amplifiers.
ix. There shall be 20 % standby spare amplifiers provided for each
type of amplifier.
x. There shall be 2 different types of microphone paging stations:
a) The main announcer panel shall be the 'master call station'

type: i.e. it shall be able to select any number of user keys for
paging at any one item, followed by the 'push to talk' paging
switch.
b) All other 'stand-alone' paging stations shall be the 'call station'
type: i.e. to make an announcement, only one user key can be
depressed at any one time.
i. Each call station shall have 2 LEDs, one to signal that an

announcement may be made and another to indicate
that the selected zone is engaged (that is, with another
announcement).

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ii. It shall also have 10 user keys; each user key when
depressed shall activate a zone or group of zones of
speakers according to type of announcement to be
made, as well a chime.
iii. The geographic zones and type of chime/alarm tone
shall be allocated to each user key by programming
from the keyboard of the central processor.
iv. It shall be possible to allocate any number of zones to
each user key.
v. It shall be possible to change the zoning by giving
simple instructions on the keyboard without the need
for rewiring the system.
vi. The call station shall also be dual redundant.
vii. The master call stations hall have 30 nos user keys. Each
shall have a separate `push to talk' paging switch and a
'chime and push to talk' switch.
viii. The zones and type of chime/alarm tone shall be
allocated to each user key by programming from the
keyboard of the central processor. This shall be able to
be changed easily at any time without the need for
rewiring.
ix. For flexibility, the switching of the zones shall be done
on the input side; each zone shall therefore have its
own power amplifier, each rated to match the power
requirement of the speakers in its respective zone.
x. Tone control facilities shall be provided for each
microphone input.

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The Contractor may propose to the Engineer any suppliers of the material to
be used subject to the compliance with the technical specification and
Table 5-28: List of Brand or Manufacturer for PA System
1 Amplifiers  Bosch
 Panasonic
 NEC
2 Loudspeaker  Bosch
 Panasonic
 NEC
3 Paging Microphone  Bosch

 Panasonic
 NEC
4 Fireman Intercom System  Bosch

 Panasonic
 NEC

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5.5.10 AUTOMATED PEOPLE MOVER SYSTEM
This document presents the Automated People Mover System (APM) for Airport
Development Guideline (ADG) in Malaysia Airports. It describes the requirement
for the full automated, fixed- guideway transportation operating System to
transport passengers and personnel between the Main Terminal building and the
Satellite building.
Specific references are made to the American Society of Civil Engineers (ASCE)
Standard, Automated People Mover (APM) Standards - Parts 1, 2, and 3, ASCE
21-96, ASCE 21-98, and ASCE 21-00 respectively. These APM Standards are
available from the ASCE. In the event of a conflict between any of these ASCE
APM Standards and the requirements of the specific sections of the General
Specifications (GS) and the Particular Specifications (PS), the requirements of
the specific sections of the General Specifications and the Particular
Specifications shall apply and take precedence in lieu of any equivalent APM
Standards.
All Standards referred to in this specification together with any addenda
issued shall be deemed to be the editions current at the time. If the Malaysian
Standard (MS) exists, which it deems to be equivalent to the British or other
Standard specified, then the MS shall be followed. Other equivalent
standards.
In the event of any discrepancy between the provision of specification and the
provision within the relevant Standards or Codes of Practice (CP), then the
provision of the specification shall take precedence. Specification specifies the

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functional, performance and technical requirements for a new Automated

People Mover (APM) Operating System at Malaysia Airport. The specification
shall be read in conjunction with the recent Conditions of Contracts and any
other documents forming part of the Contract.
The following standards references shall mean:
• AASHTO - The American Association of State Highway and Transportation
Officials
• ANSI - American National Standards Institute
• API - American Petroleum Institute Specification
• AS/NZS - Australian/New Zealand Standard
• ASTM - The American Society for Testing and Materials
• BS - British Standards Specification as issued by the British Standards
House, London (the latest amendment)
• CNS - China National Standard
• CP - British Standard Code of Practice issued by the Council for Code of
Practice in Great Britain (the latest amendment)
• DIN - German Institute for Standardisation
• EN - European Standard which is a standard that has been adopted by one
of the three recognized European (European Committee for
Standardization), CENELEC (European Committee for Electrotechnical
Standardisation) and ETSI (European Telecommunications Standards
Institute
• JIS - Japanese Industrial Standard
• MS - Malaysian Standards as issued by the Standards and Industrial
Research Institute of Malaysia (the latest amendment).
All statutory requirements for relevant safety certificates and other
approvals required from statutory authorities for the installation,
commissioning and operating of the APM Operating System must be obtain

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before the approval for Operation provided by the Agensi Pengangkutan

Awam Darat (A.P.A.D)
APM system shall have a service-proven Operating System Technology from

recognised site where the system is being operated. There will be a significant
advance in many subsystems and components, particularly those associated
with command/control and power distribution, so that aspects of the current
state of the art may be quickly superseded. In addition, the system
requirements and design criteria shall cover all aspects of system operations
and performance, including the required simulations and analyses.
The APM system is a combination of interrelated, interacting subsystems and
elements designed to operate together as a cohesive system. The primary
elements of an APM consist of the operating system and fixed facilities. The
operating system consists of proprietary subsystems and is typically provided
as a complete system by a single APM supplier. Fixed facilities are the
buildings, rooms, and guideway that house or physically support the
operating system equipment and may be provided by the APM system
supplier, depending on the project’s procurement strategy. Figure 5-13
described the definition of APM Operating System and the Fixed Facilities:

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Figure 5-13 : APM System Components
5.5.10.2.1 Vehicles
APM vehicles are fully automated, either self-propelled or cable-

propelled, and provide a high level of passenger comfort and safety.
Vehicle speed, capacity, and maximum train length are dependent on the
type of technology selected. The majority of APM vehicles have capacities
of 50–75 passengers at airports, depending on their baggage
characteristics. Landside systems have the lower end of the capacity range
(passengers having all their bags), while airside systems have the upper
end of the range (passengers having carry-on bags only).
Self-propelled vehicles are powered by either DC or by AC. Vehicle
propulsion is provided by DC rotary motors, AC rotary motors, or AC LIM.
With LIM, the motor’s stator is typically installed on the vehicle and the
rotor is installed on the guideway. Cable-propelled vehicles are attached
to a cable and are pulled along the alignment. Most cable systems have

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the vehicles permanently attached to the cable, while more recent

systems are detachable, which allows multiple trains to operate in
pinched-loop operations.
The typical airport APM single vehicle is approximately 40-ft long and 10-
ft wide and can be coupled into trains as long as four to six vehicles. APM
vehicles are typically equipped with a ventilation and air conditioning
system, automatically controlled doors, a public address system,
passenger intercom, a pre-programmed audio and video message display,
fire detection and suppression equipment, seats, and passenger
handholds.
Some APM vehicles are designed to accommodate baggage carts. APM
vehicles can be supported by rubber tires, steel wheels, air levitation, or
magnetic levitation. A detailed description of each type of APM vehicle
suspension follows:
a. rubber tires - APMs using a rubber-tire suspension bogie also use

concrete or steel guidance structures. The running surfaces are
attached to a primary surface (concrete or steel) in a manner that
maintains proper alignment. When climate conditions require,
heating may be provided on sections of the guideway exposed to
the elements to aid in maintaining good tire adhesion.
b. Steel wheels - Some APM vehicle types use steel-wheel bogie
suspension. The primary advantages of steel wheels on rail tracks
are simplified vehicle guidance, low rolling resistance, and faster
switching. Rail tracks are typically directly fixed to concrete cross
ties. Steel-wheel technologies can achieve higher operating
speeds.
c. Air levitated - Air-levitated APM vehicles ride on a cushion of air,
allowing them to travel without friction on the running surface.

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The vehicle and the concrete guideway “flying” surface are

separated by an air gap. Low-pressure air flows from blowers in
the vehicle chassis to air pads. Special surface finishing
requirements are needed to provide a smooth surface texture
since any unusual roughness can contribute to rapid wearing of the
pads.
d. Magnetic levitation - Maglev vehicles are magnetically levitated
and propelled by linear motors. Electromagnetic maglev systems
use permanent magnets or electromagnets and have a relatively
small gap between the car and the running surface. There are high-
speed (200+ mph) and low-speed (30–60 mph) maglev systems,
but only low-speed maglev is applicable to airport APMs.
The APM vehicle steering and guidance mechanisms vary by technology.

Steering inputs are provided to vehicle bogies through lateral guidance
wheels that travel in continuous contact with guideway-mounted guide
rails. The steering inputs cause the bogies, usually located at both ends of
each vehicle, to rotate so that vehicle tires do not “scrub” as they go
through alignment curves. Side and centre guidance mechanisms are used
by different manufacturers, and each type has unique characteristics.
a. Side guidance - generally provided by steel or concrete elements

located along the sides of each guideway lane. The side
guidebeams/rails may be located outside the main wheel paths
and can be located either above or below the top of the primary
running surface. Side guidance generally requires special
mechanisms and trackwork to maintain positive guidance through
track switches.

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b. Center guidance - systems generally use a structural steel

guidebeam along the guideway centerline to provide guidance and
steering inputs. Guide wheel configurations and materials
generally roll along both sides of the center guidebeam, trapping
the beam between the guide wheels. Center guidebeams are
located at various elevations relative to the top of primary running
surfaces. Special movable replacement-beam type switches are
usually employed at track switch areas. These types of switches
replace a straight guidebeam with a curved turnout guidebeam.
5.5.10.2.2 Guideway
The guideway of the APM system refers to the track or other running
surface (including supporting structure) that supports and physically
guides vehicles that are specially designed to travel exclusively on it. The
guideway structure may be provided by the APM supplier.
The guideway can be constructed at grade, above grade, or below grade
in tunnels. Depending on the selected supplier and other considerations,
the guideway may be constructed of steel or reinforced concrete. For
elevated guideways, the size of the structure (columns) varies with span
length, train loads, and any applicable seismic requirements. Spans
typically range from 50 ft to 120 ft in length.
The APM supplier provides guideway equipment that generally includes
running surfaces, guidance and/or running rails, power distribution rails,
signal rails or antennas, communications rails or antennas, and switches.
For technologies that employ linear induction motors for propulsion,
guideway equipment may also include either reaction rail (called the
rotor) or the powered element of the motor, called the stator.

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An emergency walkway along the guideway is sometimes required to

provide emergency egress from a disabled train. It is typically continuous,
preferably at vehicle floor height, and provides an unobstructed exit path
to a station or other place of refuge or escape. Some APM systems allow
for emergency egress along the guideway itself with passengers
evacuating from the front or rear of the train.
Crossovers provide the means for trains to move between guideway lanes.
They are required for pinched-loop operations and are desirable for
failure management purposes on such system configurations. Crossover
requirements vary significantly among APM system suppliers and each
supplier’s switch and crossover requirements are discrete in that their
geometric and other requirements are largely inflexible. Many guideway
configurations have guideway switches that allow trains to switch
between parallel guideway lanes or between different routes on a system.
Different APM technologies have different types of switches, including:
i. Rail-like,
ii. Side,
iii. Beam replacement, and
iv. Rotary.
A crossover is generally composed of two switches (one on each guideway

lane) connected by a short length of special trackwork for most rubber
tired APMs guidance systems. Steel wheel/rail APMs use rail switches that
is like a traditional rail crossover switch.
5.5.10.2.3 Propulsion and system power

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Electric power is required to propel vehicles (propulsion/traction power)

and energize system equipment. Propulsion and system power are
typically configured such that power will be supplied by substations
spaced along the guideway. The substations house transformers, rectifiers
(if required), and the primary and secondary switchgear power-
conditioning equipment.
Power distribution can be provided either as three-phase AC or DC. The
distance between substations for AC systems is limited to about 2,000 ft,
whereas for dc systems the distance is typically limited to one mile.
Vehicles are either self-propelled or cable-propelled. A more detailed
description of both types of propulsion follows:
a. Self-propelled—These APMs may use electric traction motors or

LIM. Self-propelled APMs are electrically powered by onboard AC
or DC motors using (typically) either 750- or 1,300-volt DC or 480-
or 600-volt AC wayside rail-based power distribution subsystems.
Self-propelled APMs are not limited in guideway length. These
technologies can be used for shuttle, loop, pinched loop, and
network guideway configurations.
b. Cable-propelled—These APMs use a steel cable or “rope” to pull
vehicles along the guideway. The cable is driven from a fixed
electrical drive motor located along the guideway. Prior to the
advent of the detachable grip, cable-propelled systems had
typically been limited to use for shorter shuttle systems up to
4,000 ft. Onboard equipment power is usually provided by a 480-
volt AC wayside power.
There has been recent interest among airport owners/operators in

reducing power requirements for APM systems. Heightened cost
awareness, the variable price of energy, and a focus on sustainability have

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created a strong interest in lowering power requirements. A comparative

analysis of regenerative braking energy-capture technologies was being
performed at several airports with operating APM systems. These
analyses were considering the physical space requirements of the
equipment, the space availability along the APM system to accommodate
such equipment, and the cost/benefit ratio of various equipment
(technology) alternatives. Energy savings is expected to be an important
issue for APMs in the future.
5.5.10.2.4 Command, control and communications
All APM systems include command, control, and communications

equipment to operate the driverless vehicles. Each APM system supplier,
based on its unique requirements, provides different components to
house the automatic train control (ATC) equipment. ATC functions are
accomplished by automatic train protection (ATP), automatic train
operation (ATO), and automatic train supervision (ATS) equipment.
ATP equipment functions to ensure absolute enforcement of safety
criteria and constraints. ATO equipment performs basic operating
functions within the safety constraints imposed by the ATP.
ATS equipment provides for automatic system supervision by central
control computers and permits manual interventions/overrides by central
control operators using control interfaces.
The APM system includes a communications network monitored and
supervised by the central control facility (CCF). This network typically
includes station public address systems, operation and management
(O&M) radio systems, emergency telephones, and closed-circuit
televisions. The CCF is the focal point of the control system and can vary

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in size from a simple room with one or two operator positions and a
minimal number of computer and CCTV monitor screens (simple APM
shuttle) to a large room with multiple operator and supervisor positions
and a large array of screens and other information devices (complex
pinched-loop APMs).
5.5.10.2.5 Stations
Stations are located along the guideway to provide passenger access to

the APM system. Stations for airport APMs are typically online, with all
trains stopping at all stations. The station equipment provided by the APM
system supplier typically includes automatic station platform edge doors
and dynamic passenger information signs. The stations typically have
station APM equipment rooms to house command, control, and
communications equipment and other APM equipment.
The station platforms and vertical circulation are sized to accommodate
the system ridership and station flow estimates. Since it is difficult and
costly to expand APM station platforms once constructed, it is usually
recommended that stations initially be designed and constructed to meet
the estimated ultimate airport APM ridership demand.
Dimensions defining the minimum width of the APM platforms and
stations are developed based on analyses that take into account the train
lengths of the ultimate design vehicle, reasonable allowance for
passenger circulation and queuing at the platform doors and escalators,
passenger queuing and circulation requirements based on ridership flow
assumptions, and reasonable spatial proportions and other good design
practices.

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In addition to the APM train doors, the station has doors that align with a
stopped/berthed train and the two-door systems operate in tandem. The
automatic station platform doors are integrated into a platform edge wall
and provide a barrier between the passengers and the trains operating on
the guideway.
The station platform doors provide protection and insulation from the
guideway noise, heat, and exposed power sources in the guideway. The
interface between the station platform and the APM guideway is defined
by the platform edge wall and automated station doors. This wall and door
system is designed to allow evacuation of the APM vehicles in the event
of a misalignment of the vehicle with the station doors. This requirement
is accommodated by either a castellated wall configuration or a straight
wall with opening panels.
All airport APMs have station platform walls and doors for safety reasons
as well as climate control. Some urban APMs do not have such walls and
doors, as riders are familiar with the danger at platform edges and do not
tend to have baggage/strollers that could exacerbate potential safety
problems.
Based on station size along with ridership and circulation parameters, the
platform configuration can take two basic forms as follows:
a. Flow through - the station has a centre platform for boarding

passengers located between the two APM guideway lanes that are
in turn flanked by two exterior or side platforms for alighting
passengers. This configuration can reduce dwell times by having
the doors on the alighting (side) platform open first and then
several seconds later having the doors on the boarding platform
open. This separates conflicting passenger flows and allows the
arriving passengers to begin to clear the vehicle before departing
passengers begin to board the vehicle.

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b. Cross flow - there is a single centre platform or two side platforms

where boarding and alighting occurs through the same set of APM
train doors. In this instance, passengers are encouraged to allow
the arriving passengers to alight before boarding takes place.
5.5.10.2.6 Maintenance and storage facility
The maintenance and storage facility provide a location for vehicle

maintenance and storage as well as administrative offices and central
control. The maintenance functions include vehicle maintenance,
cleaning, and washing; shipping, receiving, and storage of parts, tools, and
spare equipment; fabrication of parts; and storage of spare vehicles. For
larger APM systems (non- shuttles), the MSF is typically a facility located
independent from the operating alignment. When in this configuration,
vehicle testing, and test track functions can generally be performed on the
guideway approaching the MSF. Meanwhile, simple shuttle systems often
have the MSF located under one of the system stations. An example of
maintenance below a shuttle station.
5.5.10.2.7 APM System configurations
The APM system configuration describes overall APM system

characteristics, including APM system guideway alignment and APM
platform configurations. There are also several distinctive physical and
operational characteristics of APM systems that define a system’s
alignment configuration. The physical characteristics are used to
determine the best configuration to suit a particular application in an

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airport environment. The different system alignment configurations

include:
i. Single-lane shuttle,
ii. Single-lane shuttle with bypass,
iii. Dual-lane shuttle,
iv. Dual-lane shuttle with bypass,
v. Single Loop,
vi. Double loop, and
vii. Pinched loop.
5.5.10.2.7.1 Shuttle system configurations

Shuttle systems are the most basic APM configuration. Figure 5-14
illustrates four basic types of two-station APM shuttle system
configurations.
Figure 5-14 : Shuttle System
a) SINGLE-LANE SHUTTLE

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Single train shuttles back and forth between two endpoints on a single
guideway. Two stations are most common, but additional stations can
be accommodated. This simple shuttle is best suited to transporting
passengers between two points in a low-demand environment.
Because a single point failure along the guideway will shut down the
single-lane shuttle, this configuration should only be used where
passengers have the alternative of walking or where a standby means
of conveyance is available.
b) SINGLE-LANE SHUTTLE WITH BYPASS
Two synchronized trains pass each other in the bypass area of the
guideway. Because each train can be independently propelled, there
is the potential for a degree of redundancy and failure management
capability. A third station can be added in the bypass area. Single lane
shuttles with bypass are limited to two trains. This configuration is
slightly more complex operationally than the single-lane shuttle
because the trains must be synchronized to avoid delays at the bypass.
This configuration has a role in relatively low-demand situations to
transport passengers between two points.
c) DUAL-LANE SHUTTLE
Two trains shuttle back and forth independently in a synchronized
manner on separate guideways. During non-peak times this
configuration can be operated as a single-lane shuttle to allow for
maintenance on the other lane/train, or in an on-call mode, like
elevators. Two stations are most common, but additional stations can
be accommodated. Dual-lane shuttles provide both vehicle and
wayside redundancy for good failure management and are limited to
two trains. This configuration serves higher demand levels than the
single lane shuttles for passengers traveling between two points. To
provide APM system configurations in the context of the different

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APM components. A cable propelled APM shuttle is similar in

configuration to a self-propelled shuttle, but there are differences
with several the APM components. Propulsion is a clear difference
between cable- and self-propelled systems. Propulsion is provided at
the station (bull wheel) for a cable system, while it is provided in the
vehicle (onboard motor) for a self-propelled system.
d) DUAL-LANE SHUTTLE WITH BYPASSES
Two synchronized trains pass each other on each lane in the bypass
area of the guideway. This configuration doubles the capacity
potential of the dual-lane shuttle configuration by allowing a
maximum of four trains without requiring four full guideway lanes.
This configuration is suitable for higher demand levels than the other
shuttle configuration for transporting passengers between two points.
5.5.10.2.7.2 Loop system configurations

Loop and pinched-loop system configurations differ from shuttle
configurations and are described below. Figure 5-15 illustrates the
range of loop-type APM system configurations.
Figure 5-15 : Loop Systems

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a) SINGLE LOOP/DOUBLE LOOP

Loop configurations allow multiple stations to be served with a self-
propelled (but typically not cable-propelled) vehicle fleet. Distances
and number of trains are not limited. As the scale of a single-loop
system increases, the one-way movement of its trains becomes
problematic. For example, in a multi-station loop, if the passenger’s
destination is the adjacent station in the opposite direction of the one-
way train movement, the passenger must ride through the entire
system and all other stations to reach the destination. Failures on a
single loop can cause a shutdown of the entire system unless there are
pre-planned backup shuttle routes between unaffected stations. The
single loop should only be used for non-essential services that can
provide an alternative means of conveyance in the event of failures.
Even then it has serious operational drawbacks.
The double-loop configuration solves these problems by offering
trains traveling in both directions. Passengers can be instructed as to
the shortest route to their destination station. Double loops provide
redundancy to lessen the impact of failures. Double-loop
configurations are suitable for nonlinear applications that serve
multiple stations and have higher demand levels than can be served
by single-loop or shuttle systems.
b) PINCHED LOOP
Although having the visual appearance of a dual-lane shuttle, the
trains in a pinched-loop configuration travel in a loop by reversing
direction and changing lanes via switches at the end stations.
Intermediate switches between selected stations are often provided
for failure management purposes, allowing trains to be temporarily
rerouted around a problem area that would otherwise disrupt service.

