NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
1. INTRODUCTION An airport is an aerodrome with facilities for flights to take off and land. Airports often have facilities to store and maintain aircraft, and a control tower. An airport consists of a landing area, which comprises an aerially accessible open space including at least one operationally active surface such as a runway for a plane to take off or a helipad, and often includes adjacent utility buildings such as control towers, hangars and terminals. Larger airports may have fixed-base operator services, airport aprons, air traffic control centers, passenger facilities such as restaurants and lounges, and emergency services. An airport with a helipad for rotorcraft but no runway is called a heliport. An airport for use by seaplanes and amphibious aircraft is called a seaplane base. Such a base typically includes a stretch of open water for takeoffs and landings, and seaplane docks for tying- up. An international airport has additional facilities for customs and immigration. Most of the world's airports are owned by local, regional, or national government bodies.
1.1. Vision To become a growing area, what Oecusse needs is a reliable mode of transportation than will open opportunities for tourist or maybe investor to help Oecusse develop itself. Oecusse in Timor Leste Government Plan will be an example for any other provinces in Timor Leste, and that is why this airport will become very important for Oecusse.
1.2. Purpose and Need The development of the Oecusse Special Administrative Region (RAEOA), integrated in the Special Zones of Social Market (ZEESM) aims at providing a new centrality and associated development for a twofold insular region of Timor- Leste. Timor is an island and Oecusse is an enclave located in the West Timor Indonesia NTT Province making the connection between Oecusse and the mainland of Timor-Leste difficult, costly and time consuming. In order to provide Oecusse with easier access, required for its development, and to provide for the needs of its population, it was determined that an International Airport was to be built, capable of providing direct, easy, cost-efficient, safe and regular access to and from Oecusse, not only from a range of international airport of origin/destination.
1.3. Goal and Objectives In order to make Oecusse developed, the airport must be an international airport, to make people come to Oecusse. To buildan international and reliable airport, we need to make sure that all facilities in Oecusse airport is certified worthy. Because if Oecusse want this airport to be an international then it has to be certify by Timor Leste Government and admitted by International Aviation Association. So the international airlines want to open their routes to Oecusse.
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2. FACILITIES REQUIREMENTS 2.1. Codes and Regulations In reviewing and planning New Development of Oecusse Airport Project Consultant using following standards: a. International Standard and Recommended Practices, Aerodromes, Annex 14, Volume I Aerodrome Design and Operations, Sixth Edition, July 2013, International Civil Aviation Organization (ICAO); b. International Air Transport Association (IATA) Airport Development Reference Manual (ADRM) 9th Edition. c. Aerodrome Design Manual, Doc. 9157-AN/901, Part 1 Runways, Third Edition — 2006, ICAO; d. Aerodrome Design Manual, Doc. 9157-AN/901, Part 2 Taxiways, Apron and Holding Bays, Fourth Edition, 2005, ICAO; e. Aerodrome Design Manual, Doc. 9157-AN/901, Part 3 Pavements, Second Edition; 1983, ICAO; f. Aerodrome Design Manual, Doc. 9157-AN/901, Part 4 Visual Aid, Fourth Edition, 2004, ICAO; g. Advisory Circular, Design and Installation for Airport Visual Aids, AC 150/5340-30G, 2012, Federal Aviation Administration. h. Koerner, R. M., Designing with Geosynthetics, Fifth Edition, United States of America, 2005. i. Liong, G. T., Geosynthetics Design Concept for Road Construction. Seminar on ―Road Construction in Indonesia with Special Reference to the Role of Geosynthetics‖, 2006. j. Hussin, N.A.B., Correlation between CBR Value and Undrained Shear Strength from Vane Shear Test, Faculty of Civil Engineering of University Technology Malaysia, 2008.
2.2. Planning Assumptions a. Scope To develop an airport within the assigned land space area, meeting all feasible ICAO criteria for international passenger and cargo operation. The design specification and construction calculations shall be documented for review and approval by the supervision consultant under the guidance of the President of RAEOA. b. Critical Airplane For design, flexible pavement strength and overall dimensions and requirements it was determined that the critical airplane to be considered will be the Boeing B737-800. Nevertheless, the pavements strength for the runway, taxiway and parking and their dimensions must be designed and constructed to withstand the operation of wide bodyairplanes although to a much lesser frequency of less than 300 movement per year.
2 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 c. Since there is no historical data to base any credible forecasts of yearly and peak hour traffic of passengers and number of air movements, some assumptions had to be made in order to anticipate future demands. d. For all purpose the following numbers are to be considered in the design review of the movement area : i. The airport must be capable of 24 hour operation; ii. There must be at least one instrument non-precision approach runway; iii. The Apron, Apron feeding taxiway must be able to accommodate the parking of four aircraft B737-800 or equivalent or, two aircraft 737-800 or equivalent and one A330-300 or equivalent at same time
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3. MASTER PLAN OVERVIEW 3.1. Introduction The concept of Oecusse Airport Masterplan, East Timor was made based on the assumption that there has been coupled with the latest data and the need for infrastructure and facilities in the field. The main thing to do is to verify the measurement area of land or land that is planned. Results superimpose its use as a material planning and position of buildings supporting facilities.
Magnetic bearing; A runway designation marking shall consist of a two-digit number and on parallel runways shall be supplemented with a letter. On a single runway, dual parallel runways and triple parallel runways the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. On four or more parallel runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic azimuth and the other set of adjacent runways numbered to the next nearest one-tenth of the magnetic azimuth. When the above rule would give a single digit number, it shall be preceded by a zero. OECUSSE AIRPORT BEARING CALCULATIONS DECIMAL DEGREES LATITUDE LONGITUDE LATITUDE LONGITUDE COORD THD RW -9.194770 124.348085 9011‘39.0366‖S 124020‘53.1054‖S 27 COORD THD RW -9.195266 124.328105 9011‘42.9576‖S 124019‘41.1774‖S 09 COORD ARP -9.794401 124.338989 9011‘39.8430‖S 124020‘20.3598‖S
PANTE MACASSAR MAGNETIC VARIATION : 1.600E DECIMAL DEGREES TRUE MAGNETIC TRUE MAGNETIC BEARING RW 27 266.839700 265.273100 266050‘23‖ 265016‘23‖ BEARING RW 09 -86.839720 -85.273060 86050‘23‖ 85016‘23‖
So Oecusse Airport has magnetic bearing for 086050‘29‖and 266050‘29, the runway designation number will be 09 and 27.Location (coordinates)
Aerodrome Reference Point for Oecusse Airport is located at the highest point of design elevation at STA 1+350. The coordinate is: Latitude (degree) : -9.194401
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Longitude (degree) : 124.338989 3.2. Master Plan Development Process
Oecusse Masterplan Phase 1
Phase 1 Masterplan (2016):
a) The Airport Area already comply with the latest topography;
b) 2.200 m Runway
c) Terminal Building with Gross Floor Area of 8.500 m2.
d) Terminal Cargo Complex with Gross Floor Area 600 m2.
e) Ground Support Equipment Shelter with Gross Floor Area 600 m2.
f) Air Traffic Control Tower and its equipment.
g) Meteorological Office with its equipment.
h) DVOR/DME Facility.
i) Quarantine Building Facility 250 m2.
j) Apron area 138 m x 250 m.
k) 2 Taxiways, Alpha and Bravo.
l) Cars, Buses, Taxis and Motorcycle parking lot.
m) The Ground Water Tank and Sewage Treatment Plan will be undergrounded;
n) The ATC position already comply the regulations to accommodate the minimum allowable distance from the aircraft movement area;
o) Amount of vehicle that already optimize to the amount of passenger at peak hour;
p) Fuel Depot facility required 600 sqm area;
q) Area requirements for RFFS Building and also its access already comply with the International Standard;
r) Inspection Road/Perimeter Road aligned with the Airport Fence;
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3.3. Ultimate Master Plan
Oecusse Airport, Timor Leste Final Phase Masterplan
Final Phase Masterplan:
a) 2.500 m Runway
b) Terminal Building expansion.
c) Cargo Complex expansion.
d) Fuel Depot Facility expansion.
e) Cars, buses, taxis, and motorcycles parking lot expansion.
f) 1 Parallel Taxiway
g) Cargo Apron
h) Reclamation Area
i) Additional Bus Depot
j) Additional Taxi Depot
k) Public Road Extension
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4. AIRFIELD 4.1. Introduction In Oecusse, we use Non-precision Instrument Approach. Non-precision instrument runways are often used at small- to medium-size airports. These runways, depending on the surface, may be marked with threshold markings, designators, centerlines, and sometimes a 1,000 ft (305m) mark (known as an aiming point), sometimes installed at 457m. They provide horizontal position guidance to planes on instrument approach via Non-directional beacon, VHF omni directional range, Global Positioning System, etc.
4.2. Base Data and Assumptions
Phase Aircraft Type
De Havilland Twin Otter B737-800 (Critical Aircraft) Design Phase A330-300 ATR- 72
Airport Planning Data No Items Details Oecusse – Kupang – Oecusse
Oecusse – Denpasar – Oecusse Oecusse – Makassar - Singapore - Makassar – Oecusse Oecusse – Darwin – Oecusse Oecusse – Dili – Oecusse
Oecusse – Suai – Oecusse Flight Routes 1 Possibilities
Source: Zeesm-TL Proposal, July 2014. http://www.laohamutuk.org/econ/Oecussi/ABZE ESMUNTL4Jul2014.pdf Presidente Nicolau Lobato International 2 Alternate Airport Airport, Dili (IATA : DIL, ICAO : WPDL) Distance to Alternate 3 150 Kilometers Airport 4 Temperature 26.5o C (source : en.climate-data.org) 5 Elevation + 3.7 m AMSL Average Slope 6 0.04875% Longitudinal R/W 7 Wind Component 0 (Assumption)
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ATR-72/200 Aircraft Specifications MODEL CHARACTERISTIC UNIT ATR 72/200 Maximum Take Of Weight Kilograms 21.500 Maximum Landing Weight Kilograms 21.350 Maximum Zero Fuel Weight Kilograms 19.700 Operating Empty Weight Kilograms 12.500 Length Meters 27,17 Wingspan Meters 27,05 Height Meters 7,65 Wheelbase Meters 9,6 Maximum Seat Capacity PAX 2 + 74 Two Pratt & Whitney PW Engines 124B Turboprops Maximum Payload Kilograms 7.200 Maximum Fuel Weight Kilograms 5.000 Maximum Operations Altitude Meters 25.000 Take-off Length at MTOW,ISA, S/L (Flaps 150) Meters 1.408 Take field Length at MLW,ISA, S/L Meters 1.210 Range, Max Optimal Payload Kilometers 1.195
Boeing B737-800 Aircraft Specifications
Airbus A330 Aircraft Specifications (Biggest Aircraft)
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4.3. Runway In calculating the length of the planning runway (runway) used standard called Aircraft Reference Field Length (ARFL), ARFL is the minimum required runway for take-off. At the time of maximum takeoff weight, sea level, temperature and slope of the elongated runway, each type of aircraft has ARFL different depending on the specifications of the aircraft maker. Oecusse Airport will have Boeing 737- 800 as critical aircraft. Nevertheless the pavements strength for the Runway, taxiways and apron and their dimension designed ready for wide body aircraft such as Airbus A330-300.Length of the Runway determinate by these factors: Characteristic of the critical aircraft than will land and take off; Weather, mostly wind and temperature; Runway characteristic like existing surface and slope; Location of the airport and surface elevation that will affect to air pressure and topography parameters.
Calculations for the Runway are related to the critical aircraft that will be using the Runway (Boeing 737-800), based on these factors: Operating Empty Weight (OEW); Pay load for longest route; Landing Weight - can‘t exceed Maximum Structural Landing Weight allowed at the destination airport; Fuel needs during climbing, cruise and descent, IFR Reserves and Alternate Airport Diversion. Aircraft takeoff weight was calculated by summing the weight of fuel required where the weight does not exceed structural take-off weight permitted for the aircraft.
Runway Length Calculation Based on ISQ and ZEESM-TL Documents about New Development for Oecusse Airport, we can summarize these data: Airport Origin = Oecusse, Timor Leste Average Temperature = 26.50 C (en.climate-data.org) Average Slope = 0.04875% Airport Elevation = 3,7 m AMSL Alternate Airport = Dili Airport (DIL) Alternate Airport Distance = 150 Km Critical Aircraft = Boeing 737-800
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General calculations for Take-off Weight and Range
As we can see, correcting the RWY length for the average temperature (ISA + 15ºC), the B737-800 can take-off with a MTOW of 75.500Kg. However this is only useful for general planning. Airline specific operating procedures will apply.
As we can see in this table, for a MTOW of 75,500Kg, we obtain an OEW plus payload of 59,200Kg and a fuel load of 16,300 Kg. Under these conditions, for Oecusse, in general terms (depending on operators operating procedures), the B737-800 has a maximum theoretical range of over 2,000NM (3.600 KM).
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Under same conditions (ISA + 15ºC) the A320 with this engine can take-off from Oecusse with a 2200m RWY at a MTOW of 77,500Kg, which is almost its Maximum Design MTOW of 78,000Kg.
And as in ICAO Annex 14, Attachment A-3, Fig A-1 these are the relevant design for declared distance for the runway:
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Oecusse Runway Declared Distance
NO DESCRIPTION RWY 07 RWY 29
1 Runway Length 2.200 m 2.200 m 2 Runway Strip 2.440 m x 300 m 2.440 m x 300 m 3 Stopway 60 m 60 m
4 RESA 90 m 90 m
5 Cleanway 210 m 210 m
6 Take Off Run Available (TORA) 2.200 m 2.200 m
7 Take Off Distance Available (TODA) 2.410 m 2.410 m
8 Accelerate Stop Distance Available (ASDA) 2.260 m 2.260 m
9 Landing Distance Available (LDA) 2.200 m 2.200 m
In Project Description Report document that made from ISQ assumption, it stated that the airport will have Boeing B737-800 for critical aircraft. Nevertheless, the airport must be designed and constructed to withstand the operation of Wide body Aircraft although to a much lesser frequency of less than 300 movements per year. The Runway will be 2200 m x 45 m; the longitudinal and transverse slopes of the Runway shall be according to those prescribed on ICAO Annex 14.
4.4. Runway Shoulder Below is the requirement about Runway, based on ICAO Annex 14:
Item Code Number 1 2 3 4 Width of Runway Code Letter A 18 m 23 m 30 m - Code Letter B 18 m 23 m 30 m - Code Letter C 23 m 30 m 30 m 45 m Code Letter D - - 45 m 45 m Code Letter E - - - 45 m Width of Runway plus Where the code letter is D or E, the over-all shoulders width of the Runway and its shoulders shall not less than 60 m Width of Runway strip Precision and non-precision 300 m 150 m 150 m 300 m Runway Non-instrument Runway 60 m 80 m 150 m 150 m Strip Max longitudinal Slope 2% 2% 1.75% 1.5% Max transverse Slope 3% 3% 2.5% 2.5% Source: ICAO Annex 14, Volume I, Aerodrome
Runway Shoulder should able to withstand the aircraft load that slipped out outside the runway. And also must be able to withstand the Emergency Vehicles for Rescue. Based on ICAO Annex 14, Total Shoulder Width (Including Runway Width) for Aircraft Category 4E is 60 m. So the calculation will be as follow:
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Runway Shoulder = (Total Shoulder Width – Runway Width for 4E)/2 = (60 m – 45 m) / 2 = 7,5 m The Biggest Aircraft at Oecusse Airport will be The Airbus A330-300, and if we refer to ICAO Annex 14 so the Runway Shoulder should be 7.5 m.
4.5. Stopway Stopway Dimension will be as minimum as allowed by ICAO Annex 14, it will be 60 m x 60 m.
4.6. Runway Strip Runway Strip is defined as the area surrounding the runway that is prepared or suitable for reducing damage to aircraft in the event of unintentional excursion from the runway surface. According to the International Civil Aviation Organization (ICAO), a runway is a "defined rectangular area on a land aerodromeprepared for the landing and takeoff of aircraft". Runways may be a man-made surface (often asphalt, concrete, or a mixture of both) or a natural surface (grass, dirt, gravel, ice, or salt). Runway Strip for Non Precision and Precision Approach Runways
If the runway is an instrument runway like in Oecusse, Runway Strip is a graded area around the runway and Stopway, and also known as ″fly-over area″ outside the graded area. Technically, flyover area is an ungraded area around the graded area.
Code Number Width of Runway strip 1 2 3 4 Precision and non-precision runway 150 m 150 m 300 m. 300 m Non-instrument runway 60 m 80 m 150 m 150 m Source: Airport Planning Manual (Doc 9184-AN/902) Part 1, Master Planning, ICAO, 1987
Based on ICAO Doc 9184, for Instrument Non-Precision Runway, Oecusse Airport will have a 2.440 m x 300 m Runway Strip.
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4.7. Runway End Safety Area (RESA) A runway safety area (RSA) or runway end safety area (RESA) is defined as "the surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of anundershoot, overshoot, or excursion from the runway. Past standards called for the RSA to extend only 60m (200 feet) from the ends of the runway. Currently the international standard ICAO requires a 90m (300 feet) RESA starting from the end of the runway strip (which itself is 60m from the end of the runway), and recommends but not requires a 240m RESA beyond that. In the U.S., the recommended RSA may extend to 500 feet in width, and 1,000 feet beyond each runway end (according to U.S. Federal Aviation Administration recommendations; 1000 feet is equivalent to the international ICAO-RESA of 240m plus 60m strip). The standard dimensions have increased over time to accommodate larger and faster aircraft, and to improve safety. The minimum dimension for RESA is twice from the Runway Width with minimum 90 m length.So Oecusse Airport will have 2 RESA, one on each of the runway, with the dimension of 90 m x 90 m each
4.8. Runway Profile On planning the Oecusse runway, we connect the runway to a double taxiway system which in turn and connect to the apron, and their dimensions and location are designed to comply with safety standards and provide good traffic flow. The designed RWY length results from a balance between fully satisfying critical aircraft requirements and cost concerns.
Runway Elevation According to Sea Level Survey that already done, from WIKA and ISQ for 28 days (November 10th 2015 to December 10th 2015) at Coast Line at STA 2+600. The Highest Sea Level is 4,32 m and The Lowest Sea Level is 1,92 m. So we can get The Mean Sea Level with formula below:
MSL = (HWL + LWL) / 2 = (4,32 + 1,92) / 2 = 3,12 m Where: HWL = Highest Water Level LWL = Lowest Water Level
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And as for projections:
Source: http://www.pacificclimatechangescience.org/wp-content/uploads/2013/09/East-Timor.pdf
Source: http://www.pacificclimatechangescience.org/wp-content/uploads/2013/09/East-Timor.pdf
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From data above we can set the runway elevation with this formula: RE = HWL + HWLP + DC + DD + RSD = 4,32 + 0,21 + 0,5 + 0,8 + (1,5% * 75 ) = 7,0 m
Where: RE = Runway Centerline Elevation (m) HWL = Highest Water Level (m) HWLP = Highest Water Level Projection on 2055 (m) DC = Drainage Cleanance from High Water Level (m) DD = Drainage Depth (m) RS = Runway Strip Slope (%) D = Distance between Drainage and Runway Centerline (m)
Longitudinal Slope The highest surface of the runway is at STA 1+340 m from, it is about 7,0 m. Threshold 08 (TH.08) will be at STA 0+150 and Threshold 26 will be at STA 2+350.
a. From STA 0+150 until STA 0+520 will have 0.075% slope. b. From STA 0+520 until STA 1+340 will have 0.02% slope. c. From STA 1+340 until STA 2+000 will have -0.02% slope. d. From STA 2+000 until STA 2+350 will have -0.08% slope.
So the elevations for both threshold (TH.08 and TH.26) will be at: a. TH.08 will have elevation at :
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7,0 m – ( ( 1340 – 520 ) * 0.02) – ( ( 520 – 150) * 0.075 ) ) 7,0 m – 0,164 m – 0,2775 m = 6,55 m b. TH.26 will have elevation at : 7,0 m – ( ( 2000 – 1340 ) * 0.02) – ( ( 2350 – 2000) * 0.08 ) ) 7,0 m – 0,132 m – 0,28 m = 6,58 m
Transverse Slope Transverse Slope at Oecusse Airport is at minimum range the ICAO Annex 14 stated, its 1.0%. This is intended to reduce the amount of the land fill and due to the lack of rainfall in the area around Oecusse, as it can be seen below:
Source: Timor Leste Rainfall Data
4.9. Turn Pad Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is D, E or F, a runway turn pad shall be provided to facilitate a 180-degree turn of aircrafts. Such areas may also be useful if provided along a runway to reduce taxiing time and distance for aircrafts which may not require the full length of the runway. The runway turn pad may be located on either the left or right side of the runway and adjoining the runway pavement at both ends of the runway and at some intermediate locations where deemed necessary. The initiation of the turn would be facilitated by locating the turn pad on the left side of the runway, since the left seat is the normal position of the pilot-in-command. The intersection angle of the runway turn pad with the runway should not exceed 30 degrees. The nose wheel steering angle to be used in the design of the runway turn pad should not exceed 45 degrees. The design
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of a runway turn pad shall be such that, when the cockpit of the aircraft for which the turn pad is intended remains over the turn pad marking, the Cleanance distance between any wheel of the aircraft landing gear and the edge of the turn pad shall be not less than that given by the following tabulation:
Where severe weather conditions and resultant lowering of surface friction characteristics prevail, a larger wheel-to-edge Cleanance of 6 m should be provided where the code letter is E or F.The longitudinal and transverse slopes on a runway turn pad should be sufficient to prevent the accumulation of water on the surface and facilitate rapid drainage of surface water. The slopes should be the same as those on the adjacent runway pavement surface.
4.10. Taxiways Based on ISQ Assumption, Oecusse Airport will have 3.600 movements per year, nevertheless, in the future; there may be 300 movements for Wide body Aircraft such as Airbus A330-300. In the previous design, Oecusse Airport just had 1 Taxiway, and the Wide body Aircraft would have to be pushed back to the Runway for engines start up because of the A330-300 Jet Blast while taxiing to
19 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 the RWY, did not have enough distance separation to an object in Apron (Safety requirement).To simplify the taxiing procedure for A330-300 in a future airport development, we have to avoid push back Wide body Aircraft to the Runway. Wide body Aircraft will start engines from the Apron Taxilane and taxiing to the RWY via one of the horn shaped TWY, never exposing the jet blast to objects on the Apron below safe distances. SoOecusse Airport will need 2 Taxiways to connect between apron and runway, to ensure a minimum distance Cleanance for jet blast for Airbus A330-300 as below:
Airbus A330-300 Breakaway Power GE CF6-80E1 engine
General Taxiways should be provided to allow for the safe and expeditious surface movement of aircraft. Sufficient entrance and exit taxiways for a runway should be provided to expedite the movement of aircrafts to and from the runway and provision of rapid exit taxiways, where practical, considered when traffic volumes are high. The design of a taxiway should be such that, when the cockpit of the aircraft for which the taxiway is intended remains over the taxiway center line markings, the Cleanance distance between the outer main wheel of the aircraft and the edge of the taxiway should be not less than that given by the following tabulation:
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As of 20 November 2008, the design of a taxiway shall be such that, when the cockpit of the aircraft for which the taxiway is intended remains over the taxiway centre line markings, the Cleanance distance between the outer main wheel of the aircraft and the edge of the taxiway shall be not less than that given by the above tabulation
Taxiway Width A straight portion of a taxiway should have a width of not less than that given by the following tabulation:
Changes in direction of taxiways should be as few and small as possible. The radii of the curves should be compatible with the maneuvering capability and normal taxiing speeds of the aircrafts for which the taxiway is intended. The design of the curve should be such that, when the cockpit of the aircraft remains over the taxiway centre line markings.
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The Taxiway Width determined by outer main gear wheel span for biggest aircraft distance plus Cleanance. Taxiway Width can be declared as below:
Wt = Tm +2C Where: WT =Taxiway Width TM =Biggest Aircraft outer main gear wheel span C = Cleanance (distance between outer wheel to taxiway edge)
In Oecusse Airport Project, the biggest planned aircraft in a future development is the Airbus A-330-300.A330-300 have 12,61 m Outer Main Gear Wheel Span, as it can seen below.
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So in Oecusse Airport Project, the minimum taxiway width should be:
WT = 12,61 + (2*4,5) = 21,61 m
And the minimum taxiway width referring to Airbus for Airport Planning Manual for A330-300 is 23 m. As it can be seen below:
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4.11. Apron Taxiways and Aircraft Stands Taxilane Apron Taxi Lane distance from RWY centre line is determined by runway strip and also by the height of aircraft tail that nose in to the apron. So based on ICAO Annex 14 Part 1, the distance between Runway Centerline to the Apron Taxilane in Oecusse Airport determined by this table below.
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Source: ICAO Aerodromes ANNEX 14
4.12. Taxiway Slope Longitudinal Slope Longitudinal Slope Profile determined by : Access to apron Provide easiness to apron Considering the maximum 1,5% slope allowed. Transversal Slope Transversal Slopes for Taxiway follow the ICAO Annex 14 Recommendation for 1.5 % for each side.
4.13. Exit Taxiway For normal exit taxiway (Not Rapid Exit Taxiway), turning degree between runway centerline and taxiway centerline is 90° with normal exit taxiway width 23 m.
4.14. Exit Taxiway Shoulder Taxiway shoulder must be able to withstand the aircraft load that slipped out outside the runway. And also must be able to withstand the Emergency Vehicles for Rescue. Based on ICAO Annex 14, the minimum total taxiway width including shoulder is 44 m, so the Taxiway Shoulder Width will be: Taxiway Shoulder = (Total Taxiway Width – Taxiway Width) / 2 = (44 m – 23 m) / 2 = 10,5 m
4.15. Exit Taxiway Location The location of normal exit taxiway is determined by these factors :
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Critical Aircraft Touchdown Speed Touchdown Location Initial speed when entering HSET Aircraft Deceleration Terminal Location Apron Location Runway Location Other Taxiway Location Land Availability
Because of the annual aircraft movement at Oecusse Airport Project is only 3.600 movement (least movement), and because of land availability, and also the location of apron and passenger terminal location is in the center of the runway, so we set the exit taxiway location is in the center of the runway. The connecting TWYs are two and they are not located to be exit TWY. If an aircraft cannot exit in one of them, then can taxi down the RWY and turn around at the existing Turn Pad. And it minimum dimension for exit taxiway for biggest aircraft (Airbus A330-300, Category E Aircraft) can be seen on next page:
Source: Airbus for Airport Planning
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4.16. Apron Several factors that have to be considered for Apron Planning are: Size and aircraft maneuver characteristic that will used the apron; The number of aircraft; Cleanance Distance between aircraft; Airport Function (cargo or terminal or parking stand); Aircraft landing activities; Taxiway dimension; Apron slope. Based on ICAO Annex 1, apron slope must not exceed 1% to avoid undesirable aircraft movement on the apron; Aircraft parking position, is it nose out or nose in or else; Terminal Position; Load Factor.
4.17. Apron Dimension Apron Configuration at peak hour is for 7 aircrafts with these mixing configuration: a. Boeing B737-8004 : 4 b. ATR 72-600 : 2 c. Airbus A330-300 : 1 (take 2 B737-800 Parking Stand)
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Aircrafts Wingspan Number Length (m) (m) of Aircraft
B737-800 35,79 4 39,47 Cleanance 4,5 4 4,5 A330-300 60,3 1 63,67 Cleanance 7,5 1 7,5 ATR 72-600 27,050 2 27,166 Cleanance 3 2 3
180
So from data above we can calculate the minimum dimension for apron requirement as follows: Apron Minimum Width = Aircraft Nose Cleanance + Biggest Aircraft Length + Aircraft Width Taxi Cleanance + ½ Aircraft Width + ½ Apron Taxi lane Width = 15 + 64 + 10 + 30,15 + 11,5 = 130,65 m ≈ 135 m
Apron Minimum Length = 4 B737-800 Width + 5 B737-800 Width Cleanance + 2 ATR72-600 Width + 2 ATR72-600 Width Cleanance = ( 4 * 35,79 ) + ( 5 * 4,5 ) + ( 2 * 27,050 ) + ( 2 * 3 ) = 143,16 + 22,5 + 54,1 + 6 = 224,76 m ≈ 225 m
Oecusse Apron is planned for the following dimensions designed for future wide body Aircraft operation: 138 m x 250 m
4.18. Apron Profile Longitudinal Slope, Apron Longitudinal Profile base on these factors: - Access Easiness to the runway. - Access Easiness to the taxiway. - Considering the maximum slope allowed on apron as ICAO Annex 14 stated. Apron Longitudinal in Oecusse Airport is 0,50% and already comply to ICAO Annex 14, sixth edition July 2013.
