Airfield Pav Samarinda

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Ministry of Communications and Telecommunications Airfield Pavements - Draft - SamarindaEast Indonesia Airports Project Reference : 3AP1-Rp-015

SOFREAVIA In Association WithAEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA

ADB Loan No. 1586-INO Eastern Islands Air Transport Development Project

BAGIAN PROYEK PENGEMBANGAN BANDAR UDARA KAWASANTIMUR INDONESIA

East Indonesia Airports Project

PEKERJAAN JASA KONSULTANSI PEMBUATANRANCANGAN TEKNIK TERINCI DAN PENGAWASAN KONSTRUKSI

BANDAR UDARA DI PONTIANAK, SAMARINDA DAN SORONG

CONSULTING SERVICES FOR DETAILED DESIGN ANDCONSTRUCTION SUPERVISION OF PONTIANAK, SAMARINDA AND

SORONG AIRPORTS

SAMARIDA BARU AIRPORTAIRFIELD PAVEMENTS STUDY

DRAFT DOCUMENT

MARCH 2001

THE GOVERNMENT OF THE REPUBLIC OFINDONESIA

MINISTRY OF COMMUNICATIONS ANDTELECOMMUNICATIONS

DIRECTORATE GENERAL OF AIR COMMUNICATIONS


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Airfield Pavements Study SOFREAVIA In Association With page iVersion : 2.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA 15-03-01

DOCUMENT REVIEW

Version Date Description of evolution Modifications

1.0 16-10-00 Draft --

2.0 15.3.01 2 nd Draft Life cycle cost analysis of pavement options (3 pages) net present values of pavement

options (1 page)


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Airfield Pavements Study SOFREAVIA In Association With page iiVersion : 2.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA 15-03-01

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 ............................................... 54.2. DETERMINATION OF PAVEMENT THICKNESS .............................................. 54.3. NEW PAVEMENT STRUCTURES ......................................................................... 8

4.3.1 FLEXIBLE PAVEMENT STRUCTURES .................................................... 84.3.2 RIGID PAVEMENT STRUCTURES ........................................................... 9

5. LIFE CYCLE COST ANALYSIS ................................................................ 11

6. CONCLUSIONS AND RECOMMENDATIONS OF THECONSULTANTS .......................................................................................... 11

ATTACHEMENTS 12


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Airfield Pavements Study SOFREAVIA In Association With page 1Version : 2.0 AEROPORTS DE PARIS (ADP) BCEOM - PT DACREA AVIA 15-03-01

1. GENERAL

The pavement design of runway, taxiways and aprons are based on the FAA Standards andrecommendations 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 bothsolutions (rigid and flexible structures) to analyze the life-cycle costs as well as constructioncosts 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 termof 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 theshort time period of this phase, the Consultants propose to design airfield pavementstaking into account future B 737-400 operations (phase 2 of the Master plan) and toadapt the structure for the first phase in order to limit ulterior reinforcement costs .

TOTAL PASSENGER TRAFFIC FORECASTS(2008-2018)

5 577 848

TOTAL AIRCRAFT MOVEMENT FORECASTS(2008-2018)

173 583

The reference aircrafts are:

B 737-400: MAXIMUM TAKE-OFF WEIGHT at 65 tonsMAXIMUM SEATING CAPACITY at 169 passengers

CN 235: MAXIMUM TAKE-OFF WEIGHT at 15 tons

MAXIMUM SEATING CAPACITY at 44 passengersCommuters: 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, theaverage number of passengers per flight is calculated as follows:

B 737-400: 120 passengersCN 235: 31 passengersCommuters: 6 passengers


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When assuming an average number of 30 movements of commuters per day, it is possible tocalculate the number of B737-400 (a) and CN 235 (b) movements during the 2008-2018

periods (11 years).

120a + 31b = 4 855 148a + 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 theoperating 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 AIRCRAFT DEPARTURES BYYEAR

AIRCRAFT DESIGN WEIGHT

B 737-400 1638 60 000 KG

3.

SUBGRADE CONDITIONS

As detailed in the Geotechnical report, the new airfield pavement will be constructed onembankments and cuts. The site is hilly with the topography varying from about 16 to 17meters (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, whichare highly variable, derived from several different rock types. The soils vary in texture fromfine sand to plastic clay.

The swamps, which are covered with water, are filled with peat soils, made up of aconsiderable amount of organic matter. These fine-grained peat soils are highly compressibleand settlement will be very large.

Cutting, spreading and compacting the residual soil should result in a fairly homogenous mixthat will provide reasonably good foundation for pavements and structures.Additional borrow material could be provided by hills and ridges located on the southeast sideof 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 tocompensate weak areas in the residual soil fills.