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Stations along the alignment are served in both directions of travel.

Distances and number of trains are typically not limited. This
configuration is well suited to linear, must-ride applications requiring
high capacity frequent service, multiple stations, multiple trains, and
high reliability.
Advances in cable-grip subsystems (detachable grips) now allow cable-
propelled technologies to be used in limited pinched-loop
configurations with multiple cables/cable drives, typically serving two
or three stations and with cable transfer done at stations. There are
two such cable-grip APM systems currently in operation at airports.
Figure 5-16 below shows the pinched-loop configuration within the
context of the different APM system components. It is important to
note that the pinched-loop system includes switch machines for
crossovers and yard access, as well as an expanded central control
equipment room, which typically includes train control functions for
the yard access and departure testing.
Figure 5-16 : Typical APM Pinched Loop System

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5.5.10.2.8 Particular specification
A Particular Specification (PS) shall be written to specify the functional,

performance and technical requirements for a new APM operating
system. The PS shall be read in conjunction with the Conditions of
Contracts, the General Specifications (GS), Interface Specifications (IS) and
any other documents forming part of the Contract.
5.5.10.2.9 Vehicle
Vehicles shall be automatically controlled and operate normally without a

driver. All vehicles provided for the new APM operating system shall be
essentially identical and shall operate interchangeably in all guideways
and including the future Airport expansion. All vehicle configurations at
loading of AW2 shall be able to:
• Cruise at least at 48 kph under all conditions along the guideway
where grade, geometry, and station constraints permit.
• Maintain normal cruise speeds on the steepest grade, as defined for
such sections of line.
• When stopped on the steepest uphill grade, start and accelerate to 40
kph within 230 meters without violating the ride quality requirements.
• Negotiate all horizontal curves in the System.
5.5.10.2.10 Dynamic outline and clearances
5.5.10.2.10.1 Dynamic outline

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The dynamic outline shall be in accordance with Vehicle Dynamic

Envelope, of ASCE 21-98 except as follows:
• The vehicle dynamic outline shall meet the requirements, except
that contact between the vehicle side and the platform edge may
be permitted in extreme failure conditions as long as the
protective features of PS are provided.
• The risk of interference between the vehicle and its dynamic
outline shall not be “unacceptable” or “undesirable” as defined.
The worst-case vehicle dynamic outline at any location along the
guideway shall be used to calculate the clearance requirements.
5.5.10.2.10.2 Clearance requirements

The System shall be designed and installed so that all stationary
equipment and structures remain outside the vehicle clearance
envelope at all times. The vehicle clearance envelope includes the
space occupied by the dynamic outline of the vehicle as specified plus
a 130 mm minimum allowance.
In addition, appropriate clearance shall be provided between the
vehicle and other system equipment and structures, including power
rails and undercar equipment, to ensure proper and safe operation.
The minimum clearance to screen doors or railings shall be
determined after evaluating vehicle dynamics and other safety
issues.
Under worst-case combinations of static and dynamic vehicle
envelopes, the minimum horizontal clearance between two vehicles
shall be 300 mm, reflecting all effects of super elevation and
curvature and having the capability of adjusting super elevation to
the maximum or minimum levels.

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Specifically excluded from the minimum clearance envelope is the

platform gap and the horizontal distance between the screen doors
and vehicle doors.
5.5.10.2.11 Vehicle weights
The following are vehicles floor space and passenger weight allocations
for purposes of determining vehicle weight and loads on structures.
a. Design Standee Load – 0.251 m2 vehicle floor area and 72.6 kg for
each standing passenger.
b. Seat Load -- The vehicle loads of seated passengers shall be
computed as follows:
• For seats located entirely within the Useable Floor Area (UFA)
– 0.42 m2 and 72.6 kg for each seated passenger. A seat space
larger than 0.42 m2 will be permitted, but its passenger load
shall be calculated at 176 kg per m2. Should the Employer
permit a seat space of less than 0.42 m2, its passenger load
shall be calculated as 72.6 kg. The UFA is defined as all floor
area of the vehicle not permanently occupied by wheel wells,
equipment boxes or non-removable or stowable seats. The
area beneath a removable or stowable seat shall be included
in the UFA.
• For passengers seated on benches – 46 cm of bench width shall
be allocated for each seated passenger unless otherwise
established by the seat design.
• For fixed seats not located within the UFA, such as may be
located over wheel wells and/or equipment enclosures – 0.14
m2 of vehicle floor area and 72.6 kg for each seat.

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C. Wheelchair Load -- For a passenger in a wheelchair: 760 mm by

1220 mm of vehicle floor area (i.e., 0.93 m2) and 272 kg. Vehicle
weight definitions are:
• AW0. The weight of an empty vehicle.
• AW1. The weight of the vehicle computed by adding AW0 and
the passenger weight, assuming all seats are occupied with
passengers, no wheelchair passengers, and one standing
passenger per each 0.251 m2 for all of the remaining floor
space in the vehicle, including the space for wheelchairs that is
available to standees.
• AW2. The maximum weight of the vehicle. This weight shall be
computed by adding AW0, 522 kg per square meter of floor
area available to standees, 72.6 kg for each fixed seat, and 176
kg per square meter of wheel well, sill, or other interior surface
area on which passengers or passenger cargo can be loaded.
Any area for seating which can be removed or stowed to create
additional floor space shall be loaded at 522 kg per square
meter. This definition shall apply for references to AW2 in the
ASCE APM Standards.
• AW3. This weight, as defined in Section 7.1, Vehicle Capacity
and Load, ASCE 21- 98, shall be AW2 as defined above. All
references to AW3 in the ASCE APM Standards shall be
interpreted to be AW2 as defined above.
5.5.10.2.12 Vehicle capacity

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Each vehicle shall comply with the accessibility provisions specified in PS.
Flip-up and stowable seats shall be prohibited.
The following definitions of vehicle capacity shall be used: Seating
Capacity – Seating Capacity of the vehicle is the number of seats provided
for passengers (not including wheelchair passengers). Each vehicle, or
separate car of any permanently coupled set of cars, shall have a Seating
Capacity of at least 10% and not more than 15% of the Normal Capacity.
Seat space Allocation (SSA) – In computing vehicle capacity, the assumed
SSA for each seat shall be as follows:
a) For seats located entirely within the UFA of the vehicle, SSA shall
be 0.42 m2 of floor area per seat.
b) For fixed seats located over equipment cabinets, wheel wells or
other immovable elements not normally available for standing
passengers, SSA shall be 0.14 m2 of floor area per seat.
c) For purposes of calculating the capacity of passengers on benches,
460 mm of bench width shall be allocated for each seated
passenger unless otherwise established by the seat design. The
SSA of a bench seat shall then be determined in accordance with
either (1) or (2) above dependent upon the type of seat design.
Design Capacity–The Design Capacity of the vehicles shall be computed by

assuming the appropriate SSA for each type of seat as specified above and
one standing passenger for each 0.25 m2 of the remaining floor space in
the vehicle, including the space for wheelchairs, that is available to
standees.
Normal Capacity–The Normal Capacity of the vehicles shall be computed
by assuming the appropriate SSA for each type of seat as specified above;
all seats are occupied with passengers, no wheelchair passengers, and one
standing passenger for each 0.33 m2 of the remaining floor space in the

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vehicle, including the space for wheelchairs, that is available to standees.

The Normal Capacity computed as above shall be used to calculate the
respective system capacities for the APM replacement system.
5.5.10.2.13 Vehicle structure
The vehicle’s structure shall be designed and manufactured for the vehicle
design life.
5.5.10.2.13.1 Structural design criteria

• Generally minimum requirements for both cars and vehicles for
specific structural design criteria include but not limited to the
following:
i. Loads for the car body/frame, coupler and draft gear,
trucks/bogies, articulated connections(s) and major
suspension/guidance members.
ii. Safety factors that shall be applied to these loads, including
additional safety factors for (1) specific materials and/or
processes such as castings and welds, and/or (2) if the failure
of a component could result in an unacceptable or undesirable
hazard condition.
iii. The torsional and flexural deflection of structural components
and assemblies.
• Other requirements on structural design criteria :_
a) DESIGN LOADS
Design loads for the vehicle structural elements shall be defined in
terms of operating loads and worst-case loads.
b) MATERIALS PROPERTIES

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Material properties shall be in accordance with Material Properties,

ASCE 21- 98.Regardless of the ASCE requirements, any structural
material in which the yield strength exceeds 80 percent of the tensile
strength shall not be used, unless it can be substantiated to have a
proven record of successful use in a similar transit application.
c) PAINTS, COATING, AND PROTECTION OF METALS
Paints, coating and protection of metals shall be in accordance with
Paints, Coatings and Protection of Metals, ASCE 21-98, except that the
referenced structural design life shall be as specified.
d) ALLOWABLE STRESS
Allowable stress shall be determined in accordance with Allowable
Stress, ASCE 21-98, except that the hazard analysis of component
failure shall be in accordance with GS and PS.
e) DEFORMATION
Elastic deformation should not interfere with normal and/or safe
operation of the vehicle, or any of its subsystems, including door
operation, and shall be in accordance with Deformation, ASCE 21-98,
with the additional requirement that the deflection anywhere on the
floor shall not exceed 25 mm over a span of 20 m (or equivalent ratio)
from the normal plane with the vehicle loaded to AW2 and rigidly
supported at the bogie/truck mounting points or equivalent
suspension mounting points.
f) VEHICLES CONNECTIONS
Structural joints and connections shall be in accordance with
Structural Joints and Connections, ASCE 21-98. Additionally, couplers,
drawbars, and articulation connections shall withstand tensile and
compressive forces not exceeding the vehicle's or car's buff strength
but greater than the maximum loads which the vehicle or car may
experience in service and normal yard operations and as required to

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meet the crashworthy design requirements without damage or

permanent deformation. All exposed parts of the coupler on which a
person can stand shall withstand a downward vertical load of 160 kg
without damage or permanent deformation. These connections shall
be designed so that no combination of vehicle deflections, including
suspension failures and flat tires, and guideway geometry shall cause
the connection to bind or result in stresses which will damage the
connection or the vehicle.
g) EQUIPMENT
The design loads for all underfloor- and roof-mounted equipment,
equipment boxes, equipment hangers, safety hangers, standby
supports, and any parts of the car/vehicle to which these items are
attached shall not be less than forces resulting from an acceleration of
3.0 g in the longitudinal direction, nor less than forces resulting from
an acceleration of 2.0 g in either the vertical or lateral directions.
These loads, applied separately, shall not result in stresses that exceed
the guaranteed minimum yield strength of the material. The strength
of a fastener or the local area of the fastened structure shall not be
the limit of the load-carrying capacity of that structure.
h) VIBRATION
All structural body and panel natural frequencies shall be designed in
accordance with Vibration, ASCE 21-98, and shall be sufficiently
removed from primary excitation frequencies to preclude any
damaging resonant vibrations at al l speeds and power conditions up
to 110 percent of maximum cruise speed. Carbody frequencies shall
not couple with suspension frequencies and the combination of
carbody and suspension shall not couple with guideway frequencies.
The calculations shall provide to confirm compliance with this
requirement.

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i) WIND TUNNEL IMPACT BY TRAIN DRAFT

For the analysis of wind tunnel impact regarding train draft, the wind
tunnel test should be implemented, or flow analysis should be
performed with the modelling.
j) STRUCTURAL ANALYSIS
A complete structural analysis of the car/vehicle body structure,
suspension and guidance elements, underframe, and equipment
supports in accordance with Structural Analysis, ASCE 21-98. The
Vehicle Structural Analysis shall be submitted for review. At a
minimum the analysis shall consist of a combination of manual and/or
computerized calculations and finite element analysis. Finite element
analysis shall be used, at a minimum, for any complex structural
element whose failure affects safety or availability. The analysis
shall include at least the following:
i. Structural arrangements and layouts of the car/vehicle and
suspension/guidance elements. Materials and sizes of
structural elements and the method of fastening shall be
defined.
ii. Diagrams showing externally applied loads and boundary
conditions. Where finite element analysis is used, diagrams
showing the element and node numbers and their relation to
each other and the car/vehicle and bogie structures.
iii. Documentation showing the properties of the materials used
in the vehicle structure. This shall include at least the
guaranteed minimum yield and ultimate strengths, elongation,
Young's modulus, and allowable fatigue stress data for each
material.
iv. Detailed stress calculations, including calculation of the safety
margin, for each structural element.

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A previous structural analysis may be used, provided that it meets the

requirements of Previous Structural Analysis, ASCE 21-98, and meets
the afore stated minimum requirements.
5.5.10.2.13.2 Tipping stability

Vehicle stability shall be in accordance with Tipping Stability, ASCE 21-
98. Further, the analysis of the tipping stability for a single vehicle and
all possible train lengths up to and including maximum-length trains
loaded to both AW0 and AW2 using the appropriate center of gravity
location for each.
5.5.10.2.13.3 Jacking pads and hoists

Jacking and Lifting, ASCE 21-98, shall be adhered to in the design of
the vehicle structure except that the referenced AW0 loading
requirement. Further, adequate attachment points for hoisting the
vehicle with a crane, including any special slings or fixtures, shall be
provided by the IAT Supplier. Jacking pads shall be provided to
facilitate jacking the chassis at all suspension tie- down points and the
trucks/bogies, if necessary. Jacking pads shall have an alignment hole
or at a minimum, an anti-slip feature. If the cabin is not integral with
the chassis, jacking pads or hoisting points shall be provided to permit
its removal. It shall be possible to jack or hoist the vehicle where
required to remove a disabled vehicle or train at all locations along the
guideways.
5.5.10.2.13.4 Crashworthy design

Vehicle crashworthiness (as shown by analysis) shall be in accordance
with Crashworthiness, ASCE 21-98, except as specified below without
any damage to the vehicle passenger compartment’s integrity, any

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hazardous high voltage damage, and damage to the guideway

structure. During such collisions the deceleration shall not exceed 1.2
g and the trains shall not leave the guideway. Vehicles and buffers shall
have an anti-climbing and anti-slipped-climbing capability to maintain
alignment and engagement of the collision structure and to prevent
excessive damage and telescoping. This may be provided by capture
to the guideway or by vehicle design in a manner which limits vertical
movement. Structure design shall allow end sill yield prior to failure of
the anticlimbing mechanisms or attachments. In no case shall the
crashworthy design speed be less than 5 mph.
a) VEHICLE/VEHICLE COLLISION
The collision of either end of a vehicle/train, for any train condition
between the shortest- length at AW0 and a maximum-length at AW2,
and another AW2 loaded train of any length parked on a level
guideway lane with its brakes released: (1) at any speed up to 5 mph
shall not cause any damage to the vehicles of either train; and, (2) at
any speed greater than 5 mph up to the maximum speed at which the
vehicle/train may be operated manually, but not subject to ATP, shall
not cause any damage to the integrity of the vehicles' passenger
compartments of either train, any hazardous high voltage damage, or
damage to the guideway structure. During such collisions the
vehicles/trains shall not be derailed, i.e., demoted from running and
guidance surfaces, except for the power collector.
b) VEHICLE/BUFFER COLLISION
• COLLISIONS WITH BUFFERS WITHIN THE PASSENGER

CARRYING SYSTEM

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The buffers (overtravel protection device) located at ends of

tracks within the passenger- carrying System shall stop a train
at any condition between a shortest- length train at AW0 and
an maximum-length train at AW2 from any speed: (1) up to 5
mph without any damage to the train, the buffer and the
guideway, except for cosmetic damage; and, (2) from 5 mph up
to the maximum speed at which the vehicle may be operated
manually, but not subject to ATP, without any damage to the
vehicle passenger compartment’s integrity, any hazardous
high voltage damage, and damage to the buffer and guideway
structure. During such collisions the deceleration shall not
exceed 1.2 g and the train shall not leave the guideway.
If the retrieval of a disabled vehicle/train is performed by
pushing or pulling it with another vehicle/train, the above
requirement shall be expanded to include both vehicle/trains
at any loading condition up to and including AW1.
• COLLISIONS WITH BUFFERS WITHIN THE NON-PASSENGER

CARRYING SYSTEM
At ends of tracks within the non-passenger carrying portions of
the System, such as in the MSF and any storage tracks, the
requirements shall apply except that the weight of the
maximum-length train may be AW1 and the weight of a
push/pull retrieval train may be AW0.
5.5.10.2.14 Vehicle design life

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The vehicle design and manufacture to operate more than at least twenty-
five (25) years in passenger service at the average number of vehicle
kilometres per year to meet the operating performance specified in PS
Section 10.1 and in an operating duty cycle as specified in PS and when
maintained in accordance with the approved Maintenance Plan and
Maintenance Manuals. The vehicle shall provide safe and reliable service
during its entire design life. Normal deterioration due to causes such as
corrosion and fatigue shall not degrade safety or performance of the body,
chassis, and running gear.
Axles and suspension, propulsion motors and controls, door equipment,
ACMV equipment, and draft gear shall operate at least five (5) years
without overhaul.
Consumables, such as motor brushes, tires, and brake linings, are
excluded from this requirement. All car borne wiring, conduit, and piping
shall not require replacement during the design life of the vehicle.
5.5.10.2.15 Passenger comfort
This Section defines the requirements for passenger comfort on the

vehicle: acceptable environmental, performance, and testing conditions
for ACMV, interior noise, and ride quality.
5.5.10.2.15.1 Ventilation and air conditioning