4.19. Marking Marking in the area of aircraft movements at airports is a sign written or drawn on the aircraft movement area with a view to providing a user with information about the aerodrome for aviation safety. Signs are symbols or signs placed or installed in the aircraft movement area intended to provide aerodrome information.
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The aerodrome is used for landing and takeoff of aircraft, embarking and disembarking of passengers and / loading or unloading cargo and / or mail, and equipped with facilities for flight safety and as a transfer between modes of transportations. Aerodrome Air Traffic Control Tower (ATCT) is a unit that is located within airports to provide air traffic control for the airspace serving the airport. Aviation safety is a state regulated function to ensure the safe, orderly and expeditious movement of air traffic in accordance with operating procedures and technical airworthiness requirements for facilities and infrastructure along with supported flights.
Technical Requirements The Markings in the aircraft movement areas are markings written or drawn on the surface of the runway, taxiways, taxi lanes and Apron that conform with the standards prescribed in ICAO Annex 14. A. Runway markings consist of: 1. Runway Side Stripe Marking. 2. Runway Designation Marking 3. Runway Threshold Marking 4. Runway Center Line Marking 5. Aiming Point Marking 6. Touchdown Zone Marking 7. Runway Turn Pad Marking
B. Taxiway Markings consist of: 1. Taxiway Centre Line Marking 2. Runway Holding Position Marking 3. Taxiway Edge Marking 4. Taxiway Shoulder Marking 5. Exit Guide Line Marking 6. Road Holding Position Marking 7. Enhanced Taxiway Center Line
C. Marking in the parking landing (apron) consisting of: 1. Apron Safety Line Marking. 2. Apron Lead In and Lead Out line Marking 3. Apron Stop Line Marking 4. Apron Edge Line Marking 5. Parking Stand Number Marking 6. Aerobridge Safety Marking 7. Equipment Parking Area Marking 8. No Parking Area Marking 9. Service Road Marking
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Marking Movement for Aircraft A. Runway Marking. 1. Runway Side Stripe Marking a) Is a white line along the edge, beginning to the end of the runway. Consists of one uninterrupted solid lines that have the same width and spacing equal to the width of the solid line. Form a solid line / single at the beginning and end of the runway b) Function as marking the edge of the runway c) The location along the edge of the runway. d) Dimensions (width of the runway 30 meters Width = 0.90 Runway Marking Designation
2. Runway Designation Marking A runway designation marking shall be in white color consist of a two- digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. When the above rule would give a single digit number, it shall be preceded by a zero. a) Its function is to Cleanly identify and indicate the magnetic orientation of the runway used for take-off and / or landing. b) The numbers drawn are 12 m from the top threshold marking and the first runway center line marking. c) Dimensions : High number = 9 meters
Picture: Runway Marking Designation
3. Threshold Marking - Color: White a) A threshold marking shall be provided at the threshold of a paved instrument runway, and of a paved non instrument runway where the code number is 3 or 4 and the runway is intended for use by international commercial air transport. b) A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centerline of a runway. c) Its function is to Cleanly identify the beginning of a Runway.
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d) The stripes of the threshold marking shall commence 6 m from the threshold. e) Dimensions: Number Stripes Landing Runway 45 meter width = 12 Stripes Stripe length = 30 meters Stripe Width = 1.8 meters Spacing between the stripes = 1.8 meters Spacing between the stripes on either side of the RWY centerline = 3.6 meters Distance of the outer edge of the stripe to the edge of the runway edge marking = 0.9 meters According to ICAO Annex 14, Para. 5.2.4.6,
Picture: Marking Threshold
LAYOUT MARKING LAYOUT MARKING (SHEET 1/4) (SHEET 2/4)
1:5000 NDOA-CDD-RW-MRK-100.02-R2 1:500 4. Runway Center Line Marking: Color - White 1:500 a) A runway centre line marking shall be provided on a paved runway. b) A runway centre line marking shall be located along the centre line of the runway between the runway designation markings as shown in ICAO Annex 14, Figure 5-2, except when interrupted by the Aiming Point Marking. c) A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe plus a gap shall be not less than 50 m or more than 75 m. The length of each stripe shall be at least equal to the length of the gap or 30 m, whichever is greater. d) Dimensions: Stripe width: Non-Precision Instrument = 0.45 meters Distance from beginning of first Stripe to beginning of each Runway: 69 m 5. Aiming Point Marking a) It is a sign on the runway consists of 2 (two) wide white stripe. b) Function where the first wheel shows the aircraft is expected to touch the runway during landing. c) The dimensions can be seen in Table below.
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Landing Runway length Location and Dimensions
2.200 m Distance from threshold to 300 m beginning of marking Stripe length Recommendation: 45 - 60 m Design: 45 m Stripe Width Recommendation: 6 - 10 m Design: 6 m Lateral spacing between inner Recommendation: 18 – 22,5 m sides of stripes Design: 20 m Picture: Aiming Point Marking
6. Touchdown Zone Marking a) It is a sign on the runway consisting of white lines in pairs, on either side of the center line of the runway. b) Function indicates the length of runway which is still available at the time of landing. c) It is symmetrical on either side of the center line of the runway. d) The number of markers: 4 pairs e) Since the RWY will only be 2200 m long, the scheme shown on ICAO Annex 14, Fig. 5-5 A – Basic Pattern could be used to avoid too many markings in so short distance. f) Dimensions: Stripe length = 22.5 meters Stripe width = 3 meters Distance from Threshold of first marking pair = 150 meters The spacing between the inner sides of the touchdown markings should be equal to the inner spacing of the Aiming Point marking = 20 meters Because the aiming point marking is located at 300 m from threshold, the order should be: 1 pair starting 150 m from Threshold, aiming point marking at 300 m, followed by 1 pair at 450 m and the last pair at 600 m from threshold. As the second pair coincides with the Aiming Point marking, it is to be omitted.
7. Runway Turn Pad Marking Taxiway markings, runway turn pad markings and aircraft stand markings shall be yellow. Where a runway turn pad is provided, the runway side stripe marking should be continued between the runway and the runway turn pad. Where a runway turn pad is provided, a runway turn pad marking shall be provided for continuous guidance to enable an
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aeroplane to complete a 180-degree turn and align with the runway centre line. The runway turn pad marking should be curved from the runway centre line into the turn pad. The radius of the curve should be compatible with the maneuvering capability and normal taxiing speeds of the aeroplanes for which the runway turn pad is intended. The intersection angle of the runway turn pad marking with the runway centre line should not be greater than 30 degrees. The runway turn pad marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. A runway turn pad marking should guide the aeroplane in such a way as to allow a straight portion of taxiing before the point where a 180-degree turn is to be made. The straight portion of the runway turn pad marking should be parallel to the outer edge of the runway turn pad. The design of the curve allowing the aeroplane to negotiate a 180-degree turn should be based on a nose wheel steering angle not exceeding 45 degrees. The design of the turn pad marking should be such that, when the cockpit of the aeroplane remains over the runway turn pad marking, the Cleanance distance between any wheel of the aeroplane landing gear and the edge of the runway turn pad should be not less than those specified in 3.3.6 of ICAO Annex 14, sixth edition, 2013. For ease of maneuvering, consideration may be given to providing a larger wheel-to-edge Cleanance for codes E and F aeroplanes. See 3.3.7 of ICAO Annex 14, sixth edition, 2013. A runway turn pad marking shall be at least 15 cm in width and continuous in length. Taxiway edge lights on a runway turn pad should be spaced at uniform longitudinal intervals of not more than 30 m. The lights should be located as near as practicable to the edges of the taxiway, runway turn pad, holding bay, de-icing/anti-icing facility, apron or runway, etc., or outside the edges at a distance of not more than 3 m.
B. Taxiway Marking 1. Taxiway Center Line Marking a) It is a yellow line marking with a width of 0.15 meters b) Function is to provide guidance to the aircraft from the runway to the parking and vice versa. c) A taxiway centre line marking shall be continuous in length except where it intersects with a runway-holding position marking or an intermediate holding-position marking as shown in ICAO Annex 14, Figure 5-6. d) Regarding the enhanced taxiway center line marking as prescribed in 5.2.8.4, 5.2.8.5, 5.2.8.9, 5.2.8.11 of ICAO Annex 14, sixth edition, 2013.
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2. Runway-holding position marking a) At an intersection of a taxiway and a non-instrument, non-precision approach or take-off runway, the runway-holding position marking shall be as shown in ICAO Annex 14, Figure 5-6, pattern A. b) Its function as a sign for the aircraft to stop before obtaining permission to enter the runway. c) Dimensions: The width of solid lines and dotted lines = 0,15 meters The distance between the runway center line at the Landing Runway holding position marking of a Instrument Non-Precision Runway Approach = 75 meters
3. Taxiway Edge Marking a) It is a double yellow colored stripe along the edges of the Taxiway. The width of the lines and the gap between them shall be 0.15 meters. b) Its function is to show the edge of the taxiway.
4. Taxiway Shoulder Marking Taxiways, holding bays, and aprons are sometimes provided with paved shoulders to prevent blast and water erosion. Although shoulders may have the appearance of full strength pavement they are not intended for use by aircraft, and may be unable to support an aircraft. Usually the taxiway edge marking will define this area. Where conditions exist such as islands or taxiway curves that may cause confusion as to which side of the edge stripe is for use by aircraft, taxiway shoulder markings may be used to indicate the pavement is unusable. Taxiway shoulder markings are yellow.
5. Exit Guide Line Marking a) It is a yellow line connecting the center line of the runway and the centre line of taxiways to provide guidance to and from the runway into or out of the taxiway. b) At an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking should be curved into the runway centre line marking as shown in Figures 5-6 and 5-26. The taxiway centre line marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4. c) Dimensions: The length of the straight line after the tangent = 60 meters
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The width of the gap between the runway center line and the taxiway exit guide line = 0.9 meters The width of the exit guide line = 0,15 meters
6. Enhanced Taxiway Centerline Taxiway centre line marking shall be provided on a paved taxiway, de- icing/anti-icing facility and apron where the code number is 3 or 4 in such a way as to provide continuous guidance between the runway centre line and aircraft stands. Taxiway centre line marking should be provided on a paved taxiway, de-icing/anti-icing facility and apron where the code number is 1 or 2 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi- route and: a. there is no runway centre line marking; or b. Where the taxiway centre line is not coincident with the runway centre line. Where it is necessary to denote the proximity of a runway-holding position, enhanced taxiway centre line marking should be provided.The provision of enhanced taxiway centre line marking may form part of runway incursion prevention measures.Where provided, enhanced taxiway centre line marking shall be installed at each taxiway/runway intersection. On a straight section of a taxiway the taxiway centre line marking should be located along the taxiway centre line. On a taxiway curve the marking should continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve.At an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking should be curved into the runway centre line marking as shown in Figures below. The taxiway centre line marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. Where taxiway centre line marking is provided on a runway in accordance with Paragraph 5.2.8.3 in ICAO Annex 14, sixth edition 2013, the marking should be located on the centre line of the designated taxiway. Where provided: a. An enhanced taxiway centre line marking shall extend from the runway-holding position Pattern A (as defined in Figure Taxiway markings) to a distance of up to 47 m in the direction of travel away from the runway. See Figure See Figure Enhanced Taxiway Center Line Marking (a).
35 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 b. If the enhanced taxiway centre line marking intersects another runway-holding position marking, such as for a precision approach category II or III runway that is located within 47 m of the first runway-holding position marking the enhanced taxiway centre line marking shall be interrupted 0.9 m prior to and after the intersected runway-holding position marking. The enhanced taxiway centre line marking shall continue beyond the intersected runway-holding position marking for at least three dashed line segments or 47 m from start to finish, whichever is greater. See Figure Enhanced Taxiway Center Line Marking (b). c. If the enhanced taxiway centre line marking continues through a taxiway/taxiway intersection that is located within 47 m of the runway-holding position marking, the enhanced taxiway centre line marking shall be interrupted 1.5 m prior to and after the point where the intersected taxiway centre line crosses the enhanced taxiway centre line. The enhanced taxiway centre line marking shall continue beyond the taxiway/taxiway intersection for at least three dashed line segments or 47 m from start to finish, whichever is greater. See Figure Enhanced Taxiway Center Line Marking (c). d. Where two taxiway centre lines converge at or before the runway- holding position marking, the inner dashed line shall not be less than 3 m in length. See Figure Enhanced Taxiway Center Line Marking (d). e. Where there are two opposing runway-holding position markings and the distance between the markings is less than 94 m, the enhanced taxiway centre line markings shall extend over this entire distance. The enhanced taxiway centre line markings shall not extend beyond either runway-holding position marking. See Figure Enhanced Taxiway Center Line Marking (e).
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Enhanced Taxiway Center Line Marking
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Taxiway Lighting
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C. Airport DVOR/DME
Application When a VOR aerodrome checkpoint is established, it shall be indicated by a VOR aerodrome checkpoint marking and sign. Location A VOR aerodrome checkpoint sign shall be located as near as possible to the checkpoint and so that it is visible from the cockpit of an aircraft properly positioned on the VOR aerodrome checkpoint marking.
Example for DVOR Marking
Characteristics A VOR aerodrome checkpoint sign shall consist of an inscription in black on a yellow background.
Recommendation The inscriptions on a VOR checkpoint sign should be in accordance with one of the alternatives shown above which: VOR is an abbreviation identifying this as a VOR checkpoint: 116.3 is an example of the radio frequency of the VOR concerned;
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147° is an example of the VOR bearing, to the nearest degree, which should be indicated at the VOR checkpoint, and 4.3 NM is an example of the distance in nautical miles to a DME collocated with the VOR concerned. Tolerances for the bearing value shown on the sign are given in ICAO Annex 10, Volume I, and Attachment E. It will be noted that a checkpoint can only be used operationally when periodic checks show it to be consistently within ±2 degrees ofthe stated bearing.
D. Apron Marking 1. Apron Lead-in and Lead-out line marking a) Is the yellow line in the parking landing with a width of 0.15 meters. b) Its function as a guideline used by aircraft taxiing from landing to take-off parking circuited or vice versa. c) It is in the Apron area.
2. Aircraft Stop Line Marking a) It is a sign of a yellow stripe or bar b) Its function as a stop sign where aircraft are parked. c) Its on-off parking area, on the extension of the lead-in is 6 meters from the end of the lead-in line.
3. Parking Apron Edge Line Marking a) Double yellow stripe along the edge of the Apron. b) Its function is to show off the edge of the apron boundary. c) The apron edge line marking must be identified by 2 continuous yellow lines 0.15 m wide, spaced 0.15 m apart.
4. Parking Stand Number Marking a) It is a sign in the parking lot off in the form of letters and numbers that are yellow with black background b) Function shows the number of aircraft parking place. c) It is in the area off the parking lot.
5. Service Road Marking a) It is a sign of two (2) lines parallel as the boundary side of the road and the dotted line as a guide axis of the road, white with a line width of 0.15 meters. b) The function limits the right and left which allows the movement of equipment (GSE) separated by air. c) It is in the area off the parking lot.
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4.20. Airside Pavements
Calculation of pavement thickness of runway and taxiway is referred to FAA(Federal Aviation Administration). FAA is a institution state of America who regulates all things relating with aviation and navigation in America. FAA issued a calculation regulation of runway design for airport namely Advisory Circular (AC) No.150_5320_6D called as manual system and Advisory Circular (AC) No.150_5320_6E using software FAARFIELD (Federal Aviation Administration Rigid and Flexible Iterative Elastic Layered Design). Basically, the difference between these two regulations is Advisory Circular Method (AC) No.150_5320_6D that the determination of the pavement thickness refer to the design of aircraft characteristic using graphic of pavement thickness of runway, whereas Advisory Circular (AC) method No.150_5320_6E could determine the pavement thickness for all types of aircraft by using FAARFIELD software.
The meaning of Designing Procedure of software is to produce Design Standard of Thickness for Airport Pavement. FAARFIELD based on the concept of Cumulative Damage Factor (CDF), where the contribution of the individual aircraft to be analyzed separately at the moment of total damage.
Several concept in the FAARFIELD program namely;
1) Internal aircraft‘s data of FAARFIELD program divided into 6 groups of aircraft: Generic, Airbus, Boeing, Other Commercial, General Aviation and Military. Designer has sufficient choice in making determination and justification the aircraft load and frequency. 2) Pavement to be designed to anticipate the load of maximum takeoff or MTOW (Maximum Take-Off Weight). The Designing Procedure to be assumed 95% from the gross weight supported by the main landing axle and 5% to be supported at the aircraft nose axle. FAARFIELD recommended the using of MTOW even though it is conservative enough in designing. This condition supported – by neglecting the traffic of the coming aircraft. 3) Configuration and type of axle indicates how the load of aircraft to be distributed to the pavement and how the pavement responds to the said load. The following table indicates the configuration of typical axle referring to FAA Order 5300.7, Standard Naming Convention for StandardConfiguration of Landing Axle, see table at the next page. 4) The wheel pressure are various based on the axle configuration, gross weight and wheel size. The wheel pressure has significant effect to the tension of asphalt layer compared to the subgrade. Wheel pressure above 221 psi (1,5 MPa) will be safe on condition that the layer of pavement surface and foundation layer meet the requirement of minimum thickness. 5) Prediction of annual departure in accordance to the type of aircraft is required in pavement designing. Information of the operational aircraft could be seen in the aircraft movement at the Planning of Main Airport.
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6) FAARFIELD Program to be developed and to be calibrated in order to produce the consistent thickness of pavement design by using the previous method based on the composition of different aircraft compared with individual aircraft. Procedure of FAARFIELD design could do various traffic analysis – by using the previous method. Determination on design aircraft no needed to operate FAARFIELD. Even, the program for calculating the damage effect to the various aircraft individually. The effect of aircraft damage to be summarized entirely with the miner rule. At the moment Cumulative Damage Factor (CDF) reaching 1,0 the design condition is already good. 7) The old design procedure compel the mix traffic to be converted to the single design aircraft and all annual departure to be converted to the equivalent annual departure in accordance with the design aircraft. The designed aircraft to be determined by choosing an aircraft with the highest damage based on weight and the number of the departure aircraft. The design procedure of FAARFIELD not to convert the mix traffic to be departure equivalent to the designed aircraft. FAARFIELD analyze the damage on the pavement for every aircraft and determine the final thickness for the total damage cumulative. FAARFIELD consider the placement of main axle of individual aircraft related to the structure pavement axle line. 8) An aircraft moving on the pavement will be seldom return to the same line. At the moment an aircraft moving through taxiway or runway, it will take some lines on the pavement on certain point to receive maximum load. Ratio of the number of lines against the maximum load per unit of pavement area called Pass-to- Coverage (P/C) ratio. The easiest way to calculate the number of aircraft line on the pavement, yet the number of coverages should be declined mathematically based on the P/C ratio for every type of aircraft. In definition, one coverage occur when one unit of pavement area receive maximum respond (tension for rigid pavement, tense for flexible pavement) due to certain aircraft. . For the flexible pavement, coverages area to be assessed as a number of maximum tense repetition occur on the ground. On the rigid pavement, coverages area to be assessed as the number of repititious maximum tension occur under the concrete slab. Coverage produced from the operation of various aircraft is a function of the number of aircraft route, number and space between wheels on the land wheel axle, contact area, and spreading of lateral of relative wheel trail against the line of pavement axle or indicating mark. In the calculation of P/C ratio, FAARFIELD use the concept of effective wheel width. On the rigid pavement, the width of effective wheel has a definition on the pavement surface and same with the contact width of nominal wheels. The flexible pavement, for the collapse of tense occur on the subgrade layer, the effective width has definition on above the subgrade. Responses line drawn as a slant 1 : 2 from the edge of contact up to the top of the ground as illustrated in figure 1 and figure 2. Wheel to be
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considered as a separate condition or combination depend on the overlap response lines. Figure 3.1 andfigure 3.2 just for information. All width calculation of effective wheels and P/C ratio to be done in FAARFIELD program.
Figure 1. Two Effective Tire Width-Without Overlap
Figure 2. One Effective Tire Width-Overlap
9) Pavement designing of runway dan taxiway of airport using FAARFIELD just to consider the traffic departure and to neglect the arrival at the moment of the determination of the number of aircraft lines. As in the case of the arrival of an aircraft at the airport is significant heavy compared at the moment of taking off due to the consumption of fuel. FAA make a definition on Traffic Cycle (TC) standard as once take off and once landing for the same aircraft. In the condition described above, one TC produces one aircraft line - produced Pass-to-Traffic Cycle (P/TC) ratio same with 1 (one). To determine the annual departure in relation with the pavement designing – by multiplying the number of aircraft departure with P/TC. Almost of all pavement designing, the P/TC value amounts 1 could be applied. In the case of the heavy landing not quite different with the heavy of taking off or when the aircraft should move through the pavement more than one time, it is more accurate to justify the number of the annual departure applied in the pavement designing to indicated the difference of P/TC ratio. As an example, in the runway case with central taxiway configuration an aircraft should fly through runway on the larger part at the moment of manuver to the taxiway.
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In this case an aircraft should take two times during the take off operation. In this scenario the P/TC ratio with the amount of 2 should be used (with the assumption that the aircraft fill the fuel at the airport), the number of annual departure to be applied in the design should be better to be increased to factor 2. 10) In FAARFIELD, designing for fatigue called as Cumulative Damage Factor (CDF) using Miner rule. CDF is the number of fatigue age of the pavement structure which has already been used. An expression as a comparison of the applied load and the permission load. For the single aircraft and the annual departure of the CDF constant could be written as follows;
Or
Or
Pavement Condition on Several CDF Value
CDF Value Pavement Remaining Life
1 The pavement has used up all of its fatigue life
<1 The pavement has some life remaining, and the value of CDF gives the fraction of the life used
>1 The pavement has exceeded its fatigue life
MATERIAL OF PAVEMENT STRUCTURE Type of pavement structure for the designing work of Specified Technique of North Side of Airport is fleksible pavement for runway pavement and taxiway. Pavement construction work in the form of runway with its dimension is 2.200 x 45 m, turning pad construction using structure type of flexible pavement. Flexible pavement consists of surface layer of hot mix on the layer of base course, and in case needed due to the condition of ground base so subbase course to be used. The entire of the said pavement structure composition fully supported by subgrade.
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1. Layer of Hot Mix Asphalt (HMA). The wearing course and should prevent entering the water surface into the foundation layer, and to provide smooth layer, fully free from particle causing danger to aircraft and human. Also resist the tension due to the load of aircraft wheel and not cause the worn out of the wheel. The surface layer should be composed of agregat mix and bound asphalt producing a surface with uniform texture having stability and maximum durability.
2. Foundation Layer This layer is an essential structure component for the flexible pavement. This layer has its main function for spreading the wheel load to the under part of the pavement layer namely base course and subbase course, and/or the subgrade. This foundation should have quality and thickness sufficient for preventing land from collapse. The quality of the foundation layer depends of composition, physical character and compacting the specification related with
Component, gradation, manipulation control and preparation all various foundation material used at the airport for the load of 30.000 lbs (13.608 kg) or more as follows;
a. Item P-208 – Aggregate Base Course b. Item P-209 – Crushed Aggregate Base Course c. Item P-403 – HMA Base Course
The use of the type of P-208 as a limited foundation material for pavement designed for gross weight load ≤ 60.000 lbs (27.216 kg). If the type of P-208 to be used as a foundation layer, so the minimum thickness of the hot mix asphalt should be increased to 5 (127 mm).
The use of the type of P-209 as a limited foundation material for pavement designed for gross weight load ≤ 100.000 lbs (45.359 kg).
The function of sub base course foundation layer is similar with the layer of base course. But, considering that the position is far from the surface and with the load intensity lighter, the material requirement not so tight like the foundation layer. The specification relating with the component quality, gradation, manipulation control and preparation of various types for sub base course used at the airport for the designed load ≥ 30.000 lbs (13.608 kg) as follows;
a. Item P-154 – Subbase Course
All materials suitable for the foundation layer could be used too as sub base layer in case of economical and practical condition if requested.
DESIGN DATA OF PAVEMENT STRUCTURE
For designing of pavement structure to be applied the designing data as follows;
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1. Aircraft Movement
Type of aircraft to be used as aircraft movement is an aircraft of the kind of B737-800 with 3.600 operation per annum and aircraft A330 with 300 operation per annum also aircraft Dual Wheel 50 with 300 operation per annum. Aircraft A330 is an aircraft where the movement has its largest contribution to the pavement structure.
2. Improved Subgrade CBR Value
From the result of soil test indicate that the soil at the location of airport could be used as a subgrade for pavement, but the soft soil of the surface minimum 0,2 m depend on site condition advised to be peeled off and changed with better soil.
Table 2.CBR Value and Type of Application
CBR Value Qualification Assessment Applied
0 – 3 Bad Subgrade
3 – 7 Bad till moderate Subgrade
7 – 20 Moderate Subcase
20 – 50 Good Base, Subcase
> 50 Excellent Base
Source: the Asphalt Handbook, the Asphalt Institute, 1970 chapter 5
CBR value usually to be used for indicating the soil quality, bearing capacity, and its function as foundation layer or as subgrade under the pavement or another function of a kind at the airport area.
To determine the pavement thickness, the CBR value should be taken as a reference in deciding the thickness of the foundation layer of the pavement construction by considering the aircraft‘s load later will be operated on and over the pavement. To achieve the said CBR value, besides the soil should be compacted to gain the optimal density also needed checking on the level of density of each certain distance (specification) during the work execution.
Value of bearing capacity of subgrade to be stated with the volume of the CBR value. Value of CBR of subgrade applied is CBR soaked. The result of the soaked CBR produced is relative good. CBR existing subgrade value in runway, taxiway and apron using CBR soaked 8 %. If soil area with the soaked CBR value less than 8 % should be done an improvement so that the improved CBR could achieve the CBR value at minimum 8 %. The embankment 60 cm laying at upper existing ground using sandy gravel material with CBR soaked 35 % to achieve CBR soaked 20 % as subgrade improvement. Using the Boussinesq equation we can calculate the improved subgrade CBR value.
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Table 3. Improved Subgrade CBR
IMPROVED SUBGRADE SOAKED CBR VALUE
Existing Subgrade soaked CBR = 8.00 %
- CAPING LAYER = 60.00 Cm
- Combination soake CBR 3 1/3 1/3 (h1 x CBR1 ) + (h2 x CBR2 ) = (h1 + h2)
CBR (%) = 35.00 h = 60 cm ( Uncrushed Aggregate / Sandy Gravel ) 1 1 CBR2 (%) = 8.00 h2 = 40 cm ( Existing Subgrade )
CBR Design (Combination) = 21.08 %
For subgrade improvement should be done layer by layer with quality control of density using Sand Cone Method.For information, to meet the required quality of material a site survey should be done to look for the material which meets the requirement of the specification and it has already been tested at the laboratory.
Besides to get accesbility easily and material deposit as an individual consideration to guaratee that the project could run efficiently. Whereas the quality of execution is strongly affect the final result when the execution not supervised accurately in accordance with the designing specification resulting degenerative acceleration to the said pavement structure.
Material to be applied for the structure of the flexibility pavement should meet to the type of aircraft to be served and related to the weight of aircraft and movement frequency.
For the thickness design of pavement layer, type of material to be converted with the equivalent factor.
