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Second International Airports Conference: Planning, Infrastructure & Environment SÃO PAULO – SP - BRAZIL● AUGUST 2- 4, 2006

SECOND INTERNATIONAL AIRPORTS CONFERENCE: PLANNING, INFRASTRUCTURE & ENVIRONMENT

SÃO PAULO – SP - BRAZIL● AUGUST 2- 4, 2006

CAMPO DE MARTE, THE ALTERNATIVE

Alfredo Mário Savelli Professor of Department of Civil Engineering at Mackenzie Presbyterian University Rua da Consolação, 896 – Prédio 6 01302-907 – São Paulo – SP – Brazil [email protected]

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ABSTRACT São Paulo is a metropolis with about 37 million inhabitants and it is the main business center in the South Hemisphere. It has two modern business airports: Guarulhos International Airport and Congonhas International Airport. Guarulhos Airport is located 25 km from downtown and it attends, about 16 million passengers a year at the moment, work has been done to increase its capacity to 41 million passengers a year until 2.020. This airport has a satisfactory dimension, but there are restrictions to get there because of the traffic condictions in the city center and in the narrow routes. Congonhas Airport has saturated its capacity of 17 million passengers a year and no possiblities of enhancing it because of the urban ocupation around it. Nowadays, the Campo de Marte's area, is privileged located in the city center but it has a minimum infrastructure, serving only a few executive aircrafts. The restrictions to get to Guarulhos Airport and the saturated conditions of Congonhas Airport make "Campo de Marte" an excellent alternative, if it could ever be used for commercial flights. It would involve investiment to build extending runways, enlarging parking areas for airplanes, passenger terminals and setting up security systems though. Despite of its limited area “Campo de Marte” has a good possibility to provide aircraft services as one of São Paulo’s Airport. KEY WORDS Airport, commercial flights, planning

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CAMPO DE MARTE, THE ALTERNATIVE INTRODUCTION Statistics of Civil Aviation Department DAC point out expansion in Brazilian domestic market: • 2004 related to 2003 - 11,9% and • 2005 related to 2004 - 19,4%. To attend this growing demand, São Paulo, a metropolis with about 37 million inhabitants, the most important business center in the South Hemisphere has two moderns business airports, beyond the disused Campo de Marte. Guarulhos International Airport, located 25 km from downtown, attends about 16 million passengers a year, working to increase its capacity to 41 million passengers a year until 2020. This airport has a satisfatory dimension, but there are restrictions to get there because of the traffic condictions in the city center and in the narrow routes to access it. Congonhas International Airport is saturated with 17 million passengers a year, and no possibilities of enhancing because of the urban ocupation around it. The difficulties to access Guarulhos International Airport and the saturation of Congonhas International Airport clamour for other alternative. This alternative can be the use of Campo de Marte Airport, a privilaged area in the city center, also to attend commercial flights. Nowadays the use of Campo de Marte is limited for executive aircrafts and helicopters. GUARULHOS INTERNATIONAL AIRPORT Introdution Guarulhos International Airport is in commercial operation since 1985, and today is considered the unique actual possibility to enlarge São Paulo´s airport system. It has available total area of 14 km² with two runways: one 3.700 meters lenght and 45 meters width, other 3.000 meters lenght and 45 meters width, 66 positions for parking and 630 flights diary in two passenger terminals (TPS), connecting São Paulo to 63 countries, 80 brazilian cities and 135 overseas cities. (Figure 1).

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Figure 1- Guarulhos International Airport – 2006 The Guarulhos two passenger terminals works 24 hours a day, with a floating population around 110 thousand travellers and escorts a day.

The landscape, the runways and the airplane characteristics are determinants reasons for terminals in V shape, with fingers for passengers embarkation/ disembarkation. The passenger terminals contain 41 company desks with 175 check in, 26 gates for embarkation/ disembarkation, 21 VIPs rooms, 147 shops, convention center, church, meeting room and cultural space. Guarulhos International Airport´s buildings consist of: passenger terminals, vigilance central, control and flight protetion tower, electrical substation, telephonic center, cargo terminal, VIP station, fuel station, sewage treatment plant and garbage incinerator plant. The cargo terminal of Guarulhos International Airport with 85.000 m2 is managed by 118 computer terminals, moving 15 thousand tons a month, the biggest in South America. The flights that arrive in Guarulhos International Airport are oriented by Instrumental Landing System ILS, category II, to permit landing/ take off operations with accuracy and security in any condition of visibility. A surface radar allows control the airplains on runway and parking. Its Meteorologic Center is able to identify weather forecast 500 km around the airport. Enlargement