Each vehicle shall be provided with a Ventilation and Air Conditioning
(ACMV) system that shall meet the requirements.
Capacity and initial functionality of the control of the air conditioning
portion of the ACMV system shall be proven by qualification testing.
Acceptable capacity qualification testing shall be in accordance with

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the air/enthalpy method as defined in ASHRAE Standard 37 or

acceptable equivalent. A complete design of the air handling/diffusing
system along with flows and velocity calculations for the design. To
verify these values, qualification testing of air balancing of the ACMV
system shall be required. Therefore, after installation on the vehicle,
the complete air supply/diffusing system shall be measured and
balanced and the flows/velocities confirmed. Measurements shall be
conducted in accordance with ASHRAE requirements or equivalent.
Vehicle, ventilation, and air conditioning (ACMV) shall meet the
performance requirements. ACMV load calculations shall include the
conditions of the following subsections.
a. Air Conditioning.
Each car or separately enclosed passenger compartment shall have at

least two equal and independent airconditioning systems where the
car or compartment Design Capacity, as specified in Section 4.2.3, is
greater than sixteen (16) passengers, and at least one airconditioning
system where the car or compartment capacity is sixteen (16) or less
passengers, having an aggregate cooling capacity equal to the
maximum calculated cooling requirement for the car or passenger
compartment. The systems shall maintain vehicle interior conditions
as per table 5.29 below:
Table 5-29: Air Conditioning Capability
Ambient Temperature, Ta Interior Temperature, Ti
20⁰C< Ta< 35⁰C 20⁰C < Ti < 23⁰C
35⁰C< Ta < 40⁰C 23⁰C < Ti < 26⁰C

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40⁰C <Ta < 46⁰C Ti < Ta - 14⁰C
Ta > 46⁰C As the system will provide
Design Dry Bulb and 60% relative humidity under the specified
ambient design conditions. Ambient design conditions shall be the
more stringent conditions of: 1) the 1% Design Dry- Bulb and the mean
coincident 1% Design Summer Wet-Bulb temperatures reported in the
latest ASHRAE "Fundamentals Volume, Handbook and Product

Directory, Chapter 24, Table 3" for the Official Weather Observation
Station closest to the System. These conditions, together with the
concurrent heat loads from an AW1 passenger load; all interior
lighting, electric, and electronic equipment within each passenger
compartment; required forced fresh air ventilation; duct gains; losses
due to car body conduction; and miscellaneous interior loads shall be
included to determine cooling capacity. For this calculation, each
occupant shall be evaluated at 270 Btu/hr sensible and 240 Btu/hr
latent heat.
In addition to the maximum cooling cycle for the above design
conditions, the vehicle air- conditioners shall automatically (without
manual intervention) go into an “economy cycle” or “ventilation cycle”
for energy savings when conditions permit.
b. Ventilation and Air Circulation.
Positive ventilation of outside air during all operating conditions shall

be at least 0.25 m3/minute per passenger at the Design Capacity
specified. All the ventilated air shall be introduced through the air
conditioning equipment and shall not include air introduced when the
doors are open. There shall be no passenger- openable windows for

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ventilation. The total air circulation rate shall be that required to

absorb the vehicle's cooling requirement at a supply air temperature
no lower than 10 degrees C below the vehicle interior temperature or
0.65 m3/minute per Design Capacity occupant, whichever is greater.
c. Condensation and Humidity.
The ACMV system shall minimize condensation on interior surfaces,

including windows. The cooling system shall not induce condensation
on metallic or other surfaces. Active control of humidity is not
required. Reheat is permitted if required to limit the interior humidity.
d. Controls/Temperature Uniformity.
Interior temperature shall be fully automatically controlled in cooling

and ventilation modes without manual intervention. All ACMV system
controls shall be inaccessible to passengers. The control set point,
measured at the controlling thermostat, shall be 21°C for air
conditioning, adjustable in a range of 6°C. The inside temperature in
the occupied portion of the vehicle shall not vary more than 2°C from
the design temperature 300 mm from any inside surface.
e. Temperature Variations.
If the ambient temperatures encountered exceed or fall below the

defined design values related to paragraph A above, the interior
temperature will be permitted to rise or fall degree for degree with
the temperature in excess of or below the design values at the Design
Capacity.

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f. Air Flow, Diffusion and Discharge Temperature.
The air distribution system shall provide sufficient diffusion at the

outlet or diffuser so that air mixing will prevent direct impingement of
coil discharge temperature air onto occupants. Air velocities 300 mm
from the diffuser or outlet face shall not exceed 120 m/minute and
velocities throughout the occupied portion of the vehicle shall not
exceed 45 m/minute. Moisture carryover from cooling coils shall not
be permitted.
g. Failure Operations.
If both of the cooling systems fail, indicated by an inability to maintain

interior temperatures, the systems shall continue the highest speed
blower operation from both units and with the maximum outside air
being introduced not less than 0.25 m3/minute per Design Capacity
passenger or 25% of the total air flow, whichever is larger. If vehicle
primary electrical power is lost, ventilation of at least 0.25 m3/minute
of outside air per passenger at the Design Capacity shall be provided
for a time period as determined in accordance with the Hazard
Identification and Resolution requirements of GS, which shall not be
less than 60 minutes, using power from the vehicle batteries.
h. Smoke Detectors.
A smoke detector shall be in the return air duct of each air conditioner.
i. Air Intakes.
All fresh air intakes shall be located to minimize the intake of heat from
vehicle ACMV or other equipment, fumes, and dust.

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j. Filters.
The vehicle ACMV subsystem shall have appropriate air filters for the
evaporator supply and fresh air ducts or interfaces that shall remove
dust and other undesirable particles, be easily removed for cleaning
and replacement, and shall not need replacement more frequently
than once every 3 months.
k. Emergency Controls.
Where operations are required indoors or inside a tunnel the on-

board, ATC system shall be interlocked with smoke detectors in the
vehicles in order to cut off all air intake on a vehicle where an
indication of a fire other than on-board the vehicle has been received.
l. Condensation Control.
Condensate from the vehicle ACMV shall be either evaporated or

drained into the guideway drainage system and shall not run down the
sides of the guideway structures or drip to areas below the guideway.
m. Environmental Emission Standards:
The air-conditioning system shall meet all international environmental

emission standards and its design and capacity shall be based upon the
thermodynamic properties and for the use of R-407C or other
refrigerant with zero ozone depleting potential.
5.5.10.2.15.2 Interior noise level

Interior noise level of vehicle should be under 80 dBA with applying
Standard Regarding Urban Rail Vehicle Performance Test

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correspondingly. The noise measurements shall be taken in the actual

environment.
5.5.10.2.15.3 Ride comfort

Vehicle ride characteristics for maximum sustained acceleration and
deceleration, maximum rate of change of acceleration, and ride
quality shall be in accordance with following sections of ASCE 21-98
and tabulated as per table 5.30 below:
Table 5-30: Vehicle Ride Characteristics
Subject Section Number
Ride Quality 7.7.3
Acceleration and Jerk Limits 7.7.3.1*
Maximum Sustained Acceleration 7.7.3.1.1
Maximum Jerk Rate 7.7.3.1.2**
Human Response Testing 7 .7.3.2***
Note:
* Except that: (1) the vertical acceleration shall be limited to +or- 0.05 g with respect to
1.0 g datum and (2) the normal longitudinal acceleration, excluding grade effects, shall
be limited
to + or - 0.1 g.
** Identified jerk limitations are also applicable to switch turnouts.

*** Ride quality testing is required.

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Additional definitions and exceptions to the above ASCE requirements

for ride quality are as follows. These ride quality criteria and
measurements are with respect to the vehicle while it is operating on
the System guideway.
a. The above limit on emergency deceleration may be exceeded

under conditions of brake equipment failure. However, the
analysis requires to determine and propose an upper limit on
deceleration under such failure conditions.
b. “Sustained” refers to the nominal values used for design of
curves, crests, sags, and speed profiles and excluding random
vibration effects. Sustained shall include durations equal to or
greater than 1.0 seconds.
c. “Longitudinal” is fore and aft motion, the x direction in ISO 2631;
“vertical” is up and down motion, the z direction in ISO 2631;
and "lateral" is side to side motion, the y direction in ISO 2631.
d. Lateral and vertical acceleration and deceleration include grade
effects and are the values obtained with a standard piezoelectric
accelerometer with a frequency range of at least 0.1 - 80 Hz.
e. Longitudinal acceleration and deceleration ignoring grade are
the rates of change of train speed as determined from the
maximum slope of tachometer generated data. Longitudinal
acceleration and deceleration including grade are the values
obtained with a standard piezoelectric accelerometer with a
frequency range of at least 0.1 - 80 Hz, noting that this device
reads acceleration along the longitudinal (fore/aft) axis of the
vehicle.

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f. “Jerk” is the rate of change of sustained

acceleration/deceleration with lateral and vertical
acceleration/deceleration and with longitudinal acceleration/
deceleration ignoring the effect of grade. Jerk limiting is
required for normal longitudinal acceleration and braking.
Longitudinal jerk during removal of emergency brakes need not
be controlled.
5.5.10.2.15.4 Mobility impaired and disabled (mi&d) considerations

The car interior shall not impede MI&D passengers from having full
accessibility to the System. Each car or passenger compartment shall
provide a clear space to accommodate one wheelchair near a door. The
wheelchair parking area shall be free of vertical stanchions and other
obstructions and shall include equipment useable by a wheelchair
occupant to restrain the wheelchair while the vehicle is in motion.
Passengers shall be able to walk on and off the vehicle without being
impeded by either the wheelchair and its restraint or the retracted
restraint when a wheelchair is not on board. Maneuvering room inside
the car or compartment shall provide easy travel for a passenger in a
wheelchair between the door and the designated wheelchair parking
area. No width dimension shall be less than 86 cm. Areas requiring 900
turns of wheelchairs shall have a clearance arc dimension no less than
114 cm.
In the wheelchair parking area, where 1800 turns are expected, space
shall be clear in a full 152 cm diameter circle. A vertical clearance of 30

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cm above the floor surface shall be provided on the outside of turning

areas for wheelchair footrest clearance. All cars and passenger
compartments shall have automatic on-board announcements to aid
the visually impaired, and shall have clear, legible graphics to help the
hard of hearing identify stations, routes, and other information needed
to use the system.
The Contractor may propose to the Engineer any manufacturer to be used

subject to the compliance with the technical specification and requirements
intended for the works with full supporting technical documentation,
catalogues and track records proving compliance to the relevant sections of
the specifications. Below listed are the brand or manufacture for the APM in
use.
• Bombardier
• Mitsubishi Heavy Industry (MHI)
• Doppelmayr
• Siemens
• Ansaldo/Woojin

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5.5.11 FIRE PROTECTION SYSTEM
This module will only cover on the Active Fire Protection System available
under Malaysia Airports Holdings Berhad (MAHB).
5.5.11.1 STANDARDS AND SPECIFICATIONS
• The building shall be provided with means of detecting & extinguishing fire
and with fire alarms together with illuminated exit signs.
• The design, installation, testing and commissioning of the systems shall
comply with the requirements of Chief Inspector of Fire Services, the latest
edition of Uniform Building By-laws, Malaysian & the relevant British
Standards, Fire Officer Committee Rules & NFPA and Other relevant
related Local Authorities or International Standards, Specifications,
Guidelines and Manuals.
• Apart from complying with clause 1.2, automatic fire extinguishing system
shall be provided for rooms which housed expensive and / or important
items.
• The list of Standard and Specifications as per below but not limited to in
the table 5.31 below:

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Table 5-31: Standard and specification for fire protecting system
No. Type of System Standard
1 Fire Hydrants BS 750:1977

BS CP 402.101;1952
MS 1395
MS 1489 Part 1
2 Hose Reels BS 5306 Part 1:1976

MS 1489 Part 1
MS 1477
MS 1488
3 Portable Extinguishers BS CP 402 Part 3:1964

MS 1539 Part 3
4 Wet Rising Mains BS 3980:1966

BS 5306 Part 1:1976
BS 750:1964
MS 1489 Part 1
MS 1210 Part 1 – Part 4
5 Automatic Sprinklers FOC Rules 29th Edition : 1973

MS 1910

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No. Type of System Standard
6 Fire Alarm Systems FOC Rules :

1973 BS CP
1019:1972
BS 3116 Part 1:1970
BS 3116 Part 4:1974
BS 5446 Part 1:1977
BS 5839 Part 1:2017
BS 6266
MS 1176
MS 1471
MS 1745
7 Smoke Control AS 1668: Part 1: 1974

MS 1780
8 Suppression System MS 1590 : 2003

NFPA 12 : 2001
* BS = British Standard, FOC = Fire Officer Committee, AS= Australia

Standard, MS = Malaysia Standard, NFPA = National Fire Prevention
Association

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5.5.11.2 SYSTEM REQUIREMENT & DESIGN CRITERIA GENERAL
5.5.11.2.1 General Requirement
i. The fire protection system will comply with the rules and
regulations of Uniform Building by Laws (UBBL), the Fire Services
Department and any other authorities leaving jurisdiction over the
system.
ii. The fire requirements for this building are governed by the Uniform
Building By-Laws under Part VII and Part VIII and Loss Prevention
Council (LPC) Rules for sprinkler system stipulated as follows:
a. Storage and general is under Tenth Schedule, Category VIII

and if it exceeds 1000m2, the following are provided:
• External Hydrants
• Hose Reels
• Automatic Sprinkles (Ordinary Hazard Class III 30 meter)
• Manual Fire Alarm Activation
• Automatic Fire Detection and Monitoring System
• Portable Extinguishers
b. Electrical substation and generator rooms are grouped
under the Tenth Schedule, Category VI (5b) and the
provision are as below:
• Portable Extinguishers
• Automatic Carbon Dioxide Extinguishing System or other
gaseous extinguishing system
• Manual Fire Alarm Activation

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iii. All items of equipment shall be to the approval of the Chief

Inspector of Fire Service (CIFS).
iv. Piping for hose reel, hydrant ring main, shall be galvanised iron pipe
class ‘C’ to BS 1386 heavy grade or equivalent.
v. Piping for automatic sprinklers shall be heavy grade galvanised
steel heavy gauge class “C” pipes to BS 1387:1985 and JIS G3452
for bigger size.
vi. All fire pumps, drives, controllers or accessories must be specifically
approved for fire pump services. Except for jockey pump, all pumps
shall be end suction vertical split centrifugal type. All pumps shall
be protected from running dry in both automatic and manual
modes.
vii. Electric motor must be rated for continuous duty and of Totally
Enclosed, Fan-Cooled (TEFC), A.C. induction motor. Outdoor wiring
shall be armoured cable. All underground cable shall be armoured
cable laid on a 50 mm thick compact sand bed and buried at least
910mm below the ground.
viii. Diesel engines shall have an engine brake horsepower rating of at
least 25% greater than the maximum brake horsepower required
to drive the fire pumps at rated rpm. Sprinkler pumps shall be to
Fire Officer Committee (FOC)’s approval.
ix. Operation of all fire pumps shall be fully automatic with manual
operation incorporated.
x. Fire pumps for hose reel system shall consist of one duty and one
standby pump set.
xi. For sprinkler and hydrant systems, fire pumps shall consist of one
duty, one standby and jockey pump set.

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xii. The pump shall be end suction vertical split centrifugal pump.
Where diesel pump set is used as the standby pump, the battery
for starting the engine shall be Nickel Cadmium type and the
capacity shall be able to perform six starts consecutively.
xiii. Duty pump shall be driven by an electric motor. Standby pump shall
be either connected to an electric motor which is connected to
standby generator supply or the pump shall be driven by a diesel
engine.
xiv. All gate valves and nozzles shall be copper alloy construction.
xv. Pipe sizes 3" diameter or more can have direct-welded joints
except at Pump house or any place that requires dismantling for
repairs or replacement. For the latter, dismantling flanged joints is
required.
xvi. Welded joint shall not be allowed for G.I. pipe. “Victaulic” joint is
allowable but the clip, the bolt and nut shall be treated to
withstand corrosion and painted.
xvii. All pipe fittings shall be factory casted. Fabricated pipe fittings /
pipe joints / tees shall not be used. All pipe fittings which include
elbows, tees, etc. must be galvanised or sent for galvanisation
before installations.
xviii. Any gap due to puncturing of services at compartmentalised walls
and floors shall be properly sealed with fire rated compound in
accordance to Jabatan Bomba Dan Penyelamat.
xix. Separate water storage tanks or compartments must be provided
for firefighting uses. Practice of having common water storage tank
having difference heights of outlets for firefighting and domestic
uses is not permitted.

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xx. The Contractor must submit all his drawings and designs to CIFS for
comments and acceptance. A set of drawings and designs endorsed
by CIFS must be attached with the offer and submitted to Project
Director (P.D) before constructions.
xxi. The Contractor shall submit the certified true copy of CIFS Approval
for all materials and equipment to P.D.
5.5.11.2.2 First aid hose reel system
i. The hose-reel will be installed along escape routes, for automatic

starting by means of pressure sensing. Two electric hose-reel
pumps (one as standby) shall be provided.
ii. The pump set must be able to start and stop automatically during
i.e. when the demand of water supply is greater than the duty
pump set can cope with, the standby unit will also operate
simultaneously.
iii. The hose reels shall be sited in prominent position on exit routes.
The hose reels shall be in such a way that capable to cover the
whole intended area. Water pressure from the nozzle should be
able to throw 20 ft minimum.
iv. The hose reel shall be recessed in and/or enclosed inside a lock-up
cabinet with front- glass panel. A key to open the cabinet shall be
hung up inside a break glass box attached to the cabinet. The key

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shall be of common-user type, i.e. the same key can be used to

open out any hose reel cabinet. But however, in times of fire
emergency and key missing, the cabinet shall be able to be opened
by breaking up the front-glass panel and open from within.
v. One hose reel pump house may be designed to serve few buildings.
vi. However, the pump head shall be able to serve the furthest hose
reel and the nearest unit, and the pump will not go hunting, i.e.
intermittent start and stop of pump due to inadequate pressure
drop between the pump and the nearest hose reel unit. Flowrate
for each hose reel shall be 30 litres/min.
vii. Minimum water tank capacity is 500 gallon and each additional
hose reel drum requires 250 gallons extra up to maximum of 2000
gallons.
5.5.11.2.3 Fire alarm system
i. The main Fire Alarm Panel shall be housed in a Fire Command

Centre (FCC) / Fire Control Room (FCR) where it is specified in the
Tenth Schedule By-Laws that the FCC/ FCR shall be located on the
designated floor with easy fire appliances access and shall contain
a panel to monitor the followings features:
a. Public address

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b. Fireman intercom
c. Sprinkler
d. Water flow detectors
e. Fire detection and alarm systems
f. Sistem Pengawasan Kebakaran (SPKA) connected to the
appropriate fire station by-passing the switchboard
ii. Smoke detectors shall be installed in all air handling plant rooms.
iii. Manual call points and alarm bells to be installed throughout the
complex to provide manual activation of fire alarm. These call points
and bells will be located along escape routes such that the occupants
will not need to travel more than 30 meters to reach a call point. The
manual call points shall be of the break glass type surface mounted at
1.2 meter above floor level.
iv. The fire alarm system shall be triggered off by both manual as well as
automatic call points.
v. The central fire alarm panel/console shall be located one in the Bilik
Kawalan Keselamatan (Security Control Room).
vi. A master switch to actuate all alarm bells and flashing lights shall be
provided. The panel shall be linked to the nearest Fire Brigade Station.
vii. Fire alarm system shall be zoned with the affected zone having
evacuation signal, while the other zones shall have alert signal.