Table 3. Equivalent Factor for Sub Base Course
Material Equivalent Factor Bituminous Surface Course 1,7 - 2,3 Bituminous Base Course 1,7 - 2,3 Cold Laid Bituminous Surface Course 1,5 - 1,7 Mix in-place Base Course 1,5 - 1,7 Cement Treated Base Course 1,6 - 2,3 Soil Cement Base Course 1,5 - 2,0 Crushed Aggregate Base Course 1,4 - 2,0 Gravel Sub Base Course 1
Source: Aerodrome Design Manual Part 3 Pavements
47 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
Table 4. Equivalent Factor for Base Course
Material Equivalent Factor Bituminous Surface Course 1,2 - 1,6 Bituminous Base Course 1,2 - 1,6 Cold Laid Bituminous Surface Course 1,0 - 1,2 Mix in-place Base Course 1,0 - 1,2 Cement Treated Base Course 1,2 - 1,6 Soil Cement Base Course N/A Crushed Aggregate Base Course 1 Gravel Sub Base Course N/A
Source: Aerodrome Design Manual Part 3 Pavements
CALCULATION THICKNESS OF PAVEMENT STRUCTURE
Runway pavement structure design isused type of flexible pavement, and the critical air craft is A-330. The flexible pavement structure calculation of pavement structure is as follows:
1. Input Data Software FAARFIELD
a. Input Subgrade support condition
For subgrade condition, the data of CBR value is needed.
b. Material properties of each layer, covering:
Thickness of modulus for layer. Poisson‘s Ratio (has already been determined in the software FAARFIELD)
c. Traffic, consisting of:
Aircraft characteristic covering of wheel load, wheel position and wheel pressure.
d. Design Life
Designing of FAA standard for pavement based on the live time of 20 years design life, computer program could be used for the other design life.
2. In the FAARFIELD program there are already several data of the type of aircraft 3. Determination on the number of the annual departure relating with the landing wheel.
For each to be input manually into the program for the number of various annual departure of individual aircraft.
Parameters used for designing the thickness of construction of flexible pavement as follows:
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1. The largest aircraft
The type of aircraft to be used is the largest aircraft at the Oecusse airport is A330-300 at this moment.
2. CBR value
The value of the supporting subbase stated with the CBR value of subgrade used for design is 20% minimum for runway and taxiway. When there is soil surrounded with CBR less than 20% should be done treatment.
The number of aircraft movement or traffic volume will affect the thickness volume of the pavement. Volume of the aircraft movement obtained from the Term Of Reverence (TOR) analysis study of Oecusse airport.
Figure 3. Main Wheel Configuration of B-737-800
Figure 4. Main Wheel Configuration ofA330-300
49 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
Figure 5. Aircraft Movement
Material structure of pavement to be suggested should adjust to the material condition and Asphalt Mixing Plant (AMP) condition at the location of airport as follows:
Layer Material Surface Course AC-BC + AC-WC Base Course Crushed Aggregate CBR soaked Sub Base ≥ 100 % Course Uncrushed Aggregate CBR soaked ≥ 35 %
Stabilized base and subbase course are necessary for new pavements designed to accommodate jet airplanes weighting 100.000 pounds (45.359 kg) or more. Exceptions (non standard structure) to the policy requiring stabilized base and subbase may be made on the basis of superior materials being available, such as materials with CBR soaked minimum of 100 % for base and 35 % for subbase.
Figure 6. Output of FAARFIELD
From the calculation using FAARFIELD program, the thickness of the pavement structure of runway and taxiway could be determined as minimum as follows:
50 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
1) Surface Course : HMA = 120 mm 2) Base Course : Crushed Aggregate = 371,6 mm 3) Sub Base Course : Uncrushed Aggregate = 101,6 mm 4) Embankment : Sandy Gravel ≥ 600 mm, CBR soaked ≥ 35 % 5) Existing Ground : CBR soaked ≥ 8 %
After considering the execution condition, so the pavement structure of runway and taxiway to be applied:
1) Surface Course : HMA = 120 mm (AC-BC = 70 mm, AC-WC = 50 mm) 2) Base Course : Crushed Aggregate = 380 mm, CBR soaked ≥ 100 % (P-209) 3) Sub Base Course : Uncrushed Aggregate = 150 mm, CBR soaked ≥ 45% (P-208) 4) Embankment : Sandy Gravel ≥ 600 mm, CBR soaked ≥ 35 % 5) Existing Ground : Soaked CBR soaked ≥ 8 %
Tact Coat 1 kg/m2 AC-WC = 5 cm AC-BC = 7 cm Prime Coat 2 kg/m2
Crushed Aggregate/Base Course = 38 cm, CBR soaked ≥100%
Uncrushed Agg/Sub Base Course = 15cm, CBR soaked ≥45 %
Embankment ≥ 60 cm
Existing Ground
Figure 7. Pavement Structure of Runway and Taxiway
PCN CALCULATION
PCN calculation using program COMFAA. COMFAA has already provided several types of aircraft including the technical data prepared at the said library program. For aircraft not mentioned in the COMFAA library so we have to look for the information of the said technical data of aircraft later to be included into COMFAA later program will calculate by itself the value of PCN of the said aircraft. The stage of PCN calculation by using COMFAA as follows;
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Equivalent thickness = 24.2 in = 614.68 mm
Figure 8. Equivalent Thickness
Figure 9. Input ProgramCOMFAA
52 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
Figure 10.Output PCN Value
PCN value of Pavement Structure of Runway = 120/F/A/W/T
Greater than 57 (ACN value of A330-300 at subgrade strength A)
THICKNESS OF PAVED SHOULDER
Determination on the pavement thickness of Shoulder using Software FAARFIELD
1. Input data software FAARFIELD
a. Input subgrade support condition
For subgrade condition, needed the data of CBR value
b. Material properties of each layer c. Traffic, covering; d. Design life, FAA designing standard for pavement based on the 20 – year designing of lifetime.
2. Input of Aircraft Type
Aircraft movement to be input is an aircraft giving the largest value of Cumulative Damage Factor (CDF).
3. To determine the Annual Departure in relation with the landing wheel. The aircraft movement to be input in the program for the number of annual departure is only for one unit aircraft per annum.
53 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
Figure 11. Output Paved Shoulder Structure
From the calculation using FAARFIELD program so that the thickness of the pavement structure of paved shoulder at minimum:
1) Surface Course : HMA = 101.6 mm 2) Base Course: Crushed Aggregate = 203.2 mm 3) Sub Base Course : Uncrushed Aggregate = 101,6 mm 4) Embankment : Sandy Gravel soaked ≥ 600 mm, CBR soaked ≥ 35 % 5) Existing Ground : CBR soaked ≥ 8 %
After considering the execution condition so that the pavement structure of paved shoulder to be used;
1) Surface Course : HMA = 100 mm (AC-BC = 50 mm, AC-WC = 50 mm) 2) Base Course: Crushed Aggregate = 200 mm, CBR soaked ≥ 100 % (P-209) 3) Sub Base Course : Uncrushed Aggregate = 150 mm, CBR soaked ≥ 45 % (P-208) 4) Embankment : Sandy Gravel soaked ≥ 600 mm, CBR soaked ≥ 35 % 5) Existing Ground : Soaked CBR soaked ≥ 8 %
2 AC-WC = 5 cm Tact Coat 1 kg/m AC-BC = 5 cm Prime Coat 2 kg/m2
Crushed Aggregate/Base Course = 20 cm, CBR soaked ≥ 100%
Uncrushed Agg/Subbase Course = 15 cm, CBR soaked ≥ 45%
Embankment ≥ 60 cm
CBR soaked ≥ 35%
Existing Ground Figure 7. Pavement Structure of Paved Shoulder
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END RUNWAY STRIP (ERS) AND RUNWAY END SAFETY AREA (RESA)
Basically ERS and RESA have main function as a safety area, in case there are overshoot/undershoot aircraft. ERS and RESA should have surface that can slow down or even stop the overshoot/undershoot aircraft.By considering the execution condition so that the pavement structure of ERS and RESA to be used;
1) Stopper : Local Soil or sandy material = 150 mm 2) Embankment :Compacted Sandy Gravel, height is variable. 3) Local Soil
Local Soil or sandy
material= 15 cm
Embankment, height is variable
Existing Ground
Figure 8. Pavement Structure of ERS and RESA
RUNWAY STRIP
Runway Strip have main role as safety area to protect the aircraft from any obstacle and also to place some navigation aids instruments such as Airfield Lighting (AFL), Precision Approach Path Indicator (PAPI), etc.By considering the execution condition so the composition for Instrument Runway Strip will be:
1) Surface : Sandy Gravel, from Runway Shoulder Edge until Airside Drainage. From Airside Drainage until edge of Instrument Runway Strip will be as existing condition. 2) Existing Soil with 15 cm thickness on top level.
ANALYSIS OF THE STRUCTURE OF APRON PAVEMENT
Basically, the function of apron is a parking area for the aircraft also for loading and unloading from and to the aircraft. For apron designing the following items should be noted;
- Terminal configuration and free space dimension for safety and passenger‘s protection against the propeller mash, blast, heat and noise.
- Charateristic of movement of aircrarft type to be served
55 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
- Type and size of GSE (Ground Service Equipment) facility and its maneuver.
- Condition of apron topography where the slope of apron should be greater than 0.1%, to prevent from water stagnant at the apron.
But, the apron slope should not be allowed too much bigger as it could affect the movement of the aircraft during the parking moment.
For the designing concept of the new apron using construction structure of rigid pavement consisting of the design of the thickness of rigid pavement with its volume and the said parameter such as: a. Aircraft Movement
Type of aircraft to be used as critical aircraft is an aircraft with its largest contribution to the pavement structure. The composition of the aircraft‘s wheel also affect to the structure analysis of pavement. b. Weight of the Critical Aircraft
Weight of the critical aircraft to be served is the type of aircraft which may cause the largest load to the pavement structure and needed the largest thickness of pavement. c. Modulus Subgrade Reaction
Modulus of the reaction of subgrade resulted from the Plate Bearing test, but value of the modulus subgrade reaction also could be determined by the value of CBR by the method of formula correlation.
Based on the following correlation with the value of CBR 20 % (improved subgrade), the value of Modulus Subgade Reaction calculated using this formula below.
Modulus of the reaction of subgrade resulted from the Plate Bearing test, but value of the modulus subgrade reaction also could be determined by the value of CBR by the method of converting of graph.
Based on the formula above with the value of CBR 20 %, as a result the value of Modulus Subgade Reaction to be242.55 lb/in3 = 65.8395 MN/m3. d. Volume of Aircraft Movement
The number of aircraft movement or volume of traffic will affect the thickness of pavement. The Volume of aircraft movement resulted from the equivalent analysis of annual departure.
56 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 e. Concrete Quality
Concrete flexural strength or modulus of rupture (fr) strongly affect to the thickness of the rigidity of pavement. Concrete flexural strength affected by the quality of slab concrete to be used. The air field of Oecusse using the quality of concrete slab with compressive strength fc‘= 29.05 MPa.
Concrete Flexural Strength fr = 0,75 fc'
= 0,75 29,05 = 4,04 MPa = 585,95 psi The strength of concrete flexural Strength after 90 days = 1,05 x 585,95 psi = 615.25 psi.
Design of structure of apron pavement based on the data of the result of forecast calculation or the assessment of annual aircraft movement as a result to be design as follows;
Aircraft to be design : A330-300 Maximum Take Off Weight : 507.062 lbs. Wheel Configuration : Dual Tandem Modulus Subgrade : 242.55 pci Concrete Flexural Strength : 615,25 psi = 4.242 MPa
Based on the FAARFIELD output, as a result the total of slab of apron concrete = 403.9mm. We take = 42 cm.
Figure 9.Aircraft Movement on Apron
To guarantee the uniformity of the strength of the pavement foundation under the concrete slab, there is lean concrete (Rubblized PCC) with its thickness 10 cm, and the lean concrete layer supported by uncrushed aggregates layer.
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Figure 10.Output of Apron Rigid
The composition of the structure of apron pavement as follows;
Concrete Slab fcube = 350 kg/cm2 42 cm (fr =44.4 kg/cm2)
Lean Concrete = 10 cm 10 cm Fcube = 125 kg/cm2
SubBase≥ 15 cm, CBR soaked 45 ≥15 cm %
The thickness of concrete slab 42 cm, maximum joint distance to be recommended in accordance with FAA as follows :
Transversal = 20 feet = 6.1 m (to be applied = 5,0 m)
Longitudinal = 20 feet = 6,1 m (to be applied = 5,0 m)
f. Reinforcing Steel of Concrete Slab
Concrete slab shall be reinforced with deformed D 8 mm reinforcement quality U–39 (fu = 3900 kg/cm2)
Reinforcement area needed :
7,3 LxtxLx As1 = fs
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L = lane width
= 500 cm
= 16,40 feet
t = slab thickness = 42 cm
= 16,54 inch fs= fu/SF (SF = 1,5)
= 2.600,00 kg/cm2
= 36.980,69 psi
As1=(3,7x16,40x√(16,40x16,54))/36.980,69
As1= 0,0270 in2/feet
= 0,5715 cm2/m
WxfxL As2 = 2xfs
W= weight of the slab (psf)
= 0,42 x 2400 (thickness = 42 cm = 0,42 m)
= 1008 kg/m2
= 206,46 lb/ft2(psf) f= coefficient of resistance = 1,5
L= lane width
= 500 cm
= 16,40 feet fs= fu/SF (SF = 1.5)
= 2.600,00 kg/cm2
= 36.980,69 psi
As2= (206,46 x 1.5 x 16,40)/2 X 36.980,69
= 0,0687 in2/feet
= 1,4542 cm2/m
Area of minimum reinforcing bar (As) required as follows:
As min = 0,05 % concrete area
= 0,05 % x 42 x 100
= 2,10 cm2/m
To be applied the reinforcing bar of deformed D 8 mmwith the As (reinforcing area) = 50,24 mm2 = 0,5024 cm2
59 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
The number of minimum reinforcing bar per length = 2,05 cm2/0,5024 cm2=4,1.
Distance of reinforcement = 100 cm / 6 pcs = 16,67 cm ≈ to be applied 15 cm
So that reinforcing bar of deformed D 8 mm @ 15 cm with area 3,35 cm2/m to be applied. g. soaked Dowel
Dowel is reinforcement on joint with its function as loading mover crossing the connection such as crossing expansion joint and crossing contraction joint.
FAA provides a list of size for dowel and its distance for various thickness of concrete slab as follows :
Table 5. Size and Dowel Distance
Thickness of Concrete slab Diameter Length Distance
6-7 in (152-178 mm) ¾ in (20 mm) 18 in (460 mm) 12 in (305 mm) 7,5-12 in (191-305 mm) 1 in (25 mm) 19 in (480 mm) 12 in (305 mm) 12,5-16 in (318-406 mm) 1¼ in (30 mm) 20 in (510 mm) 15 in (380 mm) 16,5-20 in (419-508 mm) 1½ in (40 mm) 20 in (510 mm) 18 in (460 mm) 20,5-24 in (521-610 cm) 2 in (50 mm) 24 in (610 mm) 18 in (460 mm)
With the thickness of 42 cm concrete slab, so that size and dowel distance to be recommended by FAA:
Diameter= 1 ¼ inch = 40 mm, diameter 32 mm to be applied.
Length= 20 inch = 51 cm ≈ 51 cm
Distance= 11.8 inch = 30 cm
So that Dowel D 32 @ 30 cm, length 51 cm to be applied.
Calculation :
Area of 40 mm dowel = 1,256 mm2
Area of 32 mm dowel = 803.84 mm2
Requered = 1256/803.84 = 1.56
Distance = 460/1.56 = 294,9 mm ≈ 30 cm
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Figure 11. Typical Apron Rigid Pavement
Sealant and Joint Filler
Sealant used for each connection to prevent from entering water and unusual thing into the connection. Filling material which is compressible and pre molded to be used for expansion connection so that expansion can be taken on the slab. Sealant on connection to be applied on the surface of filling material to prevent from entering the water or other unusual thing. For area to be used for filling fuel, sealant resist to fuel should be used.
4.21. Airside Roads TRAFFIC LOAD Traffic load is required for the road technique design, because the road capacity which will be designed depends on the composition of traffic load later will be used. To determine the thickness of the road pavement structure, the average daily traffic (ADT) to be calculated based on the criteria and assumption. In designing the daily traffic for individual road is different as the type of vehicle passing the said road are various. For inspection road the type of vehicle passing the said road consisting of passenger vehicle, inspection vehicle and fire fighting vehicle and ambulance vehicle.
61 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
GRADING AREA Grading area to be executed at the road design area in the form of compacted soil and leveled soil with various slopes in accordance with the requirement. The surface of grading area should able to flow the rainy water (the surface water) to the drainage so that there is no water pounding at the grading area. Height of surface plan (leveling) is based on the volume of excavation and embankment as small as possible, and therefore able to minimize construction costs but still meet the requirements of the drainage system by taking into account the maximum flood water level. The following items should be considered in the leveling design; a. No flood or water pounding at the road facilities and other facilities during the rainy season. b. The surface of the existing soil and most of the part of the design land has various elevations from the lowest one till the highest against the average of surface of sea level (mean sea level). c. In order to reduce the volume of the soil work (pile and excavation) and to facilitate the drainage so the slope to be used at the surface of road pavement with the slope 1 % and the road shoulder 2% - in repairing the existing slope. Determination on the height depends on some factors such as: the elevation of the road design, drainage necessity, related with inter facilities, material supply for piling and place for excavation discard and etc.
FLEXIBLE PAVEMENT PARAMETERS Pavement for airside area road use flexible pavement type. Here are the components used in road pavement design: a. Regional Factor (RF) Regional factor is affected by the form of alignment (slope and curve), percentage of heavy vehicle and season (rainy season). Based on the alignment path with a slope I (< 6%), percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5 Table 1 - Regional Factor
Source: AASHTO 1993 b. Index of Pavement Surface (IPs) Index of pavement surface (IPs) as a basic size in determining the value of pavement in relation with the necessity of traffic. The Index of Pavement
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surface indicating the average value/smoothness and the surface resistance in relation with the improvement of service for the passing traffic. With Equipment Single Axle Load (ESA) < 10 so as to obtain the value type local road IPs = 1.5
Table 2 - Index of Pavement Surface
Source: AASHTO 1993
Coefficient of vehicle distribution passing the Ground Support Equipment (GSE) road at Oecusse Airport, to be designed 2 lanes and two directions consisting of; 1. Total weight < 5 ton (light vehicle) = 0.50 2. Total weight 5 ton (heavy vehicle)= 0.50 c. Index of Pavement Surface at Early (IPo) Pavement surface layer is Asphalt Concrete (AC-WC) with the IPo = 3.5 to 3.9. d. Vehicle Distribution Coefficient (C) Coefficient of vehicle distribution for both light and heavy vehicles passing the design route, planned for light vehicles = 0.5 (2 way, 2 lane) and for heavy vehicles = 0.5 (1 way, 2 lanes).
Table 3 - Vehicle Distribution Coefficient Number of Light Vehicle Heavy Vehicle Lane 1 way 2 way 1 way 2 way 1 lane 1.00 1.00 1.00 1.00 2 lane 0.60 0.50 0.70 0.50 3 lane 0.40 0.40 0.50 0.475
Source: AASHTO 1993 e. Design Life and Traffic Growth of Road Life time of road design is the number of time (in year) calculated from the opening of the said road until at the moment it is required for heavy repairing or to be assumed that new layer is needed. The life time of the road design to be applied in this designing is 10 (ten) years.
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Traffic Growth taken based on the assumption of growth in passenger and aircraft movements, the assumption of growth is 4%. f. Planned Subgrade CBR Bearing capacity of Subgrade (DDT) to be determined based on the correlation graph between CBR and DDT (graph as per attached). Based on the report of Soil Investigations on site showing the soil condition at location or the existing soil is good enough. To design this pavement structure - Design CBR value 8 % is to be applied. Soil settlement can cause problem at the project area. Therefore one aspect of the soil improvement method proposed in the soil improvement report is to limit the settlement that probably will occur in this area. In addition to settlement problem, the soil improvement method is also focused on getting the CBR of subgrade of 8% which is required for pavement design. It is assumed that for the worst condition the CBR of the existing soil is less than 8%. Therefore, this CBR needs to be increased to 8% as required for the pavement design. Subgrade of the existing soil can be improved by method remove and replace. This means that the upper of the existing soil is removed and then replaced with good selected material. The selected fill material is then compacted to at least 95% of its dry density. The selected fill material at least canComponent Analysis Pavement be obtained from the excavated materials from quarry area. g. Component Analysis of Road Pavement Planning calculation is based on the relative strength of each layer of the long-term pavement, where the pavement thickness determination expressed by the following formula:
ITP = a1D1 + a2D2 + a3D3
a1= relative strength coefficient of surface course a2 = relative strength coefficient of base course a3 = relative strength coefficient of sub base course D1 = thickness of surface course D2 = thickness of base course D3 = thickness of sub base course
Figure 1 - Composition of the Flexible Pavement
64 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 h. Relative Strength Coefficient In determining the composition of pavement used table 4 and table 5.
Table 4 - Relative Strength Coefficient
Source: AASHTO 1993
Source: AASHTO 1993
Table 5 - Limits of Minimum Thickness Pavement Layers
Source: AASHTO 1993
65 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 i. Equivalent Single Axel Loads Equivalent Single Axel Loads each vehicle is determined by the following formula SingleAxisLoad kg)( 4 NumeralEquivalent SingleAxis 8160
Table 6 - Numeral Equivalent Single Axle Vehicles
Source: AASHTO 1993
Table 7 – Numeral Equivalent for Each Type of Vehicle
One Axis Load Numeral Equivalent Load Type of Vehicle ( kg ) Rear/ Rear/ Front Front Total Behind Behind Towing Tractor 15.000 7.000 8.000 0,5415 0,9238 1,4653 Fuel Truck 13.000 6.000 7.000 0,2923 0,5415 0,8338 Cargo Dolly Train 10.000 5.000 5.000 0,1410 0,1410 0,2820 Sweeper Car 2.000 1.000 1.000 0,0002 0,0002 0,0004 Truck Basin 10.000 5.000 5.000 0,1410 0,1410 0,2820 Source:Consultant Analysis
A. PAVEMENT DESIGN OF SERVICE ROAD AND GA PLATFORM Characteristics of traffic in the area around and inside the airside area will be divided into 3 (three) pavement types of the road. These roads are : a. Service Road (GSE) b. Emergency Road (Fire Fighting) c. Perimeter Road
The Service road (GSE) in airside area is dominated by Towing Tractor, Fuel Truckand Cargo Dolly Train, others vehicles are passenger car, firefighting car and sweeper car. Characteristics of traffic on airside area base on the traffic of passenger and aircraft movement per day. From the characteristic movement of traffic will also determine pavement design parameters.
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a. Types of vehicles that operate are at early of life time: 1. Light vehicles (2 ton) 984 vehicle/day 2. Towing tractor (15 ton) 14 vehicle/day 3. Fuel Truck (13 ton) 24 vehicle /day 4. Cargo dolly train (10 ton) 14 vehicle /day 5. Firefighting car (25 ton) 14 vehicle /day 6. Bus (8 tons) 200 vehicle / day b. Configuring the vehicle axle load are : 1. Light vehicles 2 tons = (1+1) tons 2. Towing tractor 15 tons = (7+8) tons 3. Fuel Truck 13 tons = (6+7) tons 4. Cargo dolly train 10 tons = (5+5) tons 5. Firefighting 25 tons = (10+10+5) tons 6. Bus 8 tons = (5+3) tons c. Equivalent single axle load are : 1. Light vehicles 2 tons (1+1) = 0.0004 2. Towing tractor 15 tons (7+8) = 1.4653 3. Fuel Truck 13 tons (6+7) = 0.8338 4. Cargo dolly train 10 tons (5+5) = 0.2820 5. Firefighting 25 tons (10+10+5) = 4.6520 6. Bus 8 tons (5+3) tons = 0.1593
Pavement for Service Road (GSE) use type of flexible pavement. Here are the components used in road pavement design: a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5. b. Index of Surfaces (IPs) With Equivalent Single Axle load 10-100, so as to obtain the value of the collector road type IPs = 2.0. c. Index of Surfaces at Early Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5. d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes).
67 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 e. Design life of road is 10 (ten) years f. Traffic growth at 4 % per year From subgrade CBR value 8 %, then DDT value 5.6 determined.
g. Design Traffic Equivalent Single Axle at initial of Design Life (LEP) Light vehicles 2 tons = 0.0004 x 0.5 x 984 = 0.19 Towing tractor 15 tons =1.4653 x 0.5 x 14 = 10.43 Fuel Truck 13 tons =0.8338 x 0.5 x 24 = 9.89 Cargo dolly train 10 tons =0.2820 x 0.5 x 24 = 3.35 Firefighting 25 tons =4.6520 x 0.5 x 14 = 33.11 Bus 8 tons (5+3) tons =0.1593 x 0.5 x 200 = 15.93 Total = 72.91
Equivalent Single Axle at end of Design Life (LEA) Light vehicles 2 tons = 0.0004 x 0.5 x 984 =0.29 Towing tractor 15 tons =1.4653 x 0.5 x 14 = 15.44 Fuel Truck 13 tons = 0.8338 x 0.5 x 24 = 14.64 Cargo dolly train 10 tons = 0.2820 x 0.5 x 24 =4.95 Firefighting 25 tons = 4.6520 x 0.5 x 14 = 49.01 Bus 8 tons (5+3) tons = 0.1593 x 0.5 x 200 = 23.58 Total = 107.92
Design Traffic LER = (LEP + LEA)/2 = (72.91 + 107.92)/2 = 90.41
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The composition of the flexible pavement thickness ITP = a1D1 + a2D2 + a3D3 6.35 =0.3x 5 + 0.13x 15 + 0.11x D3 6.35 = 1.5 + 1.95 + 011x D3 D3 = (6.35 - 3.45)/0.11 = 26.36 Use D3 = 30 cm. D1 =5 cm (AC-WC, MS ≥ 340 kg) D2 = 15 cm (Crush Aggregate Base Course, CBR ≥ 80 %) D3 = 30 cm (Sandy Gravel, CBR ≥ 30%)
Figure 2 - STRUCTURE PAVEMENT OF SERVICE ROAD
Figure 3 - Figure Nomogram Road of Service Road
B. PAVEMENT DESIGN OF EMERGENCY ACCESS (FIRE FIGHTING ROAD) a. Types of vehicles that operate are : 1. Light vehicles (2 tons) 984 vehicle / day 2. Bus (8 tons) 200 vehicle / day 3. Firefighting car (25 tons) 14 vehicle / day
b. Configuring the vehicle axle load are : 1. Light vehicles 2 tons = (1+1) tons 2. Bus 8 tons = (5+3) tons 3. Firefighting 25 tons = (10+10+5) tons
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c. Equivalent single axle load are : 1. Light vehicles 2 tons (1+1) = 0.0004 2. Bus 8 ton (5+3) = 0.1593 3. Firefighting 25 tons (10+10+5) = 4.6520
Pavement for emergency (firefighting road) use type of flexible pavement. Here are the components used in road pavement design: a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then FR = 1.5. b. Index of Surfaces (IPt) With Equivalent Single Axle load 10-100, so as to obtain the value of the collector road type IPt = 2.0. c. Index of Surfaces at Early Age Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5. d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes). e. Traffic growth at 4 % per year From sub grade CBR value, then DDT value 5.6 determined. f. Design life of road is 10 (ten) years g. Design Traffic Equivalent Single Axle at initial of design life (LEP) Light vehicles 2 tons (1+1) =0.0004 x 0.5 x 984 = 0.19 Bus 8 ton (5+3) =0.1593 x 0.5 x 200 = 15.93 Firefighting 25 tons (10+10+5) = 4.6520 x 0.5 x 14 = 33.11 Total = 49.23 Equivalent Single Axle at end of design life (LEA) Light vehicles 2 tons (1+1) = 0.0004 x 0.5 x 984 =0.29 Bus 8 ton (5+3) =0.1593 x 0.5 x 200 = 23.58 Firefighting 25 tons (10+10+5) = 4.6520 x 0.5 x14 = 49.01 Total = 72.88 Design Traffic LER = (LEP + LEA)/2 = (49.23 + 72.88)/2
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= 61.06 h. The composition of the flexible pavement thickness ITP = a1D1 + a2D2 + a3D3 5.85 = 0.3x 5 + 0.13x 15 + 0.11x D3 5.85 = 1.5 + 1.95 + 011x D3 D3 = (5.85 - 3.45)/0.11 = 21.82 Use D3 = 25 cm. D1 = 5 cm (AC-WC, MS ≥ 340 kg) D2 = 15 cm (Crush Aggregate Base Course, CBR ≥ 80 %) D3 = 25 cm (Sandy Gravel, CBR ≥ 30%)
Figure 4 - Structure Pavement Of Fire Fighting Road
Figure 5 - Figure Nomogram Fire Fighting Road
C. PAVEMENT DESIGN OF PERIMETER ROAD a. Types of vehicles that operate are : Light vehicles (2 tons) 48 vehicle / day at early life b. Configuring the vehicle axle load are : Light vehicles 2 tons = (1+1) tons c. Equivalent single axle load are : Light vehicles 2 tons (1+1) = 0.0004
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Pavement for perimeter road use type of flexible pavement. Here are the components used in road pavement design: a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then FR = 1.5. b. Index of Surfaces (IPt) With Equivalent Single Axle load < 10, so as to obtain the value of the local road type IPt = 1.0. c. Index of Surfaces at Early Age Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5. d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes). e. Traffic growth at 1 % per year f. From sub grade CBR value, then DDT value 5.0 determined. g. Design life of road is 10 (ten) years. h. Design Traffic Equivalent Single Axle at initial of design life (LEP) Light vehicles 2 tons (1+1) = 0.0004 x 0.5 x 48 Total =0.0096
Equivalent Single Axle at end of design life (LEA) Light vehicles (2 tons) = 48*(1+0.01)10=53.0 vehicle/day. =0.0004 x 0.5 x 53 = 0.0106 Total = 0.0106
Design Traffic LER = (LEP + LEA)/2 = (0.0096 + 0.0106)/2 = 0.0101 i. The composition of the flexible pavement thickness ITP = a1D1 + a2D2 + a3D3 2.75 = 0.3x 0 + 0.13x 15 + 0.11x D3 2.75 = 0 + 1.95 + 011x D3
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D3 =(2.75 - 1.95)/0.11 = 7.27 Use D3 = 10 cm. D1 = 0 D2 = 15 cm (Aggregate Base Course, CBR ≥ 80 %) D3 = 10 cm (Sandy Gravel, CBR ≥ 30%)
Structure Pavement Of Perimeter Road
Figure Nomogram Perimeter Road
4.22. Ground Service Equipment To adequate importance of flying operation an airport must need Ground Service Equipment to support aircraft when they are on the ground. To fill the fuel, charge electricity, and refuel clean water, throw out lavatory, and even take passenger ladder. To be a good support, GSE vehicles need a shelter and a workshop to cover and backup their works.