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Because of excess of demand the operation in São Paulo´s airports produces high risk in landing/ taking off, reaching the limit in 2007. DAC´s documents recomends the ampliation of Guarulhos Airport to lighten Congonhas´s traffic, because it has no more space to expand. The next enlargement of Guarulhos´s Airport will consist in the implantation of more one passenger terminal with 165 thousand m2, extending its capacity to 29 million passenger a year, amplifying more 192 balconies for check-in and more 12 embarkation gates; the construction of the third runway for landing/ take off; parking space for airplanes; ILS equipment instalation to support navegation; increasing of electric supply; improving highway system, car parking and garage. It will continue amplifying administrtive, supply and maintenance areas with the construction of cargo terminals; the revitalization and enlargiment of airplane runway system and airplanes parking yard; the relocation of maintenance shops; the implantation of airplane maintenance yard; amplify the Vip area and hangars for general aviation; the implantation of new heliport and areas for airplanes inspection. The shape of the final configuration is a system of three paralell lines; the forth passenger terminal with 11.200 passengers a hour capacity connected to commercial/ administrative buildings. CONGONHAS INTERNATIONAL AIRPORT In 1950 with 867.705 passenger demand and 69.408 flights a day, Congonhas becomes the third world airport in landing/ take off, after New York and Chicago. Today, Congonhas Internacional Airport is the most usefull in our country, attending 20.582 flights, 1.543.556 passengers and 3.971 tons of cargo, in december 2005. Congonhas with 1,6 km2 area, has a principal runway 1.949 metres lenght and a secundary 1.445 metres lenght, used for short destination take off. The distance between the two runways is 100 metres, whem the ideal for simultaneous operation is 700 meters. In the moment of low sky ceiling and rain, Congonhas Airport just operate the main runway, remaining the secondary runway without use. This airport is able to sustain 26 parking planes for embarkation/ disembarkation and more 7 travelling. (Figure 2).

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Figure 2 - Congonhas International Airport – 2006 Rules of Federal Aviation Regulation consider critic runway with less than 2.000 metres lengh, aggravated by intense rain period. In spite of construction improvements, in reason of high demands of flights or meteorological problems, delays cause cascade effects, in detriment of ponctuality. The Congonhas Internacional Airport is surrounded by intense traffic corridor and saturated by a dense occupation of neighbourhood residencial area, that in 2005 received 620 daily landing/ take off from 5 a.m. to 10 p.m. It can just be amplified by means of expropriation or removing airlines hangars. Therefore, any accident assume exaggerated proportions, as that of October 31, 1996, whem the fall of a Fokker over houses on Jabaquara left 99 deads. More recently, on March 22, 2006, in consequence of a intense rain, a landing aircraft sliped, just stopping few meters before Washington Luís Ave. In spite not having víctims, the fact caused ample debates about runways conditions and, maily, about the saturation of the airport. The Infraero - Brazilian Airport Infra-structure Enterprise and Anac - Civil Aviation National Agency, in March 30, 2006 meeting with the main national airlines, negociated a deal to reduce to 400 - 50% - the number of daily operations of landing/ take off in Congonhas Airport, transfering long distance freight flights, that with more than two hours duration to another airports.

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Infraero officialy advertises that, during this year, will realize a reform of the longest runway of Congonhas, whem the number of landing/ take off will be reduced from 48 to 26 a hour, maintening only the secondary runway 1.445 meters long in operation, a interdict time for more than 60 days. During this period the airplaines will be limited to lighter fuel cargo, technical reason to interdict long distance flight. Table 1 indicates the runway lenght for landing, according to FAR - Federal Aviation Regulation.