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viii. The Fire Alarm System shall be Self Addressing Fully Analogue
Addressable type.
5.5.11.2.4 Wet riser
i. Wet rising system shall be provided in every building in which the

topmost occupied floor is more than 30 meters above fire
appliance access level.
ii. The position of the landing valves shall be approved by the CIFS.
iii. The risers system shall consist of riser, landing valves, canvas hose,
hose cradle, breeching inlets, etc.
iv. Landing valves, hose couplings, nozzles shall be of copper alloy
construction.
v. The system shall be free from water hammering with one or more
landing valves in operation.
5.5.11.2.5 Gaseous fire suppression system
i. Shall be provided in areas where sprinkler protection is not suitable

due to possibilities of severe water damage and/or electrical
hazard.
ii. The gaseous system will be provided at unmanned rooms such as

SESB 11kV Switch Room, Consumer 11 kV Switch Room,
Transformer Room, LV Switch Room and Generator Room

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iii. The design will be based on the National Fire Protection Association
(NFPA) 12 (Standard on Carbon Dioxide Extinguishing Systems) and
the requirements of the Jabatan Bomba dan Penyelamat Malaysia
(JBPM). The system will be based on total flooding which discharge
agent into an enclosure around the hazard.
iv. MDF, PABX, ICT rooms and electrical equipment rooms not
protected with sprinkler will be protected with gaseous
extinguishing system.
v. To avoid accidental discharge, the double-knock system will be

adopted for Gaseous extinguishing system whereby both heat and
smoke detectors must be activated simultaneously before the gas
is discharged. In addition, provision of manual discharge with a key
switch will be included as required by the Fire Department. Any
mechanical ventilation fans present will be switched off before
discharge of gas.
vi. TNB-substation, generator house, switch rooms, Computer Room /

Server Room and Bilik Kebal which are 100 sq. ft and above in floor
area including area under the raised floor and any other areas as
required by the CIFS shall be additionally protected by Clean Agent
Total Flooding System.
vii. The system shall use Clean Agent as the extinguishing media. The
system offered shall be in accordance with the National Fire

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Protection Code 2001, 72. The agent used shall be of nontoxic, very
low ODP shall have Bomba approval for use in manned area The
detection, alarm devices and accessories to give the audible and
visual signals the controls used for operation can either be manual
and automatic. The systems shall be provided with manual
overrides to prevent unnecessary activation of the fire suppression
systems.
viii. Fire protection system shall be provided in the generator house,

switch rooms and any other areas as required by the CIFS and in
the TNB substation shall follow the current TNB Regulation /
Requirements.
ix. Detection shall be of the dual zone design.
x. All pipes shall be galvanised seamless steel pipe suitable for the
system pressure. The Contractor must incorporate and install cut-
outs for fans in time of fire detection for all TNB main, Intake Room,
Switch Room, Gen House, etc.
xi. For control panels placed in the outdoor exposed to Sun and Rains,
awning must be provided. The manual key switch box being placed
below panel and at the lowest spot, must be free from water
collection and stagnation. (NB: Water collection & stagnation
inside manual key switch has caused many self-discharges of gas
that is not triggered by fire detection).

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5.5.11.2.6 Sprinkler system
i. The automatic sprinkler system shall be designed and installed in

accordance with LPC Rules 1990 based on Ordinary Hazard Class III,
30m height classification.
ii. Incoming water supply will be fed directly to a sprinkler tank
located at the fire pump room in the main building. From the
storage tank, a suction pipe shall be connected to electric-driven
sprinkler pumps to supply water to sprinkler pipe work system. Two
electric sprinkler pumps (one duty, one standby) and one jockey
shall be provided.
iii. 4-way breeching inlet shall be located at the ground level just
outside the fire pump room.
iv. The building shall be sprinklered throughout except where the
omission of sprinklers is to the approval of the CIFS or when the
area is protected by other automatic fire extinguishing system.
v. The Sprinklered building shall be zoned & each zone shall have flow
switch & isolating valve. Test pipes c/w shall be installed 2 feet
away from the flow switch in the downstream side.
vi. For ceiling spaces 30 inches wide or more, double layered sprinkler
system shall be provided.
5.5.11.2.7 Hydrants

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i. The hydrant outlets should be positioned beside the service roads

accessible to fire fighting vehicles and not closer than 6 meters
from the building.
ii. Outdoors pillar hydrants shall be installed for use by fire brigades.
The water supply for the hydrant shall be taken direct from the
water mains if the supply can satisfy the pressure / flow
characteristics of the hydrant system. Otherwise the system is to
be connected to duplicate fire pump sets. In this case a ring main
piping system is preferred.
iii. A jockey pump shall also be provided.
5.5.11.2.8 Fire Communication System/ Fireman Intercom
i. An intercom phone is recommended to be provided within the lift

lobbies or escape staircases, genset room and the fire control
room.
ii. The fire communication system shall consist of a Fireman intercom
and fire emergency public address system and centralised
monitoring system (CMS).
iii. The fire communication system shall be a separate loosed-circuit
and fully supervised two-way telephone system.
iv. Communication points should be located within a protected
staircase, fire lift lobbies, and other areas as required by the CIFS.

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Command Control Centre shall be located at the Central Fire Alarm

Panel.
v. The Fire & Emergency Public Address System shall enable
authorised personnel at the command control centre to
communicate with the other occupants in the buildings in the event
of fire or other emergencies.
5.5.11.2.9 Portable fire extinguisher
i. Portable fire extinguishers effective to the class of fire anticipated

and hazard of occupancy shall be provided within the building.
ii. Portable fire extinguishers must always be maintained in a fully
charged, in operating condition and kept at their designated
locations when they are not being used.
iii. The types of fire extinguishers installed shall be easily operated on
and shall preferably have the same method of operation.
iv. Portable fire extinguishers must be in such a way that they are
readily accessible in the event of a fire. They should preferably be
located along normal paths of travel including exits from an area.
v. Portable fire extinguishers must not be obstructed or obscured
from view. Where visual obstruction cannot be completely
avoided, means must be provided to indicate the location of the
extinguishers.
vi. Portable fire extinguishers may install on hangers/brackets,
mounted in cabinets, or set on shelves unless the extinguishers are
of the wheeled type. Cabinets housing extinguishers must not be

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locked. Where extinguishers are subjected to malicious use, locked

cabinets with emergency access may be used.
vii. Each portable fire extinguisher must be securely attached with a
valid certificate from the fire authority.
viii. To supplement the hose reels, portable extinguishers will be
provided within the public concourse, check in counter, departure
hall, etc. They will generally be of the dry powder type of 9kg
capacity each and suitable for Class A, B and C fires involving
combustible solids, liquids and electrical equipment.
ix. The extinguishers will be located beside the hose reels and along
escape routes or doors for ease of identification and accessibility
x. For the electrical and air-conditioning equipment rooms, CO2
(2.2kg) type of extinguishers will be installed since CO2 gas is
effective against electrical fire and non- conducting
5.5.11.2.10 Sistem pengawasan kebakaran automatik (SPKA)
i. Every designated premises/ building under Section 27 of the Fire

Services Act would be required to link their fire alarm system to the
nearest fire station through SPKA.
ii. iSCADA NET SDN BHD (iSnet) been appointed by Jabatan Bomba
dan Penyelamat Malaysia (JBPM) as the direct fire safety link
service provider to BOMBA to replace Computerized Monitoring
System (CMS).

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the relevant sections of the specifications as listed in the table 5.32 below.
Table 5-32: List of acceptable manufacturers for fire protection system
No. EQUIPMENT OEM/ BRAND
1 First Aid Hose Reel System SRI, MELEWAR AURORA or equivalent
2 Fire Alarm System NOTIFIER, SIEMENS or equivalent
3 Wet Riser SRI or equivalent
4 Gaseous Fire Suppression System INERTEC55 or equivalent
5 Sprinkler System EBSPRAY, EXCEL or equivalent
6 Hydrant SRI or equivalent
7 Fireman Intercom Mictron-8-Microprocessor-Based

Conventional Fireman Intercom System
or
equivalent
8 Portable Fire Extinguisher UNIQUE or equivalent
9 Sistem Pengawasan Kebakaran Iscada Net Sdn Bhd

Automatik (SPKA)

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5.5.12 AIRCONDITIONING AND MECHANICAL VENTILATION (ACMV) SYSTEM
The purpose of an Air Conditioning and Mechanical Ventilation (ACMV) system

is to maintain comfort condition in the air-conditioned space irrespective of
the outdoor ambient condition.
The followings are the standards and specifications that shall be referred with
regards to M&E systems installation. The latest edition of the following
standards shall generally be applicable to the design of the air conditioning
and mechanical ventilation systems. Where there is difference in standards or
requirements between two documents or between a document and the
specific requirements of the local authorities having jurisdiction, the more
stringent standard or requirement shall be applicable. The following standards
and specification are to be referred but not limited to :-
a) Uniform Building by Laws (UBBL)
b) IATA Airport Development Reference Manual (ADRM)
c) Factories and Machinery Act 1967, Department of Occupational Safety
and Health
d) National Fire Protection Association (NFPA)
e) Department of Environment (DOE)
f) Energy Commission of Malaysia (Suruhanjaya Tenaga)

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g) Code of Practice for Fire Precautions in the Design of Buildings – Smoke

Control in Protected Escape Routes Using Pressurisation – MS 1472 for
pressurisation system.
h) Outdoor Air Quantities – Latest version of ASHRAE 62 “Ventilation for
Acceptable Indoor Air Quality”
i) Fire mode operation and smoke control – BS5588 Part 4
j) AS 1668 Part 1 “Fire Precautions in Buildings with Air Handling
Systems”
k) Noise levels in occupied spaces – AS 2107 “Acoustics – Recommended
Design Sound Levels and Reverberation Times for Building Interiors”
l) Legionella Control
m) AS 3666 “Air Handling and Water Systems of Buildings
n) Microbial Control
o) Latest Edition of SMACNA, ASHRAE AND ARI standards
and its recommendations.
p) Code of Practice on Indoor Air Quality of Jabatan Keselamatan dan
Kesihatan Pekerja (JKKP)
q) Other relevant related Local Authorities or International Standards,
5.5.12.2.1 General criteria
• Air conditioning for check-in and departure lobby, public concourse,

departure lounge, shops, food court & eating area, offices, prayer

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rooms, immigration lobby, holding lounge, VIP rooms and VIP lounge
area, contact piers, arrival concourse, baggage reclaim area, custom’s
check lobby and necessary M&E rooms at Central Utility Building
(CUB), control and battery room, consumer control room and etc.
Other M&E rooms at CUB will be provided with mechanical ventilation
systems. The Mechanical ventilation systems would be required also
by toilets, locker rooms, stores, kitchen, M&E rooms and smoking
lounge.
• Type of Air Conditioning System is closely related to the space
temperature required by the client and the temperature itself been
stated in the Service Level Agreement (SLA) to be abide by the
appointed service provider. Thus, the guidelines for temperature and
humidity for air-conditioned spaces are as table 5.33 below:
Table 5-33: Guidelines temperature and humidity for air-conditioned
Area Temperatur Humidity

e
Terminal Building 23.5°C ± 1°C 55% RH ± 5% RH
(Public Area)
Lounge 22.5°C ± 1°C 55% RH ± 5% RH
(Compartmental Area)
Office Rooms 23.5°C ± 1°C 55% RH ± 5% RH
Computer/Server Rooms 20°C ± 1°C 50% RH ± 5% RH
Hall/Theatre Rooms 23.5°C ± 1°C 55% RH ± 5% RH
Archive/Document Rooms 22.5°C ± 1°C 45% RH ± 5% RH

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Passenger Boarding Bridge 22.5°C ± 1°C 55% RH ± 5% RH

(PBB) Tunnel Area
• Any other rooms which required specific temperature and humidity

shall be referred to the system specialist and shall be designed to give
the temperature and humidity required.
• In order for air conditioning system to perform satisfactorily, avoid
wastage of energy and meet the requirement especially on control
over humidity and fungus growth, the Contractor must fulfil or provide
the following civil works requirements:
a. All ceiling over air conditioning space must be of vapor proof

material, e.g. Superflex or equivalent and painted, gypsum is
not accepted.
b. All walls separating air conditioning and non airconditioned
space must apply wall sealer (vapor seal) on the external side
before painting.
c. In addition, the walls must be fully partitioned i.e. right up to
the floor slab with plaster, wall sealer and paint. (NB:
irrespective whether ducted return or free air return through
ceiling)
d. All ground floors below air conditioning space must be of
vapor-proof material, e.g. nitto floor, homogeneous tiles with
waterproof cement. Terrazzo or any other water permeable
material is not accepted.
e. In addition, the Contractor must use best ground water
proofing material and must be extra careful and ensure a
good and proper ground water proofing works being

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provided. If not, this surely is going to bring massive and

messy problems later should the ground water seep through
the floor.
f. For areas served with 24-hour air conditioning, the
Contractor is required to apply vapor sealer followed by one
(1) inch P.U spray on the floor slab above it and the same on
the floor slab below it.
g. In addition, all walls separating 24hr. air-conditioned space
and non-air- conditioned space must be of double-wall or
cavity-wall type with one layer of vapor seal and one (1) inch
P.U insulation in between. The vapor seal shall be applied on
the external wall.
h. The contractor shall take precaution to prevent condensation
on the external surfaces of the walls/floors of the rooms
served by 24hr. air conditioning.
• For rooms which housed components / parts sensitive to high

temperature, high humidity and dust, such as UPS room, server room,
PABX room etc., it is recommended to provide air conditioning system
with standby and mechanical ventilation, in case the air conditioning
system fail. In a case where humidity is critical to the equipment /
parts, Humidity Control System with standby unit shall also be
provided.
• It is recommended to install Constant Air Volume (CAV) at public area
and Variable Air Volume (VAV) at compartmental area.
• For equipment rooms, office and retails it is recommended to use Fan
Coil Unit (FCU) despite using centralized AHU.

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• Design the chiller capacity and sizing based on operational

requirement during peak and off-peak hours.
• It is recommended to install high efficiency motor for all motors and
pumps.
• Provide sufficient air conditioning to heat-sensitive equipment such as
CCTV, PA, server and etc. to prevent excessive heat load. A dedicate
room for this equipment is needed with separate air conditioning
supply (FCUs).
• Provide split unit for 24 hours operations rooms such as IT server room
during off airport operations hours.
• Air conditioning system shall be designed based on zoning system.
• The air distribution system shall be designed to provide air conditioning
only when the user of the space requires it, i.e. it shall be demand
driven rather than system driven (decentralised Air Handling Unit/Fan
Coil Unit).
• Wastage of energy shall be avoided such as using big Air Handling Unit
to serve few areas whereas the areas are not occupied at the same
time.
• Factors such as cross contamination, noise, etc. shall be considered in
compartmentalising the air distribution.
• Fibreglass in whatever form, shall not be used in contact with air
stream. Special Requirements for Room with Temperature and
Humidity Control is needed to prevent condensation on the external
surfaces of the walls, floors and ceilings of the rooms.
• The outdoor unit must be installed with installation clearance to allow
enough room around the unit for air intake/discharge and possible
service and maintenance.

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• In preparation of piping, the copper tubes employed for split unit type
air conditioning shall be properly flared at each end and connected
with flare nuts. These pipes shall be insulated with proper insulation
material.
• All electrical work included in this document shall be carried out in
compliance with the current edition of IEE Regulation for Electrical
Installation and the current edition of the regulations for the Electrical
Equipment of Building issued by Institution of Electrical Engineers and
the Electricity Supply Act 1990 including the requirements of the
Energy Commission.
• The Contractor shall supply and provide all necessary testing
instruments and All assumption and reference used shall be clearly
stated and substantiated with extracts of relevant standard used.
5.5.12.2.2 Refrigeration system
5.5.12.2.2.1 Chiller
a. It is recommended to provide high efficiency chiller with built-

in control and monitoring device to measure the chiller
efficiency and connected to BMS. The chiller should be
designed in different capacity to cater for building cooling load
demand.
b. Chillers shall be a complete factory package including
compressor motors, water coolers, condenser refrigerant, flow
control devices and other necessary auxiliaries.

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c. Each unit shall be factory assembled, checked and tested.

Compressor shall be of the centrifugal or screw type.
d. The selection of refrigerant shall reflect to refrigerant phase out
time based on Montreal Protocol.
e. Capacity control, operating and safety controls and control
sequence shall be completely fail-safe.
f. The configuration of the chillers shall include one identical
standby unit.
g. The operation of the chiller group shall be automatically
controlled according to the system load demand.
h. A sufficient number of chiller-sets shall operate on standby
generator to cater for essential requirement.
5.5.12.2.2.2 Water pumps

• The water pumps shall be of a reputable make and the installation
shall follow the recommended Good Engineering Practice and
ASHRAE recommendation.
5.5.12.2.2.3 Cooling towers
a. They shall be a single tower having multi-cells or the same

number of separate single cell towers.
b. Water treatment plant shall be a complete package
incorporating proportioning metering equipment, feed tanks,
mixing tanks, automated dosing and other accessories.
c. The cooling tower fan-drive shall be direct-coupled type or
driven by long shaft.

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d. Cooling tower shall be efficient with minimum water losses and

super low noise type.
e. Appropriate entrance to facilitate the inspection and
maintenance of the cooling tower. Inspection door &
internal walkway shall be provided.
5.5.12.2.2.4 Chilled water
a. Centralized chilled water pumping system is used to circulate

the chilled water produced by the central air conditioning plant
to the various air handling units (AHUs) and fan coil units (FCUs)
serving the air-conditioned spaces.
b. Balancing of the chilled water is achieved by installing balancing
valves at strategic locations in the piping system. AHU, fan coil
and pumping system should be provided with high efficiency
motor.
c. There are two type of Central Air Conditioning Plant, Stand-
alone water-cooled system and District Cooling system.
d. Breeching inlet pipe shall be provided for the chilled water in
the event of chiller failure.
5.5.12.2.2.5 Air Handling Unit (AHU)
a. The Air Distribution System shall be designed to provide air

conditioning only when the user of the space requires it, i.e. it
shall be demand driven rather than system driven
(decentralized Air Handling Unit or Fan Coil Unit). Wastage of
energy shall be avoided such as using big Air Handling Unit to

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serve few areas whereas the areas are not occupied at the same
time. Factors such as cross contamination, noise, etc. shall be
considered in compartmentalized areas.
b. Fiberglass in whatever form, shall not be used in contact with
air stream.
c. For low maintenance and operational costs consideration, the
constant air volume (CAV) type AHU system is recommended.
The AHU shall be double-skinned and equipped with the
cooling coil, centrifugal fan and single stage filter bank.
d. Fresh air to the individual AHUs shall be directly through
louvers mounted at AHU room wall, which faces the exterior or
through fresh air fan with duct if the AHU room is located
internally.
e. The AHU room should be provided with water proofing, water
source and with proper drainage system and should be
lockable.
f. The Air-Handling Equipment shall be in accordance with the
following requirements:
• Each AHU shall be capable of delivering air against system

pressures
• The AHU shall be provided with the individual control panel
c/w Remote Switching, Control & Monitoring from the A/C
switchboard. AHU shall be equipped with energy control valve.
• Ceiling diffuser shall be anodized aluminum diffusers
g. It is recommended for FCUs and ACSU as a standby unit to be

provided for the individual Government Office, IT server and

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MAHB Offices. Other tenants such as airlines and commercial

outlets and private agencies to use chilled water pipe tap-off
points only.
h. In view of usage and operational hours in the airport, areas
with 24 hours air conditioning shall be provided with duplicate
air-cooled split/ VRV conditioning units. Split unit/ VRV will be
connected with the emergency essential supply.
i. To meet the noise control level adequately, 9” brick wall is
recommended for AHU room and acoustic insulation is not
necessary provided.
j. AHU shall be linked to BMS for controlling and monitoring.
k. Each unit shall be complete with blower and motors, high
quality V-pulley (equivalent to Japanese or UK made), drive
guards, cooling coils, drain pan and pipes, air-filters, face and
bypass dampers etc.
l. Standard filters having a dust extraction efficiency of not less
than 30% as measured by ASHRAE standard 52-76 dust spot
test shall be provided generally for all areas.
m. Whenever two stage air filtrations is used, it shall include the
standard filter and secondary filter having an efficiency of not
less than 90-95% to ASHRAE standard 52-76 (atmospheric
dust).
n. Whenever three stages air filtration is used, it shall include the
standard filter and secondary stage filter having an efficiency
not less than 85-90% based on ASHRAE Standard 52-76
(atmospheric dust) and the third stage shall be HEPA filters with

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efficiency not less than 99.97% on 0.3 micron particles by the

DOP Test Method.
o. The Contractor is required to furnish AHU room sizes (Width,
Depth and Height) with allowance for servicing bays and head
room.
p. Rooms must be provided for all AHUs and the rooms must be
fully insulated, vapour sealed, sound-proof and airtight. A test
on air tightness is a must for each and every AHU room and the
test must be conducted by qualified & competent engineer. A
copy of the test report must be forwarded to Project Director
for viewing and satisfaction.
q. The Contractor must provide bib-tap and waste point for each
and every AHU room. Lighting and plug-point shall also be
provided. The drainpipes of not less than 19mm diameter shall
be insulated with appropriate approved material.
r. One (1) no. flushing valve and one (1) no. fine mesh type
strainer, balancing valve, modulating valve and isolation valve,
flexible pipe joints, in the chilled water piping to each AHU/FCU
and also one (1) no. flushing valve at chilled water outlet from
each AHU/FCU shall be provided.
s. The flushing valve shall be insulated with superlon or
equivalent, tapped from the top of the piping and bent down
with extension for hose connections. Both AHU/FCU must be
provided with temperature sensors for automatic capacity
control, thermometers & heavy- duty industrial type pressure
gauges at supply and return.

