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THE GOVERNMENT OF THE REPUBLIC OF INDONESIA MINISTRY OF COMMUNICATIONS AND TELECOMMUNICATIONS DIRECTORATE GENERAL OF AIR COMMUNICATIONS ADB Loan No. 1586-INO Eastern Islands Air Transport Development Project
BAGIAN PROYEK PENGEMBANGAN BANDAR UDARA KAWASAN TIMUR INDONESIA East Indonesia Airports Project
PEKERJAAN JASA KONSULTANSI PEMBUATAN RANCANGAN TEKNIK TERINCI DAN PENGAWASAN KONSTRUKSI BANDAR UDARA DI PONTIANAK, SAMARINDA DAN SORONG
CONSULTING SERVICES FOR DETAILED DESIGN AND CONSTRUCTION SUPERVISION OF PONTIANAK, SAMARINDA AND SORONG AIRPORTS
DOCUMENT REVIEW
Modifications -Life cycle cost analysis of pavement options (3 pages) net present values of pavement options (1 page)
Airfield Pavements Study SOFREAVIA In Association With Version : 2.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA
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Table of Content
1. GENERAL ...................................................................................................... 1 2. DESIGN TRAFFIC ......................................................................................... 1 3. SUBGRADE CONDITIONS .......................................................................... 2 4. NEW PAVEMENT DESIGN ......................................................................... 5
4.1. DETERMINATION OF THE DESIGN AIRCRAFT ............................................... 5 4.2. DETERMINATION OF PAVEMENT THICKNESS .............................................. 5 4.3. NEW PAVEMENT STRUCTURES ......................................................................... 8 4.3.1 FLEXIBLE PAVEMENT STRUCTURES .................................................... 8 4.3.2 RIGID PAVEMENT STRUCTURES ........................................................... 9
5. LIFE CYCLE COST ANALYSIS ................................................................ 11 6. CONCLUSIONS AND RECOMMENDATIONS OF THE CONSULTANTS .......................................................................................... 11
ATTACHEMENTS
12
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1.
GENERAL
The pavement design of runway, taxiways and aprons are based on the FAA Standards and recommendations provided in Advisory Circular referenced AC 150/5360-6D dated 7/7/1995. As mentioned in the terms of reference, the pavement design is done for 20 years in both solutions (rigid and flexible structures) to analyze the life-cycle costs as well as construction costs of airfield pavement alternatives. Subgrade improvements shall also be taken in consideration.
2.
DESIGN TRAFFIC
The design takes in account the traffic forecasts of the RERS Report, which are given in term of aircraft movements (arrival or departure) and annual number of passengers. As only CN 235 or equivalent aircrafts will operate at first phase, and because of the short time period of this phase, the Consultants propose to design airfield pavements taking into account future B 737-400 operations (phase 2 of the Master plan) and to adapt the structure for the first phase in order to limit ulterior reinforcement costs.
TOTAL PASSENGER TRAFFIC FORECASTS (2008-2018) TOTAL AIRCRAFT MOVEMENT FORECASTS (2008-2018)
The reference aircrafts are: B 737-400: MAXIMUM TAKE-OFF WEIGHT at 65 tons MAXIMUM SEATING CAPACITY at 169 passengers MAXIMUM TAKE-OFF WEIGHT at 15 tons MAXIMUM SEATING CAPACITY at 44 passengers
CN 235:
Commuters: AVERAGE TAKE-OFF WEIGHT at 5 tons AVERAGE SEATING CAPACITY at 10 passengers When considering a 70% occupancy ratio for the jet engine and turbo propeller aircrafts, the average number of passengers per flight is calculated as follows: B 737-400: 120 passengers CN 235: 31 passengers Commuters: 6 passengers
Airfield Pavements Study SOFREAVIA In Association With Version : 2.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA
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When assuming an average number of 30 movements of commuters per day, it is possible to calculate the number of B737-400 (a) and CN 235 (b) movements during the 2008-2018 periods (11 years). 120a + 31b = 4 855 148 a + b = 53 133 Thus: a = 36 045 and b = 17 088.
FAA policy takes in account the average annual number of aircrafts at departure and at their operational take-off weight. Because of their low weight, CN 235 and commuters are negligible for the pavement design. The design take-off weights are determined according to the runway length available and the operating route (especially the trip to UJUNG PANDANG and JAKARTA). B 737-400: OPERATIONAL TAKE-OFF WEIGHT at 60 tons Finally the design traffic to be considered shall be:
TYPE OF AIRCRAFT B 737-400 AIRCRAFT DEPARTURES BY YEAR 1638 AIRCRAFT DESIGN WEIGHT 60 000 KG
3.