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GSE EQUIPMENT Unit Baggage/ cargo diesel tow tractor of drawbar pull capacity for 5.000 2 lbs for carrying cargo from and to airplane. Close baggage carts for carrying passenger luggages, it will be 8 closed to keep luggages not getting wet because of rain. Diesel pushback and tow tractor capable of handling in aircraft of type Airbus A330-300 or equivalent with tow bars and head 1 equipment for Airbus, Boeing ERJ aircraft Jet engine Air Start Unit capable of starting an A330-300 or 1 equivalent aircraft Cleaning service cars for cleaning airplane passenger cabin 2 Lavatory service cart with 35 gallons waste tank capacity and complete with adapters and fitting to pull out waste from the 1 aircraft 90KVA 400Hz AC/ 28V DC Ground Power Unit to recharge the 1 aircraft power Passenger Stair Truck, 88-212‖ for passenger entering the aircraft 2 when jet bridge cannot used. Caster Bed Pallet Trailer for 96‖ X 125‖ pallets and 6.800Kg weight 4 Support Vehicles for patrolling the airport via perimeter road and 2 pickup staff from and to service area
4.23. Rescue and Fire Fighting Services (RFFS) Facilities Primary responsibility and objective of an RFFS and emergency service organization is to provide a timely response, protect life and property, and minimize the effects of an aircraft accident, incident, or catastrophic event occurring primarily on airport property. The key to successful execution of this
74 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 role can be achieved by optimizing the location of the airport fire station (s) and designing the station to enhance the effectiveness and efficiency of emergency service personnel. Essential to operational efficiency is fire station site selection. This critical element is paramount in reducing emergency response times to an aircraft related incident. Response times can be further reduced by ensuring that the facility‘s layout and floor plan provide a smooth and unimpeded flow of personnel traffic to reach emergency response vehicles in the shortest period of time possible. Fire station operations can be more efficient and cost-effective by incorporating an overall station systematic design approach will result in a process flow relationship of facility subsystems, e.g., mechanical, electrical, and piping systems. Human factors engineering should promote personnel safety.The airport should provide with a main fire station and should be equipped with essential equipment and water supply reserves. The Fire Station has to provide a high level of protection 24 hours of the day and seven days of the week if necessary. The following consideration has been used for the dimensioning of the facilities. There are recommendations, in order to provide adequate space for the development of the facilities. These requirements shall be refined at a later stage through the design development process.The recommended equipment distribution between the mail and sub fire station is provided in table below.
RFFS EQUIPMENT (according to Scope of Airport Document) Crash Fire Truck 2 Ambulance 1 Support Vehicles 1
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The fire station will accommodate the alarm centre, fireman rest and recreational areas, training areas, administration areas, manager‘s offices, workshops, storage for spares and extinguishing agents. Accordance with ICAO Annex 14, chapter 9, and the appropriate prevision of rescue and Fire Fighting Service (RFFS) facilities will be made Oecusse Airport. The level of protection planned at the airport will be category 6, although the forecast predicts that Category 7 could be operationally viable. This is sufficient for the safe operation off all Code E aircraft for which the airfield has been designed to support.For all categories of fire, crash, rescue services, a minimum response time of two minutes, and not exceeding three minutes should be achieved to the end of each runway and all movement areas in optimum conditions of visibility and surface conditions. The response time is the time between the first alarm call and the first effective intervention at the accident site. This can often only be achieved by a rapid intervention vehicle. Therefore, the location of the fire station it‘s centered and positioned at South to the Runway location and West to the ATC and Passenger Terminal, according the new development Master Plan for Oecusse Airport
4.24. Airport Fence
This fence is constructed with the PURPLE COLOR as a border of operational area of airport for air side where the fence gate equipped with safety equipment. For safety fence to be recommended the BRC fence with 2,5 m height from the soil surface.
1. Security Fence and Security Fence Gate Security Fence : Safety Fence constructed and installed around certain facilities, also for special Safety Fence such as navigation equipment: DVOR and Fuel Depot. Security Fence Gate : In principal, the Safety Fence Gate to be located as a connection between area of ground side facilities and air side – with its width suited to theroad width. Also, to be located at the entrance to the facility area of air side.
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2. BRC Fence as Airport Security Fence : BRC is abbreviation of British Reinforced Concrete – and it is a name of a company from England. This company produces fence with specific shape, where the point of the fence is bent in such a way like the shape of triangular. In Indonesia this type of fence called BRC fence. BRC fence is made of iron ready to be installed so that it is practical to be used. The production process is that some pieces of iron wire to be welded – by using wire mesh machine. At first, sheet fence should be formed and later to be plated with galvanized, so that guaranteed for its resistance against the danger of corrosion On the BRC fence to be installed rectangle iron and iron wire with its size suited to the drawing. The quality of fence steel and rectangle iron to be used should be good one and could be testified through laboratory test, and to meet the specification standard – with quality guarantee issued by the factory ((factory certificate).
3. Terms of Fence Installation Type of foundation to be used for BRC fence is local foundation by applying ready mix concrete foundation 1 cement: 2 sand and 3 gravel equal to the quality of K175 concrete. The size of ready mix concrete foundation is 50 cm x 50 cm and 85 cm x 50 cm with its individual foundation height is 65 cm. This foundation to be used for supporting pole for the entire foundation, placed on the heap of sand (5 cm thickness) as the foundation base. To anticipate animal entering through under the BRC fence, so longitudinal foundation is needed, and cultivated into the soil with its depth 20 cm. BRC fence is made of iron material U50 plated with galvanize – by applying hot deep (4650 C) with its size suited to the drawing for construction BRC to be used is the type of hot dipped galvanized, ASTM A153 and factory product using machine. Iron fence pole with its length 2.950 m diameter 2‖ Hot Dipped Galvanized. Pole and fence iron is cultivated with the depth of 50 cm into the foundation of mix ready concrete foundation with its size mentioned at item 1 above. Each pole cultivated into the ready mix concrete foundation should be installed with anchors iron (2 bars), diameter 12 mm, and 15 cm length. At the end point of each anchor should be bent. Supporting fence should be installed for each 7.5 meter horizontal distance and to be installed alternately at each fence pole and at each fence curve or at every turn fence.
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On the BRC wire to be installed barbed wire with 19 cm height, and each connection between irons should be locked with bolt. Whereas, connection between fences iron pole and BRC could be locked with u-clip. Fence Dimension : a. Steel Pole Diameter = 2 inches b. Minimum distance of vertical wire = 80 cm c. Minimum height of BRC fence = 2 meter d. BRC fence length = 2.4 meter Free space of fence both outside and inside the fence is 3.0 meter. Within radius 3,0 meter outside and inside the fence no objects or trees should be allowed. NOTES: 1. Galvanized metal is anti-rust coating process or non-corrosive metal on metal. Galvanized can also be identified from the color silver or bronze, but not shiny or matte. Color is also often called dull silver. 2. For this level of thickness, galvanized had varying degrees of thickness. Starting from 1 micron (thousandth of a millimeter) to 9 micron is also even more. For a 4 micron thickness was usually the manufacturer will provide a guarantee for 10 years anti-rust (3 years rust-free). Thus, the higher the thickness, the higher the level of immunity to rust. 3. Hot dip galvanizing process has two kinds of ways. The first is Electro Plating or a commonly abbreviated to EP. This process by giving the flow of electricity in a galvanized tub. So that the particles stick to the galvanized iron until the desired thickness. While the second process is Hot Dip Galvanized (hot dipped galvanized) or a commonly abbreviated to HD. The second process is by dipping into the pool galvanized iron hot. The more often dyed its galvanize getting thicker layer. 4. Accessories BRC fence is the supplementary material than BRC fence. BRC fence accessories consist of bolts, u-clip or clamp, lid pole / pipe cap or knob.
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5. AIR TRAFFIC SERVICES (ATS) The ATC Tower designed by the requirements of the airport. For the effective provision of Aerodrome Control Service, a Clean and obstructed view of the entire movement at the airport and air traffic. The position and height of ATC Tower already have Clean sight visibility to every inch of the airport and the surrounding airspace. The design of tower have 360 degree overview, with central tower shaft with elevator, staircase and redundant supply systems.
5.1. Airport Air Traffic Control Facilities The facility at the ATC and Meteorology Office supports the following functions: a. Visual Control Room (VCR) b. Technical Equipment Room c. Technical Supervision Room d. AIS Office e. Technical Workshop f. Technical Stores g. MET Facility h. Standby UPS and dedicated standby diesel generator set located in the main power house i. Management and Administration Offices j. Meeting and Training Rooms k. Rest Room l. Dedicated Car Park
5.2. Airport Air Traffic Control Complex (ATCC) The ATC Tower also has Meteorology Services so it is fully capable for traffic control services and to update weather condition and reported it to the airman. It shall prepare and obtain forecasts and other relevant information for flights and for local meteorological forecasting. It maintains a continuous survey of the meteorological conditions at the airport as well as provides briefing, consultation and flight documents to flight crew members and other flight operation personnel. The information will be provided through an automated self-briefing service. There is 1 elevator in the building, appropriate for persons working in it. These elevators provide a rapid access to and from the tower cabin and will be sufficient to enable equipment to be moved around the building. Access to the roof in this building will provide to permit essential maintenance to be carried out. The roof structure is strong enough to accommodate necessary equipment that will be positioned above the roof such as AC outdoor unit, antenna etc. Fire escapes serving all floor, placed at each end of the building and provide at least 1 hour fire protection. The fire alarm status will be positioned at the entrance/reception desk on ground floor.
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The tower crew eye elevation has to be Clean to all area of the aerodrome, including from threshold to threshold. Below is the calculation for the minimum eye elevation for the tower crew:
Ee = Eas + L x Tan (Gs + 35’)
Where: Ee = Eye Controller Elevation Eas = Farthest Threshold Elevation L = Distance Tower Site to Farthest Threshold GS = Angle from Farthest Threshold to Tower compare elevation Runway
From above formula, we get the minimum height of the eye controller elevation is 25,41 m. So tower control height plus 2 meter (from the eye controller to roof) and plus 1 meter (for the wall protection at the roof for antenna maintenance) we get the optimum height of the tower is 28,41 m.To optimize the operation for future development considers tower height should be 30 m. Exterior glass will be treated in such a way to eliminate, to greatest extent possible, the effects of strong sunlight within the building including blinds. The building is sound proofed to reduce the noise of the aircraft. So the telephone and other communication can be use. ATCT windows glass must comply with credible International Standards for light transmissivity of no less than 84%, heat transmission (U-value) of 1,00 maximum and free of parallax or other optical distortion. FAA Order 6480 will be preferable. The window blinds(roll down – roll up shades) must comply with credible International Standards such as FAA Specification FAA-E-2470b (December 1985). The building will have the benefit of full climate control, with the ambient conditions in each office being individually selectable, independent of the controls for the whole building. Measures will be taken to eradicate condensation from within the building. The building will have computer network including interfaces with external systems, and it will be technology updated to support ATC & Meteorology operations that meets ICAO standards and recommended codes and regulations.
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6. AIRPORT NAVIGATION EQUIPMENT 6.1. Introduction The basic principles of air navigation are identical to general navigation, which includes the process of planning, recording, and controlling the movement of a craft from one place to another. Successful air navigation involves piloting an aircraft from place to place without getting lost, breaking the laws applying to aircraft, or endangering the safety of those on board or on the ground. Air navigation differs from the navigation of surface craft in several ways: Aircraft travel at relatively high speeds, leaving less time to calculate their position on route. Aircraft normally cannot stop in mid-air to ascertain their position at leisure. Aircraft are safety-limited by the amount of fuel they can carry; a surface vehicle can usually get lost, run out of fuel, then simply await rescue. There is no in-flight rescue for most aircraft. Additionally, collisions with obstructions are usually fatal. Therefore, constant awareness of position is critical for aircraft pilots. The techniques used for navigation in the air will depend on whether the aircraft is flying under visual flight rules (VFR) or instrument flight rules (IFR). In the latter case, the pilot will navigate exclusively using instruments and radio navigation aids such as beacons, or as directed under radar control by air traffic control. In the VFR case, a pilot will largely navigate using "dead reckoning" combined with visual observations (known as pilot age), with reference to appropriate maps. This may be supplemented using radio navigation aids.
6.2. DVOR/DME VOR is an abbreviation for "VHF Omnidirectional Radio Range", which implies that it operates in the VHF band. Adopted by ICAO as early as 1960, VOR has been the main short-range navigational aid for several years. Short range infers that ranges up to 200 NM can be expected. It is still the most commonly used short- range aid. As opposed to the NDB, which transmits a non-directional signal, the signal transmitted by the VOR contains directional information.The principle of operation is bearing measurement by phase comparison. This means that the transmitter on the ground produces and transmits a signal, or actually two separate signals, which make it possible for the receiver to determine its position in relation to the ground station by comparing the phases of these two signals. In theory, the VOR produces a number of tracks all originating at the transmitter. These tracks are called «radials» and are numbered from 1 to 360, expressed in degrees, or ° . The 360° radial is the track leaving the VOR station towards the Magnetic North, and if you continue with the cardinal points, radial 090° points to the East, the 180° radial to the South and the 270° radial to the West, all in relation to the magnetic North. See at figure below.
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Before we look in detail at how the system works the following example illustrates the principle and should make it easier to understand.Think of a lighthouse at sea and imagine the white light rotating at a speed of one revolution per minute (60 seconds). Every time this white narrow beam passes through Magnetic North, a green omnidirectional light flashes. Omnidirectional means that it can be seen from any position around the lighthouse. If we are situated somewhere in the vicinity of the light sources and are able to see them, we can measure the time interval from the green light flash until we see the white light. The elapsed time is directly proportional to our position line in relation to the lighthouse.The speed of 1 RPM corresponds to 6° per second, so if 30 seconds elapse between the time we see the green flash and the white rotating light, we are on the 180° radial, or directly south of the station (30 sec x 6°/sec = 180°). This calculation can be done from any position and the elapsed time is directly proportional to our angular position (radial). We could name these light signals, calling the green one the Reference (REF) signal and the white beam the Variable (VAR) signal.
DVOR Generation The Doppler VOR is the second generation VOR, providing improved signal quality and accuracy. The REF signal of the DVOR is amplitude modulated, while the VAR signal is frequency modulated. This means that the modulations are opposite as compared to the conventional VORs. The frequency modulated signal is less subject to interference than the amplitude modulated signal and therefore the received signals provide a more accurate bearing determination.The Doppler effect is created by letting the VAR signal be «electronically rotated», on the circular placed aerials, at a speed of 30 revolutions per second. With a diameter of the circle of 13.4 meters, the radial velocity of the VAR signal will be 1264 m/s. This will create a Doppler shift, causing the frequency to increase as the signal is rotated towards the observer and reduce as it rotates away with 30 full cycles of frequency variation per second. This results in an effective FM of 30 Hz. A receiver situated at some distance in the radiation field continuously monitors the transmitter. When certain prescribed deviations are exceeded, either the IDENT is taken off, or the complete transmitter is taken off the air. We come
86 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 back to this in the section Limitations and accuracy.The VOR receiver does not know if it is receiving a signal from a CVOR or a DVOR and the pilot treats both types in the same way. The change of FM and AM for the REF and VAR signals, as compared to the CVOR, is compensated for by having the DVOR antenna pattern rotate the opposite way, compared to the CVOR.
Location
Oecusse Airport DVOR/DME Location
The area in which a DVOR is to be installed is determined by the responsible Civil Aviation Authority according to the international air traffic regulations. The area is generally sufficiently large to allow selection of a point with optimum topography and thus the optimum propagation conditions can be met. The installation is determined by means of a site survey at which a surveyor must always be present. ATM can provide an engineering consultant on site for this survey.When the installation site has been determined, precise bearings must be taken, either with reference to trigonometrical points or, if a satellite receiver is available, via GPS receiver for increased accuracy. Please see figure below.
Site Preparation When the exact location of the DVOR facility is determined by the customer and/or the Navaid Supplier, preliminary topographical and geo-technical surveys
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shall be conducted.A site survey will be performed by a civil engineer.These investigations shall provide information on existing ground conditions (soil, water, etc.) to determine: — Bearing capacity for the design of either high level foundations in the sand fill or deep piled foundations — Conductibility for the design of the earthing network, — Existing services (pipes, cables, technical trenches, etc.). The earth works shall allow the construction works.If necessary the earth works shall include the demolishing of existing constructions and foundations.Each site shall be connected to the road network of the airport. Light circulation only is expected during the normal operation. However, the access roads shall resist to the loads of 25 tons trucks and cranes.The energy, telephone, multi-pair cables and the connections of the interface points to the external networks shall be assumed by others.
Foundation Details The overall dimensions of the DVOR counterpoise array and a general installation overview are given in figure above. Details on the specific foundations are given in figure above. The minimum deepness of each pier foundations must be at least 1.20 m under the ground These external dimensions are minimal, and the effective dimensions are to be computed by the Civil Engineer according to the nature of the soil and the local standard in force.The installation of the earthing system shall start during the construction of foundations of antenna and shelter slabs.
6.3. Communication Facilities (VHF) Air-Ground Communications VHF Transceiver for Operation + Backup VHF Transceiver for Emergency. Voice Recorder 2 VCS for Main and Backup
PILOT PILOT
TOWER
PILOT PILOT
Tower Facilities : Roof Floor : VHF Antennas : Rotating Beacon
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: Lightning Protection Cabin Floor : Desk Control &Accessories : Signal Lamp : Touchscreen airfield lighting panel : Chairs Equipment Room : Transceiver & Transmitter Cabinet : Recorder Cabinet
6.4. Other Communication Systems Ground-Ground Communications Direct Speech VHF-AM Networks Transceivers x 3 VSAT AFTN
KUPANG MAKASSAR TMA FSS
ATS DIRECT SPEECH
DILI TMA
Oecusse ATS Coordination Channel : Oecusse Tower – Kupang Terminal (TMA) Oecusse Tower – Makassar Flight Service Center (FSS) Oecusse Tower – Dili TMA
Oecusse Aerodrome Internal Coordination Channel : Tower – Briefing Office (BO) Tower – Operation Center (Officer in Charge / OIC) Tower – Security Tower – Rescue and Fire Fighting Services (RFFS) Tower – Search and Rescue (SAR) Unit Tower – Military Tower – Technical Workshop / Maintenance
6.5. ATC Equipment Head set Microphone Transceiver Speakers Radio Selector panel Telephone selector panel/headsets Intercom Auto-switch headset/speaker Recorder (radio & telephone) Signal lamp and reel Binoculars Rotating Beacon
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Wind speed and direction display Barometric altimeter Altimeter setting indicator Digital Clock Touchscreen airfield lighting panel lighting panel Navaids monitor panel Lighting, including emergency light Daylight radar /display consoles Flight data panel Clipboards / display (NOTAM etc.) Fire alarm and extinguishers Desks /consoles/shelves Chairs Shades Air conditioning Water fountain/purifier Bookcases Sound-absorbing coverings (wall/floor).
6.6. Navigation Aids Indicator and signaling devices a. Wind Direction indicator ( WDI) Description, an aerodrome shall be equipped with at least one wind direction indicator. A wind direction indicator shall be located so as to be visible from aircraft in flight or on the movement area and in such a way as to be free from the effects of air disturbances caused by nearby objects. Design and construction, The wind direction indicator should be in the form of a truncated cone made of fabric and should have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m. It should be constructed so that it gives a Clean indication of the direction of the surface wind and a general indication of the wind speed. The color or colors should be so selected as to make the wind direction indicator Cleanly visible and understandable from a height of at least 300 m, having regard to background. Where practicable, a single color, preferably white or orange, should be used. Where a combination of two colors is required to give adequate conspicuity against changing backgrounds, they should preferably be orange and white, red and white, or black and white, and should be arranged in five alternate bands, the first and last bands being the darker color. Location, The location of at least one wind direction indicator should be marked by a circular band 15 m in diameter and 1.2 m wide. The band should be centered about the wind direction indicator support and should be in a color chosen to give adequate conspicuity, preferably white. A wind direction indicator provided at the threshold of a runway must be located: (a) Except if it is not practicable to do so, on the left hand side of the runway as seen from a landing aircraft; and (b) Outside the runway strip; and (c) Clean of the transitional obstacle limitation surface.
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b. Siren (SIR) Description, Siren serves as the user information to the runway. When the siren sounded, then all the activities that may be present on the runway immediately step aside, because there will be a plane that is landing or flying. Design, construction, Electrical motorized siren consists of a siren with a capacity of 3-5 horsepower and 134 db. Operated by technician in Main Power House (MPH), and Air Traffic Controller in Tower. Location, beyond the runway strip and strip at a distance of approximately midway between threshold RW 08 and 26. c. Aerodrome Rotating Beacon Description, The main purpose of rotating beacon is to indicate the location of a lighted airport, and a rotating beacon is an integral part of an airfield lighting system. Aerodrome rotating beacon project a beam of light in two directions, 180° apart. The optical system consists of one green lens and one Clean lens. The rotating mechanism is designed to rotate the beacon to produce alternate white and green flashes of light with a flash rate 20-30 flash per minute. Airport rotating beacon is mounted higher than any surrounding obstruction, beacon may be mounted on the roof of hangars, or other buildings; normally on top of control Towers to avoid blinding the controllers.
Lights a. Description, A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source of danger. To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones should be established around aerodromes: — A laser-beam free flight zone (LFFZ)
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— A laser-beam critical flight zone (LCFZ) — A laser-beam sensitive flight zone (LSFZ). Figures below may be used to determine the exposure levels and distances that adequately protect flight operations. The restrictions on the use of laser beams in the three protected flight zones, LFFZ, LCFZ and LSFZ, refer to visible laser beams only. Laser emitters operated by the authorities in a manner compatible with flight safety are excluded. In all navigable airspace, the irradiance level of any laser beam, visible or invisible, is expected to be less than or equal to the maximum permissible exposure (MPE) unless such emission has been notified to the authority and permission obtained. The protected flight zones are established in order to mitigate the risk of operating laser emitters in the vicinity of aerodromes. Further guidance on how to protect flight operations from the hazardous effects of laser emitters is contained in the Manual on Laser Emitters and Flight Safety (Doc 9815). See also ICAO Annex 11 — Air Traffic Services, Chapter 2.
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b. Lights which may cause confusion A non-aeronautical ground light which, by reason of its intensity, configuration or color, might prevent, or cause confusion in, the Clean interpretation of aeronautical ground lights should be extinguished, screened or otherwise modified so as to eliminate such a possibility. In particular, attention should be directed to a non-aeronautical ground light visible from the air within the areas described hereunder: a) Instrument runway — code number 4: Within the areas before the threshold and beyond the end of the runway extending at least 4 500 m in length from the threshold and runway end and 750 m either side of the extended runway centre line in width. b) Instrument runway — code number 2 or 3: As in a), except that the length should be at least 3.000 m. c) Instrument runway — code number 1; And non-instrument runway: Within the approach area. c. Aeronautical ground lights which may cause confusion to mariners In the case of aeronautical ground lights near navigable waters, consideration needs to be given to ensuring that the lights do not cause confusion to mariners. d. Light fixtures and supporting structures See ICAO Aerodrome Design Manual (Doc 9157), Part 6, for guidance on frangibility of light fixtures and supporting structures. e. Light intensity and control In dusk or poor visibility conditions by day, lighting can be more effective than marking. For lights to be effective in such conditions or in poor visibility by night, they must be of adequate intensity. To obtain the required intensity, it will usually be necessary to make the light directional, in which
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case the arcs over which the light shows will have to be adequate and so orientated as to meet the operational requirements. The runway lighting system will have to be considered as a whole, to ensure that the relative light intensities are suitably matched to the same end. (See ICAO Aerodrome Design Manual (Doc 9157), Part 4). The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided. While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing during approach. Where a high-intensity lighting system is provided, a suitable 5 step intensity control shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities: approach lighting system; Runway edge lights; Runway threshold lights; Runway end lights; Taxiway edge lights. RTIL Runway Turn Pad Lights f. Elevated approach lights Elevated approach lights and their supporting structures shall be frangible on impact but resist to jet blast except in that portion of the approach lighting system beyond 300 m from the threshold: 1) where the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top 12 m only 2) Where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects shall be frangible on impact but resist to jet blast. When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked. g. Elevated lights Elevated runway, stop way and taxiway lights shall be frangible. Their height shall be sufficiently low to preserve Cleanance for propellers and for the engine pods of jet aircraft.
94 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 h. Surface lights Light fixtures inset in the surface of runways, stop ways, taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves. The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire should not exceed 160°C during a 10-minute period of exposure. Guidance on measuring the temperature of inset lights is given in the ICAO Aerodrome Design Manual (Doc 9157), Part 4.
1. Simple Approach Lighting System ( SALS) Description, The function of approach lighting is to provide a visual clue to the pilot that he was located in the area approach to land his plane. Design, construction. The light of a simple approach lighting system shall consist of a row of lights on the extended centre line of the runway extending. The light of a simple approach lighting system shall be fixed lights and the color of the lights shall be such as to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting if present. The centre line shall be placed at longitudinal intervals of 60 m, except that, when it is desired to improve the guidance, an interval of 30 m may be used. The innermost light shall be located either 60 m or 30 m from the threshold,
Location, Installation SALS for Oecusse Instrument Non-Precision Runway, 300 m SALS is more preferable. A simple approach lighting system shall consist of a row of lights on the extended centre line of the runway extending, whenever possible, over a distance of not less than 420 m from the threshold with a row of lights forming a crossbar 18 m or 30 m in length at a distance of 300 m from the threshold. According to ICAO Annex 14, Para. 5.3.4.5: Recommendation. —If it is not physically possible to provide a centre line extending for a distance of 420 m from the threshold, it should be extended to 300 m so as to include the crossbar. If this is not possible, the centre line lights should be extended as far as practicable, and each centre line light should then consist of a barrette at least 3 m in length. Subject to the approach system having a crossbar at 300 m from the threshold, an additional crossbar may be provided at150 m from the threshold. The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected
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by, the line of the centre line lights. The lights of the crossbar shall be spaced so as to produce a linear effect, except that, when a crossbar of 30 m is used, gaps may be left on each side of the centre line. These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m. Spacing for the crossbar lights between 1 m and 4 m are in use. Gaps on each side of the centre line may improve directional guidance when approaches are made with a lateral error, and facilitate the movement of rescue and fire fighting vehicles. The lights forming depending on the longitudinal interval selected for the centre line lights.