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t. All AHU’s shall be of double skin type with minimum of 50mm

PU insulation or equivalent. AHU shall be installed on a
concrete plinth, where the height of the plinth is sufficient to
form an S- trap in the condensate drainpipe. Generally, the
height shall not be less than 4 inches.
u. Proper drainage system should be provided next to each AHU
to facilitate the cleaning process during maintenance activities.
5.5.12.2.2.6 Piping and Valves

All piping and valves material need to comply with standard
requirements and shall be high grade material with consideration of
latest technology and economical aspect.
5.5.12.2.2.7 Ductwork and Grilles

All ductwork and ductwork grilles need to comply with standard
5.5.12.2.2.8 Fan Coil Unit

All air-cooled split unit material needs to comply with standard
latest technology and economical aspect
5.5.12.2.2.9 Air-Cooled split unit

All air-cooled split unit material needs to comply with standard

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latest technology and economical aspect. The following additional

consideration to be include but not limited to:
a. Each air-cooled split system shall be independently and

centralized controlled to allow flexibility of the system control.
b. Unit shall be equipped with thermal and current sensitive
overload device to protect the compressor and provide facilities
for local control on starter panel.
c. Automatic temperature control by means of thermostat located
at the return air inlet to the fan coil unit.
5.5.12.2.2.10 Refrigerant pipe

All refrigerant pipe material needs to comply with standard
5.5.12.2.2.11 Automatic control
a. Good quality modulating wall mounted thermostat made by

Honeywell or approved equivalent shall be fitted to control the
operation of the refrigeration compressors in sympathy with
the fluctuations of temperature within the air-conditioned
space.
b. The compressors/ condenser units shall be supplied with all
dual pressure protective device, safety or relief valves, hot gas
bypass or cylinder unloading mechanisms, pressure gauges and
thermometers.

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c. The units shall be arranged to automatically unload in relation

to the conditions within the space thereby selecting
automatically the appropriate stage of operation to maintain
the temperature in all areas within the limits mentioned earlier
in the specification.
d. Arrangements shall be made to ensure that the compressor
starts up under reduced load conditions and that either
machine can be used in lead/ lag operation.
5.5.12.2.2.12 Starter
a. Reliable brand soft starters shall be used instead of

conventional star-delta or autotransformer starter for any
motor of 3hp and above. All soft starter/inverters used shall be
designed for building services application only and the power
factor shall remain unity at any condition. Soft starter/
Inverters designed for general purpose shall not be used.
b. The starters to be supplied for all items shall be complete with
built-in isolators, push buttons and all necessary auxiliary
contact for manual start/ stop operations. Thermal overload
protection in all phases, over-current protection devices and
under voltage releases shall be provided. Anti-reversal and anti-
single phasing device of electronic type shall be installed for
each of the three phase motors installed in the system. Three
phase motors rated below 3 HP shall be Direct On-Line and
above 3 HP shall be autotransformer.

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c. Starters shall be mounted on a suitable 14G sheet metal cubicle

complete with all safety precautions and suitable identification
labelling.
5.5.12.2.2.13 Mechanical ventilation

• Areas that are not provided with the air conditioning system or
natural ventilation will be mechanically ventilated. This includes
the following but not limited to:-
i. All areas with 100% fresh air

ii. All internal corridors
iii. Underground areas
iv. Kitchen /Cooking area
v. Corrosive stores
vi. Internalized disposal / sluice
vii. Gas stores rooms
viii. Toilets
ix. All plants/machine rooms
x. Lift motor room
xi. General stores
xii. All spaces that are not naturally ventilated
xiii. Switchboard / Generator room /TNB rooms etc.
xiv. Scheduled waste storage
• The ventilation fans shall be capable of handling the air quantity

necessary for the specified system performance against the
resistance of the system. They shall be designed for maximum
reliability and performance with minimum power consumption and
low noise level.

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• Fire interfacing point shall be provided at kitchen area and to link

to building fire building fire alarm system.
• For smoking room, proper ACMV shall be provided and comply with
Ministry of Health (MOH) requirements.
5.5.12.2.2.14 Kitchen Exhaust System
a. The Kitchen Equipment shall include but shall not be limited to

the followings: -
• Complete Kitchen Equipment and Kitchen Exhaust System.

• Wet Chemical Fire Suppression System shall be installed to
the Kitchen Hood
• Installation of gas piping and storage cylinders complete
with all necessary fittings.
• Installation of hot and cold-water taps, sinks, working tables
and other appliances.
• Guarantee, comprehensive servicing and maintenance for a
period of two (2) years after the date of Certificate of
Practical Completion issued.
b. Excessive noise levels are by far the most common and the
most critical problems in most Kitchen Areas. As such, Exhaust
Ventilation System is required to be provided or installed based
on the following requirements: -
 Exhaust Fan sets shall be of the low rpm, low noise, centrifugal
type, design, statically and dynamically balanced, 3 phase type and
must be of reputable make. Maximum noise level shall not exceed
55 NC if measured 1m away from the hood.

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 Ventilation hood duct shall be straight and not bent.

 Flexible connections between fan and duct, duct and vent, duct and
roof if possible.
 Air duct sizing shall go for very low friction loss and shall be
insulated to reduce noise level.
 All ventilation hood and exhaust duct hangers/mountings must
incorporate vibration isolators.
c. Kitchen hood shall be made of polished Stainless-Steel Grade
304 with thickness of 16 s.w.g or better.
d. Wet Chemical Fire Suppression System shall be installed to the
Kitchen Hood and the controller shall be interfaced with Main
Fire Alarm Panel.
e. Cooking islands in Kitchen Areas shall be surrounded by open
drains with stainless steel grating.
f. Grease Arrestors/Trap shall be provided for Kitchen Waste
Discharge.
g. Ground beams on Kitchen Areas shall be casted below the open
drains inside Kitchen Areas so as not to block the free flowing
of Kitchen Waste Discharge.
5.5.12.2.2.15 Control system for ACMV system
a. Start/stop control and automatic sequencing of central chiller

plant
b. Direct digital controller shall be provided to automatically
control and supervise the operation of the chilled water plant.
At the main chilled water circuit, the controller shall be

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equipped to measure the supply and return chilled water

temperature, and the return chilled water flow rate. This will
allow the system to compute the cooling load BTU of the chilled
water distribution system and to provide efficient operation by
calling in the least number of chillers sets to meet the demand
c. Automatic temperature control of AHUs and FCUs via control
valves on the chilled water pipes
d. Universal type sensors of reliable brand shall be used: 0-10V
DC, 4-20 mA, 0-1000 ohms.
e. Time schedule start/stop of the AHUs shall be via BMS
f. Humidity control shall be provided where necessary such as at:-
• Clean Rooms
• Computer Rooms
• Archive Rooms
• Lecture Theatre
• Laboratory
• Special Equipment Rooms
• Other rooms, subject to Original Equipment Manufacturer
(OEM) and where specified by the Project Director.
5.5.12.2.3 Ventilation guideline
Listed in table 5.34 below relates the general pressure relationships and
ventilation of certain areas.

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Table 5-34 General pressure relationships and ventilation
No Areas Minimum Air Change All air exhausted

per Hour (ACH) directly to outdoors
1 All Clean Rooms 20 Yes
2 All Computer Rooms 6 No
3 Lecture Theatre 10 No
4 General Areas ie. Office 6 No
5 Circulation Area ie. 6 No

Lobby
6 Toilet 20 Yes
7 Kitchen 10 Yes
8 Workshop 10 Yes
9 Chemical Stores 20 Yes
10 Gas Storerooms 10 Yes
11 Scheduled Waste 20 Yes
• Exhaust system shall be provided where toxic and fume are to be

extracted out. Also all mechanical exhaust systems, where necessary
shall be provided with fan silencers to maintain noise level at
acceptable level.
• Energy saving features shall also be incorporated in the design as much
as possible.

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5.5.12.2.4 Space zoning and backup system
The air conditioning design shall follow the following guidelines: -
a. All office areas are to be provided with air conditioning system,

zoned according to floors or areas, different types of usage, etc.
and a limit to the size of AHU selected in the zones to a manageable
level.
b. Individual rooms such as conference hall, meeting rooms,
restaurant, lecture rooms, etc. are to be provided with separate air
conditioning system / AHU’s with individual control.
c. All Senior Officer rooms are to be provided with additional split unit
as backup apart from central air conditioning system.
d. Areas that require 24 hours air conditioning system shall be
provided with a backup air conditioning system.
5.5.12.2.5 Isolation room
• The construction of the Isolation room must meet the minimum

requirements for an isolation room to ensure the safe and conducive
environment based on the guideline provided by Ministry of Health
(MOH) Malaysia.
• Temperature control thermostats shall be secured or have “stops” so
that patients do not have access or cannot change the setting below
an agreed range.

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the relevant sections of the specifications as listed in the table 5.35 below.
Table 5-35: List of acceptable manufacturers for ventilation system
Equipment Brand/ OEM

i. Carrier
ii. York
iii. Trane
Chiller
iv. Hitachi
v. Mitsubishi
vi. Daikin
i. Grundfos
ii. Ebara
Water Pump
iii. Regaline
iv. EBS-Ray
i. Nihon Spindle
Cooling Tower ii. Truwater
iii. Liang Chi
i. Carrier
ii. York
iii. Trane
Air Handling Unit iv. Hitachi
v. Mitsubishi
vi. Daikin
Air-cooled Split Unit / i. Carrier

Air-cooled Ducted Split ii. York
Unit iii. Trane

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Equipment Brand/ OEM

iv. Hitachi
v. Mitsubishi
vi. Daikin
i. Carrier
ii. York
iii. Trane
Fan Coil Unit
iv. Hitachi
v. Mitsubishi
vi. Daikin
i. Balancing Valves - Tour Anderson
Valve
ii. Modulating Valves - Tour Anderson
i. Superlon
Pipework Insulation
ii. Armflex
i. Honeywell
Automatic Control
ii. Johnson Control
Mechanical Ventilation i. Kruger
5.5.13 SEWERAGE SYSTEM
Airports are an essential infrastructure to facilitate aviation. The substantial

growth of aviation has led to a significant increase in water usage by airports.
Airports also generate large volumes of wastewater that may include
contaminants. The airport conducts regular water quality tests which measure the
chemical oxygen demand, total nitrogen, and total phosphates. The airport’s
onsite wastewater processing center processes all wastewaters, which discharges
non-reclaimed water into the river or discharge area was approved by Department
of Environment Malaysia. Sewerage Reticulation systems for all airports will
include but not be limited to the following facilities:

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i. Sewerage/Wastewater Treatment Plant

ii. Pumping Station (PS)
iii. Aircraft Waste Disposal (AWDF)
iv. Oil Water Separator
v. Piping System
The following are the standards and specification that shall be referred with
regards to Sewerage System:
i. Environment Quality Act (EQA) 1974
ii. Environmental Quality (Sewage) Regulations 2009
iii. SPAN-Malaysian Sewerage Industrial Guideline (MSIG)
iv. ICAO- Airport Planning Manual- Doc 9184- An/902
v. All relevant FAA Specifications and Advisory Circulars
vi. All relevant Malaysian Standards and British Standards
vii. All relevant ASTM’s building standards
viii. All relevant European’s building standards
ix. All relevant ASME’s standards
x. All relevant acts and regulations under Law of Malaysia
xi. Other relevant related Local Authorities or International Standards,
Specifications, Guidelines and Manuals
5.5.13.2 SYSTEM REQUIREMENTS & DESIGN CRITERIA

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5.5.13.2.1 Sewerage treatment plant
There are several types of sewerage treatment plant which includes

mechanical plant, oxidation pond and Imhoff tank. The mechanical plant
type is recommended for airport due to the capacity including the minimal
area required for the mechanical plant. The developer shall design the STP
according to the suitability for each airport and provide the details design
accordingly.
5.5.13.2.2 Mechanical plant
Sewage treatment plants must be designed to produce an effluent quality

that conforms to either Standard A or Standard B or any other special
requirements under the provisions of the Environmental Quality Act. The
major indices are those of BOD5, Suspended Solids, COD, Oil & Grease,
Ammoniacal Nitrogen, Nitrate Nitrogen and Total Phosphorus.
standards and specifications. Additional design considerations for
mechanical treatment plant shall include but not limited to the following:
-
• All plants must include:
a) An emergency manual bypass screen. In the event of system failure
and/or power outages, the flow shall be automatically directed to
the bypass. It shall also be able to cope with maximum flow.
b) Hand railings, kick plates, standing platforms and other safety
features to improve maintenance Screen chambers must be of

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open channel construction with proper ventilation. Forced

ventilation must be used if chambers are enclosed.
• Screens must be designed to withstand the flushing velocity. In the
event of the manual bypass screen being blocked, sewage must be able
to flow over the top of the screen without causing excessive backup
flooding or overflows.
• Chambers design must have taken into consideration necessary health
and safety aspects. The chamber must also be hydraulically efficient to
prevent the settlement of solids in the chamber.
• Macerators and comminutors as replacements for primary screens are
generally not recommended. It may be considered if the consultant is
able to provide good engineering reasons for its application.
• Reinforced concrete staircase with proper handrailing must be
provided to access screen chambers.
• Shaftless screw conveyors and belt conveyors may be used where
required. The screw conveyor shall be equipped with easy to remove
covers. The frame and support of screw conveyor shall be of minimum
stainless-steel Grade 304 while the screw shall be of high tensile steel.
• The belt conveyors shall be of heavy-duty reinforced rubber belts on a
protected mild steel frame. Conveyors shall normally be installed on a
very slight grade to allow drainage, with foul water returned to the
inlet channel. All screenings raked from mechanical screen shall be
dropped into a skip.
• A proper standpipe shall be provided and located within 3 m to the
screen chamber.

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5.5.13.2.3 Pump stations
i. Inlet pump stations must be preceded by primary screens to
protect the pumps from being damaged or clogged.
ii. Pipe work shall be of ductile iron or cast iron with cement internal
lining. Other approved material by the Airport may be used.
iii. External surface of pipework in chambers and wells shall be epoxy
coated. Buried ductile iron pipe shall have polyethylene sleeving.
iv. No welding joints are allowed. For the Valves, Gate valves are
preferred with rising spindles operated by a tee piece. The uses of
counterweights are recommended and tapping (12 mm BSP) shall
be located upstream and downstream of check valves.
v. Pump shall be operating within their best efficiency range at
normal operating condition. Pumps are to be equipped with an
auto restart mechanism in the event of power failure.
vi. Horizontal installation of pumps is not allowed. All pumps shall be
installed vertical, unless the Consultant is able to provide good
engineering reasons for horizontal installation.
i. Flow measurement devices are required for all pumping stations

and properly located for accurate readings with valving and fittings
for maintenance with minimum downtime.

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ii. Flow monitoring equipment shall be able to determine and record

rate of flow, duration, volumetric sum, and frequency for each
pump and each bypass.
viii. Each pump shall have a separate intake.

ix. The design of new pumping stations shall allow for future
modification or expansion to meet the requirements of the future
development.
x. Recommended to provide remote monitoring system with real
time alert on pump failures.
5.5.13.2.3.1 Wet wells requirements

a) Suction channels shall be designed to avoid “dead zones”, i.e.,
prevent solids and scum accumulation. All “dead zones” shall
be chamfered.
b) Benching shall be such that to minimise deposition of solid
matters on the floor or walls of wet wells. The minimum slope
of benching shall be 45⁰ to the horizontal.
c) Benching shall preferably be extended up to the pump intake.
d) Where possible, wet wells shall be open and guarded by a
handrail or open mesh grating. The grating shall be easily and
safely removed.
e) The wet well shall have provisions such as a shear or sluice gate
or knife valve to facilitate continuous operation during
maintenance and to allow dewatering of one portion of the wet
well.
f) All pumping stations with a capacity greater than 100 litres/sec
shall have divided wet wells that are properly interconnected.

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5.5.13.2.3.2 Dry wells requirements

a) The size of dry-well depends primarily on the number and type
of pumps selected and on the piping arrangement.
b) Sufficient room is required between pumps to move the pump
off its base with sufficient clearance left in between the suction
and discharge piping for site repairs, inspection or removal
from the pit to the surface for repairs.
c) Consideration should be given to the installation of monorails,
lifting eyes in the ceiling and A-frames for the attachment of
portable hoist cranes and other devices.
d) Provision should also be made for drainage of the dry-well to
the wet-well.
5.5.13.2.4 Aircraft Waste Disposal Facilities (AWDF)
AWDF is basically consisting of sewage grinder system, crane and chain

hoist, loading arm system, cold water plumbing system and instrumental
panel (switchboard) system. All system requirements and design criteria
for AWDF shall comply with the relevant standards and specifications.
Additional design considerations shall include but not limited to the
following: _
i. Latest technology and cost-effective aspect for both design and
maintenance
ii. Maintenance access shall be provided for ease of maintenance

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iii. Grinding motor shall be positioned in such a way to ensure dryness

at all time
iv. Elephant trunk hose must be at least 50 mm size with the high
pressure to cleanings and ease flushing
v. Recommended to provide remote monitoring system with real
time alert on AWDF failures.
5.5.13.2.5 Piping system
The structural design of a buried sewer can be divided into rigid and
flexible pipe. All system requirements and design criteria shall comply with
the relevant standards and specifications. All system requirements and
design criteria for piping system shall comply with the relevant standards
and specifications. Additional design considerations shall include but not
limited to the following: -
i. Both rigid and flexible pipe structural designs shall take account of
how the sewer is supported to determine the loading which the
sewer can safely withstand.
ii. The structural design of a buried sewer normally considers only the
structural integrity of the pipe cross section. Although not as critical
as the structural integrity of the pipe cross section, the
considerations for the ground conditions and sewer installation
practices that will affect the longitudinal structural integrity shall
not be omitted.

