Background of the Study (Vertical Clearance)

Vertical restrictions imposed on buildings and other natural obstructions in the vicinity of airport

runways are crucial for safeguarding aviation operations and the safety of civilians. This

practice, established worldwide, serves as a necessary measure to lessen potential hazards

posed by obstructions to air traffic [1] [2]. For example in Nigeria where the proposed MKO

Abiola international Airport in Ido-Osun, Osun State had a buffer zone of 2km to take

precautions and avoid head-on collisions on buildings due to unforeseen circumstances like

engine failure during take-off and other factors that complicates landing operations. While vital

for aviation safety, these regulations usually present hurdles for contractors and civil engineers

applying for permits for projects near airports. Compliance of permits may require redesigns or

adjustments, causing delays and additional expenses, complicating the development process

[3].

In the Philippines, the regulation of vertical clearances is under the jurisdiction of the Civil

Aviation Authority of the Philippines (CAAP). However, the current regulations provided by

CAAP primarily focus on the ratio between the distance from the centerline of the runway and

the maximum elevation of structures. Specifically, the regulations require that within every 15

meters from the centerline of the runway, a 2-meter-high structure can be erected. However,

this approach overlooks the significance of topographic elevations in the surrounding areas. As

a consequence, contractors often find themselves needing to take additional steps to verify

clearance requirements with geodetic engineers, either from CAAP or private firms. This entails

completing two forms provided by CAAP: the Height Evaluation Application Form (ANNEX B)

and the Geodetic Engineer’s Certificate (ANNEX C). These additional requirements introduce
delays and added complexity to the permit acquisition process for development projects near

airports [4].

It has been known that relying solely on metrics such as height above the Earth's surface and

the number of buildings, floors, and structures is insufficient for establishing comprehensive

height restrictions near airports. Instead, it is crucial to take into account neighboring land

elevations, which can vary significantly due to diverse topographic profiles in different regions

within the area. Incorporating data from geo-observation supports the importance of considering

topographic elevations when setting clearance regulations. By taking into account deviations in

land elevation, authorities can better assess potential obstructions to air traffic and ensure that

height restrictions are tailored to the specific geographic characteristics of each area. This

approach enhances the effectiveness of safety measures and contributes to the overall integrity

of aviation operations near airports [5].

To address these challenges, the development of comprehensive thematic maps is crucial.

These maps would illustrate vertical clearance regulations considering both the distance from

runways and the topographic elevations of surrounding areas. By integrating spatial data on

land elevations with existing clearance regulations, these maps offer a clearer understanding of

height restrictions for development projects near airports. Such visual representations aid

contractors and civil engineers in making strategic decisions and thus providing insights in the

navigation of regulatory processes. They serve as valuable tools for planners, developers, and

aviation authorities, ensuring that safety considerations are effectively communicated and

incorporated into urban development initiatives [6] [7]. Benefiting civil engineers, as they would

be able to assess the maximum height allowance for their projects more accurately. With the
utilization of geographic information systems (GIS) technologies, the aerodrome's surrounding

surfaces will be observed and monitored in two and three dimensions, enabling the assessment

of any aberrations, as well as utilizing remotely sensed data to simulate obstacle zones based

on building density and the possible risk in flight safety [9] [13]. In the case of topographic

elevation, all elevations should be referenced from the mean sea level (MSL). This

standardization ensures consistency in elevation data, minimizing errors during triangulation

processes. Additionally, the hypotenuse theorem is utilized to calculate the extents of

restrictions, optimizing the accuracy of clearance regulations. By adhering to these principles,

authorities can effectively incorporate topographic elevations into height restrictions near

airports, enhancing the safety and efficiency of aviation operations. [5]