2. Visual approach slope indicator systems Application, A visual approach slope indicator system shall be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist: a) The runway is used by turbojet or other aircrafts with similar approach guidance requirements; b) The pilot of any type of aircraft may have difficulty in judging the approach due to: 1) Inadequate visual guidance such as is experienced during an approach over water or featureless terrain by day or in the absence of sufficient extraneous lights in the approach area by night. 2) Misleading information such as is produced by deceptive surrounding terrain or runway slopes.
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c) The presence of objects in the approach area may involve serious hazard if an aircraft descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects d) Physical conditions at either end of the runway present a serious hazard in the event of an aircraft undershooting or overrunning the runway e) Terrain or prevalent meteorological conditions are such that the aircraft may be subjected to unusual turbulence during approach.
The standard visual approach slope indicator systems shall consist of the following: a) T-VASIS and AT-VASIS conforming to the specifications contained in 3.5.6 to 3.5.22 of Aerodromes, Annex 14, Volume I Aerodrome Design and Operations, sixth edition, July 2013, International Civil Aviation Organization (ICAO). b) PAPI and APAPI systems conforming to the specifications contained in 3.5.23 to 3.5.40 inclusive as shown in Figure 5-16.
PAPI, T-VASIS or AT-VASIS shall be provided where the code number is 3 or 4 when one or more of the conditions specified in 3.5.1 of Aerodromes, Annex 14, Volume I Aerodrome Design and Operations, sixth edition, July 2013, International Civil Aviation Organization (ICAO). PAPI or APAPI shall be provided where the code number is 1 or 2 when one or more of the conditions specified in 3.5.1 of Aerodromes, Annex 14, Volume I Aerodrome Design and Operations, sixth edition, July 2013, International Civil Aviation Organization (ICAO).
3. Precision Approach Path Indication ( PAPI) Description, the PAPI system shall consist of a wing bar of 4 sharp transition multi lamp (or paired single lamp) units equally spaced. The system shall be located on the left side of the runway unless it is physically impracticable to do so. The wing bar of PAPI shall be constructed and arranged in such a manner that a pilot making an approach will: - When on or close to the approach, see the two units nearest the runway as red two units, further form the runway as white. - When above the approach slope, see the one unit nearest the runway as red and the three furthers from the runway white. And when further above the approach slope, see all units as white. - When below the approach slope, see the three units nearest the runway as red and the units further the runway as whit, and when further below the approach slope see all red.
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Sitting, the light units shall be located as in the basic configuration illustrated in Figure 5-19, subject to the installation tolerances given therein. The units forming a wing bar shall be mounted so as to appear to the pilot of an approaching aircraft to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible.
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Correction distance, D1 will be correction if level of runway and threshold difference level, the formula to calculated D1 as below:
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4. Obstacle protection surface The following specifications apply to T-VASIS, AT-VASIS, PAPI and APAPI. An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system. The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope, shall correspond to those specified in the relevant column of Table 5-3 and in Figure 5-21 of Aerodromes, Annex 14, Volume I Aerodrome Design and Operations, sixth edition, July 2013, International Civil Aviation Organization (ICAO)..
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New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing immovable object. Circumstances in which the shielding principle may reasonably be applied are described in the ICAO Airport Services Manual (Doc 9137), Part 6.Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the appropriate authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of aircrafts. Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aircrafts one or more of the following measures shall be taken: a) Suitably raise the approach slope of the system; b) Reduce the azimuth spread of the system so that the object is outside the confines of the beam; c) Displace the axis of the system and its associated obstacle protection surface by no more than 5° d) Suitably displace the threshold; and e) Where d) is found to be impracticable, suitably displace the system upwind of the threshold to provide an increase in threshold crossing height equal to the height of the object penetration.
Guidance on this issue is contained in the Aerodrome Design Manual (Doc 9157), Part 4.
6.7. Meteorological Service (MET-Service)
The ATC Tower also has Meteorology Services so it is fully capable for traffic control services and to update weather condition and reported it to the airman. It shall prepare and obtain forecasts and other relevant information for flights and for local meteorological forecasting. It maintains a continuous survey of the meteorological conditions at the airport as well as provides briefing, consultation and flight documents to flight crew members and other flight operation personnel. The information will be provided through an automated self-briefing service like AWOS (Automated Weather Observing System).The AWOS equipment are used for provide aerodrome weather to improve Pilot safely and efficient take-off and landing at the airport. The services of the AWOS is operated directly send weather data of aerodrome from sensor to ATC at cabin Tower and
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Meteorology Office on the ground. The AWOS Oecusse International Airport to be used for Pilot take-off and landing at the airport concerned. Equipment specification of the AWOS are equipped with Wind speed and direction sensor, weather sensor, temperature and due point sensor, visibility sensor, cloud base sensor, and altimeter sensor.
6.8. Airfield Lighting Systems Runway Lighting, Characteristics Runway edge lights shall be fixed lights showing variable white, except that: o in the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall show red in the approach direction; and o A section of the lights 600 m or one-third of the runway length, whichever is the less, at the remote end of the runway from the end at which the take-off run is started, may show yellow.
The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or taking off in either direction. When the runway edge lights are intended to provide circling guidance, they shall show at all angles in azimuth (see 5.3.6.1 of ICAO Annex 14, sixth edition, 2013). In all angles of azimuth required in 5.3.9.8 of ICAO Annex 14, sixth edition, 2013, runway edge lights shall show at angles up to 15° above the horizontal with intensity adequate for the conditions of visibility and ambient light in which use of the runway for take-off or landing is intended. In any case, the intensity shall be at least 50 cd except that at an aerodrome without extraneous lighting, the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot. Runway edge lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-9 or A2-10 of ICAO Annex 14, sixth edition, 2013. The runway edge lights emit white light except in the caution zone (not applicable to visual runways) which is the last 600 m of runway or one-third the runway length, whichever is less. In the caution zone, white lights are substituted for yellow lights; they emit yellow light in the direction facing the instrument approach threshold and white light in the opposite direction. Instrument approach runways are runway end specific, meaning a runway may have an instrument approach on one end and a non-instrument approach on the opposite end. However, when there is an instrument approach at each runway end, yellow/white lights are installed at each runway end in the directions described above.
Location The runway edge lights are located on a line parallel to the runway centerline at
102 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 least 2 ft. (0.6 m), but not more than 10 ft. (3 m), from the edge of the full strength pavement designated for runway use. On runways used by jet aircraft, we recommend 10 ft. (3 m) to avoid possible damage by jet blast. On runways not used by jet aircraft, we recommend 2 ft. (0.6 m). The edge lights are uniformly spaced and symmetrical about the runway centerline, such that a line between light units on opposite sides of the runway is perpendicular to the runway centerline. Longitudinal spacing between light units must not exceed 60m, except as described in paragraph 5.3.9.6 of ICAO Annex 14, sixth edition, 2013. Use the threshold/runway end lights as the starting reference points for longitudinal spacing calculations during design.
Threshold and End Lighting, General, description, Runway Thresholds. Threshold lights emit green light outward from the runway and emit red light toward the runway to mark the ends of the runway. The green lights indicate the landing threshold to arriving aircraft and the red lights indicate the end of the runway for departing aircraft. The red and green lights are usually combined into one fixture and special lenses or filters are used to emit the desired light in the appropriate direction. It is possible with difference armature (red and green). Configuration, Threshold lighting shall consist of on non-precision approach runway at least six lights. Location, The combination threshold and runway end lights are located on a line perpendicular to the extended runway centerline not less than 2 ft. (0.6 m) and not more than 10 ft. (3 m) outboard from the designated runway threshold.
Runway Threshold Identification Lights Runway threshold identification lights should be installed: a. At the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it is not practicable to provide other approach lighting aids; and b. Where a runway threshold is permanently displaced from the runway extremity or temporarily displaced from the normal position and additional threshold conspicuity is necessary. Runway threshold identification lights shall be located symmetrically about the runway centre line, in line with the threshold and approximately 10 m outside each line of runway edge lights. Runway threshold identification lights should be flashing white lights with a flash frequency between 60 and 120 per minute. The lights shall be visible only in the direction of approach to the runway.
Taxiway edge light General description, Taxiway edge lighting systems are configurations of lights that define the lateral limits of the taxiway. The taxiway edge lights emit blue light, and edge reflectors reflect blue.
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Location, Fixtures in the edge lighting system are located in a line parallel to the taxiway centerline not more than 10 ft. (3 m) outward from the edge of the full strength pavement. The spacing for taxiway edge lights is calculated based on the taxiway configuration.
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Runway Turn Pad Lights (For additional Works) Runway turn pad lights shall be provided for continuous guidance on a runway turn pad intended for use in runway visual range conditions less than a value of 350 m, to enable an aeroplane to complete a 180-degree turn and align with the runway centre line. Runway turn pad lights should be provided on a runway turn pad intended for use at night. Runway turn pad lights should normally be located on the runway turn pad marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking. Runway turn pad lights on a straight section of the runway turn pad marking should be spaced at longitudinal intervals of not more than 15 m. Runway turn pad lights on a curved section of the runway turn pad marking should not exceed a spacing of 7.5 m.
Control system General Description of Airfield Lighting Control. The control system for airfield lighting consists of control panels, relaying equipment, accessories, and circuits which energize, de-energize, select lamp brightness, and otherwise control various airfield lighting circuits based on operational requirements. Control of any one airfield lighting system is normally provided at two points only: the ATCT, and the vault which powers the system. a. Some airfield control/monitoring systems have been installed using Programmable Logic Controllers (PLCs), which have good industrial standards and proven reliability. The PLC industrial systems use high I/O modules that reduce the need for multi-pair cable installation. Cables with 2 to 6 pairs are typically needed, although fiber optic cable can also be used. b. PC-based systems have come into use, with computers located in the ATCT, the vault, and/or other work stations. These systems have the capability of displaying the necessary information on a monitor. This is the most flexible
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system in use today, with off-the-shelf units readily available. Typically, standard operating software is used, and off-the-shelf graphics software is tailored for a specific site. The communications cable requirements are 2 to 6 pairs of cable or fiber optics. Non armored Fiber optic cable eliminates the need for separate ducts since there will be no interference between power cable and fiber optic cable.
6.9. Signs a. Mandatory Signs General, description, mandatory instruction sign identification a location on the movement area that a pilot or vehicle driver should no pass without specified authorization by ATC. Mandatory instruction signs are therefore an import and element of the safety provisions on movement area. Location, a mandatory instruction sign shall always be provided at a taxiway/runway intersection or a runway/runway intersection on each side of the runway holding position.
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b. Information Signs General, description, An information sign shall be provided where there is an operational need to identify by a sign, specific location, or routing ( direction, or destination) information. Information shall include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs, and intersection take off signs. Location, a location sign shall be provided in conjunction with a runway designation sign except at a runway /runway intersection. A location sign
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shall be provided in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not needed.
6.10. Lightning Protection Counterpoise (Lightning Protection System). General, Description, The purpose of the counterpoise system (lightning protection system) is to provide a low resistance preferred path for the energy from lightning discharges to enter the earth and safely dissipate without causing damage to equipment or injury to personnel. The counterpoise system is installed on airfields to provide some degree of protection against the energy induced from lightning strikes to underground power and control cables. The counterpoise is a separate system and must not be confused with the light base grounding (for series constant current circuits) and equipment grounding (for parallel voltage circuits). Both grounding methods are intended to provide a low impedance current path to earth for an unintentional conductive connection between an ungrounded conductor (power) and normally non-current carrying conductors (example: a short from the power conductors to the light base).
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7. PASSENGER TERMINAL 7.1. Introduction
The Passenger Terminal Area is perhaps the highest profile part of the Airport development, as it is the area that the travelling public will remember the most. Air travel is now the principal means of international travel and, as a major district city airport, Oecusse-Ambeno will represent a major gateway to Pante Makassar and East Timor, both for visitors and to the world. As such, the terminal area bears a heavy responsibility to express the aspirations of a nation that has a proud tradition and to embody a unique sense of place that locates this complex threshold between the land and the air firmly in the surroundings of Timor and in the twenty-first century.
Figure – Passenger Terminal Building, Land Side 3D view
The passenger terminal and its interfaces are intimately connected to the City. The key guiding principles for the development of the design which have been applied along this initial Master Planning stage are as follows: To seek innovative and creative solutions; To provide as many stands in a compact area as can be achieved, balanced with the landside facilities, in one terminal complex; To create a building which is capable of incremental phased expansion with minimal operational disruption;
To provide an efficient facility designed for hub operations and short connection times;
To provide a high level of passenger service and quality; To be cost effective; To emphasise public transport access location and visibility; To create a strong connection between the Terminal and the City; To ensure that the view of the terminal is not obscured by car parks; To create a passenger journey that is visible and linear; To optimise the use of natural light; To develop a sustainable solution approaching carbon neutrality.
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In order to meet these basic criteria and principles, a rectangular-shape terminal has been developed. This shape has a number of key advantages:
Expansion Development Modular construction method Allocates several Airport General Services Central Retail and Concession dedicated areas.
7.2. Planning Process This section describes the process that was developed in order to establish the preferred terminal layout that is now integrated into the Masterplan Design Notes:
An option process was undertaken by the Technical Consultant, WIKA and PT INDULEXCO for the Terminal and terminal area, including its surface access and the City area located to the south, to review ways of optimising the scheme in terms of function, operation and land take. Three principal high- level drivers affected the terminal area and landside optioneering process as follows:
Airside Operational review Terminal overall footprint and geometry Road alignment and terminal processor location
Process
The first phase involved both an internal workshop and an external workshop, between Technical Consultant and Design Team, where several concept alternatives were evaluated against and evaluation criteria were established. There were also following extensive discussions regarding the advantages and disadvantages associated with each concept and the completion of the evaluation process. These concepts were further developed in the second phase, and then subjected to a more micro level evaluation process whereby the stand layout, phasing, potential floor area and travel distance where thoroughly analysed. Based on this analysis, the preferred terminal concept was selected.
The ongoing development and optimisation of the terminal scheme has resulted in a stretched rectangular-shape, with all the main processor activities in separated positions along the building. This allows expansion of the building for the tops, providing expansion by incremental phases. The stretched rectangular-shape provides a number of benefits, as follows:
The Aircraft stand layouts in a perpendicular position; A more space-efficient central core to the building; Simpler and more intuitive wayfinding; Simpler and more intuitive passenger flows; Simpler expansion strategy.
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7.3. Design Approach Introduction
This project is one of the largest developments to take place in East Timor in recent years. It encompasses a wide variety of buildings of differing size and function that may ultimately be procured via different methods and by different bodies.
Given the sheer size of the development and diversity of its component buildings, it is essential to the visual continuity and cohesion of the project that a design approach guide is developed during the next design stages. Without dictating design solutions, it will be possible for this guide to establish a framework of design goals.
The Terminal
Airport terminals – either by their very size as well as their civic significance - now represent some of the most significant building commissions, and much architectural energy is expended in developing and refining their form and expression.
There are many approaches to the challenge of designing an Airport Terminal. But for this design team the best expression is nature…
“Architecture should speak of its time and place, but yearn for timelessness” - Architect Frank Gehry
In Oecusse-Ambeno, there is the climate, the quality of the light and the presence and importance of the sea with its embodiment of exploration and travel. Oecusse-Ambeno is rich in natural architectural themes, and there are significant inspirations from which the design can draw from.
Design Issues
Some of the issues that have been considered in the initial design concepts for the terminal building are outlined below:
Scale
There are two key issues in managing the outsize scale of a Terminal building. The first is to ensure that the building relates to the people that it is serving, and the second is to manage the transition from a roadside scale of people and cars to an airside scale of aircrafts. The relationship of roof to kerbside is key in terms of weather protection and scale of the landside building. The roof height continues to be the main dictator of scale within the building and will undulate according to the function and importance of the space which it encloses.
Natural Light
The quality of light in Oecusse-Ambeno is exceptional, and is a result of the benign climate and the maritime location on the north Shore of Timor Island.
The building has been designed to bring in as much natural light as possible, as this gives a calming influence and assists in orientation and way-finding. Daylight is also carbon neutral, providing it does not lead to solar gain.
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Image – Typical sunset brightness
Open Hall
The design of the open Hall canyon space will allow to accommodate several operational areas, using a well ventilates space with a strong indirect natural lightning provided by the perforated façade protection.
On the lower level, the connection between the public space and operational areas is completely direct and the relationship between the outside and inside is very ambiguous, providing a user-friendly character. Several services like Customs, Immigration, and Concessions will be incorporated in this area. This space also accommodates the Check-In, VIP, dedicated Arrivals Hall and the principal vertical circulation, where all these all functions will benefit greatly from natural lighting.
The vertical circulation leads up to Departures Hall, where one can go to International and Domestic dedicated areas, as well as access the airport main services and police station.
Also for future flexibility the Open Hall provides sufficient space to easily accommodate additional circulation routes.
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Figure – Passenger Terminal Building Concourse Hall - 3D view
The Roof
The shape of the roof reflects an inspired movement of the setting, and defines its hierarchy as a building. It gently curves up to provide more space in busy primary areas, for example the check-in hall and the retail areas, where passengers are likely to spend a greater proportion of their time. The height and shape of the roof will be used to guide passengers to these prime spaces - from check-in to retail areas.
Figure – Concept Roof Design
Passenger Experience
Entering or leaving a country is Cleanly an important moment to all who experience it, and the airport is the threshold at which this event occurs - it is important that it is a place that one experiences and not just a process in a building. Airports particularly express how a culture and society represents itself
113 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 to the world. The route up to and through the building should be given careful consideration to ensure that both the departing and arriving passenger experience is memorable and uplifting.
Both departing and arriving passengers experience a variety of spaces during their transit from check in to the boarding gate, hence the glazed air side façade for the arrivals and departures that allows the apron view.
Sustainability
Much of the design effort regarding the geometry of the Terminal was centered on how to create the most efficient footprint for the terminal area, minimizing long passenger journeys within the building, as well aircraft travel distances around the airfield.
The north- south orientation of the building must be carefully considered, as and the enclosure developed, concerning solar gain and glare issues relating to the long east and west facing facades.
Perhaps one of the most significant features of the building is the roof, which covers approximately 0,7ha. This offers a magnificent opportunity to capture the sun‘s energy through solar collection (solar panels or photovoltaic cells) and to capture its light and redirect it deep into the building (via optical cable systems). In addition, the roof provides an excellent opportunity to collect and recycle rain water.
Terminal Approach
This is the first and last impression that the passenger will have of the airport and is, therefore, of great significance. The Terminal interfaces with the Pante Makassar city and the design seeks to optimize the experience of this public space which is also the transport interchange. An important public plaza is located directly at the front of the building, which represents the connection between East Timor's rich cultures with the world.
Landscape
The new airport is located in a largely rural area. Whilst considerable work is required to create a suitable platform for the airfield, the beauty of the surroundings will still be apparent. The landscape can be brought right into the heart of the Terminal area and be a key element in the urban design of the public car parks so that it can genuinely be appreciated by passengers and those working at the airport.
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7.4. Base Data and Assumptions The terminal sizing is based on the busy hour rate for the year of the relevant planning horizon. Area calculations are based on a minimum of IATA passenger level of service C. The terminal is to be sized at opening day (2018) for 2020 capacity. This is known as phase 1. Further incremental expansion will occur up to future around 2050 and if sooner if demands ably to it. The following indicates the passenger figures, given from the Owner scope assumptions for traffic forecast, that have been used to determine the terminal sizing for 2018 and 2050:
Annual Forecasts:
Arrivals 2018 2050
TOTAL 125,000 500,00
Departures 2018 2050
TOTAL 125,000 500,000
Design Day Forecast:
TOTAL 2018 2050
TOTAL 800 1600
ARRIVALS 2018 2050
TOTAL 400 800
DEPARTURES 2018 2050
TOTAL 400 800
Peak Hour Forecast:
TWO-WAY 2018 2050
Domestic 250 500
International 380 760
Total 630 1,260
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ARRIVALS 2018 2050
Domestic 250 500
International 380 760
Total 630 1,260
DEPARTURES 2018 2050
Domestic 250 500
International 380 760
Total 630 1,260
Table - Traffic Forecast
As the scheme has developed, a number of assumptions have been made and developed throughout the planning process. These are as follows:
Terminal
Efficiency of central core to be optimized, in order to reduce excess floor area;
Locate swing gates and corridors to optimize terminal operations;
Flexibility in terms of airline assignment strategy;
Maximize use of natural light, while controlling solar gain;
Optimize retail footfall, penetration and visibility;
Check-in to be a flow through system to optimize flows and assist way- finding;
Once security checked, passengers will flow into large retail areas;
Domestic arriving and departing passengers will mix;
Landside Access
Terminal related access to be separated from Airport Services Areas;
Separate Arrival and departure curbs;
Separate VIPS curb side
Curbs to accommodate cars, taxis and buses;
Dedicate service access;
Car Rental to be located on the car park;
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7.5. Land Plot Requirements - Terminal Area
Terminal Areas
In order to provide a comparative calculation, the following is a schedule of areas from the terminal plans in 2018 and 2050:
2018 (m²) 2050 (m²)
Arrivals/BHS Level 00.00 4,570 6.030
Departures/Arrivals/HBS Level +5.00 3,674 5,080
Service Area Level +10.00 414 600
TOTAL 8,658 11,710
Table - Land Plot Area
The total area in 2018 indicated is 8 659m², and in 2050 is 11 710m². 1.5.3 These figures represented a scheme that incorporates Owners‘ aspirations, stakeholder requirements and principal space requirements for the terminal systems and processes. It should be noted, however, that further development is required to integrate the scheme and these areas should be read as indicative at this stage and reflecting the scheme in its current stage of development.
7.6. Facility Summary Terminal Sizing
The Terminal building was initially sized using a Planning Model which is a theoretical calculation that gives an order of magnitude for the Terminal size and an estimate of processor numbers required, but after a closer local analysis, the numbers provided actually oversize‘s it. As described above, this theoretical area is generally bigger than the actual Terminal size, which is dictated by a number of factors including geometry, circulation, gate layouts, etc.
The number of processors required has then been further refined through scope assumption, in order to minimize queue times and dedicated area.