Runway lenght for landing Runway in meters AIRPLANE DRY MOISTEN

Boeing 707 – 320 C 2.100 2.350 Boeing 727 – 100 1.750 1.860 Boeing 727 – 200 1.780 1.910 Boeing 737 – 200 1.800 2.050

Boeing 747 – 200 B 2.200 2.550 Boeing 767 – 200 1.600 1.900

Airbus 300 B 2.050 2.350 DC – 10/30 2.000 2.250

Source: Boeing Aircraft Company Conditions: Temperature ISA + 15o. C; Altitude 740m; Wing 0 Kt (zero knot) ; Runway Curvature 0%; maximum weight for landing. Table 1 CAMPO DE MARTE AIRPORT Introdution Campo de Marte Airport located on right bank of Tiete river, Santos Dumont Ave, no.1979, in Casa Verde, North Zone, 4 km far off the center of the city, was inaugurated in 1920. Affected by 1929 big flood and São Paulo´s defeat 1932 Revolution, Campo de Marte was interdicted in 1934, provoking the need of a new place for the civil airport in the city, that would be Congonhas. The airport is for civil and militar purpose, civil general aviation traffic and no regular traffic; the operation is VFR - visual flight rules from 6 a.m. to 11 p.m.; Reference runway code ICAO; aviation comunication Class C; and tariff Category 3. Civil/ Militar Situation and Functional Zones The area of Campo de Marte Airport is 2,11 km², being: 46%, the central area of the site used for civil ativities, and the surroundings are militar jurisdiction. (Figure 3 and 4). Studies propose to incorpore 8% of the militar area to civil use.

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Figure 3 Figure 4 Campo de Marte Airport –Propertyl Area Campo de Marte Airport –Civil / Militar Zona

The Functional Zones: Manoeuvre Áreas - destinated for landing/ take off and running on airlines, including horizontal projection of approach surfaces and transition of Plan Zone for Airport Protection. Terminal Area - destinated for Passengers Terminal System, Administration and Maintenance; Airlines System; Cargo Terminal System; Supply Industrial System; Basic Infra-struture System, Fuel Supply, Fire Fight and Rescue Service and others services to assist Regular Aviation. Secundary Areas – destinated to hangars and airplane maintenance of General Aviation; green areas and enviromental preservation; equipments for flight protection areas; commercial lease and complementar ativities areas. Special Areas - military instalations; areas for specifics pourpose and areas with enviromental restrictions. Instaled Capacity Runway System The landing/ take off paved runway 12-30 is 1.600 meters lenght and 45 meters width. The End 12 (West) is deslocated 300 meters and the End 30 (East) is deslocated 150 meters, reducing the runway to 1.150 meters lenght.(Figure 5 and 6).

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Figure 5 Figure 6 Campo de Marte Airport – End 30 Campo de Marte Airport – End 12 The runway consists of: track T-1 paralell to landing/ take off runway, 10 meters width for all extension, with access for both end; track T-2 transversal to landing/ take off runway connecting T-1 to lnfraero place and to track T-3; track T-3 paralell to hangars disposition along Olavo Fontoura Ave; track T-4 connecting runway to the Militar Area (PAMA). There is areas for helicopteres H01 and H02 landing/ take off: 36 x 36 meters in grass with 5,0 t load capacity and 25 x 25 meters in concrete with 4,0 t load capacity. The Specific Plan Zone for Airport Protection, Order N.º 428/CG5, May 30, 2001, establish a second landing/ take off runway, disauthorized after on by Order N.º 188/DGAC March 8, 2005. Operational Capacity The Circular FAA, AC-1 50/5060-5 - Airport Capacity and Delay establish the valuation method of landing runway system capacity. The Campo de Marte Airport with just one landing/ take off runway, paralell taxi track and intermediate ortogonal exits and at the end of runway, reaches the preliminary hour capacity of 98 VFR operation, that is a annual capacity of 230.000 operation. Aplying the corrections factors of Infraero´s Airport Planning Criteria and Stipulation: • runway roll system correction 0,94 and • auxiliary correction................ 0,85 (NDB). The result of corrections is the runway theoric hour capacity system 78 VFR operation and a annual capacity of 183.700 movements, with simultaneous operations in the helipont or between one helipont and the runway. The theoreticxal capacity of every one of the heliponts, about 60 operation a hour and, with simoultaneous operations of approach/ take off, or approach/ approach, or take off/ take off

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from/ to opposite directions, in about 50% of the moviments, results 90 movements per hour for two heliponts. Passengers and Airplanes Movement: The movement of Campo de Marte Airport in 2005 was 363.600 passengers year, with proceedings for embarkation/ disembarkation in different airport places and not only by the passengers terminal, being without importance the dimension of this instalation. The airplane movement is established by General Aviation, No Regular Aviation and Militar Aviation operations. The total of movements in 2005 was 183.173, with 181.799 movements for General Aviation and No Regular Aviation and 1.374 for Militar Aviation. Between the operations, 73.269 movements were for fixed wings airplanes and 109.904 movements were for helicopters. The peak-hour operation for General Aviation, happened in average day of 2005 peak-day total up 80 movements, being 27 for fixed wing airplanes and 52 for helicopters, presented in Table 2:

