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Planning and Engineering of Coastal Flooding Mitigation Works of an Airport Runway in a Storm-Tracked Island

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Planning and Engineering of Coastal Flooding Mitigation Works of an Airport Runway in a Storm-Tracked Island Planning and Engineering of Coastal Flooding Mitigation Works of an Airport Runway in a Storm-tracked Island Eric C. Cruz1,2 Edgardo P. Kasilag II2 1Professor, Institute of Civil Engineering, University of the Philippines Diliman, Quezon City 1101, Philippines; Email: [email protected] 2 Principal, AMH Philippines Inc., Bahay ng Alumni Bldg, U.P. Diliman Campus, Quezon City 1101 ABSTRACT: An existing airport requires a length extension of its runway to meet increased air traffic demand. The extension places the runway termini to be along the coasts. This paper discusses the methodology applied to address the likely coastal flooding at both termini, which are tracked by typhoons. The approach hinges on the quantification of storm tide levels and local wave effects induced by historical typhoons. Aviation clearance requirement and sediment stability around the seawall toe are also addressed. It is found that the required minimum non-overtopping seawall elevation is highly influenced by historical storm and by local seabed features. Keywords: coastal flooding, runway, seawall, overtopping, typhoons, engineering INTRODUCTION With a growing demand for inter-island trade, commerce and tourism, the Philippines is building new or upgrading existing transport infrastructures in major islands. One of the existing airports needs an extension of its runway length to meet the growing domestic and international demand for air travel to Boracay Island, which is famous for its tropical beaches and marine recreation, and as a popular “sun and beaches” destination of Philippine tourism. The airport is in the northern tip of Aklan Province, which hosts the nearest seaport gateway to Boracay. The existing runway has a length of 950 m and runs southwest-northeast (Figure 1) is designed to serve only small-capacity propeller airplanes from major cities such as Manila and Cebu. Due to the runway’s limited length, planes need to meet the short stopping distance, thus compromising air traffic safety, as they risk hitting a mountain hill near the airport terminus. The low-capacity runway and the high demand also necessitate short intervals for plane landing and taxiing which further decreases safety and passenger comfort. Feasibility studies indicated that a minimum runway length of 1,800 m is needed to service the bigger turbo-propeller aircrafts to match the increased air travel demand. While it is recognized that a long-term planning of the expanded airport Page 1 could have yielded a more optimal airport master plan, the increased length could only be done without reorienting the runway due the presence of hills and the unattractive economic viability of rebuilding the runway infrastructure from scratch. As a result, the runway extension could only be undertaken by extending both termini along the existing orientation. However, this constraint requires the runway termini to be very close to the shores and thus to the waters. This also compelled the re- alignment and rerouting of existing municipal roads to the fringes of the extended runway and thus out of harm’s way in the extended runway. Such proximity to the seas at both ends also called for protection works against hazards from the seas, namely, storm tides, typhoon waves and storm surges, which can lead to coastal flooding of the airport runway. FIG. 1. Project location DESCRIPTION OF PROJECT COAST The project runway is located in the northern tip of Panay Island in central Philippines (Figure 2), and is bounded by Sulu Sea to the west, and by Sibuyan Sea to the east. The island hosts 4 major seaports for inter-island trade and commerce. The project airport is one of 3 airports in the island and serves mostly tourism-geared visitors to Boracay Island and Aklan. Sibuyan Sea is frequented by tropical cyclones and typhoons, while Sulu Sea is exposed to strong monsoon winds from May to September, in addition to seismic events in West Philippine Sea. FIG. 2. Project location (aerial: Google Earth) Page 2 PROJECT DATA Preliminary engineering for the coastal flooding protection of the airport runway commences with a study of prevailing waves and winds during non-storm conditions. Figure 3 shows the wind rose diagram based on the nearest wind station summarizing the directional and wind speed distributions of surface winds in a typical year for the Sulu and Sibuyan sides/ends of the runway termini. It is seen that the Sulu side is exposed to essentially south-westerly winds, and Sibuyan side to north-easterly winds whose maximum speed is about 24 mps. FIG. 3. Annual prevailing winds a) Bathymetry Figure 4 shows the bathymetry of the coasts, consolidated from available small- scale offshore topography map and a local bathymetric survey, covering an area of 7.7 km x 4.2 km for Sulu coast and 2.8 km by 2.7 km for the Sibuyan coast. For Sulu, Figure 4 reveals the highly irregular shape of the seabed with an embayment coast to the southwest (zone A), a shallow shoal of 3m depth at around 300 m to the west (zone B), and a wide flat foreshore northeast of the site (zone C). Simulation results of prevailing waves show that the shoal affects the magnitude and direction of waves near the shoreline, depending on the wave approach direction. 