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5.5.13.2.6 Oil water separator
Surface water at an airport can be contaminated with oil following from

maintenance and refueling activities as well as leakages from the ground
service vehicles or aircraft. Oil water separators must treat contaminated
water before it is being discharged. All system requirements and design
criteria for Oil Water Separator (OWS) shall comply with the relevant
i) The oil water separator shall be located away from aircraft active
area.
ii) The oil water separator should be designed to be readily accessible
for maintenance and inspection, including access for a vacuum
truck or other oil- and grit-removal equipment.
iii) OWS have ample access points or open tops for inspection and
cleaning and should be installed with a double liner and leak-
detection system.
The Contractor may propose to the Engineer any suppliers of the material to
be used subject to the compliance with the technical specification and

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5.5.14 WASTE MANAGEMENT SYSTEM
Waste is considered as any type of “unwanted or unused”

products/materials/substances that happen to be produced and/or arrive at the
airport site and that needs to be given a proper treatment. Waste management,
therefore, is the process of handling the waste, which could come from aircraft
(domestic/international), tenants, maintenance activities, aircraft and ground
vehicles operations, offices, construction and so on, as well as dealing with the
different requirements of these different types of waste. There is a wide range of
sustainable practices that can make the management of waste at airports more
economic and better for the environment. An efficient and effective airport waste
management system normally implies waste avoidance, waste minimization, as
well as waste disposal. This will involve the following:
1. Separation (sorting) of the waste at airport’s waste collection points, that
is, at the source, into solid and liquid, hazardous and non-hazardous waste;
2. A reduction in the generated waste volumes;
3. Continuous increase in reuse, recycling and reprocessing of wastes; and
4. A permanent improvement in airport waste management practice.
i. LAWS OF MALAYSIA ACT 672 - Solid Waste & Public Cleansing

Management Act 2007.
An Act to provide for and regulate the management of controlled solid
waste and public cleansing for the purpose of maintaining proper
sanitation and for matters incidental thereto. Seven (7) states are

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regulated under this act which is Kuala Lumpur, Putrajaya, Johor,

Melaka, Negeri Sembilan, Pahang, Kedah and Perlis.
ii. ENVIRONMENT QUALITY ACT (EQA) 1974- Environmental Quality

(Scheduled Wastes) Regulations 2005
The legislation that is related to the prevention, abatement, control of
pollution and enhancement of the environment in Malaysia is the
Environmental Quality Act, 1974. The Act restricts the discharge of
wastes into the environment in contravention of the acceptable
conditions.
iii. AIRPORTS COUNCIL INTERNATIONAL (ACI) POLICY HANDBOOK 9th

Edition 2018
The ACI Policy and Recommended Practices Handbook contains the
current policies of the organization for use by the staff of ACI World
and the regional offices and by ACI representatives at international
meetings. In the absence of regulatory requirements, these policies
identify actions and strategies that can help ensure sustainable, long-
term growth. In this respect, the policies should be regarded as being
in the self-interest of the industry and should not need enforcement.
iv. FEDERAL AVIATION ADMINISTRATION (F.A.A) GUIDANCE ON AIRPORT

RECYCLE, REUSE AND WASTE REDUCTION PLAN
Technical guidance on preparing airport recycling plans and enhancing
airport recycling programs. This guidance applies to all federally
obligated airports that are completing an airport master plan/master

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plan update, including recycling in an airport sustainability plan, or

preparing a stand-alone recycling plan.
Prior to construction, all developments will be required to design a waste

management facility that provides for the collection and storage of waste
sufficient to meet the needs of the property. Developments designated by the
Provincial 3R Regulations should provide for the storage of recyclable material
during the design of the waste management facility.
5.5.14.2.1 Requirements applicable to all developments
A. LOCATION.
The location of waste management facilities must comply with the
applicable provisions Uniform Building by Laws 1984 (UBBL 1984). A waste
bulk container must be located at least 3.0 m from a building or its parts,
such as overhang, veranda, porch or steps. This provision also applies to
containers vertically enclosed by a wall (fence) of masonry or other
materials.
Exemption: A bulk waste container may be located against an exterior
masonry or concrete wall provided that there are no windows or other
unprotected openings, overhangs, exits, incoming building services,
(including natural gas meters), or Fire Department connections within 3.0
m of the container.
Where permanent external waste enclosures are permitted, they should
not be located in any front yard or flanking side yard. Enclosures should be

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designed in accordance with the appropriate design standard depending

on the number of bulk waste bins required and space limitations.
B. ACCESS
The access route used by the collection vehicle to the waste management
facility should be structurally adequate so as to prevent damage by the
vehicle, and have a minimum height clearance of 4.25 m. Where this route
involves travel on or over the deck of an underground parking garage, the
applicant must demonstrate structural adequacy of the deck to support a
loaded waste collection vehicle.
C. INTERNAL WASTE MANAGEMENT FACILITIES

The internal waste storage room shall be of sufficient size to accommodate
all required waste and recycling containers. It should provide for easy
movement of containers to and from the room, and access to containers.
An overhead door of adequate size shall be used to allow the removal of
the containers from the waste room to the designated outside collection
site.
The collection site shall include a level concrete pad of sufficient size to
accommodate the number of containers to be placed out for collection. It
is recommended that the pad be positioned to allow the waste collection
vehicle to empty and return the containers without having to manually or
mechanically shuffle the containers. The pad shall be a minimum thickness
of 150 mm and shall incorporate a roll barrier in the design to prevent
containers from rolling off the pad. The pad shall be level with the floor of
the storage room.

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The driving approach to the pad shall be level and at the same elevation as
the concrete pad. In some situations, approval may be granted for a pad
elevation that is up to 0.6 m higher than the adjoining approach, but the
pad may not be lower than the approach.
D. EXTERNAL WASTE MANAGEMENT FACILITIES

The external storage facilities shall be of sufficient size to accommodate all
required waste and recycling containers. It should provide for easy access
to the containers by the collection vehicles. The enclosure base shall be a
level concrete pad of 150 mm depth. The driving approach to the pad shall
be level and flush with the concrete pad. In some situations, approval may
be granted for a pad elevation that is up to 0.6 m higher than the adjoining
approach, but the pad may not be lower than the approach.
Enclosure walls may be composed of either masonry or wood, as

determined during the site plan review process. Gates should be securely
mounted on steel bollards or an approved equal. Gates must include
stoppers, a latch and gate wheels, and should be designed to prevent
sagging. Bollards or a concrete curb should be installed at the rear of the
enclosure to protect the enclosure wall from damage when containers are
picked up or returned in place by the collection vehicle.
A paved pathway should be provided to allow removal of recycling
containers for collection. The gate and enclosure width must be sufficient
for the waste collection vehicle to empty and return containers to the
enclosure without requiring containers to be shuffled either manually or
mechanically. In order to accomplish this, a minimum distance of 0.9 m

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should be kept between containers and between the container and side
walls.
E. USE OF ROLL-OFF CONTAINERS

Developments that are permitted large roll-off bulk containers on a
permanent basis will design the enclosure facility using the same
guidelines as ‘EXTERNAL WASTE MANAGEMENT FACILITIES’ above, except
that:
i) Enclosure wall height can be reduced to a height of 1.8 m. Where
the roll-off bulk container is to be used on a short-term basis of less
than one day per week, the development may provide a level
concrete pad only, without enclosure walls.
ii) The concrete pad in the enclosure must be level with the pavement
in all circumstances.
iii) An elevated ramp with handrails shall be constructed beside the
enclosure to allow users to place their garbage in the bin. The
elevated ramp will not be required if it is confirmed that the
property maintenance staff will collect the waste and deposit it in
the bin.
iv) Bollards or a concrete curb must be placed at the rear of the
enclosure to protect the enclosure wall from damage when
containers are picked up or returned by the collection vehicle.\
F. WASTE RECYCLING
Municipal Solid Waste (MSW) recycling involves items like cans, bottles,
and cardboard. The materials they are comprised of – aluminum, glass, and
paper pulp – can generally be reprocessed into new materials. A common
way to reduce the amount of waste is to establish a recycling program.

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Base on ECO Airport Toolkit provided by ICAO Environment, approximately

75% of the waste stream at airports is recyclable or compostable, with
paper being the largest single category of MSW generated by the airline
industry.
Airports recommended to conduct 3R Collection Awareness Program
where this campaign could increase awareness among the Airport’s
consumer. Airports also recommended to have a proper sorting facility to
sort out of valuable materials, which can be sold to the recycler for further
treatment. Sorting at the point of collection (e.g. using multiple bins) can
be the most efficient but can have problems with contamination of
streams, especially with public collection points. Public collections points
need to provide clear and simple procedures to ensure maximum benefit.
Recycling has many environmental benefits, including conservation of
energy, lower greenhouse gas emissions, and reducing the need for
landfills and incineration There are many method and services nowadays
are useful to support and promotes environmental sustainability.
5.5.15 WATER RETICULATION SYSTEM
Airport rely on the quality of the drinking water provided by the water utility
(Regulated public water System) that serves the airport: airports tenants,
passenger and employees rely on the quality of the drinking water at the airport.
Although drinking water is most often reliably safe to consume and use, event can
occur that render unsafe of potential unsafe. For airlines, prompt and detailed
notification of a water quality event provides greater opportunity to protect public
health and reduce the impact if the event on their crew, passengers and fleet.
Receiving notification when an airport is not affected by an event that is occurring

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elsewhere in the water utility’s distribution system is equally important to help

avoid unnecessary operation disruptions.
5.5.15.1 Standards and specification
All materials associated with the construction and installation for water
fittings, external reticulation systems, centralised service reservoirs, and
supply mains, or in the construction of any of the works identified in this
Uniform Technical Guidelines, shall comply with the requirements specified in
the latest edition of any applicable recognised standard , and to specifications
issued by the Commission from time to time. In case there is any discrepancy
between the recognised standard and specifications and those issued by the
Commission, the latter should take precedence.
Every technical proposal for water supply distribution to developments and
individual premises shall comply with the following underlying objectives as
following:
• Sustainability
• Reliability
• Durability
• Ease of Operations and Maintenance
• Quality of Work
• Energy Efficiency
• Economic Viability
Standard and Guideline reference to be followed:

• National Drinking Water Quality Standard 2010

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• Industrial Water Service Act

• Uniform Technical Guidelines Water Reticulation and Plumbing
• Sample Regulations for Water Aerodromes First Edition (unedited version)
— March 2015
Factors of Importance in Planning Water Supply Systems Water supply

planning for any development shall take into consideration the following
pertinent factors:
i. The relevant provisions, and minimum standards, specified in the
Water Services Industry (Water Reticulation and Internal Plumbing)
Rules 2014.
ii. Water Distribution Licensees’ (WDL’s) specific requirements to suit the
local environment.
iii. The estimated average daily water supply demand, which takes due
cognizance of expected losses and leakages within distribution and
storage systems as well as permitted non-metered use; and peak daily
rates of flow.
iv. The location, quantity and pressure of available source of water supply.
v. Requirement for on-site water service reservoirs or off-site centralised
service reservoirs as instructed by the WDL.
vi. The need for pumping systems to deliver water to the development; as
well as for distribution of water throughout an external reticulation
network system located within development areas.
vii. Optimizing life cycle costs and Promoting energy efficiencies.

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viii. Monitoring and controlling distribution of water supply of an adequate

quality.
The following design criteria shall be employed to prepare detailed designs of
external reticulation and supply main pipelines, reservoirs and pumping
stations and for geotechnical related designs associated with these facilities.
5.5.15.2.1 SERVICE RESERVOIRS
Storage Capacity: A service reservoir shall be designed to store or contain

within its storage compartment a maximum volume of water equivalent to
a cumulative day’s estimated total water demand from all types of
premises located within its demarcated service area. The service area
could either be a single development area or several development areas
receiving water only from one reservoir. Estimation of stored water
volume shall be based on the unit water demand rates according to
recommended water authorities and the total numbers of each premise
type located within the reservoir service area. Airports required 3 days
storage water volume to avoid unnecessary operation disruptions.
5.5.15.2.2 Water sampling station
Water sampling station, incorporating a pressure gauge, shall be provided

at every service reservoir or suction cistern outlet. For safety reasons the
door of the Station enclosure shall not face the road. The Ministry of
Health shall be consulted on the numbers and location of water sampling

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stations to be provided within a defined external reticulation network

system serving a specific development.
5.5.15.2.3 External reticulation pipelines networks and supply mains
External reticulation networks and supply mains

The design of pipelines within an external reticulation system, or
associated with supply mains, shall take into consideration the following
factors:
i. The selection of pipeline routes external to built-up areas shall
take into consideration the cost of securing way leaves, as well as
the difficulty of construction in rocky, waterlogged or
compressible ground.
ii. Desk studies, surveys and site investigations shall be carried out to
obtain adequate information concerning existing utilities lying
adjacent to, or crossing, the line of the planned water pipeline
trench. The sizes, locations and alignments of such utilities shall
be inventories. The same principle shall be employed when
deciding on the routing of pipelines, and for the design and
construction of trenching works
iii. Routing of supply mains and external reticulation networks shall
be kept as far away as possible from the crest or toe of an
engineered slope or retaining structure, especially if trench
excavation is required. As a general rule, water-carrying buried
pipelines should not be placed within a slope. Pipelines shall be
located a minimum horizontal distance from the slope crest which
is equal to the vertical height of the slope. If this condition cannot

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be met, measures shall be implemented to minimize possible

adverse effects of leakage on slope stability.
iv. Ring water distribution and bypass system shall be provided to
ensure minimum water supply interruption.
v. The pipes shall be buried with a minimum depth of cover of 1.0
meter measured above the crown of the pipe. The trench above
the pipe shall be well compacted with suitable backfill materials,
and all pipes shall be able to withstand the expected design traffic
loads taking into consideration the standard of pipe bedding
selected.
vi. All pipes shall not be laid within aircraft active area.
vii. All pipes shall be laid at locations which are readily accessible for
carrying out maintenance works; and where the repair and
rehabilitation works can be carried out economically.
viii. Hydrant pipelines shall be installed separately from water supply
pipelines.
5.5.15.2.4 Water consumption metering
5.5.15.2.4.1 General
i. Water supplies provided by Individual Licensee to all type of

premises and areas shall be metered. The type and size of meter
shall be determined by the WDL.

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ii. All supplies to fire hydrants and other firefighting devices installed
within a consumer’s premise or within a premise compound shall
be separately metered.
iii. For higher accuracy is recommended to install electro-magnetic.
iv. All meters shall be provided for new development and handing
over to WDL.
5.5.15.2.4.2 Location of meters

The location of a meter shall be approved by WDL:
i. The meter shall be installed in such a position that it should be
unobstructed and can be easily accessible for meter
installation, meter reading, maintenance and for meter
disconnections.
ii. For meters placed in shafts, or boxed in chambers, sufficient
natural light must be available for ease of reading.
Alternatively, electrical lighting shall be provided.
5.5.15.2.4.3 Automatic Meter Reading System (AMR)
i. The WDL may at its own discretion implement an AMR at
premises. The use of AMR provides enhanced security, privacy,
accuracy and timeliness in meter reading.
ii. The developer shall consult with WDL during the design stage
of any development of its intention to implement AMRs.
iii. Developers shall ensure that all necessary provisions be
allowed for in the development to facilitate installation of
AMRs inclusive billing and leak detection system.
5.5.15.2.4.4 Meter/Sub-Meter Stands

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i. Materials for meter / sub-meter stand shall be of stainless steel

or rigid composite metallic pipe materials.
ii. For each individual meter / sub-meter stand at high rise
residential buildings, the meter shall be arranged in correct
order and marked as per the requirements of WDL. The number
of meters that can be stacked one over the other shall be
limited to five (5) numbers only.
iii. Individual meters may be installed in a vertical position at high-
rise buildings provided that the meters are designed for vertical
installation and for ease of reading.
iv. A stop valve shall be placed immediately upstream of the
meter. A lockable stop valve may be installed by the WDL
upstream of the meter.
Below is the list of Recognised Standards for Water Supply Products reference
as stipulated in the Uniform Technical Guidelines by SPAN. List of standards
and compliance reference but not limited to:
i. Compliance with SAMM (Sijil Akreditasi Makmal Malaysia)

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ii. SPAN Specification – SPAN TS 21827:2013: Part 2, Specification for

Steel Pipe, Fittings and Joints for water and sewage.
iii. SPAN Specification - SPAN TS 21827:2013: Part 1, Specification for Steel
Pipes, Fittings and Joints for Water and Sewage. Part 1: Technical
delivery requirements
iv. SPAN-List of Product Category - Product Grouping Under Category A
for Water Supply Product

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5.5.16 COMMUNICATION SYSTEMS
The communication systems are required for the stakeholders to communicate as well
as to transport data from one point to another.
i. Integrated 800 MHz Trunked Radio, Land Mobile Radio, TETRA, etc.
 This allows users to communicate via “walkie-talkie” radio over a short
range. This applies to airlines and handling agents, as well as to the airport
staff.
ii. Private Branch Exchange (PBX) Telephone
 This should address both internal (i.e., 4-digit dialling from gate areas to
back office areas) and external (i.e., long-distance codes, dedicated
outbound trunks, etc.) dialling requirements. Peak loading should also be
forecast, with a plan for handling or diverting calls where the maximum
number of lines is exceeded.
 PABX shall be able to support the number of lines required .ISDN line for
PBX shall be subscribed to accommodate the number of PBX to be used.
PBX shall support digital control system for operator and digital lines. PBX
system should have proper battery for backup. Room for PBX should be
antistatic and secure similar to SER room.
For Greenfield project, it is recommended to install IP phone and TETRA is

recommended for any new development at International Airports only.
For expansion project, the installation would be based on the existing/current
system (Trunked Radio, PABX or point – to- point radio communications).