SUBGRADE CONDITIONS
As detailed in the Geotechnical report, the new airfield pavement will be constructed on embankments and cuts. The site is hilly with the topography varying from about 16 to 17 meters (level of swampy areas) to about 50 meters. Most of the site is in cutover brush and grass on the hills. The site has flat areas running to lesser ridges. These ridges are made up residual soils, which are highly variable, derived from several different rock types. The soils vary in texture from fine sand to plastic clay. The swamps, which are covered with water, are filled with peat soils, made up of a considerable amount of organic matter. These fine-grained peat soils are highly compressible and settlement will be very large. Cutting, spreading and compacting the residual soil should result in a fairly homogenous mix that will provide reasonably good foundation for pavements and structures. Additional borrow material could be provided by hills and ridges located on the southeast side of the proposed runway. To reduce settlement time in fill area, vertical drains shall be installed through a sand layer, which will subsequently act as a drainage blanket.
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A soil improvement using a 20 cm stabilized subgrade (4% cement) is recommended to compensate weak areas in the residual soil fills. According to geotechnical report, the minimum improvement of soil will be as follows: Embankment Sections Cut Areas
20 cm cement stabilized residual soil 20 cm cement stabilized residual soil 0 to 1200 cm of residual soil Geotextile filter fabric 60 cm sand drainage blanket; install Existing ground/natural soil vertical drains Geotextile high strength fabric Existing ground/swamp
According to the Geotechnical report, the design CBR for new flexible pavement is 8%. For new rigid pavements, the design requires the knowledge of the soil reaction modulus K, which has not been measured on site by a plate test. The corresponding K value for an expected CBR of 8% on the selected fill is 60 MN/m3 or 215 pci (see ICAO Annex 14 chapter 2-6-6, characterization of low strength soil code C). The subgrade will be overlaid with 15 cm of cement treated base course (Item P 304). To appreciate the improvement benefits given by this material to the natural sub grade characteristics, the K value shall be corrected by using figure 3-16 of AC 150/5320-6D for stabilized sub base (Figure 1). For a subgrade having a K = 215 pci, the corrected value is 320 pci. This value will be kept as input data for pavement design. The design concrete flexural strength will be taken at 750 psi (5,20 MPa) at 90 days.
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4.
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10
23
1,6
15
25 59
25 50
For phase 1, as only CN 235 type aircrafts will operate the runway, the flexible pavement can be adapted to the following: Surface dressing (with anti-K treatment for the apron) 15 cm Plant Mix Bituminous for Base (P-401) 25 cm Uncrushed Subbase course (P-154) This structure (19 inches theoretical thickness) is sufficient to allow CN 235 or equivalent aircrafts operations during the first phase. The design chart shows that it can accommodate more than 25 000 departures (50 000 movements), which is far more than expected (Figure 4). The future B737-400 flights scheduled for phase 2 will lead to a general overlay of 10 cm of Hot Mix Asphalt Surface (P 401).
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5.
As the same technique for improving soil has to be achieved in both flexible and rigid pavement, the comparison shall be made within the design structure and for phase 2 (see attachments) Flexible pavements: 10 cm Hot Mix Asphalt Surface (P-401) 15 cm Plant Mix Bituminous for Base (P-401) 25 cm Uncrushed Subbase course (P-154) Estimated Costs (per square meter): Rp 309 000. Rigid pavements: 23 cm Portland Cement Concrete Slabs (5x5 m) 15 cm Cement Treated Base Course (Item P-304) Estimated Costs (per square meter): Rp 332 000.
6.
CONCLUSIONS CONSULTANTS
AND
RECOMMENDATIONS
OF
THE
Taking in consideration all the elements described in previous chapters, the consultants recommend the following status for airfield pavements. Soil Improvement: As a first assumption, use of vertical drains (1,5 m spacing) associated with the following structure. This solution appears to be the best technically and financially. Embankment Sections Cut Areas
20 cm cement stabilized residual soil 20 cm cement stabilized residual soil 0 to 1200 cm of residual soil Geotextile filter fabric 60 cm sand drainage blanket; install Existing ground/natural soil vertical drains Geotextile high strength fabric Existing ground/swamp Runway construction (1600 x 30 m), new apron new taxiways: to be constructed with flexible pavement, as it is less costly. Surface dressing (with anti-K treatment for the apron) 15 cm Plant Mix Bituminous for Base (P-401) 25 cm Uncrushed Subbase course (P-154) ------------------------------------------------------Soil improvement
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The subbase course will be laid on 45 meters to ease the future runway widening and to keep the airport in operation during the works.
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A T T A C H ME N T S
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ATTACHMENT LIST
End of document
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