600 m FIG. 4. Nearshore bathymetries at Sulu (left) and Sibuyan (right) coasts In Sibuyan coast, the shore is fronted by a coral reef that edges out to 1-m depth (zone D) at between 300 m to 400 m (zone E) from the shore. Prevailing wave simulations indicate that waves break on the reef and continue to break over the wide Page 3 reef flat, dissipating most of the wave energy before they hit land. At about 800 m offshore, the seabed has an irregular terrain (zone F), most likely due to past dredging activities. Wave simulations show that this local feature significantly modifies the wave heights reaching shore, causing wave energy concentrations along the reef edge, before being dissipated by wave breaking on the reef. b) Historical Typhoons Figure 5 shows the tracks of potentially critical typhoons in the area of the 2 project coasts. It is seen that all of the critical typhoons originated from the Pacific Ocean, passed through Sibuyan Sea and took one of the following routes after Sibuyan: (a) proceeded west northwest along its original path, (b) proceeded west southwest along its original path, (c) got deflected by Tablas Island to the north, or (d) turned northwest after existing Panay Island. The wind speeds tend to be high in Sibuyan Sea and decrease after passing the Visayan Islands. Relative to the project coast, the tracks are mostly north of the 2 project sites. The tracks and meteorological data are used to determine the critical historical typhoons that generated the maximum storm tide levels and waves that should govern the design of coastal protection works. Tablas Is. Site Sibuyan Sea Sulu Sea FIG. 5. Tracks of critical historical typhoons Table 1 summarizes the track and meteorological data of the historical typhoons that traversed the Sulu and Sibuyan Sea ends of the airport runway. Typhoons Utor, Axel/Grading, and Manny/Naning all tracked north of the Sulu project site. Utor induced the highest wind speed and lowest central pressure along the Sulu side, Axel tracked closest to the site, and then went northwest after hitting Panay Island. Manny followed an unusual west-southwest track that potentially could have generated high waves from that direction. Six critical typhoons are found to have critically tracked the Sibuyan end, as summarized. Half of these typhoons tracked north of the site, and the other three south of the site. Typhoon Haiyan (Yolanda), considered the strongest typhoon recorded for the Philippines, induced the highest wind speed on water but passed to the south of the site, which could have reduced its potential strength. Only Faith and Haiyan tracked south, but very close to the site. Page 4 Table 1. Historical cyclones that tracked Sulu (top) and Sibuyan (bottom) coasts Typhoon/ local Vmax Rmax Pc Closest Case name Year/ mo. (mps) (km) (hPa) distance (km) Track Sulu coast 1 Utor/ Seniang 2006 Dec. 42.70 111 955 24 north 2 Axel/ Garding 1994 Dec. 21.10 0 985 12 north 3 Manny/ Naning 1993 Dec. 21.70 0 985 39 north Sibuyan coast 1 Haiyan/Yolanda 2013 Nov. 46.30 129 940 41 south 2 Vanessa/ Edeng 1986 Oct. 23.00 0 994 6 south 3 Fengshen/ Frank 2008 June 45.00 92 965 48 north 4 Utor/ Seniang 2006 Dec. 40.00 111 970 24 north 5 Cecil/ Bebeng 1979 Apr. 35.00 111 980 78 north 6 Faith/ Norming 1998 Dec. 35.00 129 970 9 south PRELIMINARY ENGINEERING OF RUNWAY SEAWALLS With site development considerations, preliminary engineering proceeded to determine the cross-section geometry of the seawalls and their dimensions. The vertical siting of the seawall crest is a critical parameter to complete the cross-section and proceed to detailed engineering. The seawall crest level is determined based on (a) typhoon-induced storm tide level, (b) wave-induced runup, and (c) aviation vertical clearance requirements. The storm tide level, or STL, is the uplifted sea surface level due to the meteorological forcing by typhoon winds and pressure gradient. Following the methodology in Cruz and Luna (2014), we computed the STL based on the critical historical typhoons summarized in Table 2 for Sulu coast. Local waves and their interactions with the seawall are considered in the vertical siting. These interactions depend on the seawall’s plan-form, cross-section geometry of the armor layer, seabed profile, and on the STL. Figure 6 shows the plan-forms of the Sulu seawall, and transects along which wave run-ups are computed.
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