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Table 5-36: To supply and install a complete and advanced PABX System for voice services
No Item Requirements
1 Digital Key Telephone The sets are required to have 24 characters

c/w 24 button / Full display, volume control keys and a minimum of
Hand Free / Display 12 functions keys and the digital telephone sets
MUST be compatible with the PABX System
proposed.
2 Digital Key Telephone Each basic digital telephone required volume

c/w 8 button / Full control keys and a minimum of 8 function keys.
Hand Free The digital telephone set proposed has to be
fully compatible with the PABX System
proposed.
3 Single Line Phone Analog single line phones with standard

(Flash / redial / pause / numeric keypad. It is required to support for
message light) tone dialling inclusive of flash/last number
redial/pause key and a message

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No Item Requirements
4 PC Based Operator The operator shall be able to identify the

Console category of an incoming call e.g. internal,
external, diverted, network.
The operator shall be able to extend calls
automatically.
The operator shall be able to intrude in a
conversation.
Extended calls not answered within a certain
time must be re-routed to the operator.
An extension shall be able to dial the operator
by a general number and an individual number.
iii. Cellular Telephone

Each airport should have a specific method and plan for accommodating
cellular telephones. Technical solution is required to be implement to
accommodate for cellular carriers including required equipment and
distribution systems (cell sites, antennae, etc.), performance of radio
propagation studies, etc.to put their equipment to support. A common room
shall be available for Telco to lease and put their equipment. Telco will
connect to support common antenna. The room must be air conditioned and
the floor should be antistatic mat.
iv. VoIP Telephone

VoIP technology treats a voice call as a data transmission. The voice is
received, converted to a “packet,” and transmitted over a data LAN instead

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of through a PBX system matrix. VoIP telephone is required to be installed for

a Greenfield airport project.
v. VoWiFi Telephone
VoWiFi Telephone is a wirelessly connected IP mobile handset using 802.x.
The integration with both the WiFi component of the local area network and
the telephony system need to be perform to effectively configure a VoWiFi
telephone solution. VoWiFi telephone is required to be installed for a
Greenfield airport project.
vi. Outside Plan (OSP) Manhole and Telecommunication Ducting in Airport Area
Airport shall have complete manhole and pit with ducting to house internal requirement of
inter building fibre and copper. The manhole, pit and ducting shall connect main terminal to
offices, engineering and AFRS. Cableways for interconnection of the Internal Cabling System
to External Telecoms Infrastructure shall be proposed.
5.5.17 OPERATION & MAINTENANCE
The recommended requirement for Operation and Maintenance (O&M) shall

include but not limited to the following:
• Operations and maintenance manuals must be provided for every project
and shall include all finishes and services. ‘As Constructed’ Documents,
Design Report and Maintenance Manuals including As-built drawing must
be provided in electronic format in both PDF and ACAD. All documents
must be fully endorsed by a Professional Engineer/Licensed Surveyor.
• The contracts must include the performance of regular preventive
maintenance and servicing of the works during the Defects Liability Period

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(DLP). Such maintenance shall be in accordance with the manufacturer’s

instructions and the requirements of the Workplace Health and Safety Act,
Standards or other applicable regulations, legislation or codes of practice.
• All maintenance activities during DLP must be fully recorded using a
Computerized Maintenance Management System (CMMS) that shall be
based on the current system used by the end user. Information that must
be recorded include but are not limited to: -
a. Equipment data management
b. Preventive maintenance
c. Predictive maintenance
d. Labour
e. Work order system
f. Scheduling/planning
g. Inventory control
h. Purchasing
i. Budgeting
j. Asset tracking
• The design team need to develop an overall maintenance strategy which
include assessment on the long-term implications for operation and
maintenance (O&M) during design stage. If O&M is not considered in the
planning and early design phases some adverse consequences are at risk
in terms of higher maintenance cost, materials resources and maintenance
accessibility.
• Life Cycle Cost Optimization should be considered while maintaining the
intended appearance and high-performance standards. This will help to
enhanced functionality, efficiency, cost effectiveness, level of service,
flexibility and customer service to all airport stakeholders.

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6.0 EXECUTION AND IMPLEMENTATION
After the project management plan is approved, the work is then executed. To make sure
that the work is on track, the project team regularly assesses project progress, and if
required, recommends changes to the project management plan. The team also
communicates project progress to stakeholders. At the end of the execution phase, the
final project deliverable is turned over for use.
Key steps in this phase include the following:
 Create the list of deliverables

 Assess project progress towards the final deliverable
 Resolve issues that affect progress
 Communicate progress using status reports
 Manage changes to the plan
6.1 REQUIREMENTS DURING IMPLEMENTATION PHASE
All construction in the airport shall adhere strictly to the authority requirement and
airport operation needs. The following are the requirements that shall be observed
during the construction stage of a project.
a) JawatanKuasa Pembangunan Infrastruktur (JKPI)

JKPI shall be formed by the airport manager and shall consist members from
all agencies operating at the airport including Air Traffic Services Unit. The
JKPI shall be called for a meeting to brief about the project or any
development at the airport in terms of the timeline of the project, the
process and procedure and the effect of the project to their daily operations.

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The JKPI is also formed to get the approval before the commencement of the
project.
b) Construction Document
The document to be submitted to MAHB’s technical and operation team is as
follows:-
i. Construction Drawing (The construction drawing shall be signed off
upon approval on the design)
ii. Specification
iii. Method statement
iv. Work program
v. Project quality plan
c) Carbon Reduction and Sustainable Environment

All construction activities shall comply with the requirements of Carbon
Reduction and Sustainable Environment set by JKR and CIDB, same as during
the Design stage. Please refer to Appendix G for Malaysian Carbon Reduction
and Environmental Sustainability Tool (MyCREST) Guidelines.
d) Work Mobilization
Contractor is required to closely coordinate on the procedures for work
mobilization with the airport operation and shall obtain their approval for
the following:-
i. Construction staging and storage area
ii. Access - Movement of material and workers to the construction area.
It is crucial to dedicate the route especially while working at airside
area

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iii. Work permit

iv. Hoarding area
v. Working hours
vi. Temporary signage for operation and information.
vii. Access and temporary roads - the positions where the site accesses and
temporary roads are to be made shall be clearly indicated on the site
plans submitted as part of the proposals. All arrangements shall be
made and obtained necessary approvals and permission required in
connection thereto.
e) Handover of site to the contractor

MAHB operation shall conduct the handover of site exercise to the
contractor and thoroughly brief the contractor on the do’s and don’ts with
terms and condition of the airport such as the workers’ squatters are not
allowed in the airport site.
f) Survey works to the Existing Infrastructure

Contractor to carry out the survey works to the existing infrastructure i.e.
physical survey and utility mapping.
 Physical survey
To determine the existing structure at the area i.e. building, Sub-station
and etc. The survey works must be according to WGS 84 Manual
 Utility mapping

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To confirm the underground services which may or may not require

relocation works. It is imperative for the contractor to produce full report
and drawings of their findings.
g) Main Construction Activities

i. Setting Out
Detail setting out to be carried out for the development area and
infrastructure. One set of setting out drawing must be forwarded to
airport for sign-off confirmation and safekeeping.
ii. Excavation Works

No excavation to be allowed until approval has been obtained from
airport operation. The contractor shall ensure all affected
underground services has been relocated and make good.
iii. Building Structural Works – Sub and Super Structure

The structural drawings with competent person endorsement have to
be submitted to airport operation for safekeeping. Structural works
method statement must also be submitted for reference.
iv. Civil Works

The civil drawings with competent person endorsement have to be
submitted to airport operation for safekeeping. Structural works
method statement must also be submitted for reference.
v. Temporary facilities and services

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All facilities and services shall be provided and maintained in good

condition for the entire duration of the Contract until the expiry of
Design Guarantee Period
All necessary temporary facilities and services shall be properly
provided and maintained for the entire duration of the works. The
temporary facilities and services include but not limited to the
following: `
 Safe access and temporary roads and crossings to all works
 To provide signalling man to control the movement of construction
vehicles
 Drainage, removal of surface water and necessary silt traps, wash
trough etc.
 Maintain, repair and reinstate existing roads, culvert and other
related services progressively,
 Watching and lighting
All temporary buildings, temporary works and temporary installation

shall be removed prior handing over of works
vi. Access Road and Temporary Roads

Access roads from the site (or sites) leading to the public roads shall
be properly maintained at all time during the contract period.
vii. Existing Infrastructure Facilities/ Roads

Any damage to the existing roads or any other infrastructure facilities
caused by the construction activities shall be immediately rectified by
the Contractor at his own expense.

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viii. Dumping ground

All the construction debris shall be disposed to the approved dumping
ground by Local Authorities
ix. Meeting with End Users

During the construction stage, the project team shall arrange regular
meeting with the end users for project feedback.
x. Coordination with tenants for renovation works

The Project Engineering Consultant (PEC) is required to manage and
coordinate the authority approval process for commercial lots
between the commercial tenants and the Contractor’s consultant;

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7.0 CLOSURE
Upon completion of projects, the followings are the requirements that shall be adhered
by the contractor/Project Engineering Consultant (PEC):
7.1 TESTING AND COMMISSIONING

Prior to project completion, the Project Engineering Consultant (PEC) and user shall
carry out the testing and commissioning as well as final inspection.
7.1.1 TRAINING
7.1.1.1 MAINTENANCE, OPERATIONAL AND PRODUCT TRAINING.
i. The Contractor shall instruct and train MAHB’s operator and

maintenance personnel at the work site. Training shall be conducted
prior to the acceptance of each or whole phases of the work. The
Contractor shall ensure the operator and maintenance personnel are
competent in the operation and maintenance of the new equipment
and system/subsystem.
ii. The Contractor is required to submit the maintenance plan and to be
approved by MAHB
iii. The training shall be provided by professional qualified instructor and
approved by the MAHB or his representatives. Prior to the training, the
contractor to submit the detail of the training program and instructor’s
qualification to MAHB for verification and approval

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iv. The Contractor shall furnish all tools, proper notes, instructions,
manuals equipment, materials and supplies, and perform all functions
and services required to complete the training as specified.
v. Scope of Training:
a. The Contractor shall submit a detail outline of the proposed
training to be conducted to the MAHB of his representative for
review and approval. No training shall be conducted prior to the
approval from MAHB or his representatives.
b. The Contractor shall submit the training program details as
follows:
 Types and duration of training
 Names and professional credentials for each
trainer/instructor
 Numbers of person allowed for each training
 Copies of all training materials to be used during the
training. All training materials shall be submitted for review
in the format in which it will be used during the training.
c. Numbers and duration of training may be added to provide
training of the operation and maintenance personnel on
different shifts.
d. All training sessions will be monitored and approved by MAHB.
Any session or portion of the session deemed unsatisfactory,
based on evaluation of the training conducted, the Contractor
shall repeat the session at no additional cost to MAHB.
e. The maintenance training shall include but not limited to the
followings:

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 Preventative and corrective maintenance procedures,

including replacement of parts, lubrication quantities,
types, frequencies and application points and the estimate
time to perform such procedures.
 Special tools, techniques or procedures required for
preventative and corrective maintenance of the equipment
or its support components.
 Procedures to perform adjustments required for alignment
and calibration for all preventative and corrective
maintenance and the estimate time to perform such
procedures.
 Assembly and disassembly procedures, including parts lists
required for preventative and corrective maintenance.
 Safety procedures including lock-out/tag-out.
 Operation and maintenance manual use.
f. The formal training shall consist of classroom and on-site
training or hands-on-training for MAHB personnel on the
operation and maintenance of the installations and equipment,
as required to properly train maintenance personnel, prior to
start of operation.
g. The training shall cover all engineering aspects including the
control systems (high level control and low level control)
provided in the project. The on-site training shall be scheduled
to commence immediately after classroom training and shall
emphasis hands-on performance based application of the
classroom training. Equipment and relevant systems and
component shall be in operation.

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h. The Contractor shall provide supplemental training at the

request by MAHB from time to time and mutually agreed by
both parties.
vi. To issue Certificate of attendance to the participants of training.
7.1.1.2 DOCUMENTATION
i. To ensure General Layout drawings (Aerodrome Chart) for the whole

airport area including existing area to be updated for AIP supplement
submission
ii. To update information as per AIP and Aerodrome Manual requirement
7.2 HANDING OVER
i. The Project Engineering Consultant (PEC) shall manage and ensure the
handing over of the construction works, facilities and documentation for the
purposes of operations/ management from the Contractor to the
Government.
ii. A joint inspection with Project Owner, Project Manager, Consultant,
Contractor and MAHB prior to handing over and issuance of CPC to Contractor
shall be conducted
iii. MAHB shall verify or sign off the document prior issuance of CPC by the
Government and a copy of CPC shall be forwarded to MAHB
iv. At the time handing over the project, the documents that shall be submitted
are as follows, but not limited the following:

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a. Master list of As Built Construction/Design drawings including As Built

Construction/Design drawing signed by an authorized / qualified
professional (2 A1 white copy + 1 A3 + 1 scan softcopy- PDF + 2
Softcopy- latest AutoCAD version)
b. Statutory Authority’s Design Approvals with Certificates of Fitness (1
hardcopy + 1 scan softcopy- PDF)
c. Records of Site Inspection and equipment testing -RFI & SAT & LAT (1
d. Testing and Commissioning records of equipment – T&C (1 hardcopy +
1 scan softcopy- PDF)
e. Records of statutory authorities’ equipment checks eg. JKKP (1
f. Training records and copies of proficiency certificate (1 hardcopy + 1
scan softcopy- PDF)
g. Contractor’s guarantees or warrantees certificate (1 hardcopy + 1 scan
softcopy- PDF)
h. Master List of the Operations & Maintenance (O&M) manuals and all
related manuals, manufacturer technical literature and spare part
manuals, all test/calibration certificates, all testing and commissioning
test report , Soil Investigation report, other testing reports, warranty
certificate / guarantee from equipment manufacturer and/or
contractors, including all the documents in hardcopy and softcopy
(pdf)
i. O&M Manuals, including all specified information (2 hardcopy + 1 scan
softcopy - PDF)
j. List including name, address, phone, fax numbers, department/division
in charge, etc. of subcontractors, suppliers and manufacturers of all

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materials, equipment and spare parts and consumables (1 hardcopy +

1 softcopy – Words or Excel)
k. List of local agents of suppliers and manufacturers including name,
address, phone, fax numbers, department/division in charge, etc. (1
hardcopy + 1 softcopy – Words or Excel)
l. List of any defects noted and programme for their rectification (If any)
(1 hardcopy + 1 softcopy – Words or Excel)
m. List of any outstanding works and programme for their finishing (If any)
(1 hardcopy + 1 softcopy – Words or Excel)
n. JBPM endorsed drawing and Fire Certificate (1 hardcopy + 1 scan
softcopy- PDF)
o. Certificate of Completion and Compliance and related documents (1
p. List of spare parts (including the price) and tools and quantity to be
handed over (if any)
q. Provide Document Control Centre complete with the racks and system
for safekeeping of all as built drawing, manuals etc. (if necessary).
r. Master list/Inventory list of the equipment/furniture/etc. under the
project and its details i.e. brand, model no, serial no, capacity, date of
installation, location of installation, warranty period, date of warranty
expiry, including IT system Licenses list (Operating System, Application
Licenses, Client Access License (CAL) and other licenses and license
contract (if any)
s. Master Key to be handed over with proper labelling complete with the
storage area including the list of Master Key
t. To submit all statutory approval certificates i.e. DOE, DOSH, SHE and
SPAN, etc. (1 hardcopy + 1 scan softcopy- PDF)

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u. To submit the High level and Low Level Control for System Process flow
diagram.
7.3 DEFECT LIABILITY PERIOD
i. Maintenance Requirement
a. The Contractor shall responsible to perform the preventative and
corrective maintenance throughout the DLP to all newly installed
equipment and to carry out any activities such as inspection,
calibration of equipment, etc., as to comply with the authority’s
requirement.
b. The maintenance shall be comprehensive which includes supply of
competent manpower, tools, consumables, lubrication and spare parts
for the execution of the maintenance activities.
c. The Contractor shall submit to MAHB the maintenance organization
structure and list of maintenance personnel including the competency
information for approval. The Contractor is obliged to provide
maintenance personnel as per the contract.
d. MAHB has the right to remove any incompetent maintenance
personnel and the Contractor shall immediately provide replacement
at no cost to MAHB.
e. The execution of maintenance activities shall be in accordance with
manufacturer’s recommendation and best practices.
f. The Contractor shall follow the manufacturer’s recommendation with
regard to the frequency or interval of maintenance.

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g. The Contractor shall follow the manufacturer’s maintenance task list

and any deviation shall be approved by MAHB.
h. The Contractor shall submit yearly and monthly maintenance schedule
to MAHB for approval.
i. The Contractor shall immediately notify MAHB on any malfunction of
systems or facilities and the action to be taken by the Contractor and
the estimate time the systems/facilities expected to be put into
operation.
j. For any systems or facilities malfunction, the Contractor shall
investigate and determine the root cause of problem and submit a full
report to MAHB within 7 working days. A preliminary report shall be
submitted to the MAHB within 24 hours from the date of occurrence.
ii. A defect meeting shall be made from time to time with the Project Engineering
Consultant (PEC). All defect items highlighted during the project defects
meeting with the following status but not limited to:-
 Current outstanding defect items pending rectification action,
 Expected closing date of the outstanding defects,
 Proposed action to be taken due to failure for rectifying the defect during
stipulated time agreed.
7.4 CERTIFICATE OF MAKE GOOD DEFECTS (CMGD)
a) At the end of DLP, an audit shall be carried out to ensure all systems are well
maintained and in good working order before handing over to MAHB.
b) Certificate of Make Good Defects (CMGD) shall be prepared by the Project
Engineering Consultant/Contractor after the expiry of the DLP. MAHB shall

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verify or sign off that all defects are rectified prior to issuance of Certificate of
Make Good Defects (CMGD).
c) A timely meeting shall be conducted for official project closure.

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8.0 OPERATIONAL READINESS AND AIRPORT TRANSFER
8.1 ORAT
Prior to project hand over, in addition to the testing and commissioning as described
in the subsequent specifications for all facilities (where applicable), the contractor
shall facilitate to carry out the airport Operation Readiness and Airport Transfer
(ORAT) program as per the IATA ADRM (latest edition) guidelines and supplemented
by MAHB’s guideline (latest edition). The Contractor shall be required to support
achievement of the goals of the ORAT program as directed and monitored by the P.D..
The responsibilities of the Contractor shall include but not limited to:
i) Identification of key milestone dates in the overall detailed work programme

that must be met in order to achieve full operational readiness, including
allowance of adequate time for final testing, staff training and integrated
operation trials;
ii) Integration of key ORAT activities with the ORAT Working Committee into the
detailed work programme to ensure that potential slippages in the
programme, that may impact on operational readiness, are identified
promptly and mitigation measures are implemented;
iii) Facilitating involvement of airport managers and frontline staff in the final
testing of systems and equipment, including timely delivery of all necessary
documentation including but not limited to as as-built drawings and
operations and maintenance manuals;
iv) Developing and implementing training programs for frontline operational staff

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to ensure the highest standards of service performance on opening day;
v) Facilitation of one or more integrated trials of terminal operations, systems

and equipment prior to opening to the public as determined by the ORAT
Working Committee.
In addition to the above ORAT program, the Contractor shall provide operational
support services for all mechanical and electrical equipment, commencing from initial
opening of the expanded and refurbished terminal and airside for duration of 3
months. During the 3-month period, the Contractor shall provide support service for
equipment and systems, for example but not limited to baggage handling systems,
security systems, aeronautical ground lighting systems, navigational aids systems,
communication aids systems, etc. and support the relevant authorities and
stakeholders in operation and maintenance, to ensure proper functioning, seamless
communication and information exchange. All the costs related to this operation
support shall be included in the Accepted Contract Amount.
8.1.1 ORAT COMMITTEES
ORAT Committee comprises of ORAT Steering Committee, ORAT Working

Committee and ORAT sub Working Committee. These committees are important
to guarantee the engagement of all stakeholders.
The ORAT Steering Committee which consists of main stakeholders will deliberate
and review the progress and readiness of facilities, information, system, human
resources, schedules, budget and documentation requirements in order to have a

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smooth transfer and safe operation of the new airport/premises. The

responsibilities shall include but not limited to:
i) Track progress of the project

ii) Provide direction on overall operational readiness & airport transfer
iii) Make decision on unresolved issues arising from working committee e.g.
costs, manpower, conflicts, documentation, deliverables, coordination
and schedule.
The committee is required to sit as and when required during the construction
period towards the completion of the projects.
The ORAT Working Committee will be the platform to discuss, raise and resolve
problem related to ORAT between stakeholders prior to airport opening. The
responsibilities shall include but not limited to:
i) Resolve issues e.g. cost, manpower, interface conflicts, timeline and etc.
ii) Mitigate problems with proposal/solution for action
The ORAT committee shall comprise of the following:
i) Chairman: Project Owner

ii) CO-Chairman: Airport Operator
iii) Secretariat: Project Management Office
iv) Heads of Government regulatory agencies at airport
v) Airlines
vi) Ground Handlers
vii) Airport Operator
viii) Utilities Provider
ix) Design & Build Contractor

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x) Professional Engineering Consultants (PEC)

xi) Other stakeholders as and when required
The Working Committee should use the ORAT Checklist below or modified to suit
as the Group's requirements. The Working Committee should meet on regular
basis in the last 15 months of the project.
8.1.2 ORAT CHECKLIST
The ORAT Checklist is designed to support the overall airport Operational

Readiness and Transfer (ORAT) program. It is a tool to enhance and inform the
working relationship between the airport authority, the stakeholders and the
airline community to ensure that the new airport facilities operated smoothly and
with minimal negative operating impact from opening day onwards. The ORAT
checklist should be used frequently as the airport construction project nears
completion. The ORAT Working Committee meetings may be held monthly, every
two months or quarterly depending on the number of outstanding items on the
checklist and the amount of time before the schedule opening.
8.1.3 ORAT WORKING COMMITTEE METHODOLOGY
The ORAT Working Committee should meet with the airport authority and its
project management specialist two days prior to any ORAT meeting to review the
checklist. The status of each element and sub-element is determined and
recorded at each meeting, noting progress to date and the forecast completion

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date. Sub-elements are highlighted on a separate page of the checklist

(spreadsheet).
There are three status level:
1. Green -OK, on track, complete

2. Yellow - Underway but not all related issues resolved
3. Red - Possible non-delivery by forecast opening
Recovery or contingency plans should be developed for all potential non-delivery
items. Recovery strategies should be noted as comments on the checklist.
The ORAT Working Committee will use the checklist as a primary tool to
coordinate issues with the airport authority and Consultants. The checklist should
be reviewed at all ORAT meetings and the ORAT Chairperson should require that
the airport authority representatives provide written responses to any
deficiencies highlighted in the checklist. The ORAT meeting report, including the
completed checklist should be sent to ORAT chairperson, ORAT members, Clients
and the Airport Authority.
8.1.4 LIST OF ELEMENTS TO BE INCLUDED IN ORAT
a. Facilities - State of Readiness of the facilities by building/area/services.

i. Follow up of provision of facilities in respect of time, quality and
quantity.
ii. State necessary operational conditions for rooms/equipment.
iii. Alignment of requirement with available facilities.
iv. Develop space requirements.