The absence of easily accessible data regarding vertical clearances of structures near airports

worsens the challenges faced by contractors and civil engineers. The varying in topographic

elevation around airports emphasizes the need for a more refined approach to determining

maximum allowable heights for structures. Further investigation revealed that Dipolog City with

its local airport have been categorized by CAAP as one of the critical zones in the Philippines [5]

and the necessity for more sophisticated approaches to determining maximum allowable

heights for structures around Dipolog Airport is apparent, emphasizing the importance of

integrating topographic elevations into clearance regulations. Therefore, this study aims to

address the gap by developing a comprehensive thematic map within the 3 km radius from the

airport’s runway, covering densely populated areas of the city, which are probable sites for

vertical development. This map will provide valuable insights for urban planners, developers,

and aviation authorities, facilitating informed decision-making and ensuring that safety

considerations are effectively integrated into development plans near the airport.
REFERENCES:

[1] Ipm, “Height limitation for building next to airport - Height limitation approval by CAAM,”
IPM, Aug. 04, 2021. Available: https://ipm.my/height-limitation-for-building-next-to-
airport/

[2] L. Mitsevich and N. V. Zhukovskaya, “Geospatial modeling, analysis and mapping for
aerodrome land development,” E3S Web of Conferences, vol. 310, p. 04003, Jan. 2021,
doi: 10.1051/e3sconf/202131004003. Available: https://www.e3s
conferences.org/articles/e3sconf/abs/2021/86/e3sconf_spatialdata2021_04003/e3sconf_
spatialdata2021_04003.html

[3] I. Fulgar, “Understanding building height limit in the Philippines & exceptions,” Architect
in the Philippines Into New Designs & Land Ventures, Jul. 04, 2023. Available:
https://www.ianfulgar.com/reference/understanding-building-height-limit-in-the-
philippines-exceptions/

[4] “Height clearance forms | Civil Aviation Authority of the Philippines.” Available:
https://caap.gov.ph/height-clearance-forms/?csrt=2089182500777560793

[5] R. Jimoh, Y. O. Afonja, S. O. Olaosegba, B. I. Ajisafe, and L. O. Oyelakin, “Positioning

Structural Height Restrictions: An Implication from Geo Observation Data around a
Proposed Airport, Ido-Osun, Southwestern Nigeria,” International Journal of
Environment and Geoinformatics, vol. 7, no. 2, pp. 120–126, Aug. 2020, doi:
10.30897/ijegeo.664497. Available: https://doi.org/10.30897/ijegeo.664497

[6] O. Uzun and F. A. Sesli, “Creation and Analysis of Obstacle Plans with Geographic
Informatıon System: Samsun Çarşamba Airport Example,” Black Sea Journal of
Engineering and Science, vol. 3, no. 3, pp. 98–102, Jul. 2020, doi:
 10.34248/bsengineering.746948. Available:
https://dergipark.org.tr/en/pub/bsengineering/article/746948

[7] J. Nowosad and T. F. Stepinski, “Pattern-based identification and mapping of landscape

types using multi-thematic data,” International Journal of Geographical Information
Science, pp. 1–16, Mar. 2021, doi: 10.1080/13658816.2021.1893324. Available:
https://doi.org/10.1080/13658816.2021.1893324

[8] N. Alhassanieh, M. Nassar, A. Aouad, O. Jadayel, and A. Iaaly, “OLS modeling using
GIS for aviation safety within a challenging topographic and urban neighborhood:
the case of Beirut Rafic Hariri International Airport,” Arabian Journal of Geosciences,
vol. 14, no. 18, Aug. 2021, doi: 10.1007/s12517-021-07981-9.
Available:https://doi.org/10.1007/s12517-021-07981-9

[9] A. A. Supriyadi, “Obstruction Zone Modeling at Halim Perdanakusuma Airport using

Remote Sensing Data,” International Journal of Remote Sensing and Earth Sciences
(Denpasar), vol. 20, no. 1, p. 66, Jul. 2023, doi: 10.30536/j.ijreses.2023.v20.a3883.
Available: https://jurnal.lapan.go.id/index.php/ijreses/article/view/3883