Traffic Asa Fixa Asa Móvel Total Regular Regional/National - - - International - - - No Regular 1 - 1 General Aviation 27 52 79 Militar - - - Total 28 52 80 Table 2 The Campo de Marte Airport doesn’t have regulars or regionals flight operations, just having General Aviation operations. Today, the airplanes in use for General Aviation and Militar Aviation are typo R1. Airplanes R2 category with at least 30 seats, like EMB-120, can have no-regular commercial operation in the airport. The light fixed wing airplanes with range between 1.000 km e 3.000 km, like Aero Boero for 1.230 km instruction and Beechcraft B58 Baron for 2.917 km instruction, reaches medium stage of lower range, and can be operated without restrictions. The system of runway and tracks to the hangars is critical, establishing capacity limit, whem considering the magnitude of hour-peak movement. The helicopters have medium range between 350 km and 800 km. The theoretical hour capacity is 180 movements, being about 40% operations with fixed wing airplanes.

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The manoeuver airport area consisting of landing/ take off runway, tracks and heliponts presents instalations with compatible capacity to the actual demand. Airport Plan Protection Specific Plan Zone for Protection Airport (PEZPA) The Specific Plan Zone for Protection Airport has to be integrally incorporate to urban legislation, to regulate the occupation in vertical calibre. Restrictions for vertical calibre in neighbourhood urban environement atually are determinated by Order N.º 428/CG5 May 30, 2001, that describes the component areas of the Plan and identify 70 obstacles with its altitudes and localization. Noise Specífic Plan Zone (PEZR) The Order N.º 629/GM5 May 02, 1984, about urban area zone around the airport establishes the identification and the quantification of influence noise curves. The airport area is included in special use zone, but the restrictions for airport noise aren’t incorporated in the city zone law. To implant the determinations of Order 188/DGAC March 8, 2005 was studied noise curves for the operational situation of Campo de Marte Airport. These curves were gotten from demand projections in 2000, a total of 675 movements per day for first situation (20 years) and 1.078 movements per day for final stage. They were applied for airplanes: CNA 210 (S) and CNA 560 (S) fixed wings and helicopters Huguess 500D, Beil 206L e Sikorsky S-76 for the 1.600 meters runway lenght. The noise curve established in the analysis were gotten with 40% of helicopters movements and 60% of fixed wings airplanes movements. The fixed wings airplane being 80% in the End 12 (West) and 20% in the End 30 (East) and for helicopters 50% in each helipont, always just for daytime flight. Quantification of areas limited by isofonics curves I and lI by Specific Plan Zone for Protection Airport, with interface between urban planning and noise zones - Table 3.

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Description Zone Region Included Área (m²)

Z9 North 13.600 Z1 NorthEast 19.700 Noise Curve I Z2 East 63.800

Total (Área I) 97.300 Z18 North 2.500 Z1 NorthWest 210.100 Z9 West 1.800 Z9 North 35.900 Z2 North 21.700 Z3 West 24.600 Z2 East 185.200

Noise Curve 2

Z4 East 102.100 Total (Área II) 583.900 Table 3. Source drawing MAR/GRL/905.071 The delimited areas by isofonics curves is mainly contained inside airport area (76%). The Area I, limited by Noise Curve I, has 743.547 m² with just 97.300 m² ( 13%) in the neighbourhood urban area, outside the airport. A Área lI, confine between Noise Curve I and Curve lI, has 2.102.280 m² with just 583.900 m² (28%) in the neighbourhood urban area, outside the airport. The Municipality of São Paulo has to control the devolopment around the airport, mainly about the strictly and predominant residencial use in the Development Director Plan, because of the airplane noise in neighbourhood airport area of Casa Verde, Santana and Vila Guilherme. Managing Aviation Flow System Traffic Control The Campo de Marte, inserted in the Terminal of São Paulo (TMA), under jurisdiction of Center Control Area of Brasília (ACC), has the Air Traffic Service executed by a Control Tower located in the Militar Area (PAMA), comunication VHF 118.70. (Figure 7). Figure 7 Campo de Marte Airport – Control Tower

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The airport actually is homologated just for operations VFR Visual Flight Rules. The classification for air traffic control, by the criterion of quality comunication service and the air navegation instalated assistance, determine classe C for this airport, arranged with the followings equipments and support organs: • eletronic operation VFR (day/night), with NDB equipament in the coordinates 23º 30'

22,97" S – 046º 38' 09,78” W, altitude 722 meters, distance 728,78 metres from End 30 and 265,66 metres from the axis of runway for landing/ take off.