The following table indicates the target number of processors which have been established through the simulation study:
2018 2050
Check-in at Terminal
Conventional 12 18
Out Format 1 2
Electronic Kiosks 5 10
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Boarding Pass 2 4
Security Portico and Holding Bag x-ray 4 6
Emigration Positions* 4 6
Transfer facilities - Total
Security 0 1
Immigration 0 2
Immigration 4 6 Baggage Claim Unit - 40 meters 3 5
Customs 2 4
Bag Screening Equipment 2 3
Baggage Make-up Positions 2 3
Table – Processors Requirements
The following table illustrates the building areas:
Passengers Terminal Building
Number Name Department Area
LEVEL O
0.86 Domestic Baggage Reclaim Hall Airside Domestic Public 320.61 0.88 Toilets Men Airside Domestic Public 9.92 0.89 Toilets Women Airside Domestic Public 7.89 0.90 Toilets Disabled/Nursery Airside Domestic Public 4.92 SUBTOTAL 343.34
0.55 International Arrival Hall Airside International Public 45.54 0.65 Toilets Disabled/Nursery Airside International Public 5.63 0.66 Toilets Women Airside International Public 20.45 0.67 Toilets Men Airside International Public 19.34 0.71 International Baggage Reclaim Hall Airside International Public 502.49 SUBTOTAL 593.45
0.78 International Custom Check Customs Service Airside 133.71 0.79 Hall Holding Area Customs Service Airside 25.67 0.80 Confiscated Goods Deposit Customs Service Airside 9.43 0.81 Supervisor's Office Customs Service Airside 13.6 0.82 Detention Room Customs Service Airside 5.4
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0.83 Search Room Customs Service Airside 7.85 0.84 Search Room Customs Service Airside 7.68 SUBTOTAL 203.34
0.40 Customs VIP Customs Service Landside 4.45 0.76 Support Office Customs Service Landside 6.45 0.77 Customs Hall Customs Service Landside 7.64 SUBTOTAL 18.54
0.51 Immigration Immigration Services Airside 154.69 0.52 Holding Area Hall Immigration Services Airside 21.51 0.53 Detention Room Immigration Services Airside 8.22 0.54 Immigration Supervisor Immigration Services Airside 9.73 SUBTOTAL 194.15
0.06 Check In queue Landside Public 605.42 0.20 Toilets Men Landside Public 16.4 0.21 Toilets Women Landside Public 32.41 0.22 Toilets Disabled/Nursery Landside Public 3.18 0.24 Landside Councourse Hall Landside Public 1101.59 0.25 Hall / Security Check Landside Public 46.2 0.73 Toilets Men Landside Public 14.2 0.74 Toilets Disable / Nursery Landside Public 3.59 0.75 Toilets Women Landside Public 15.05 SUBTOTAL 1838.04
0.56 Triage Quarentine Services 17.96 0.57 Depot Quarentine Services 13.34 0.58 Isolation Room Quarentine Services 15.56 0.59 Doctor's Office Quarentine Services 15.64 SUBTOTAL 62.5
0.01 Retail/Concession Retail/Concession/F&B 26.1 0.02 Retail/Concession Retail/Concession/F&B 25.2 0.03 Retail/Concession Retail/Concession/F&B 12.29 0.04 Retail/Concession Retail/Concession/F&B 25.2 0.05 Retail/Concession Retail/Concession/F&B 25.2 0.09 Concessions Retail/Concession/F&B 65.39 0.69 International Arrivals Duty Free Retail/Concession/F&B 22.73 SUBTOTAL 202.11
0.43 Immigration Immigration Services Landside 5.72
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0.60 Support Office Immigration Services Landside 8.46 0.61 Immigration Hall Immigration Services Landside 9.91 SUBTOTAL 24.09
0.08 Outbound Baggage Service Airside 137.56 0.16 Baggage Support Service Airside 18.04 0.17 Fire Safety Depot Service Airside 7.31 0.18 Toilets Men Service Airside 10.7 0.19 Toilets Women Service Airside 7.22 0.33 Circulation Service Airside 13.78 0.48 Janitor Service Airside 6.57 0.63 Break Room Service Airside 8.04 0.64 Toilets Service Airside 6.32 0.68 Janitor Service Airside 4.59 0.70 Lost Baggage/Out-format Service Airside 21.56 0.72 Janitor Service Airside 1.81 0.85 Inbound Baggage Service Airside 79.61 0.87 Security Service Airside 7.64 0.91 Maintenance Service Airside 5.6 0.95 Janitor Service Airside 4.23 SUBTOTAL 340.58
Airport Operations Coordination 0.34 Circulation 3.93 Centre Airport Operations Coordination 0.35 ARO/ASID/PA 12.59 Centre Airport Operations Coordination 0.36 Airfield Manager Office 17.28 Centre SUBTOTAL 33.8
0.07 Check In Service Landside 147.82 0.10 Concessions' Storage Service Landside 40.5 0.11 Storage Supervisor Service Landside 6.88 0.12 Concessions' Storage Service Landside 7.78 0.13 Circulation Service Landside 20.15 0.15 Electrical Room Service Landside 76.5 0.23 Janitor Service Landside 3 0.26 Circulation Service Landside 33.75 0.27 Security Service Landside 6.67 0.28 Toilets W/M/D Service Landside 3.74 0.29 Men's Locker Room Service Landside 34.01 0.30 Women's Locker Room Service Landside 25.86 0.31 Break Room Service Landside 55.51
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0.32 Smoking Room Service Landside 5.3 0.37 Circulation Service Landside 19.51 0.38 Press Room Service Landside 24.46 0.50 Technical Room Service Landside 8.54 0.62 Maintenance Service Landside 13.71 0.92 Waste Center Service Landside 22.8 0.93 Janitor Service Landside 3.65 0.94 Janitor Service Landside 3.73 0.96 Technical Room Service Landside 3.04 SUBTOTAL 566.91
0.39 Welcome Center VIP/CIP 14.94 0.41 Open Lounge VIP/CIP 42 0.42 Reception VIP/CIP 7.55 0.44 Circulation VIP/CIP 38 0.45 Bar VIP/CIP 10.06 0.46 Toilets Disable/Nursery VIP/CIP 3.33 0.47 Toilets Men VIP/CIP 5.08 0.49 VIP Lounge VIP/CIP 23.96 0.49 Toilets Women VIP/CIP 5.08 SUBTOTAL 150
Level 00 - TOTAL 4570.85
LEVEL 1
1.53 Boarding Pass Airside Domestic Public 27.07 Domestic Departures Security 1.54 Airside Domestic Public 168.26 Check 1.57 Domestic Departures Holding Room Airside Domestic Public 361.7 1.61 Domestic Smoking Room Airside Domestic Public 15.8 1.67 Prayer Room Airside Domestic Public 13.79 1.71 Toilets Women Airside Domestic Public 20.07 1.73 Toilets Men Airside Domestic Public 20.3 SUBTOTAL 626.99
1.02 Boarding Pass Airside International Public 26.43 International Departures Security 1.03 Airside International Public 167.35 Check 1.11 International Smoking Room Airside International Public 17.08 1.18 Prayer Room Airside International Public 20.45 International Departures Holding 1.24 Airside International Public 276.88 Room 1.26 Toilets Women Airside International Public 15.18
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1.28 Toilets Disabled/Nursery Airside International Public 4.39 1.29 Toilets Men Airside International Public 14.16 1.59 Int. Arrival Hall Airside International Public 22.6 SUBTOTAL 564.52
1.09 Circulation Airside Mix Public 76.39 1.60 Mix International/Domestic Corridor Airside Mix Public 285.82 1.63 Toilets Women Airside Mix Public 14.37 1.65 Toilets Disabled/Nursery Airside Mix Public 4.33 1.66 Toilets Men Airside Mix Public 14.16 SUBTOTAL 395.07
1.04 Emmigration Immigration Services Airside 153.3 1.05 Hall Holding Area Immigration Services Airside 16.92 1.06 Emmigration Supervisor Immigration Services Airside 15.98 1.07 Detention Room Immigration Services Airside 13.65 SUBTOTAL 199.85
1.01 Departures Concourse Hall Landside Public 406.72 1.36 Customer Support Office Landside Public 21.45 SUBTOTAL 428.17
1.43 Hall/Reception Offices 36.65 1.44 Administrative Office Offices 24.4 1.47 Airport Director Office Offices 13.45 1.48 Back Office Offices 13.47 1.49 Break Room Offices 13.1 1.50 Administrative Office Offices 21.35 1.51 Toilets Women Offices 6.98 1.52 Toilets Men Offices 9.93 SUBTOTAL 139.33
1.39 Circulation Airport Security Center 9.8 1.40 Airport Supervisor Office Airport Security Center 13.77 1.41 Airport Control Room Airport Security Center 28.43 1.42 Server Room Airport Security Center 11.04 1.46 UPS Airport Security Center 8.34 SUBTOTAL 71.38
1.45 Meeting Room/COSA/Training Room Crisis Management Centre 20.9 SUBTOTAL 20.9
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1.37 Police Reception / Hall Police Station 12.3 1.38 Police Supervisor Office Police Station 10.43 SUBTOTAL 22.73
International Departures Duty 1.08 Retail/Concession/F&B 251.36 Free/Concessions/Retail 1.21 Retail/Concession Retail/Concession/F&B 41.55 Domestic Departures 1.56 Retail/Concession/F&B 131.14 Retail/Concessions 1.77 Retail/Concession Retail/Concession/F&B 12.86 SUBTOTAL 436.91
1.10 International Retail Depo Service Airside 23.02 1.19 Circulation Service Airside 18.51 1.20 Technical Room Service Airside 18.65 1.22 Supervisor Office Service Airside 12.05 1.23 Maintenance Service Airside 17.63 1.25 Technical Room Service Airside 15.02 1.27 Janitor Service Airside 4.08 1.30 Circulation Service Airside 8.6 1.55 Supervisor Office Service Airside 7.87 1.62 Technical Room Service Airside 8.95 1.64 Janitor Service Airside 4.03 1.68 Circulation Service Airside 11.09 1.69 Domestic Retail Depo Service Airside 25.57 1.70 Maintenance Service Airside 11 1.72 Janitor Service Airside 4.17 1.72 Toilets Disable/Nursery Service Airside 4.09 1.80 Janitor Service Airside 4.33 SUBTOTAL 198.66
1.31 Circulation Service Landside 26.75 1.32 Medical Center Service Landside 24.96 1.33 Maintenance Service Landside 24.54 1.34 Toilets Women Service Landside 6.68 1.35 Toilets Men Service Landside 6.55 International / Domestic Departures 1.58 Service Landside 304.27 Holding Room 1.78 Technical Shaft Service Landside 8.57 1.79 Technical Room Service Landside 3.04 SUBTOTAL 405.36
1.12 International Welcome Hall VIP/CIP 14.12
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1.13 International Lounge CIP/VIP VIP/CIP 65.97 1.14 Back Office VIP/CIP 6.07 1.15 Bar VIP/CIP 6.59 1.16 Intern. Lounge Toilets Men VIP/CIP 11.08 1.17 Intern. Lounge Toilets Women VIP/CIP 10.66 1.74 Domestic Lounge CIP/VIP VIP/CIP 32.11 1.75 Domestic Lounge Toilets Men VIP/CIP 8.71 1.76 Domestic Lounge Toilets Women VIP/CIP 8.81 SUBTOTAL 164.12
Level 01 - TOTALS 3673.99
LEVEL 2
2.01 External Technical Area Service Landside 169.28 2.02 Technical Shaft Service Landside 8.54 2.03 Technical Room Service Landside 236.08 SUBTOTAL 413.9
Level 02 - TOTALS 413.9
GRAND TOTAL 8658.74 Table - Summary of Terminal Areas
The following describes the terminal facilities and co-relationships by level: Level 0 (00.00m)
Figure – Floor plan Level 0 Layout
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Land Side Public
Access from the curb side to the Open plaza and Open Concourse Hall to the terminal for departing and arriving passengers. Passengers from the car parks, bus station and car rental areas will also access this Open plaza. Several Concessions spaces are distributed along the Passenger Terminal Building, and create a physical barrier that defines the Concourse area.
Figure – Departures Curb Side Layout
The check-in concourse is a Clean, clean space with 'walk-through' check-in counters to ease passenger flows and assist way-finding.
Figure – Check-in Layout
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The VIP/CIP services have a dedicated curb side and a privilege access for the Passenger Terminal Building. It‘s located centered with a welcome centre service allocated.
Figure – VIP Layout
The vertical Circulation for Departure Hall will be located centered on the Open Concourse Hall.
Figure – Vertical circulation Layout
The Arrivals Concourse Hall is located on the other end, opposite from the Check- In area, and will have a direct access to the Arrivals curb side. Access from the curb side to the Open plaza and Open Concourse Hall to the terminal for arriving passengers.
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Figure – Arrivals Curb Side Layout
Land Side Services
The Airlines Counters and their Offices work directly to the Check- in Area. The Airport Employees have direct Entrance/Exit access on this Concourse Hall Area. The Customs Services Offices will be located on the Open Concourse Hall. The Immigration Services Offices will also be located on the Open Concourse Hall. There will be a dedicate road access for servicing maintenance and Waste collection. The Emergency Service Accesses are able to work on VIP access, Service Access Area and can also access any part of the building.
Figure –Service Access Area Layout
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Air Side Public
International
The International Arrivals Hall on ground floor collects arriving passengers from contact stands and remote stands. The Immigration area provides a passenger check point control with support areas for closer evaluation. The passenger can reclaim his belongings at the baggage reclaim hall Access to Make-up Baggage Inbound Area.
Figure – International Arrivals Layout
Domestic The Domestic Arrivals Hall on ground floor works also as Departures Hall for some remote stands that will operate on the apron (Aircraft type B and smaller). After the passengers arrive to the baggage reclaim hall and claim their belongings, they will pass through a control security post and end on Land side Arrivals Concourse Hall.
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Figure – Domestic Arrivals Layout
Air Side Services
The staff areas allocated to Operational Service Area are on the ground floor level, with controlled links to the Air side. After they enter the Airside exterior, they can access to Apron, Clearance and Make-up Baggage Outbound Area and Make-up Baggage Inbound Area. Dedicated circulation can access to Airside Customs Service Support, Immigration Service Support and Quarantine Services for International Passengers. The AOCC (Airport Operations Coordination Centre) will be located in direct contact to the Apron, allowing a clear view. This area is the nerve centre of the airport, being the focal point of contact for all airport operational issues other than Air Traffic Control. The AOCC operates according to the procedures of the Aerodrome Operations Manual and incorporates the functions of the Apron Control Centre. The main functions of the AOCC are:
apron management (―follow-me‖ and other airside operations vehicles supervision and coordination); ATC liaison; airfield work-in-progress coordination; flight information, coordination and consistency verification; stand allocation; check-in allocation; baggage reclaim allocation; passenger terminal operations coordination
The AOCC will be equipped with suitable radio communication, telephone and information media. A suitable aerodrome and surrounding airspace (approach) radar feed will be provided to display an image of the aerodrome and provide accurate traffic situational awareness, arrival estimates and stand allocation information. Suitable operational consoles are required for all working positions. Common operational reporting and information sharing should be introduced throughout the airport to allow collaborative decision making (CDM) between
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Level 1 (05.00m) The following figure is the floor plan level 1 layout
Figure – Floor plan Level 1 Layout
Land Side Public Departure Concourse Hall connected to International Departures and Domestic Departures. The public Concourse is a Clean, clean space with 'walk-through' to easy passenger flows and assist way-finding. The Passenger Service Support Area will be located on Departures Concourse Hall. One Concession space is located at the centre.
Figure – Departures Hall Layout
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Air Side Public
International
The passenger flow for International Departures will oblige going through three control types before arriving to the dedicated Airside Holding Rooms. The boarding pass control is the first barrier for controlling this passenger flux, and this area will define and secure the barrier between Airside and Landside. After the boarding pass stage, the passengers will be conducted to Security Check corridor for hold-on baggage and personal X-ray screening; this will provide the Security Safety Requirements.
The final barrier for passenger flux is the Emigration Services that will make the passenger sorting. This Immigration area provides a passenger check point control with support areas for closer evaluation. When the International Passengers complete this procedure flux, they arrive to retail /duty- free/concessions‘ dedicated Area, and from this area on they‘ll have direct contact with the gate holding rooms, VIP/CIP lounge and supporting areas.
Figure – International Departures Layout
Domestic
The passenger flow for Domestic Departures will oblige going through two control types before arriving on dedicated Airside Holding Rooms. The boarding pass control is the first barrier to control this passenger flux, as this area will define and secure the barrier between Airside and Landside. After the boarding pass stage, the passengers will be conducted to Security Check corridor for hold-on baggage and personal X-ray screening; this will meet the Security Safety Requirements. When the Domestic Passengers end this procedure flux, they will arrive to retail /concessions dedicated Area, and from this point on they will have
131 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 direct contact with the gate holding rooms, VIP/CIP lounge and supporting areas. The Domestic Departures Area and the Domestic Arrivals Area for contact Stands will share the same space. This area and its support facilities are dimensioned to receive both passengers‘ fluxes. When the Domestic Passengers end this procedure flux, they will arrive to retail /concessions dedicated Area, from this they will have direct contact with the gate holding rooms, VIP/CIP lounge and supporting areas.
Figure – Domestic Departures Layout
Mix Areas
The Mix Holding Room that exists between the International Departures Airside and the Domestic Departures Airside will be attached as the passenger demand so requires, because it can be closed and secure the area for the dedicated request. This facility has all the support areas that are required for possible demand. The Mix Corridor is able to connect each contact stands with Departures and Arrivals Hall. The ability to do so is the Airport Operations‘ responsibility and management. Incorporated barriers will provide this segregation flux.
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Figure – Mix Arrivals/ Departures& International/Domestic Corridor Layout
Land Side Services
The Police Station will be accessed on Departures Concourse Hall and will support the Oecusse-Ambeno International Airport, in particular the Passengers Terminal Building. The ASC (Airport Security Centre) will be accessed on Departures Concourse Hall, and it will work with all Airport Security surveillance. It will be closely linked to AOCC (Airport Operations Coordination Centre) and ATC. The Administrative Airport Offices will be accessed on Departures Concourse Hall, and they support all the personal and logistics activities, and they will also have training rooms, support offices and the CMC (Crisis Management Centre).
CMC (Crisis Management Centre)
In case of emergency on/or in the vicinity of the airport, the airport follows its Airport Emergency Plan (AEP), fully compliant with ICAO DOC 9137. The AEP is designed as a coordinated operational document detailing duties, responsibilities and specific procedures to be followed and is to be used in conjunction, as necessary. A fixed and dedicated Crisis Management Centre (CMC) is part of the AEP facilities, and must be available for use during an emergency. It is the backbone for coordinating the airport‘s procedures, for the response of the airport‘s different agencies and services and those agencies in the surrounding communities that could be of assistance in responding to an emergency.
The CMC is located adjacent to the Airport Administrative Services and Security Centre, in a central location at the airport but with restricted access. This facility should accommodate each of the airport key stakeholders, including Fire and Rescue Services, Emergency Medical Services, Police, Civil Protection, Customs, Government Security, surrounding area local authorities, Airport Duty Officers,
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airline representatives, ground handling representatives and other key stakeholders.
The CMC has all the necessary Video Conferencing, media Infrastructure, telephone / radio communications to enable the control, co-ordination and liaison during an emergency situation (or exercise). Secured telephone lines (and possibly satellite phones) are required for emergency situations.
Air Side Services
Several support areas can be allocated for maintenance service and closer depot facilities for the retail/duty-free/concessions services. These areas have restricted service access.
Level 2 (10.00m)
The following figure is the floor plan level 2 layout:
Figure – Floor plan Level 2 Layout
Land Side Services
This is a technical floor with restricted service access, where the several mechanicals systems that support the Passenger Terminal Building will be located, as well as where the roof structure can be accessed for maintenance.
7.7. Building Systems
The aim is to produce an Airport Terminal that:
Provides a safe environment for staff, passengers and visitors alike;
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Provides a high quality internal environment that facilitates ease of movement through the terminal;
Minimizes level changes in the passenger journey;
Minimizes capital cost and construction program by extensive use of modularity and pre-fabrication;
Is flexible, allows changes and expansion both in short and long term;
Provides a high level of reliability, and includes redundancy for critical applications;
Is straightforward and cost-effective to maintain;
Represents international best practice;
Is in accordance with all applicable local and international standards;
Minimizes overall energy usage by a combination of passive and active technologies, thereby reducing operating costs of the development.
Introduction
Our design for the mechanical, electrical, public health and fire suppression systems will provide a servicing solution that economically delivers a high quality internal environment, is functional and flexible and provides all the services required for a 21st Century Airport Terminal.
All systems and equipment selected will be appropriate to the local conditions, and compatible with the local market. The services will be designed in such a way as to flexibly respond to the ever-changing demands of an airport, in particular the retail and internal spaces. They will also respect and be consistent with the architectural spirit of the project.
Our design aims to minimize the overall energy consumption of the new complex by a combination of a number of approaches:
Energy-optimized design of main plant and distribution, to ensure that no energy is wasted in generation or distribution;
Passive design optimization to minimize heating, cooling and electrical loads;
Use of innovative technologies where proven and appropriate to minimize energy consumption.
The design for the new buildings will be in accordance with all relevant local and internationally recognized codes and standards.
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Sustainability in the Mechanical and Electrical Design
Background
The airport environment, sustainability and the implementation of renewable energy sources are becoming key factors in the design of Mechanical and Electrical Systems. The design must tackle these issues through experienced designers who need to understand the particular constraints and challenges of Airport Terminal design.
Our Approach
Amongst the many opportunities at Oecusse-Ambeno International Airport, the following have been identified:
Daylight
Daylight management – The geographical location of the Airport provides a natural asset, which needs to be exploited. The approach will be to optimize the skylight design. It‘s positioning, percentage of glass openings, orientation and glazing performance must be assessed to maximize their benefits. Some of the techniques that need to be employed are described below.
A technical assessment on the daylight performance in the terminal concourse should be carried out to determine the daylight distribution and the extent of sun penetration across the space. The results of these should be utilized in identifying energy saving opportunities by means of daylight linked lighting controls and potential glare issues across the space, where information display screens may be located.
The integration of natural and artificial light is another element in the overall lighting Provision of optimal visual environment, drama, daylight control and environmental protection in terms of energy saving, are all key lighting issues that need to be addressed.
The influence of changing natural light, the control and performance of artificial lighting can affect the visual perception of a space for better or worse. Adopting the correct lighting strategy is an important feature of any building design process. Getting the right strategy involves making the correct decisions on how the natural light enters the building, how useful it will be, how it will reveal the interior and influence the spatial configurations.
Variations in external and internal daylight illumination levels occur through each day, and throughout the year, because of the movement of the following:
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Air Conditioning
Air Conditioning – The extent and capacity of Air Conditioning (AC) required needs to be examined. It is appreciated that the climatic conditions within East Timor require AC to be an integral part of the building design; however, the goal must be to reduce the carbon footprint of the building. The environmental criteria and the need to condition all spaces need to be challenged. For example, transitory spaces where the passengers first arrive from outside may not require full AC but instead utilize intermediate ventilation (such as roof fans). The maximum design conditions for which the M&E systems are designed will also be challenged.
AC plant is rated according to the normal practice of identifying a ‗design day‘. This is often based upon a full terminal (say where a number of planes have been delayed) and high ambient temperatures. This leads to plant being installed, that is often rarely needed, or working at a low to medium loading. This type of operation is inefficient both in terms of capital and operational costs. The design day concept will be challenged so that more questions can be asked of the airport management team to consider what a realistic worst case is. Perhaps during these exceptional circumstances comfort conditions could be relaxed. Natural Ventilation is normally is effective in an airport terminal environment, on the wide circulation space, and external noise issues, however in exceptional circumstances (a design day), it might to possible to identify areas that are not critical and could be shut down, without effecting the terminals operation.
An examination of the water table may allow the design team to consider alternative means of terminal cooling. Ground source cooling is an established technology and this is Cleanly an option here. The key, however, is to understand how to make best use of this resource. Terminal buildings tend to have high ceilings and open concourses. The normal approach is to air condition the lower parts of the concourse zone- say the first 3 meters (where the people are) and leave the upper roof area untreated. Ground water cooling could be used to supplement the normal central cooling system. It may practical to introduce floor cooling to the concourse areas. This needs to be explored. Ground water cooling would be extracted via wells (either directly or indirectly), passed through heat exchangers and then circulated through under floor cooling pipes. This approach is possible because open concourses do not have raised floors, nor carpet finishes. A supplementary air system would be required. The circulation pumps lend themselves to being supplied with energy from photovoltaics, as power demand peaks when the sun is hottest and brightest. These technologies should be developed and their advantage explored.
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Energy Efficiency
The types of M&E systems selected will make use of the latest advances in energy efficiency, including variable speed motor drives, variable Air/Displacement Air Systems, electronic commutative direct current motors, Building Management System controls, variable volume water systems (cooling), water saving valves and taps including passive movement detectors.
Energy Conservation
The design will address the need to conserve the use of energy (electrical) in the operation of the building. Energy use will be reduced by adopting the following measures:
Use higher internal design temperatures in summer for cooling.
Serve public areas using displacement systems.
It is proposed that renewable sources of energy be applied on the site.
Solar water panels would be associated with possible domestic hot water generation, emergency lightning and would be located on a roof.
Utilities Connections
The proposed utilities connections are as follows:
Rainwater: it will be delivered to the run-off drainage network.
Water Supply: will derive from the potable water network.
Electrical Supply
The Airport Power Network will provide one supply of medium voltage power. This line will operate always, because the system provided will have an emergency supply on the system source.
7.8. Baggage Handling Overview
The purpose of this section is to provide details of the proposed Baggage Handling (BH) concept. The BH concept within the Terminal building has been designed to provide a level of flexibility and expandability to accommodate growth and demand when additional gating is required. In addition to capacity requirements, the BH has been designed to meet targets to enable the in overall perspective, a minimum waiting time and performance standards.
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Design Process
The baseline principle design for this concept is full manual procedure on baggage handling. The design process applied in order to develop the proposed BH concept is illustrated below.
Baggage Outbound Process
The following figure summarizes the baggage process on Departures:
Figure – Baggage Outbound Process Diagram
Check-in facilities are located at level 0 (0.00), as indicated on Terminal plans. Each "standard bag" check-in desk (independent of function, e.g. Economy/Premium or bag drop) will consist of 3 conveyors - weigh, label and dispatch. The dispatch conveyor will feed bags into collecting belts to be transported to the Hold Baggage Screening (HBS) posts. Any Non Conveyable items which cannot be transported via this system will be manually handled for onward processing. The Early Bags (EB) will be stored in a dedicated area, but for which a Make Up position has yet to be designated. All bags that enter the EB area will have been Cleaned by the HBS process. The Make Up area is located at Airside, where bags will be offloaded from the baggage system and on to Airside vehicles.
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Baggage Inbound Process
The following figure summarizes the baggage process on Arrivals:
Figure – Baggage Inbound Process Diagram
The arrivals process consists of bags being carried by trolleys and offloading them directly to reclaim baggage carousels. Any Non Conveyable items which cannot be transported via this system will be manually handled for onward processing and will be collected in a support facility. Each reclaim baggage carousel can accommodate an Aircraft Type C full capacity processing.
7.9. Passenger Terminal Logistics Servicing Logistics
Adequate provision of infrastructure for the distribution of retail and non- passenger operations is vital for the success of Oecusse-Ambeno International Airport. This section outlines the assumptions regarding the servicing operations within the building, and consequential infrastructure requirements. The delivery strategy encompasses the logistics for the movement of all items required in the airport (e.g. retail goods, maintenance equipment, airport and airline supplies) to the service area, the provision of loading and unloading facilities and the distribution of items from the loading docks to landside and airside destinations via storage/pre-retailing facilities if required.
Stakeholders
A wide variety of stakeholders will receive deliveries, and distribution of these deliveries to their intended destination must be accommodated. The following provides a check-list of the likely stakeholders distribution needs within the terminal, in particular noting items which have specific handling requirements.
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Airlines
Airlines will regularly receive deliveries of stationary – boarding cards, ticket wallets, timetables, etc., and occasionally receive deliveries of furniture such as new desks, chairs and deliveries of IT related products such as printers, computers etc.
General Retail Deliveries
The exact number of retail deliveries will depend on the number and type of concessionaires renting the retail units, for example if a concessionaire has multiple units there will be fewer deliveries than if all the units are let to individual tenants. Special attention should be given to the following for which an alternative delivery process may be necessary:
Newspapers – time critical
High value goods / currency.
Food & Beverage Retailers
The exact number of food and beverage deliveries will also depend on the number and type of catering retailers, for example a fast food outlet has different replenishment requirements than a small coffee shop.
Attention must be given to ensure that cellars are provided for bars and suitable links for possible feed lines between the cellar and service point. (The precise location for bars will not be finalized until detailed design, however at this stage it is important to ensure that there is capability within the building to enable operations of this nature.) Special attention should be given to the following for which an alternative delivery process may be necessary:
Kegs & Bottled Gas
Cooking Oil (in particular removal)
Bulk Chilled Items (e.g. drinks)
Retail Fit Out & Maintenance
It is assumed that retail fit out and maintenance will predominantly occur out of hours. Lifts should be identified and sized to accommodate most large items necessary for maintenance and fit out.
Waste
The movements of waste within the building and use of the service area by waste collection vehicles is below. Based on the estimated waste generation calculations above the number and type of receptacles are detailed in the following table:
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Equipment Landside/Airside
1 x 10.5 m3 compactors (Cardboard, General Waste, Compactor Organics, DMR)
Balers 2 balers (Cardboard and wrapping plastic)
Skips 1 x 14 cu. yd. skip (WEEE, wood, metal)
Others Electronic Waste Store.
1 x Glass Bottle bank.
Bin wash area
Waste oil bonded area
Household Hazardous and maintenance store room
Table - Waste Equipment
Cash Deliveries
Deliveries and collections of cash are assumed to occur out of hours, when security risks are minimized.
Energy Centre
In addition to deliveries to the main terminal building, the service area may have to be used for deliveries and access to an energy centre. It should be ensured that access to the energy centre is possible at all times and additional provision to enable vehicle access to particular rooms of the building will be incorporated into the design. The detailed requirements relating to non-standard access of the energy centre (for equipment replacement, etc.) should be covered separately under the requirements of the energy centre.
Emergency Services
Emergency services will need access to all areas of the airport.
Passenger Areas
Conflicts between passenger flow and goods movements should be minimal, and access routes through public areas should be avoided where possible. It is acknowledged that passenger areas will need to be crossed by goods delivering to island units and any units in the pier. Suitable top-up storage should be provided in the vicinity of these units to ensure that bulk replenishment can occur out of hours or during quieter periods.
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Trolley Logistics
The details of the trolley recirculation strategy are below. The operational objectives for the trolley strategy are as follows:
To ensure that all passengers have access to a trolley in the right place at the right time;
To provide trolley buffer areas to minimize impediment to passenger circulation;
To ensure that trolley re-circulation is efficient and effective;
To ensure that trolley re-circulation minimizes impediment to passenger circulation; and
To support operational efficiency, i.e., optimization of trolley fleet, operations and personnel.
Segregated routes will be provided for the delivery of goods, waste removal and trolley movements. The delivery and servicing logistics should not, therefore, be affected by the movement of trolleys.
Departing and arriving passengers will collect trolleys from within the curb side or car park and in baggage reclaim hall. They will proceed to the arrivals or departures curb or the car park (which they can get to by crossing the road at level 0.0). Trolleys will be left at the check- in, car park or at the arrivals curb.
Assumptions
90% of passengers carry bags;
90% are economy passenger, 10% are business or first class passengers;
70% of economy departing and arriving passengers use a luggage trolley;
70% of business class departing and arriving passengers use a luggage trolley;
Trolley Corrals
Trolley corrals or buffer areas will need to be provided in areas where passengers are likely to collect trolleys or deposit trolleys.
A wide range of factors affect the required size of each buffer area, for example:
Staffing;
Location and distribution of buffer areas;
Frequency of replenishment and removal; and
Flight schedules.
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The following is an estimate of the maximum areas required in 2050 as we cannot assume instantaneous pick-up and drop-off of trolleys, in reality it is unlikely that those about to be collected will be there at the same time as those just deposited. An allowance of 9m² for every 50 trolleys should be provided such that, based on the theoretical maximum stock for each location, the buffer areas are:
Figure – Typical trolley stack dimensions (in mm)
The size of the buffer areas will also be dependent on the type of trolleys used; trolleys and trolley stacks vary in size. Trolley corals at each location should be dispersed, for example, there should be multiple locations on the departures and arrivals curbs, the car park corals for departing and arriving passengers can be the same location, trolleys can be stored in between baggage belts in the arrivals reclaim hall.
Material Handling Equipment
It is assumed that the retailers will provide their own materials handling equipment. The individual retailers will be responsible for providing and safeguarding their own pallet trucks and delivery cages.
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Retail Storage
Retail storage at airports should generally be 24 – 26% of sales floor area, however this can be reduced to 16 – 18% of sales floor area if a consolidation centre is used. A consolidation centre could also reduce waste management requirements.
Vehicle Generation
Vehicle Types
The following provides a brief description of the vehicle types that may deliver to the airport:
Vehicle Type Vehicle Characteristics
2 Ton, Commercial Van Vehicle length 6m
3.5 Ton, LGV – Light Goods Vehicle vehicle length 6m
7.5 Ton, MGV – Medium Goods Vehicle vehicle length 8m
Figure – Vehicle Type
Infrastructure Requirements
Service Yard
The service yard will need to be a gated facility with a gatehouse, ensuring that only those vehicles delivering to the airport are given access and that the loading bays are managed. A managed delivery service whereby deliveries have to be booked in stating time and date of delivery will also enhance the security of the loading area.