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v. Approval of space requirements.

vi. Develop equipment requirements.
vii. Approval of equipment requirements.
viii. Commissioning of the "Operational availability" of facilities.
b. Information- Notification, Familiarization Program, Media Walk about,

Wayfinding.
i. ORAT Documentation - Aerodrome Manual, AIP, AEP, ASP, SOP,
O&M Manual, As built drawing, Contract document, Warranty
Certification.
ii. Regulatory Requirement - CCC, Fire Cert, Calibration of Equipment,
Road Gazette, Stamping by Metrology, Mandatory Notification.
iii. State who must provide which information in whatever form.
iv. Develop a processing procedure for these information's.
v. State necessary operational conditions for exchange treatment
processing and transfer of information.
vi. State intra-departmental responsibilities.
vii. Approval of informational treatment and responsibilities.
viii. State what will be reported to whom, in whatever form.
c. System - State of Readiness of airport system, equipment and facilities.

i. Creation of a dedicated IT-application for processing data.
ii. Assessment of necessary systems.
iii. Approval of these systems requirement.
iv. Procurement and/or adaptation system if not provided or not
capable

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v. Implementation of system and application.

vi. Testing of "connectivity" of system and application.
vii. Commissioning of system and application.
d. Human Resources - Staff requirement, recruitment, on-job training, trial

run participation, familiarization.
i. O&M Training - Operation and Maintenance Training for all
equipment, system and facilities.
ii. Assessment of manpower requirements (qualification I quantity).
iii. Approval of manpower requirement by delegate.
iv. Initializing of recruitment procedure by HR-department.
v. Selection of applicable personnel.
vi. Hiring of selected personnel.
e. ORAT Schedule - ORAT Implementation schedule, T&C schedule, Training

schedule, Manpower recruitment schedule, Trial schedule, Opening
schedule.
f. ORAT Budget - Identify the budget required but not in the project scope
such as Transfer, loose furniture, beautification, manpower, opening
ceremony.
g. Testing & Commissioning for All Equipment and Systems.
h. Trial Run -To perform Basic (equipment), Advanced (system) and
Integrated Trial Run (Integrate with other facilities) and prepare for any
related logistic required and remedy action.
i. Relocation/Transfer of facilities/equipment - Responsible for Pre-Move,
Big Move and Post Move Program (if required).
j. Project Handover - To prepare and coordinate and provide operational

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support for
Joint Inspection, Outstanding Works, Defect List & Liability Period,
Handover from Project Team to Project Owner to Airport Operator.
k. Opening Ceremony - To setup, manage and organize Airport opening
ceremony.

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REFERENCES
Malaysia is a member of the International Civil Aviation Organisation (ICAO). All the planning
would need to be complied with the ICAO Recommended and Practices and all these would be
approved by DCA, Putrajaya.
All the airside development of the airport or STOLports would need to comply with the ICAO’s
Annexes. In total, there are 19 Annexes and they are as follow:
a) Annex 1: Personal Licensing
b) Annex 2: Rules of the Air
c) Annex 3: Meteorological Service for International Air Navigation
d) Annex 4: Aeronautical Charts
e) Annex 5: Units of Measurement to be used in Air and Ground. Operations
f) Annex 6: Operation of Aircraft
g) Annex 7: Aircraft Nationality and Registration Markings
h) Annex 8: Airworthiness of Aircraft
i) Annex 9: Facilitation
j) Annex 10: Aeronautical Telecommunications
k) Annex 11: Air Traffic Services
l) Annex 12: Search and Rescue
m) Annex 13: Aircraft Accident and Incident Investigation
n) Annex 14: Aerodromes
o) Annex 15: Aeronautical Information Services
p) Annex 16: Environmental Protection
q) Annex 17: Security
r) Annex 18: The Safe Transport of Dangerous Goods by Air
s) Annex 19: Safety Management System

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For terminal planning, the reference manual would be Airport Development Reference Manual
published by the International Air Transport Association (IATA).
Apart from the referring to ICAO and IATA, the development of the airport and STOL ports
should also refer to the Master Plan developed by MAHB in 2008. The available Master Plans
are as follows:
a) KL International Airport
b) Penang International Airport
c) Kuching International Airport
d) Kota Kinabalu International Airport
e) Langkawi International Airport
f) Sultan Abdul Halim Shah Airport, Alor Setar
g) Sultan Ismail Petra Airport, Kota Bharu
h) Sultan Mahmud Shah Airport, Kuala Terengganu
i) Sultan Azlan Shah Airport, Ipoh
j) Sultan Ahmad Shah Airport, Kuantan
k) Sultan Abdul Aziz Shah Airport, Subang
l) Melaka Airport
m) Sandakan Airport
n) Labuan Airport
o) Tawau Airport
p) Lahad Datu Airport
q) Miri Airport
r) Bintulu Airport
s) Sibu Airport
t) Limbang Airport
u) Mulu Airport
v) Pulau Redang, Pulau Pangkor and Pulau Tioman STOL ports

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Other documents include the following:

a) Civil Aviation Act 1969 (Act 3)
b) Civil Aviation Regulations 1996
c) Aerodrome Standard Directives (ASD)
 101: Aerodrome Standards Directives
 102: Notice to Aerodrome Operator (NOTA)
 103: Certification of Aerodrome
 104: Approval and registration of Non-Licenced Aerodrome
 105: Safety Management System at Aerodrome
 401: Control and Denotation Obstacles
 402: Control of Obstacles at aerodromes
 403: Marking of Obstacles
 404: Lighting of Obstacles
 801: Aerodrome Operating Minima
 901: Standard for Airstrips
 902: Standard for Surfaces Level Heliport
 903: Standard for Elevated Heliport
 904: Standard for Helidecks
d) Aerodrome Design Manual Doc 9157
 Part 1: Runways
 Part 2: Taxiways, Aprons, Holding Bays
 Part 3: Pavements
 Part 4: Visual Aids
 Part 5: Electrical Systems
 Part 6: Frangibility

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e) Airport Planning Manual Doc 9184

 Part 1: Master Planning
 Part 2: Landuse and environmental control
 Part 3: Guidelines for consultant/construction services

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CONTACT DETAILS
This section details out the relevant contacts who are involved in the process of airport planning
as well as the development of this guideline. Should there be any further clarification required,
please kindly contact the following personnel:
Table A-1: Person-in-Charge Contact Details
DEPARTMENT/UNIT PIC/SME’S CONTACT NO

AIRPORT PLANNING MATTERS
AIRPORT DEVELOPMENT/PDSS MAHB 1. Ir. Mohd Khairuddin 1. 03 – 8777 7403
Shafie 2. 03 – 8777 7415
2. Wan Norashikin Kassin
AIRPORT STANDARD/PDSS MAHB 1. Mohd Zubir Mohd 1. 03 – 8777 7403
Meerah 2. 03 – 8777 7547
2. Aishah Aishah Md Noor
AIRPORT PLANNING/PDSS MAHB 1. Mohd Shukri Ku Shaari 1. 03 – 8777 7403
2. Abdul Rahim Yusof 2. 03 – 8777 7422
OPERATION MATTERS
TERMINAL OPERATION/MA SEPANG 1. Abd Hasman Abd 1. 03 – 877 63037
SDN. BHD Muhimin 2. 03- 877 63037
2. Azhar Abdul Karim
CARPARK MANAGEMENT/MA SEPANG 1. Iskandar Musa 03- 877 68123
SDN. BHD
LANDSIDE MANAGEMENT/MA SEPANG 1. Mohd Abdul Latif 1. 03 877 68458
SDN. BHD Deraman 2. 03 877 68452
2. Nurul Amirah Abdul
Halim
PUBLIC AND TRANSPORT 1. Sharfa Nabihah 1. 03-877 68466
MANAGEMENT/ MA SEPANG SDN. Mohamed Idrus
BHD
MASB HEADQUARTERS 1. Mohd Naszrien bin Mohd 1. 03-8777 7000
Nasir
IT MATTERS
IT DIVISION MAHB 1. Valliapan MT Arasu 1. 03-877 68892
2. Mohd Zaidi Abdullah 2. 03-877 68797
COMMERCIAL MATTERS

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COMMERCIAL MAHB 1. Mohd Azmir Mohd Sharif 1. 03-877 77617
AIRPORT FIRE & RESCUE SERVICES MATTERS
AFRS MAHB 1. Ardi Habi 1. 03- 877 77326
2. Saiful Nizam Talhah 2. 03- 877 77242
SECURITY MATTERS
AVSEC MAHB 1. Dayang Julia Kamarudin 1. 03- 877 77258
2. Shahfik Mohd Sawardi 2. 03- 877 77255
ENGINEERING MATTERS
ENGINEERING MASB 1. Mohd Sabri Abd Aziz 1. 03-8777 7000
ENG. BHS/MA SEPANG SDN. BHD 1. Zamlus Abdul Latif 1. 019-231 8367
ENG. SS/ MA SEPANG SDN. BHD 1. Zamlus Abdul Latif 1. 019-231 8367
ENG.PBB & VGDS MA SEPANG SDN. 1. Mohamad Faris Masir 1. 017-200 9590
BHD.
ENG. PEOPLE MOVER SYSTEM/ MA 1. Mohamad Faris Masir 1. 017-200 9590
SEPANG SDN. BHD.
ENG. FIRE VEHICLE/MA SEPANG SDN. 1. Mohamad Faris Masir 1. 017-200 9590
BHD.
ENG. BS SIVIL & STRUCTURE/ MA 1. Azman Yusof 1. 019-234 6285
SEPANG SDN. BHD. 2. Azzaidi Aluwi 2. 012-288 8588
ENG. SEWERAGE SYSTEM/ MA SEPANG 1. Azzidi Aluwi 1. 012-288 8588
SDN. BHD. 2. Ir.Mohd Hakimi Uda 2. 017-369 2698
Ahmad
ENG. WASTE MANAGEMENT SYSTEM/ 1. Azzidi Aluwi 1. 012-288 8588
MA SEPANG SDN. BHD. 2. Ir.Mohd Hakimi Uda 2. 017-369 2698
Ahmad
ENG. WATER RETICULATION SYSTEM/ 1. Azzidi Aluwi 1. 012-288 8588
MA SEPANG SDN. BHD. 2. Ir.Mohd Hakimi Uda 2. 017-369 2698
Ahmad
ENG. BUILDING M&E/ MA SEPANG Sazali Kemin 03-877 85410
SDN. BHD
ENG. AIR-COND AND VENTILATION Sazali Kemin 03-877 85410
SYSTEM/ MA SEPANG SDN. BHD
ENG. FIRE PROTECTION SYSTEM/ MA Sazali Kemin 03-877 85410
SEPANG SDN. BHD
ENG. AGL MA SEPANG SDN. BHD. Mohd Sabri 019-773 4487
ENG. EPS/ MA SEPANG SDN. BHD. Mohd Sabri 019-773 4487
ENG. APV MA SEPANG SDN. BHD 1. Azman Yusof 1. 019-234 6285

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2. Azzaidi Aluwi 2. 012- 288 8588
ENG. ASSET MANAGEMENT MA 1. Nurul Hafeezah 1. 019- 669 9850
SEPANG SDN. BHD Mohamed 2. 019-234 7094
2. En. Mohd Zahir Hashim 3. 013 531 0992
3. Noor Fatihah Mahmod
Management representative
Table A-2: Management Representatives Contact Details
DEPARTMENT/UNIT NAME CONTACT NO

ACT. GENERAL MANAGER, PDSS Mohd Zubir Mohd Meerah 03 - 877 77211
GENERAL MANAGER, MASB Kamaruzzaman Razali 03 - 877 77250
SR. GENERAL MANAGER, MA SEPANG Mohd Ariff Jaafar 03 - 877 66666

SDN.BHD
GENERAL MANAGER OPERATIONS, Shahrunnizam Abd Jamil 03 - 877 66777
MA SEPANG SDN. BHD
GENERAL MANAGER, INFORMATION Khor Soon Kheng 03 - 877 66888
TECHNOLOGY, MAHB.
GENERAL MANAGER, COMMERCIAL, Nabillah Zolifah Zolkifli 03 - 877 85600
MAHB.
GENERAL MANAGER, AVSEC, MAHB Zulkifli Bashir 03 - 877 77023
GENERAL MANAGER, AFRS, MAHB Abd Malik Mohd Yunus 03 - 877 77024

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APPENDIX A
GARIS PANDUAN BAGI MENGADAKAN BILIK MEROKOK DI

BAWAH PER.11 (2), PERATURAN – PERATURAN KAWALAN
HASIL TEMBAKAU 2004, KEMENTERIAN KESIHATAN MALAYSIA

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APPENDIX B
MAHB’S APRON MARKINGS HANDBOOK (SECOND EDITION, 2019)

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APPENDIX C
MAHB’s AIRSIDE ROAD SIGNS MARKINGS HANDBOOK
(MAY 2010)

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APPENDIX D
SUMMARY OF AFRS REQUIREMENTS

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APPENDIX E
ACM DETAIL REQUIREMENTS

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APPENDIX F
SUMMARY OF M&E, FIRE SYSTEMS AND IT REQUIREMENTS

FOR COMMERCIAL

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APPENDIX G
MALAYSIAN CARBON REDUCTION AND ENVIRONMENTAL

SUSTAINABILITY TOOL (MyCREST) GUIDELINES

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APPENDIX H
TECHNICAL REQUIREMENTS FOR XRAY MACHINE AND

WALK-THROUGH METAL DETECTOR (WTMD)

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APPENDIX I
GUIDELINES TECHNICAL REQUIREMENTS FOR “MOBILE

EXPLOSIVE CONTAINMENT VESSELS” (MECV)

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APPENDIX J
DETAIL SPECIFICATION OF PERIMETER FENCINGS AS

REQUIRED BY CAAM

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APPENDIX K
GUIDELINE OF PROTECTED PLACES & PROTECTED AREAS

SIGNAGES

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PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

4.3.4.2 POSSIBLE LOCATION OF THE SERVICE ROADS AT APRON AREA ................................................................... 90

5.0 AIRPORT SERVICES - TECHNICAL AND SYSTEM REQUIREMENTS ............................................ 93

PLANNING, DEVELOPMENT, STANDARD & SAFETY

5.2.8 VIP COMPLEX/FACILIITIES .......................................................................................................... 142

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

5.5.6.2 SYSTEM REQUIREMENT AND DESIGN CRITERIA2 ....................................................................................... 325

PLANNING, DEVELOPMENT, STANDARD & SAFETY

7.1.1.1 MAINTENANCE, OPERATIONAL AND PRODUCT TRAINING. ....................................................................... 486

PLANNING, DEVELOPMENT, STANDARD & SAFETY

Peraturan Kawalan Hasil Tembakau 2004, Kementerian Kesihatan Malaysia.

APPENDIX B – MAHB’s Apron Markings Handbook (Second Edition, 2019).

APPENDIX C – MAHB’s Airside Road Signs Markings Handbook (May 2010).

APPENDIX D – Summary of AFRS Requirements.

APPENDIX F – Summary of M&E, Fire Systems and IT Requirements for Commercial.

APPENDIX G – Malaysian Carbon Reduction and Environmental Sustainability Tool (MyCREST)

APPENDIX I – Guidelines Technical Requirements for Mobile Explosive Containment Vessel

APPENDIX J – Detail Specification of Parameter Fencing as Required by CAAM.

APPENDIX K – Guideline of Protected Places & Protected Areas Signages.

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

CPC Certificate of Practical Completion

PLANNING, DEVELOPMENT, STANDARD & SAFETY

ICAO International Civil Aviation Organization

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PEN Bayan Lepas International Airport @ Penang International Airport

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

Table 1-1: Airport Classification in Malaysia Airports .................................................................... 5

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

Planning Development Standard & Safety (PDSS)

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

PLANNING, DEVELOPMENT, STANDARD & SAFETY

1.1 CONTENT OF THIS DOCUMENT

Chapter 1; Introduction to MAHB’s airports and STOLports.

Chapter 4; Explains on the design and operational requirements of 3 major

Chapter 5; Elaborates on the detail technical requirements for airport systems,

Chapter 6; Briefly discusses the requirements to be adhered to during project

Chapter 7; Describes processes prior to releasing the final deliverables to the

PLANNING, DEVELOPMENT, STANDARD & SAFETY

1.2 MAHB’S AIRPORTS AND STOLPORTS

Figure 1-1 : Airports Operated by Malaysia Airports

i) KL International Airport (KUL)

ii) Kota Kinabalu International Airport (BKI)

PLANNING, DEVELOPMENT, STANDARD & SAFETY

iii) Kuching International Airport (KCH)

iv) Langkawi International Airport (LGK)

v) Penang International Airport (PEN)

i) Sultan Abdul Halim Airport, Alor Setar (AOR)

ii) Bintulu Airport (BTU)

iii) Sultan Azlan Shah Airport, Ipoh (IPH)

iv) Sultan Ismail Petra Airport, Kota Bharu (KBR)

v) Sultan Mahmud Airport, Kuala Terengganu (TGG)

vi) Sultan Ahmad Shah Airport, Kuantan (KUA)

vii) Labuan Airport (LBU)