• Meteorological Surface Station EMS - Class 2B located near End 30. • luminous assistence by accurate indicator for approximation ramp equipament APAPI;

rotative lighter; REIL - runway end identification lights; runway edge lights and taxiway edge ljghts.

• visual assistence for a windsock located 637,49 meters from End 30 ( South side) and 107,10 meters related to the axis of landing/ take off runway.

• horizontal signs from end runway and dislocated end; designation of landing/ take off runway; edge and axis of landing/ take off runway; from axis of runway; compulsory Stop; airplane yard.

The flight rules of Campo de Marte Airport are represented in Table 4:

FLIGHT RULES TAKE OFF LANDING

Operational Conditions RUNWAY IFR VFR IFR VFR

12 - 43.294 - 44.381 30 - 30.120 - 37.009

Table 4 The End West is 12 predominate, with 56% of total landing operation and 60% of take off operations. The average interval between operations of landing/ take off in the hours of more intense air traffic is 1 to 1,5 minutes. Local Wind The local wind doesn´t interfere with significance in the capacity of landing/ take off operations in the airport. The frequency of wind by direction in 2000 is represented by anemogram in Table 5 (Figure 8):

FREQUENCY BY DIRECTION N NE E SE S SW W NW CALM

8,4 4,2 13,4 13,7 22,8 1,2 4,8 9,6 21,9

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Table 5

Figure 8 Figure 9 Campo de Marte Airport Campo de Marte Airport Wind Frequency by Octante Media Speed by Octante The average speed of local wind during the year 2000 are represented by direction in Table 6. (Figure 9).

MÉDIA SPEED (kt) N NE E SE S SW W NW CALM

6,9 5,8 5,0 6,1 7,8 6,2 6,7 8,6 - Table 6 The real runway azimuth is 100º 16' 09", producing percentage of crossed wind with harmless magnitude for the operations, recomending to keep informations about wind frequence by interval of speed and by direction. Kind of traffic and magnitude The disposal of instalations and services are appropriated for the airport, about the type of traffic and airplanes motion magnitude, using the parametres of Planning Airport Criterion and Conditioning Manual. The airport has operational restrictions while isn´t equiped with instruments to mitigate problems caused by meteorological bad conditions. The possibility of IFR operation in Campo de Marte Airport is technicaly possible, but complex. The capacity and the satisfatory feasibility of the airport depends of a significative evolution system for control of air traffic and a solution to permit instruments operation. Terminal System Passenger Terminal and cargo

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The airport actualy doesn´t attend Regular Aviation operation. The Passengers Terminal TPS of General Aviation has 310 m2 area, but is almost useless, because about 93% of the 223.012 passengers embarked and disembarked in the airport during the year of 2000 used differente instalation along Olavo Fontoura Ave instead of the Terminal TPS. The Passenger Terminal has to be removed to another place, to permit increase the airplane yard. Actualy, there is a very low demand to attend : 70 passengers in peak-hour. To process passengers, a 95 m2 area comprise: watting room with terrace, sanitary and access to arlines yard. The others 213 m2 areas are occupied by: Flight Protection - DPV, Meteorology, Traffic room, Supervision room, airplane yard inspectors room, Banc, Vestiary/Sanitary, Deposits and Shelter for Extinguisher. The Order N.º 282/DGAC April 08, 2002, doesn´t permit the ativities of air cargo transportation in Campo de Marte Airport. Airplanes Yard and Hanqars The yard for General Aviation with 12.420 m² area, has capacity for 25 airplanes, by the criterion of planning that establish 500 m2 by airplane, including manoeuvre/ circulation area. Actualy parks in average 28 airplanes of General Aviation. The area for 21 hangars has 22.575 m² with theoretical capacity for 125 airplanes. The frontal yards with 55.355 m², can accomodate more 185 airplanes, total amount 310 positions. The theoretical capacity required, defined by average index of 180 m² by airline in the hangars and 300m² by airline in the front yard of the hangars demonstrate saturated capacity. Administration System and Maintenance Administration System The Administration occupies a 1.392 m² building in two floors, in front of TPS, with 31 employees. This building has capacity to shelter TPS, exceding the area required for administratives and operational ativities, admiting new unities as training room and auditorium. Maintenance System The maintenance center is localized in 1.612 m² area near the actual instalation of Militar Police. The building has 209 m² area.