Additional Structural/Architectural Requirements
Corridor widths must be at least 3m to allow for a two-way flow of traffic (in particular if route is proposed as a primary fire exit route) and 2,30m high.
Areas in which materials handling equipment is used need to allow sufficient space for this equipment to turn. Service routes should have a gradient less than 1:12 and there should be no steps or curbs.
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All floors will need to have a suitable finish to ensure that:
Wheeled containment units can be pushed easily along the entire route;
Handling equipment is able to move along the entire route;
Weight of goods loads and handling equipment can be supported.
7.10. Terminal Area Security Introduction
Terminal protective security divides into two Cleanly defined areas - landside and airside. The required security strategy for each area differs markedly in its protective measures. A specific threat and risk analysis would assist by focusing measures at meeting precise circumstances that could impact on the terminal's landside and airside security operations. However, at this early design stage it is not crucial to consider specific risks to the business. The consideration of generic factors is acceptable, in absence of a full analysis of the threat.
Spatial considerations are dealt with specifically in other areas of this report. However the security rationale that underlies the design decisions is outlined here and expanded where it is important to understand the security imperatives behind the design principles and spatial allocation.
Landside security
Aims
This section is aimed at the landside areas of Oecusse-Ambeno, including vehicle access and related security issues. It is based on an outside-in structure as follows:
Outside the terminal – Approach roads.
Terminal forecourt – The thirty meter Clean zone.
Terminal external pedestrian area – The pedestrian area immediately in front of the terminal.
Inside the terminal – Internally, as far as the search comb.
The objective of this section is, primarily, to ensure that the Passenger Terminal Building provides effective protection for high density public areas from the risk of attack foremost from Vehicle Borne Improvised Explosive Device (VBIED) and Person Borne Improvised Explosive Device (PBIED).
Likely Methods of Attack
A broad and diverse range of landside likely methods of attack can be identified as follows (not in order of threat value):
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Vehicle Borne Improvised Explosive Device (VBIED):
parked near the terminal,
encroaching through gaps in incomplete/ineffective barrier,
being driven into the terminal building,
entry by deception – including by a Trojan, as in ‗adapted livery‘ or stolen vehicle,
authorized driver or guard under duress, and
Driver (unknown) driving authorized vehicle.
Person Borne Improvised Explosive Device (PBIED). This includes;
strapped on body device,
Carried device (rucksack, bag, briefcase, etc.),
Deposited device (among people, in bins, etc.),
Carried under duress, and
Host (device carried unknowingly).
Principles
In establishing the principles, it is essential to recognize the need for security requirements to be proportionate and to allow for the correct balance to be struck between the needs of aviation security, safety, operational requirements and passenger facilitation. The principles upon which this section is based are as follows:
Designing in security, designing out, to the best extent practicable, risk and vulnerability;
Physical prevention – ensure an agreed stand-off distance of vehicles;
Risk assessment and blast mitigation – ensure appropriate building infrastructure design;
Access control – ensure a system of authorized vehicle access adjacent to building infrastructures;
Reduce fragmentation in areas of high density public areas.
Key Recommendations
The key recommendations in this section are as follows:
For the terminal building - all vehicles should be kept at least thirty meters from terminal building, using an effective physical barrier in accordance with appropriate standards. Because the distance is less than the recommended,
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the façade should have the capacity to resist sufficiently to a blast mitigation for light goods vehicles.
Car parks (both public and staff) will be located at least fifty meters from terminal buildings, and separated from the vehicle exclusion zone by using an effective physical barrier in accordance with appropriate standards.
The speed and route of all vehicles should be managed, as far as is practically possible, to reduce their possible kinetic energy and impact capability.
Heavy Goods Vehicles will require a control methodology to prevent unauthorized access to the under croft. It is an expectation that these vehicles will not gain access to the terminal frontage and have a process by which they report to a control point, where their entitlement may be validated and then either accepted or rejected, dependent on the legitimacy of the vehicle. Measures will apply equally to inbound and outbound roads. This process can be stepped so that it fits with all levels of threat from low to critical, allowing the terminal to operate under all threat levels without the need for exceptional measures.
Lighting should be fit for purpose and should provide coverage of all relevant areas (including all critical and controlled zones and vehicle routes).
CCTV should be fit for purpose, and should be correctly sited to provide coverage of all relevant areas (including all critical and controlled zones and vehicle routes) and should be compliant with relevant legislation. Security should be reflected correctly in the terminal's CCTV strategy.
Terminal external pedestrian areas is designed to attract congregation of high density numbers of the public, e.g. retail outlets such as coffee shops, should be located inside the terminal but this areas will be with additional protective measures employed.
Mitigation should be included, and planning designed, to provide defense, where possible, against person borne improvised explosive devices.
Terminal buildings should be built with effective bomb mitigation. This should include standards for glazing and the recommended construction of fixtures and fittings.
Signage and audio/visual communications should be effective for public safety.
Alarm systems should be effective and should have a correct response procedure.
Deliveries to Airport – Separation from Public Routes
Delivery vehicles are to be kept away from the terminal forecourt and handled via a dedicated delivery facility and control points, reached by a separate vehicle
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Vehicle Access Control Posts
Vehicle access control posts should be located away from the terminal, so as not to cause queues which will obstruct regular traffic flow or block road systems in the event of an emergency evacuation, and should be of sufficient capacity to meet demand. Where possible, a rejection lane should also be made available, to prevent vehicle build up.
Such posts, themselves, should be protected against vehicle impact and deny access to any controlling equipment, whilst in silent or working hours. Protection must be put in place at the exit end of controlled lanes.
Restricted and VIP Routes, Reception & Facilities
Generally, these are used by emergency services, airport operations and for VIP reception. The general thirty meter exclusion zone applies for all vehicles. However access within this zone is appropriate for specific vehicles for a specific purpose, such as emergency action or airport operations. Here, access must be controlled by, for example, verification, and transponder, swipe, token or pin that deactivates a proportion of the physical Barrie ring. These routes should be planned in consultation with the local authorities.
Car Parks
The locations of car parks are determined by the site footprint and the operational needs of the airport. However, the car parks are also located so as not to compromise security.
Car parks are to be located at over fifty meters from terminal buildings and high density public areas. There are benefits to be gained from the installation of CCTV/ANPR equipment in car parks at the point where tickets are obtained, as a deterrent against both terrorists and general crime. This should be discussed with the appropriate authorities.
Landscaping and Bunds
Correctly sited bunds and other landscaping features are beneficial to aviation security, for example, by acting as vehicle speed restrictors or preventing access to vehicles.
It is essential that they are constructed from suitable granular material, avoiding the use of rocks or rubble, with the bund profile and dimensions being key. The use of loose rocks or rubble is to be avoided as they add considerably to the
149 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 detrimental secondary effects of an explosion. No landscaping or bund should be sited as to provide a ‗ramp‘ possibility.
It should be noted, however, that bunds do not always provide protection from the overpressure generated by large explosive devices, and their effectiveness is heavily dependent on their height, etc., relevant to terminals and other buildings.
Advancements in planters can make them a feasible and cost effective barrier. Trees should not be considered to provide a robust barrier, unless they have been evaluated to be of sufficient diameter and depth. Features such as roads or service tunnels which pass under, over or through terminals, or airside/landside boundaries should be secured to prevent unauthorized access.
Where plant and maintenance facilities are placed landside, access should be controlled and secured. Ducting, piping, cabling or inspection panels are to be placed so that they do not afford access through to the airside areas.
Lighting
Security lighting is essential and should be taken into account for all vehicle routes, adjacent perimeters and terminal forecourt area. It should provide illumination of all critical operational areas to enable effective patrols and surveillance. Lighting type and luminosity should be compliant with the appropriate recommendations.
Closed Circuit Television (CCTV)
CCTV is not a ‘defensive‘ type measure in itself, but an important surveillance ‗tool‘ that, if correctly managed and monitored, can identify or pre-empt a possible threat to an area and alert the need for an appropriate response. CCTV should be strategically planned, in conjunction with relevant Agencies for a ‗joined up‘ approach to risk management. The areas requiring surveillance should be determined by a vulnerability assessment, taking into consideration the current local threat information and the level of mitigation required.
With risk starting at the point of entry, CCTV can be utilized and deployed, simplistically, in layers:
ANPR for approaching vehicles;
point of entry to airport forecourts;
booking halls;
search and entry areas into a RZ; and
Passenger transit routes to flights.
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In non-public areas, CCTV can be utilized for:
security to flight departure;
aircraft stands;
airport operational service areas; and
Access control.
CCTV can be deployed with un-manned alarmed systems such as Perimeter Intruder Detection (PID) fitted for criminal movement/action intelligence, and can provide ‗electronic‘ patrols.
It is effective, when correctly deployed, as a ‗post analysis‘ tool. Particular care should be taken to ensure recorded images are of sufficient quality.
CCTV is most suitable on large airport sites where foot patrols are time reliant. CCTV systems, to be effective, require constant manning, maintenance and upgrades, and should comply with appropriate regulations. CCTV cannot always be considered ‗preventive‘. It has some deterrence value, but on its own is no substitute for robust protective security measures.
Signage and Audio Visual Communications
Good signage, at an early stage, will Cleanly direct traffic and passengers to their required areas and assist in ‗traffic‘ flow. Signage, though, is not a defense to a terrorist or criminal, intent on diverting their course. Provision of emergency service signage is important to aid a timely response and arrival. Adequate provision of audible communications is important, not only for ‗normal‘ operations (public announcements), but also for emergency or evacuation situations, which may require communication with passengers or staff in areas such as car parks.
Consideration should be given to communications being effective, with temporary or long term loss of electrical power. Furthermore, consideration should also be given to the use of ‗secure‘ communication devices, to mitigate against its potential to be used/overheard by the ill-disposed.
Terminal Forecourt
Key planning objectives:
Vehicle drop-off areas are kept away from high density public areas;
Non-Authorized vehicles are kept a minimum of thirty meters from high density public areas;
The effective use of physical barriers which are fitted and operated in accordance with appropriate Standards;
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The effective managed access of authorized vehicles to the terminal forecourt.
Vehicle Lanes and Drop off Zones
Vehicle Lanes and Drop-off zones for buses, taxis and members of the public‘s vehicles, inherently, will be placed as near to airport terminal frontages as possible, with respect to each vehicle group's threat profile. The nearest a vehicle lane or drop-off zone will be is a minimum of thirty meters from the terminal frontage, with the thirty meter vehicle exclusion zone separated by an approved physical ‗barrier‘ in accordance with appropriate standards. This reduces the likelihood of an attack as the potential for mass casualties and infrastructure damage, and therefore publicity for the perpetrators, is very much reduced.
In accordance with usual security requirements, vehicles lanes and drop-off zones should be regularly monitored to prevent drivers parking and leaving the vehicle unattended. CCTV and physical patrolling may fulfil this requirement.
The way as the airport infrastructure might cope with additional measures should be taken into consideration, for they may have to be applied at times of heightened threat, for example where the threat rises to ‗critical‘. These could include, for example:
Closing any Authorized Vehicle Lane with less than a thirty meter stand-off distance from the terminal building or other critical infrastructure, e.g. air traffic control tower.
Moving public vehicles even further afield from outside of the thirty metre zone to a suitable alternative location.
Design and Use of Vehicle Barriers - Against Vehicle Borne Improvised Explosive Devices (VBIED’s)
Vehicle barriers are essential as a first line of defense against potentially devastating VBIED attacks. If improperly designed, however, a vehicle barrier system may fail to prevent the intrusion of a threat vehicle, or its design may add to the fragmentation in the blast. For active barriers, whichever type is used, it should operate with a form of secondary control – guard, token, swipe or pin activated, where legitimate vehicle access is required.
The following is an overview of the process for the selection, installation and operation of vehicle barriers. The main considerations include a vulnerability and risk assessment, an effective and appropriate design and barrier selection. The assessment should determine whether the asset is a ‗potential target‘ for terrorists.
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Risk Assessment
The first step in the design process of a vehicle barrier system is a vulnerability assessment of the asset to be protected, taking into consideration current local threat information.
The assessment should include the following in the analysis: a description of any threats to the asset, including threats with a low probability of occurrence but high consequences, the identification of assets requiring protection and an assessment of their potential vulnerabilities; and also an estimate of both direct and indirect losses that could result from the destruction of or damage to these assets. A bomb-blast analysis, or assessment, should also be included.
Design
Once the vulnerabilities are identified, the design process for the vehicle barrier system can be completed.
Barrier types
Barriers can be active or passive, fixed or movable, and they may be categorized as the following: bollards, rising barriers, sliding gates and portable barriers.
Active and Passive
Vehicle barriers are categorized as either active or passive. Active barriers require action- either by people or equipment (swipe, token, and transponder or pin verification) - to be raised and lowered, or moved aside to permit vehicle access and egress. These systems include bollards, rising barriers, and gates that are operated manually, pneumatically, or by hydraulic power units. Active barriers could be used at locations such as a terminal frontage, airside entrances, parking, or loading area entrances and should be located as far from the critical asset as practical.
A passive barrier has no moving parts. Examples include fixed bollards, guardrails, ditches or earth bunds, trees, planters, water features, walls, raised planting. They should be designed to deny access to an asset, building or controlled area. It makes sense to use active barriers at entrances and passive barriers surrounding the rest of the asset building.
Project design takes account of pedestrians and emergency vehicles. It is also important for a facility, with a standoff distance of fifty meters or more, to create an easy access route to the building for emergency and maintenance services. The design and installation of ‗active‘ barriers should include an ―airlock‖ system to prevent an un-authorized vehicle tailgating an authorized vehicle.
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Fixed or Movable
Depending on how they are made and used, both active and passive barriers can be fixed or movable. A fixed barrier is one that is permanently installed or requires heavy equipment to move or dismantle it. Examples of these include hydraulically operated wedge-type barrier systems or bollards set in concrete foundations. A portable or movable barrier system is one that can be relocated from location to location. This type of barrier may also require heavy equipment to move it.
Bollards
Fixed bollards are typically metal or metal/concrete posts that are embedded into a reinforced concrete foundation and/or a steel sub-frame. Retractable bollards can be operated manually or automatically with a hydraulic pump unit. Spaced a set distance apart (no more than 1.2m), bollards do not obstruct pedestrian traffic and can be aesthetically pleasing. To blend with any environment, they can be equipped with a sleeve of aluminum, stainless steel, plastics or stone (sponsored company logos and crests can also be incorporated onto the sleeves which may offset cost of purchase and maintenance).
Wedge/Plate Barriers
These barriers are rectangular steel plates housed below the roadway that rise from the surface of the road. Plate systems can be shallow or surface mounted so as not to interfere with buried utilities.
Sliding gates
The sliding gate uses a cantilever or track gate design. When in the closed position, the gate leaf locks into steel buttresses that are embedded in a foundation on both sides of the roadway. These gates can be architecturally designed but are not normally employed for terminal activities, due to their operational limitations.
Portable systems
These barrier systems require no roadway excavation and can be assembled and made operational in a relative short time. They are typically either crash-beam or plate barriers, mounted between filled buttress boxes that limit movement if a vehicle hits the barrier. Although, not particular to the terminal design of Oecusse –Ambeno International Airport, they are, however, a key to the contingent protection of the terminal's frontage.
Planters
These are another type of passive barrier which are often used and are typically mounted using applied construction fixings. The specification regarding
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Safety
Active vehicle barriers can cause serious injury to vehicle occupants if struck hard, and the installation of safety devices is recommended to prevent activation- either by operator error or equipment malfunctions. Warning signs, audible alarms, and traffic-safety paint should mark the presence of a barrier and make it visible to oncoming traffic. Red and green traffic signals should be installed and operated in conjunction with the barrier. The red signal should go on when the barrier closes road access; and the green signal should illuminate only when the barrier opens road access. In addition, pedestrian (and cycle) traffic should be channeled away from the barrier by using pathways, landscaping, or fencing.
Other functional considerations
Frequently used perimeter entrances may require a pneumatic or hydraulic control system designed for repeated opening and closing. These barriers can be operated from a staffed entry-control position or from a remote location, using CCTV and remote controls with - swipe, token or pin verification. These operating locations should be independent and inter-changeable. Provision of a detection process to identify an ‗under-duress‘ situation should be considered.
If the barricades are not under continuous observation, then tamper switches should be installed to the hydraulic pump unit doors to ensure that the barrier system is continuously controlled. These switches should be connected directly to the central alarm monitoring station so that security staff can monitor the barriers around the clock.
The barrier should also have an emergency operation feature, typically, capable of raising the barrier to the up/closed position in a short time period; depending on the barrier size (consideration should also be given to the security officer‘s working position, the fixture position of an emergency barrier activation device and the reaction time). Some vehicle barrier systems work in conjunction with a lightweight plastic/aluminium ‗pre-warning‘ barrier. Backup generators or manual override provisions are also needed to ensure continued operation of active vehicle barriers during power failure or equipment malfunction.
Installation
Installation is one of the most important steps in the design and implementation phases and should be well planned to avoid problems that could result in high maintenance costs. The selected barrier company should have a strong track record in its design and installation of vehicle barrier systems and also offer a warranty for its products.
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Maintenance
Planning for barrier maintenance should start during the design phase. Manufacturers should provide the purchaser with wiring and hydraulic diagrams, maintenance schedules, and procedures for their systems. They should also provide barrier maintenance support in the form of training and operation manuals. In addition, the vendor should have an inventory of spare parts available to maintain any of its barrier systems in operation.
Terminal External Pedestrian Area
Key planning objectives:
Terminal external pedestrian areas should be Clean of ‗visual‘ obstruction;
The terminal external pedestrian area is immediately in front of the terminal structure and will be used by pedestrians only. The area allows for congregation of people entering the terminal buildings or exiting the terminal towards vehicle parks, taxis, and buses.
Such areas should be Clean of ‗visual‘ obstruction, such as fixed litter bins, bus stop shelters, large advertising boarding‘s, so as to facilitate a Clean overview and surveillance to limit the scope for concealment of an improvised explosive device. It may also be considered that some forecourt ‗infrastructure‘ may be designed to provide ‗blast defense‘ and may even offer further protection to the main terminal.
Inside the Terminal
Key planning objectives:
Mitigation and planning to provide defense, where possible, against person borne improvised explosive devices;
Terminal buildings are to be built with effective bomb mitigation. This is to include standards for glazing and the recommended construction of fixtures and fittings;
Signage and audio/visual communications are to be effective for public safety;
Alarm systems are to be effective and have a correct response procedure.
Person Borne Improvised Explosive Device (PBIED) (or attack with weapon within Terminal)
A PBIED attack can be limited, within the terminal, by various layers of mitigation:
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Allow for security agencies to be able to transit public areas with ease and to maintain effective surveillance of such areas, for example, through CCTV and makeover surveillance points;
Security signage to create an anti-terrorist awareness - public observation and reporting to aid detection;
Moving of high density public areas behind security search combs;
Division of high density public areas and managed flow of large numbers of public.
Protection against PBIED, though limited, can be enhanced by the surrounding build fabric, built to withstand blast fragmentation, particularly glazed frontages. Airports, generally, design wide and open reception halls. These areas can mitigate blast by the design of curved areas, blast walls and screens. Standalone rooms, such as storage cupboards and staff access corridors, should be kept to a minimum and be secured at all times. Raised mezzanines and balconies should be designed to withstand blast and collateral fragmentation.
Building Structure
All public accessible building structures are built to mandated national standards, and part of this requirement is the need to carry out a bomb blast assessment to ensure structural and fabric robustness. This identifies any inherent weakness to design or construction and allows for corrective measures. Balconies or mezzanines, providing oversight of, or holding of, high density public areas, such as check-in, may become a terrorist‘s choice of attack platform. They should be designed to prevent unauthorized access and withstand blast and collateral fragmentation. A formal Blast Mitigation Report (BMR) is recommended to provide evidence of mitigation.
Glazing
The design standard for glazing must provide protection against flying glass following an impact or explosion.
Fixtures & Fittings
Design of internal structures, such as kiosks, advertising boards and bins, should be constructed of material able to absorb blast, but not add to fragmentation. Retail outlets can be designed to add protection to high density areas, by their design, construction and placement. At heightened threat levels, it is not recommended that litter bins are used as they provide a means of concealment for devices. Permanently fixed bins will require a method of sealing at these times of threat.
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Internal Signage and Audio Visual Communications
Good signage, at an early stage, can Cleanly direct passengers to their required areas and assist in ‗traffic‘ flow. Signage, though, is not a defense to a terrorist or criminal intent on diverting their course. Provision of emergency service signage is important to aid a timely response and arrival. Adequate provision of audible communications is important, not only for ‗normal‘ operations (public announcements), but also for emergency or evacuation situations, which may require communication with passengers or staff in areas such as car parks. Consideration should be given to communications being effective, with temporary or long term loss of electrical power. Furthermore, consideration should also be given to the use of ‗secure‘ communication devices, to mitigate against its potential to be used/overheard by the ill-disposed.
Alarms
An Intruder Detection System (IDS) comprises of a number of individual elements. These will include detection devices, a control panel, an alarm and signaling equipment. IDS comprise, in the main, a magnetic field activation unit that can be fitted to an entry/exit point or to an area. It can also be fitted to critical equipment to alert to its use. An IDS system is capable of being used as an alternative to, or in support of, security operators between patrolling time points. Areas between landside and airside are a typical area to be covered by an IDS system. When required to alert a remote guard response force, the delay time should be appropriate to the guard response time.
Other Buildings and Access
Key planning objectives:
Adjacent structures and Businesses should be protected by compliant bomb blast measures and should not add to fragmentation or allow for a rapid collapse into a high density public area.
The needs of emergency services access and rendezvous points, in circumstances such as in response to an incident, or during evacuations, should be taken into account.
Emergency Services Access
The needs of emergency services access and rendezvous points, in circumstances such as in response to an incident, or during evacuations, should be taken into account.
Vehicle routes may become blocked and, therefore, a secondary (restricted) route for such services must be identified and maintained. Access control measures, such as bollards and gates, should be readily accessible, in a controlled manner, by these services. The need for access control is important,
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even for emergency services. Entry should be controlled by either CCTV, manned security position, swipe, token, pin or transponder. At least two means of verification should be considered for access permission. Only emergency services should be allowed access to this route.
7.11. Structures
Description of the Buildings
The following explains the design basics used for the structural arrangement and design of the Oecusse-Ambeno International Airport Terminal Building. The building is a three-storey reinforced concrete structure, consisting of a moment- resisting frame system. The building has a total length of 135m along the main X axis and a total width of 45m along the main Y axis, plus the annex building and link bridge, making a total implantation area of 6 200m2. The typical inter-storey height from level 0 to level 2 is 5m. The inter-storey height between levels 2 and 3 is 3m. In ―mezzanine‖ areas the headroom corresponds to the Cleanance height from the level 0 until the steel roofing sheet structure, which is thereabout 11m. The building structure has a total height of 13m, from the level 0 up to level 3.
Structural Solution and Arrangement
The Terminal is a nearly-to-regular plan building structure, with partial symmetry around the main Y axis. Below is a description of the structural solution and also the arrangement of the vertical members.
Foundations
Structural foundations will consist of isolated prismatic footings, supported by a compacted landfill, foreseen to be executed by the contractor.
Data resulting from ground investigation allows considering a permissible soil pressure of 200 kPa.
Vertical members
Apart of the vertical bearing capacity, columns and core walls were designed as the lateral-seismic-force resisting system.
The typical span between vertical supports along the main X axis is 9m. Along the main Y axis, the maximum span length among axes 1-2 is 9.5m. Between axes 2-4 and 4-6; typical spans nearly 7.5m and 9m were respectively defined. The structural plan grid is represented in the figure below.
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Figure 1 – Structural solution and arrangement of vertical elements
The typical cross-sections of prismatic columns are 0.40x0.60m and 0.30x0.60m. The typical cross-sections of circular columns are ϕ0.45m and ϕ0.55m.
Core walls were established at the elevator cores as well as in the central stair core of the building. The structural thickness of the walls is 0.25m.
Horizontal members
Ground floor - level 0 consists of a solid concrete ground floor (thk. = 0.13m), to be supported by the compacted landfill, working independently of the foundations of the columns or shear walls.
The recommended solution to the above ground level floors (levels 1 and 2) consists of a solid slab system (thk. = 0.25m) with drop panels on the vertical supports (thk. = 0.45m or 0.55m) and column strips over the major span lengths (thk. = 0.35m). At the slab edges is recommended the implementation of prismatic edge beams with a typical cross-section of 0.30x0.80/0.90m.
Floor level 3 consists of a single slab solution (uniform thk. = 0.20m) with also edge beams as described above.
Roof structure
Roof structure shall be in accordance with architectural design, following the concave vaulted shape.
The structure supporting the steel roofing sheets shall be a structural steel solution consisting of two-dimensional trusses developed over the structural grid axes as indicated in the figure above.
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Both bottom and upper roofing sheets are supported by ―omega‖ steel purlins linked to the main orthogonal steel frame grid, where adequate clear distances are taken into account for MEP facilities installation.
Codes, Standards and Software
Main design codes and standards
[ACI318M]ACI 318M-11 - Building Code Requirements for Structural Concrete
[ACI224R]ACI 224R-01 – Control of Cracking in Concrete Structures
[ACI209R] ACI 209R-92 – Prediction of Creep, Shrinkage and Temperature Effects in Concrete Structures
[UBC97] Uniform Building Code, 1997 Edition, Volume 2, Structural Engineering Design Provisions, International Conference of Building Officials
[SNI1726] SNI 03-1726:2012 - Specification Earthquake Design for Building and Non Building
[ASCE7] SEI/ASCE 7:2010 - Minimum Design Loads for Building and Other Structures
[AISC360] ANSI/AISC 360:2005 - Specification for Structural Steel Building
Codes and standards for specific design requirements
For specific design requirements, all that is missing in the main codes and standards referred above, the following codes and standards apply:
[EC0] EN 1990 - Basis of structural design;
[EC1]EN 1991 - Actions on structures;
[EC2] EN 1992 - Design of concrete structures;
[EC3] EN 1993 - Design of steel structures;
[EC7] EN 1997 - Geotechnical design;
[EC8] EN 1998 - Design of structures for earthquake resistance;
[MC90] CEB-FIP Model Code 1990 - Design Code;
[CEB208] CEB Bulletin 208:1991 – Fire design of concrete structures;
[EN206-1] BS EN 206-1:2013 - Concrete. Specification, performance, production and conformity;
[EN 10002-1]:2001 - Tensile testing of metallic materials. Method of test at ambient temperature;
[EN 10025-2] - Structural Steel;
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[EN13670-1]:2009 - Execution of concrete structures;
[BS4449]BS 4449:2005 + A2:2009 - Steel for the reinforcement of concrete, weld able reinforcing steel, bar, coil and decoiled product;
[E464]LNEC E 464:2007 - Concrete. Prescriptive methodology for a design working life of 50 and of 100 years under the environmental exposure.
Software
For numerical analysis and structural design most of the analyses are performed with the following software:
SAP2000 Finite Element Analysis Software, Version 14.2.4, Computers and Structures Inc., Berkeley CA, USA
EXCEL / WORD MICROSOFTEXCEL 2007, MICROSOFT WORD 2007, Microsoft Corp., Redmond WA, USA
Material Properties
The materials to be used in worksite must be certified by internationally accredited laboratory, according to internationally accepted standards. This document lists some of the most common standards in the world, but others may be accepted, if they are justified by the contractor.
Concrete
Concrete f‘c =30 MPa, with a maximum relation W/C of 0.40, which is equivalent to a C30/37 XC2/XS1 (EN designation) shall be used for all structural elements, if not otherwise stated in the design document. The type of cement must comply with:
Cement type II – in general;
Cement type V in foundations.
Concrete strength and modulus of elasticity are in accordance with [EC2], cl.