According to geotechnical report, the minimum improvement of soil will be as follows:

Embankment Sections

20 cm cement stabilized residual soil0 to 1200 cm of residual soil60 cm sand drainage blanket; installvertical drainsGeotextile high strength fabricExisting ground/swamp

Cut Areas

20 cm cement stabilized residual soilGeotextile filter fabricExisting ground/natural soil

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 gradecharacteristics, 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. NEW PAVEMENT DESIGN

4.1.

DETERMINATION OF THE DESIGN AIRCRAFT

The design aircraft is the one that would require the thickest pavement if it was the only oneto be accommodated. This thickness depends on gear type, wheel load and annual departures.

As CN 235 and commuters operate at low weight, the design aircraft is the B 737-400 forboth flexible and rigid pavement.

4.2. DETERMINATION OF PAVEMENT THICKNESS

The curves used for B 737-400 show the weight on main landing gear (95% of the operationaltake off weight) that is to say 123 000 lbs.

For an equivalent annual departure of 1638, the design aircraft curves give a total thickness of 23 inches or 59 cm for a flexible pavement (Figure 2).

In the case of rigid pavement the slab thickness equals to 9 inches or 23 cm (Figure 3).


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4.3. NEW PAVEMENT STRUCTURES

The new pavement to be constructed in the first phase of the Master plan consist of:

- New runway 1600x30 m- Two exit taxiways of 850 x 18 m- An apron of 19 000 m 2

4.3.1 FLEXIBLE PAVEMENT STRUCTURES

Wearing Course:

The Hot Mix Asphalt Surfacing has to be equal to 4 inches or 10 cm on critical areas.

Base Course:

The base course thickness is found by calculating the pavement thickness above subbasecourse with a CBR assumed to 20. Using the design aircraft curve, the thickness value isfound equal to 13 inches or 33 cm including surface course. The base course itself should then

be 9 inches or 23 cm thick.This value is above the minimum base course thickness required: 8 inches or 20 cm (see table3-4 of AC 150/5320-6D).

According to FAA, a stabilized base is necessary for new pavement designed to accommodate jet aircraft weighting 100 000 lbs (45 530 kg) or more.

Subbase Course:

Subbase course thickness is the difference between total pavement thickness and base plussurface course.23-(4+9) = 10 inches or 25 cm.

As the number of wide-body aircraft will be at least very limited, a stabilized subbase does

not seem necessary.The choice for an untreated subbase course will also prevent shrinkage cracks from thecement treated soil to get to through the asphalt materials.


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Proposed structure (phase 2):

Material Theoretical thickness(cm)

Equivalency Factor Actual thickness (cm)

Hot Mix AsphaltSurface (P-401)

Plant Mix Bituminousfor Base (P-401)

Uncrushed Subbasecourse (P-154)

10

23

25

-

1,6

1

10

15

25

Total thickness onsubgrade

59 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 equivalentaircrafts operations during the first phase. The design chart shows that it can accommodatemore than 25 000 departures (50 000 movements), which is far more than expected (Figure4).

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).

4.3.2 RIGID PAVEMENT STRUCTURES

Using rigid charts the proposed structure for phase 2 is as follows:

23 cm Portland Cement Concrete Slabs (5x5 m),15 cm Cement Treated Base Course (Item P-304).

For phase 1, as it is very difficult to overlay rigid pavement, the same structure must beachieved despite the lower traffic.


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5. LIFE CYCLE COST ANALYSIS

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 (seeattachments)

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 AND RECOMMENDATIONS OF THECONSULTANTS

Taking in consideration all the elements described in previous chapters, the consultantsrecommend the following status for airfield pavements.

Soil Improvement: As a first assumption, use of vertical drains (1,5 m spacing) associatedwith the following structure. This solution appears to be the best technically and financially.

Embankment Sections

20 cm cement stabilized residual soil0 to 1200 cm of residual soil60 cm sand drainage blanket; installvertical drainsGeotextile high strength fabric

Existing ground/swamp

Cut Areas

20 cm cement stabilized residual soilGeotextile filter fabricExisting ground/natural soil

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 keepthe airport in operation during the works.


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A T T A C H ME N T S


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Airfield Pavements Study SOFREAVIA In Association With page 14

ATTACHMENT LIST

O O O

1.-LIFE CYCLE COST ANALYSIS OF PAVEMENT OPTIONS,SAMARINDA

2.- NET PRESENT VALUES OF PAVEMENT OPTIONS

3.- MAINTENANCE REQUIREMENTS

4.- PAVEMENT ALTERNATIVES

End of document

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Airfield Pav Samarinda