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The contractors for electrical maintenance instalation, security, green area maintenance and clearing are localized in 53m², near Santos Dumont Ave. The estimated area for maintenance instalations, including office, workshop and vehicle parking is 1340m², but the available area is only 455m². In Campo de Marte hangars the maintenance is made by the contractors that have their own infra-struture, supplying water, electric energy directly from the concessionary. Fuel Airline Supplier (PAA) The average consumption of last three years is 170 litres by take off, that represents a average monthly consumption of 796 m³ No restrictions about the capacity of fuel storage according NBR 9719 da ABNT. It is required to attend movement of airlines PAA during five days 133m³, Rescue and Fire Combat Service (SESCINC) The local conditions of SERCINC - category 5 - attend the instructions of Aviation Comand ICA-92-1, 24/01/2000 that establish category 3. Otherwise the emission of pollutant, smell originating from motors and fuel must be monitoraded. Table 7 presents equipament characterístics (CCI) available in the airport.

N.º of Vehicles Type Identification Water (l) PQS (kg) LGE (l) Manufacturer

01 AC-3 82-DB-251 1.200 Xxx 150 CIMASA 01 AC-3 86-DB-092 1.200 100 150 CIMASA 01 AP-2 84-DB-344 6.000 100 150 CIMASA 01 AC-3 82-DB-295 1.350 100 210 CIMASA

Table 7 Contractors The commercial system of airport consists in 146.284 m² of leasing areas to 33 contractors for mantenance, flight school, food supply, fuel supply, hangars. There is no specific instalation for airlines, post office because the operation is just for General Aviation and no Regular Aviation. Infra struture System Water Supply and Sewage

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The quality of water has to be permanentely monitorade to garantee the potability, industrial consumption and storage capacity, according Order n.º 36/GM de 19/01/1990, Healthy Secretary, IAC 2310/86 e NBR 9916/97. The water is supplied to airport by concessionary SABESP attending 1.574 m³ a month, with a average of 3.034 m³ in month peak, that correspond to 102m³ daily in water and 82m³ in sewage, excluding subcontractors localizated in Olavo Fontoura Ave that has independente connections. The hangars of Olavo Fontoura Ave are attended by public collector, and the rest of buildings attended by individuals septic pit, with its effluents directed to a creek near Helipont 1. The existant system of septic pit, with the natural growing of sewage production with the development of the airport situation becomes critic. The increasing of sanitary treatment of effluent is comanded by the legislation consolidated by IAC 2310 of 06/86 and NBR N.º 7229/82 da ABNT. Solid Waste The quantity of garbage produced by the airport is 6,0 m³ or 1,5 ton a day. The Campo de Marte Airport has no incinerator. The management plan of solid disposal (PGRS) was prepared by specialists and the withdraw of garbage is realized by contractors, with all condition to attend. The localization of urban waste deposits has to respect the Resolution N.º 004 CONAMA 09/10/95. Electric Energy The average mensal consumption is 98.824 KWh and the maximum demand 283 KVA, excluding the edification with access from Olavo Fontoura Ave, attended by the dealer (AES - Eletropaulo). The average monthly auxiliary consumption for air navegation area consists in 2 275 kwh for beacon and 190 kwh for headlight. The subestation capacity, Table 8:

Identification Transformer Capacity (KVA) SE – Maintenance 150

SE – Superintendenceia 225 SE – office 750

Net 225

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Capacity of Grupos Generators (KVA) GG – Maintenance 114

E-022/SR1’4 (TWR) 33 Table 8 The supply of electric energy is sufficient to attend the demand. Telecomunication The situation of dealer TELEFÔNICA , Table 9:

Quantity LOCAL Telephon Telematic TPS Lines 06 04

Airport Lines 120 13 TPS Public Telephon 01

Table 9 Service way and Drainage The actual service tracks are insufficient. It is necessary efective control for track crossinge, especially to access hangars. The drainage system has to be adjusted to rules that determines oil, fuel and greese segregation. The airport drainage system finish in ditches and creeks, crossing Olavo Fontoura Ave to flow into Tiete.river. The overflow of Tiete river can provoke the ebb of water to the interior of the airport. The solution consists in the program of enlargement of Tiete river and the drainage system of the airport. Projects and Constructions Relation of constructions for Campo de Marte Airport, to begin in short time, Table 10:

Discrimination Unit Quantity Unit Price (R$) Total (R$) Runway and EndTaxi m² 33.300 40,00 1.332.000,00 Passengers Terminal m² 650 600,00 390.000,00 Airplane Yard m² 8.580 40,00 343.200,00 Vehicles Parking m² 1.125 40,00 45.000,00 Service Track m² 35.750 40,00 1.430.000,00 Control Auxiliary Tower vb unid. 800.000,00 Area for Motors Test m² 2.200 40,00 88.000,00

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Helipont (H-01) m² 900 130,00 117.000,00 INFRAERO Maintenance (administration, workshop) m² 600 480,00 288.000,00

SUBTOTAL 4.833.200,00 Infra-struture and Urbanization % 15 - 724.980,00 Construction and Complementar Service % 20 - 966.640,00 TOTAL 6.524.820,00

Table 10 CONCLUSION Nowadays, the use of airplane in our country is in amazing growth. Brazil with 180 million inhabitants counts just 30 million air passengers year, while the United States with 280 million inhabitants transport 700 million air passengers year. To attend the growing demand, São Paulo has to apply an ambitious program of airport expansion, besides Guarulhos International Airport. Congonhas International Airport will always be in risk to be submited for long distance flight suspension by technical reasons., For necessary reform, the main runway of 1.949 metres extension will be closed for more than 60 days, with redution of landing/ take off from 48 to 26 a hour. Because of this incident, the use of Congonhas, during this closing period, wil be attended only by a auxiliary runway, 1.445 metres lenght, the unique in operation. The confort conditions in Congonhas Airport, in spite of the predicted, will be insufficient to attend the actual amount of passengers. Experts recommend to become definitive the reducton of 30% in Congonhas Airport landing/ take off. The Campo de Marte Airport with 1.600 metres extension runway, actually limited for operation just for little executive airplanes and helicopters, must have to enlarge its use. The Specific Plan Zone for Airport Protection, Order N.º 428/CG5, May 30, 2001, establish a second landing/ take off runway in Campo de Marte Airport. We Propose to implant a second runway, 2.000 metres extension, with “approach cone” dislocated south direction to Casa Verde Baixa, border of Tiete river, out of Jardim São Bento obstacle in Casa Verde Alta.(Figure 10).

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Figura 10

Aeroporto Campo de Marte Situation in 2006, with location proposed for landing/ take off runway 2000 metres lenght

With this proposal location, there is no obstacle in West face, End 12, of extant runway for landing/ take off. (Figure 12).

Figure 11- Campo de Marte Airport – End 30 Figure 12 - Campo de Marte Airport - End 12 Otherwise, there is no obstacle in East face, End 30, of extant runway for landing/ take off. (Figure 11). The construction of second runway garantee two alternatives to enlarge the use of Campo de Marte : a) reception of commercial flight transfer of short distance, like from Rio de Janeiro, lighten the movement of Congonhas International Airport. b) transfer of General Aviação flight from Congonhas International Airport, Table 13 GENERAL AVIATION LANDING TAKE OFF PASSENGERS

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Aviões executivos/ taxi aéreo EMB. DIS. DOM Air Taxi 573 587 1.131 1.127 DOM Others 1.303 1.334 2.698 2.600 DOM SOMA 1.876 1.921 3.298 3.727 DOM Militar 42 42 369 284 DOM Helicóptero 653 663 1.329 1.313 TOTAL (Soma DOM +Soma INT) 1.876 1.921 3.829 3.727

Table 13. Congonhas International Airport Movement, February 2006 Campo de Marte Airport construction: passenger terminal, instalation of modern control system IFR for landing/ take off and enlarge the airplane parking yard. Tourism Secretary inform that last five years the number of brazilian airlines custmers increase 60% , that is, five million passengers in 2001 to eight million today. The enlargiment in use of Campo de Marte Airport is one possible way to get solution for the airport crisis in São Paulo metropolis.

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