3.1.2 and 3.1.3. Cylinder concrete compressive strength fck and tensile strength fctk,0.05 as well as the E-modulus are time-dependent material properties. Their values increase as the time progresses up to the age of 28 days. The amounts for times less than 28 days are analysed in accordance with [EC2], cl. 3.1.2-(6), (7) and 3.1.3-(3), assuming normal hardening cements (class N).
Poisson‘s ration-cracked section =0.20 acc. to [EC2], cl. 3.1.3-(4)
Cylinder concrete strength f´c = 30 MPa
Concrete requirements
The structural classification and values of minimum concrete cover are to be in accordance with [UBC97], cl. 1907.7. The concrete mix design and curing shall be in accordance with [EN206-1]. The water to be used in concrete must comply
162 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 described in [EN 1008:2002] - Mixing water for concrete — Specification for sampling, testing and assessing the suitability of water, including water recovered from processes in the concrete industry, as mixing water for concrete.
Reinforcing steel
Reinforcing steel shall confirm to the requirements of [EN1992], [EN10002-1] [BS4449].
Poisson‘s ratio =0.30
Secant modulus of elasticity of steel Ers =200 GPa
Coefficient of thermal expansion α = 1.00E-05 /ºC
Characteristic yeldstrength fy = 400 MPa
Structural steel
Structural steel shall confirm to the requirements of [EN1993-1-10] and [EN10025-2].
Steel grade: S275
Poisson‘s ratio =0.30
Secant modulus of elasticity of steel Es =210 GPa
Shear modulus G = 81 GPa
Coefficient of thermal expansion α = 1.00E-05 /ºC
Characteristic yeld strength fy = 275 MPa
Characteristic ultimate strength fu = 275 MPa
Loads
Dead loads (DL)
The self-weight of the structure is represented by a single characteristic value based on the nominal dimensions and mean unit mass as presented below.
-3 Reinforced concrete: M = 24 kN.m
-3 Structural steel: M = 78.5 kN.m
The remaining DL are as usual for building structures with the necessary requirements of an airport terminal, which are summarized below:
Brick walls: p = 2.5 kN.m-2
Ceiling, including frame: p = 0.2 kN.m-2
Floor coating: p = 1.2 kN.m-2
Add. DL in technical areas: p = 1.1 kN.m-2
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Live loads (LL)
The building was classified in the usage category C according to the [EC1] classification. Thus, the following characteristic live loads shall be taken into account:
General imposed load: q = 5.0 kN.m-2
Stairs: q = 3.0 kN.m-2
LL in technical areas: q = 2.0 kN.m-2
Live loads on roofs (LLr)
General imposed load: q = 1.0 kN.m-2
Add. LL by water accumulation: q = 3.5 kN.m-2
(corresponding to an average water depth of 0.35m, starting on the lower point of the steel roofing sheet)
Wind loads (W)
Wind loads are determined in accordance with the requirements of the [ASCE7] and the local wind speed used for buildings design according to SNI 1727:2013. The basic wind speed is vb = 39.1 m/s for ULS design, leading to a maximum 2 characteristic wind-force pressure of wp = 1.05 kN/m assuming the total building height referred above.
Thermal or equivalent to thermal actions (T)
Maximum and minimum uniform temperature components and creep and shrinkage effects are in accordance with the local practice and environment conditions.
Concrete range of uniform temperature components: Tc,max = +15 ºC
Tc,min = -15 ºC
Steel range of uniform temperature components: Ts,max = +35 ºC
Ts,min = -25 ºC
Creep and shrinkage effects for reinforced concrete were taken into account according to the proposed model solution of [ACI209R].A relative humidity of the ambient environment of 85% and rapid hardening cement is assumed.
Shrinkage Effects (ACI 209R-92) Ultimate strain [(εsh)u] 0.078% Initial moist curing duration 7 days Curing correction factor 1 Table 2.5.3 Relative humidity 85% Humidity correction factor 0.45 Table 2.5.4
Creep Effects (ACI 209R-92)
Creep Factor (νu) 2.35 (pag. 6) Humidity correction factor 0.7 Table 2.5.4
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1.1.1 The action of shrinkage was taken as an imposed deformation of the concrete shrinking phenomenon equivalent to a length of 3 ‰. This action was simplified assimilated to a uniform variation of temperature of -10 ° C for the concrete modulus of elasticity after 28 days. This measure results in an equivalent situation to consider a 30 ° C temperature range to an
appropriate modulus of elasticity Ec,28/(1+, or Ec,28/3. Seismic action (EQ)
The conceptual design of the building shall take into account the adequate level of seismic protection against seismic actions. Horizontal and vertical components of seismic action are determined in accordance with the requirements of the [SNI1726] and [UBC97] main codes. For regular buildings, the nominal horizontal base shear force shall be obtained from:
V = C1 I W
R
where:
C1 - fundamental spectral response accelaration attached to fundamental period (T1)
I - importance factor = 1.0, acc. to [UBC97] special occupancy category
W - total seismic dead loads and factored live loads
R - coefficient representative of the inherent overstrength and global ductility capacity of lateral-force-resisting systems = 6.5, acc. to [UBC97] Table 16-N
Seismic zonation in Indonesia is in accordance with [SNI1726] as follows:
Figure 2 – Seismic zonation of Indonesia [SNI1726]
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For the considered location of the Oecusse-Ambeno International Airport Terminal Building, the seismic factors, to be taken into account in order to obtain the expected linear elastic response spectrum, are as follows:
Figure 3 – Spectral parameters used for seismic investigation [SNI1726]
The resulting horizontal response spectrum from seismic investigations is as indicated in the figure below:
HORIZONTAL RESPONSE SPECTRUM - SNI 1726-2012 8.0
7.0
6.0
5.0 ) 2 4.0 (m/s
AH Hard Rock S 3.0
2.0
1.0
0.0 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 T (s)
Figure 4 – Horizontal response spectrum for seismic design of the Oecusse-Ambeno International Airport Terminal Building
Load Factors and Combinations
For both Ultimate Limit State (ULS) and Service Limit State (SLS) design, the load combinations and factors shall be in accordance with the main codes for the building structural calculation and design, mainly those presented in [ACI318M], [UBC97] and [ACI224R].
The regarded ULS load combinations are as follows:
ULS-1 = 1.4D
ULS-2 = 1.2D + 1.6L + 0.5 (Lr or R)
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ULS-3 = 1.2D + 1.6 (Lr or R) + (L or 0.5 W)
ULS-4 = 1.2D + 1.0W + L+ 0.5 (Lr or R)
ULS-5 = 1.2D + 1.0E +L
ULS-6 = 0.9D + 1.0W
ULS-7 = 0.9D + 1.0E
ULS-8 = (1.2 + 0.2 SDS)D + ρQE + L
ULS-9 = (0.9 + 0.2 SDS)D + ρQE + 1.6H
ULS-10 = (1.2 + 0.2 SDS)D + ΩoQE + L
ULS-11 = (0.9 + 0.2 SDS)D + ΩoQE + 1.6H
ULS-12 = 0.75(1.4D+ 1.4T+1.7L)
ULS-13 = 1.4(D+T)
The regarded SLS load combinations are as follows:
SLS-1 = D
SLS-2 = D + L
SLS-3 = D + (Lr or R)
SLS-4 = D + 0.75L+ 0.75 (Lr or R)
SLS-5 = D + (0.6W or 0.7E)
SLS-6 = D + 0.75 (0.6W or 0.7E) + 0.75L + 0.75 (Lr or R)
SLS-7 = 0.6D + 0.6W
SLS-8 = 0.6D + 0.7E
SLS-9 = (1.0 + 0.14 SDS)D + H + F + 0.7 ρQE
SLS-10 = (1.0 + 0.10 SDS)D + H + F + 0.525 ρQE + 0.75L + 0.75 (Lr or R)
SLS-11 = (0.6 + 0.14 SDS)D + 0.7 ρQE + H
SLS-12 = (1.0 + 0.14 SDS)D + H + F + 0.7 ΩoQE
SLS-13 = (1.0 + 0.10 SDS)D + H + F + 0.525 ΩoQE + 0.75L + 0.75 (Lr or R)
SLS-14 = (0.6 + 0.14 SDS)D + 0.7 ΩoQE + H
SLS-15 = D + T + L
SLS-16 = D +T where only the following variables shall be considered in the presented structural design,
, is the redundancy factor = 1.3, acc to [UBC97]
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Ω0 - over strength factor = 2.8, acc. to [UBC97] Table 16-N
SDS - spectral design parameter
D - dead loads
L - live loads
Lr - live loads on roofs
W - wind loads
T - thermal or equivalent to thermal actions
Design Life
The design life of the Terminal building and annex structures shall be 50 years, in accordance with [EN 1990] requirements for category 4.
Durability
For reinforced structural elements, durability is considered for design by limiting the crack width. In addition to the requirements for design, good quality control is required for construction, same as maintenance and inspections to guarantee the minimum lifetime for the building structure.
Structural Analysis
For the global analysis, a three dimensional finite element model was created using software SAP2000 as shown in the figure below.
Figure 5 – Global 3-D FEM for structural design of the Oecusse-Ambeno International Airport Terminal Building – Rendered View
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The model data are taken from relevant general layout drawings, e.g. plan views, elevations and sections. As a general principle, 3D beam finite elements and 3D shell finite elements (w/ 4 nodes), both with 6 DOF per node and linear elastic characteristics for materials, are used for the design. The lengths of beam elements shall be chosen to achieve sufficent exactness of structural stiffnesses and in dynamic analysis also to achieve sufficient correctness for mass distribution. Pinned support conditions of the structure at the ground level were considered, thus obtained base solicitations are transfered directly to the foundations. The static calculation is fulfilled by a linear equation system, as follows:
K u = R where:
K – stiffness matrix
U - displacement vector
R - stress vector
Dynamic analysis is performed trough the mathematical resolution of the following equation system, which relates the expected ground motion with the structural response:
Mü + Cú + K u = Müg where:
M - mass matrix
C – damping matrix
K - Stiffnessmatrix
üg - ground acceleration
ü, ú and u - acceleration, velocity and displacement of the structure, respectively
The mathematical resolution of the equation system is performed by superposition of the Eigen modal vectors, taking into account an expected response spectrum. Seismic ground motion is assumed to occur in three different directions, coincident to the regarded principal axes of the structure (X, Y and Z). Seismic analysis and corresponding stresses and displacements are determined by complete quadratic combination (CQC) for the distinct modal responses, and by square root of the sum. Of the squares combination (SRSS) for the three different directional responses. The structural analysis is performed in the linear elastic domain. Thus, the non-linear response of the structure, both for ULS and SLS design is achieved through the application of the adequate factors and parameters, e.g. ductility factor (R), provided in the applicable codes and standards as mentioned above.
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7.12. Commercial and Retail
Introduction
The various recommendations in this section of the design note are for review and discussion with Owner and Stakeholders for development in the next stage of the project.
Landside
On landside, the concept is to have a limited retail offer tailored to the meters and greeters and other landside target groups. The only exception is food & beverage that has a substantially larger market of meters and greeters, staff and other non-travelers as well as passengers, e.g. waiting for check-in desks to open (charter). The scheme has a split 20/80 for F&B and retail. The concept must create good overview of the retail/F&B offer and create commercially good flows.
Airside
International
As soon you pass the immigration check point you will enter the commercial area. A ‗Plaza‘ concept it will be use, locating retail outlets at the perimeter of the zone and F&B outlets in the middle area, which enables maximum overview, as well as ensures that passengers will be exposed to the retail facades from the F&B seating areas in the middle. F&B outlets should ideally have maximum transparency. Hard cores (kitchen, coolers etc.) should be carefully located to avoid blocking sightlines to the retail facades. The scheme has a split 30/70 for F&B and retail.
Domestic
As soon as one passes the security check point, enters the commercial area. A ‗Corridor‘ concept it will be use, locating retail outlets in one side and F&B on the opposite side, this will ensures that passengers will be exposed to the retail facades. The scheme has a split 20/80 for F&B and retail.
Bureau de Change
Bureau de change is not very space consuming but must be carefully located in the flows, right after security check and/or in connection with the entrance points of the arrival/transfer flows.
Advertising
Advertising is a major source of revenue. Identifying and planning advertising sites and promotion spots/areas in the terminal should be done in connection
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with planning the retail areas, in order to achieve the right balance between external advertising and internal advertising for retail activities.
WIFI hot spots
WIFI hotspots should be planned in connection with planning the public seating. WIFI hotspots should be a separate concession with separate income for the airport.
7.13. Phasing and Implementation Introduction The Master Plan for the Oecusse-Ambeno International Airport, like any other long term plan, relies on predictions of the future that may or may not transpire as forecast. The ability to phase construction and provide flexibility in the design to accommodate change is therefore a vital feature of any Master Plan. This section summarises the strategy for the phasing and implementation of the Passenger Terminal Building from opening day to end of the estimation period in 2050.
Terminal Phasing In order to deliver the required passenger facilities, a more detailed phasing strategy has been developed. The proposed strategy is identified in order to ensure that the terminal and its related apron will provide sufficient capacity and appropriate level of service during the concession period.
Traffic growth defined by traffic forecast; Level of Service Cat planning years (2018 until 2050) As for the terminal, the level of service provided by the terminal facility will be the major factor to define when additional terminal expansion is required. Based on the regulatory mode, the traffic growth identified in the forecast and the simulation work undertaken on the terminal, it has been estimated that overall the terminal will provide appropriate level of service for a period of approximately 30 years.
The apron does not necessary need to follow similar expansion timing. The phasing needs to ensure that capacity exceeds demand at all times in order to support the operation. The stand capacity should essentially align with terminal expansion and, as mentioned previously, does not necessary need to match the terminal expansion exactly.
The following figure and table illustrates the incremental expansion strategy for the terminal building and the evolution of the terminal area provided.
Area (m²) Year 2018 Year 2050
Terminal 8,658 11,710
Table - Incremental expansion strategy
In conclusion, the terminal area phasing is largely influenced by the relationship between two key elements: the level of service provided by the terminal building and the provision of stands required to support airline operations. This
171 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 relationship needs to also consider the construction lead time, in order to meet the target planning years and the growth between these targets.
The following graphic summarises the relationship of terminal expansion phasing and Apron but also identifies indicative construction periods for each phase of expansion and when additional facilities will come in line.
Figure – Passenger Terminal Building Expansion Diagram
Terminal Building Roof print 2018
Terminal Building Roof print 2050
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8. CARGO TERMINAL BUILDING 8.1. Introduction The Cargo Facility‘s commercial use is an asset to the International Airport of Oecusse Ambeno, for East Timor, and in particular for the region of Oecusse. A great variety of economic activities will be generated by the installation of this facility, encouraging other economic activities generated by this logistical hub. The responsiveness and future growth are taken into account in the development of this project. A strategic operationally must be taken by the Airport stake holders
8.2. Base Data and Assumption
Planning Horizon and Forecast
The Cargo Facility has been designed to accommodate year 2018 demand, with further expansions planned for whatever the demand required. The year 2050 was established as a feasible date to characterize a maximum Cargo Facility expansion. The Expansion Facilities Diagram is shown below:
Figure 1 – Cargo Facility Expansion Diagram
It is assumed that the Cargo Facility will contain several operational areas that can process dedicated air cargo (common cargo, mail, animal cargo and perishable goods). Support facilities, such as freight forwarders and quarantine facilities, are not located within the cargo building. The freight forwarders, however, can be located in close proximity. It is assumed that operations will run 24 hour per day, 7 days a week, 365 days a year.
Oecusse-Ambeno International Airport Master Plan Planning and Forecast Assumptions
The assumptions used in the cargo model to monitor the increase in facility requirements through the concession period are outlined below:
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Level of Automation
The model assumes a very low level of automation, and it will operate manually on the opening day. The automation can be introduced if required, and this decision will be taken by the stakeholders
The area for the expansion of the cargo facilities is allocate on a linear basis, up to a total of 1,200m2 built area - based on the 2050 forecast. Additional space within the developed land plot can be available for further expansion beyond the year 2050.
Support Services
There are support accommodations within the building, such as administrative areas, customs, and healthcare and support areas, such as staff welfare (bathrooms, break room). An initial assessment of the spatial requirements has been made for these facilities which are detailed in the table below.
Definition Area Requirements
Reception Area 10m2
Customs Offices 8m2
Health Offices 8m2
Welfare 17m2
Table 1 - Support Services
Mail Requirements
A stand-alone depot facility is provided but locate were the Airport stakeholder demanded and is just based on:
Handling and storage
Process Flow
This facility can be divided into units for multiple customers, and capable of handling different types of Cargo streams. Administration and Maintenance Personnel accommodations will be located within the building.
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Below is an illustration of the material flows within the Cargo Facility:
Figure 2 – Diagram Flow Layout
The layout allows through flows for express and pre-prepared export cargo. General cargo will be received and processed and it is either temporarily stored or moved straight to the build and break stations. Special cargos have a dedicated secure storage within the building. Outgoing and incoming cargo is received on roller beds or placed in the ULD store by the Elevating Transfer Vehicles (ETVs), for temporary storage.
Operational assumptions are made to allow a breakdown of 2018 2050 incoming and outgoing cargo to be analysed. This allows for the approximations of process and storage areas parameters
Capacity (tpa) 50 100
Building Area 600m2 1200m2
Number of trucks docks 4 8
Number of Build/Break Stations 2 4
Support Services 65m2 130m2
Table - Planning Assumptions
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8.3. Facility Summary
Cargo Building Layout
The developed layout of the cargo layout is shown below.
Figure 3 – Cargo Building Layout
It has been assumed that, given the demand level (which is low), the cargo building will be a single storey structure with all cargo processing and storage level on the same floor. The workstations will be controlled by the administration areas and welfare functions. The building has a modular structure, enabling incremental expansion. The level of automation believed to be appropriate for the volume levels given, as to provide ETV and Roller bed ULD handling and storage, if stakeholder so decides.
The layout provides a Clean separation between Export and Import flows. Each Corridor area its divided in the dedicated areas, the Animal&Perishables corridor
176 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 and the Common Cargo corridor. Both have different operational requirements procedures and must be controlled all time.
Height
It is expected that a typical module (allowing for an increased level of future automation) could be approximately 5m in height.
Figure 4 - Cross Section
Automation and Handling
The Cargo terminal could be serviced by one Elevating Transfer Vehicles (ETV)
Bulk Store
Bulk goods waiting to be processed are held for temporary storage in the Bulk Store, located near the Administration offices in the mezzanine. The Bulk store can comprise 2 double aisles. Each aisle could be serviced by a high reach truck.
ULD Store
The ULD store will hold incoming cargo, as well as some outgoing goods. The Bulk store can comprise 2 ETVs in a double aisle.
Build/Break Stations
The number of specified Build/Break stations is based on the demand and peak hour capacity, and will be defined by the Cargo Facility stake holders.
Storage
The storage capacity is dependent of cargo characterization. It has been assumed that the Building will hold approximately 24 hours of Export Cargo, and 24 hours of Import Cargo. This is still well within the combined capacity of the Bulk and ULD stores.
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Truck Docks and Bays
It is proposed that each phase Module would include approximately 4 truck docks. Based on the assumptions given above, this is estimated to have enough capacity to handle peak hour tonnage, approximately. The access to these docks is direct. The marshalling area would be 10m deep to allow for truck parking space and manoeuvring space. The appropriate landside requirements have been estimated based on a maximum vehicle length of 10m and 4m wide. A canopy created by the folding doors will be provided to cover the truck offloading area
Freight Forwarders
Freight forwarder offices may be located inside Oecusse-Ambeno International Airport with proper land allocation area, although this decision is to be taken by the future stakeholders. As the future Cargo demands provide these economic and operational needs, a future development plan will be an essential key to the airport activities.
Vehicle Types
The following provides a brief description of the vehicle types that may deliver to the airport:
Vehicle Type Vehicle Characteristics
2 Ton, Commercial Van Vehicle length 6m
LGV – Light Goods Vehicle 3.5 Ton,
vehicle length 6m
7.5 Ton, MGV – Medium Goods Vehicle vehicle length 8m
Figure – Vehicle Type
Land Plot Requirements
Aircraft Apron Stands
The Oecusse–Ambeno International Airport Cargo Facility will initially operate with the Apron facilities provided on the initial phase; this will require a coordinated Airfield Operation with the Passengers Aircraft traffic flow.
It has been assumed that in the Oecusse–Ambeno International Airport development´s ultimate phase will provide space in front of the airside Cargo Facility for a maximum of 1 aircraft parking positions. Airside requirements have been planned in accordance with ICAO Code E criteria;
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An aircraft stand depth of 80m has been provided to accommodate code E aircraft in the future; It is intended that this stand will be constructed as demanded, but establishing a 2050 scenario; Adequate space should be provided to accommodate front-end loading of dedicated air cargo aircraft; GSE services roads of minimum 10m would be required to provide circulation around the entire air cargo apron; Airside access roads must be provided, which shall be equipped with the necessary security and access controls; An illustration of the estimated airside requirements is shown below. They Include:
A 10m Dolly train road allowing for 2 way traffic flow;
20m Airside marshalling allowing for dolly trains to be buffered in front of the air cargo building;
5m section of Roller bed;
A 10m wide GSE header road;
The stand is shown at 70m to accommodate code D aircraft however sufficient depth is provided across the access taxiway and the stand to accommodate a Code E stand;
Figure 5 - Airside Apron Illustration Block Diagram
Security
The Air cargo apron will be located in the aircraft operating area, while the dedicated cargo and support facilities will not. As such, all access points, i.e. roads, doors, etc. leading to this area will be equipped with controlled access points such as card or pin code activated gates and doors. These access points should be monitored by CCTV cameras and feeding onto a security operational centre. The Cargo Facility will be surrounded by a standard security fence, which
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is also monitored by closed circuit television. The Airside ―gap‖ between cargo module buildings will require standard airside fencing.
Fire Access and Perimeter
Detailed design of access roads (including service and fire access) will be provided or carried out by others, but a traffic flow scheme indication is shown below. The layout below shows traffic flow around the complex.
Figure 6 – Fire Access Diagram
8.4. Structures Description of the Buildings
The following explains the design basics used for the structural arrangement and design of the Oecusse-Ambeno International Airport Cargo Facility. The building is a single-story module steel structure consisting of moment-resisting frame system. The building has a total length of 30m along de main X axis and a total width of 20m along the main Y axis, making a total implantation area of 600m2. The building structure has a total height of approximately 5m, regarded from the level 0 up to level 1.
Structural Solution and Arrangement
The Cargo Facility is a regular plan building structure, with complete symmetry around both main X and Y axis. Below is a description of the structural solution and also the arrangement of the vertical members.
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Foundations
Structural foundations will consist of isolated prismatic footings, supported by a compacted landfill, foreseen to be executed by the contractor.
Data resulting from ground investigation allows to consider a permissible soil pressure of 200 kPa.
Vertical members
Apart of the vertical bearing capacity, columns were designed as the lateral- seismic and wind-force resisting system.
The typical span between vertical supports along de the main X axis is 14.8m. Along the main Y axis, the typical span is 9.8m.
The typical cross-sections of columns are HEA profiles, taking coincident with the structural axes intersections.
Slab members
Ground floor - level 0 consists of a solid concrete ground floor (thk. = 0.13m), to be supported by the compacted landfill, working independently of the foundations of the columns.
Roof structure and canopy
The roof structure shall be in accordance with the architectural design, following the two-gabled shape.
The recommended solution consists of a two-span main frame system along the main X axis, with rigid connections beam-column at the supports, and secondary beams along the main Y axis, making an orthogonal steel frame grid, coincident with the structural grid axes. Horizontal roof bracings are also provided.
Profiled steel claddins shall be supported by ordinary steel Z-shaped purlins.
Codes, Standards and Software
Main design codes and standards
[ACI318M]ACI 318M-11 - Building Code Requirements for Structural Concrete
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[UBC97]Uniform Building Code, 1997 Edition, Volume 2, Structural Engineering Design Provisions, International Conference of Building Officials
[SNI1726]SNI 03-1726:2012 - Specification Earthquake Design for Building and Non Building
[ASCE7]SEI/ASCE 7:2010 - Minimum Design Loads for Building and Other Structures
[AISC360]ANSI/AISC 360:2005 - Specification for Structural Steel Building
Codes and standards for specific design requirements
For specific design requirements, all that is missing in the main codes and standards referred above, the following codes and standards apply:
[EC0] EN 1990 - Basis of structural design;
[EC1] EN 1991 - Actions on structures;
[EC2]EN 1992 - Design of concrete structures;
[EC3]EN 1993 - Design of steel structures;
[EC7]EN 1997 - Geotechnical design;
[EC8]EN 1998 - Design of structures for earthquake resistance;
[MC90]CEB-FIP Model Code 1990 - Design Code;
[EN206-1]BS EN 206-1:2013 - Concrete. Specification, performance, production and conformity;
[EN 10002-1]:2001 - Tensile testing of metallic materials. Method of test at ambient temperature;
[EN 10025-2] - Structural Steel;
[EN13670-1]:2009 - Execution of concrete structures;
[BS4449]BS 4449:2005 + A2:2009 - Steel for the reinforcement of concrete, weld able reinforcing steel, bar, coil and decoiled product;
[E464]LNEC E 464:2007 - Concrete. Prescriptive methodology for a design working life of 50 and of 100 years under the environmental exposure.
Software
For numerical analysis and structural design most of the analyses are performed with the following software:
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SAP2000 Finite Element Analysis Software, Version 14.2.4, Computers and Structures Inc., Berkeley CA, USA
EXCEL / WORD MICROSOFT EXCEL 2007, MICROSOFT WORD 2007, Microsoft Corp., Redmond WA, USA
Material Properties
The materials to be used in worksite must be certified by internationally accredited laboratory according to internationally accepted standards. This document lists some of the most common standards in the world, but others may be accepted, if they are justified by the contractor.
Concrete
Concrete f‘c =30 MPa, with a maximum relation W/C of 0.40, which is equivalent to a C30/37 XC2/XS1 (EN designation) shall be used for all structural elements, if not otherwise stated in the design document. The type of cement to be used in foundations must be a cement type V. Cylinder concrete compressive strength fck and tensile strength fctk,0.05 as well as the E-modulus are time-dependent material properties. Their values increase as the time progresses up to the age of 28 days. The amounts for times less than 28 days are analysed, assuming normal hardening cements (class N). Poisson‘s ratio (un-cracked section) =0.20, acc. to [EC2], cl. 3.1.3-(4)
Cylinder concrete strength f´c = 30 MPa
Concrete requirements
The structural classification and values of minimum concrete cover are to be in accordance with [UBC97], cl. 1907.7, or with EN 13670. The concrete mix design and curing shall be in accordance with [EN206-1]. The water to be used in concrete must comply described in [EN 1008:2002] - Mixing water for concrete — Specification for sampling, testing and assessing the suitability of water, including water recovered from processes in the concrete industry, as mixing water for concrete.
Reinforcing steel
Reinforcing steel shall confirm to the requirements of [EN1992], [EN10002-1] and [BS4449].
Poisson‘s ratio v =0.30
Secant modulus of elasticity of steel Ers =200 GPa
Coefficient of thermal expansion α = 1.00E-05 /ºC
Characteristic yeld strength fy = 400 MPa
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Structural steel
Structural steel shall confirm to the requirements of [EN1993-1-10] and [EN10025-2].
Steel grade: S275
Poisson‘s ratio
Secant modulus of elasticity of steel Es =210 GPa
Shear modulus G = 81 GPa
Coefficient of thermal expansion α = 1.00E-05 /ºC
Characteristic yeld strength fy = 275 MPa
Characteristic ultimate strength fu = 275 MPa
Loads
Dead loads (DL)
The self-weight of the structure is represented by a single characteristic value based on the nominal dimensions and mean unit mass as presented below.
Reinforced concrete: M = 24 kN.m-3
Structural steel: M = 78.5 kN.m-3
The remaining DL are as usual for building structures with the necessary requirements of an airport terminal, which are summarized below:
Brick walls: p = 2.5 kN.m-2
Ceiling including frame: p = 0.2 kN.m-2
Floor coating: p = 1.2 kN.m-2
Add. DL in technical areas: p = 1.1 kN.m-2
Live loads (LL)
The building was classified in the usage category C according to the [EC1] classification. Thus, the following characteristic live loads shall be taken into account:
General imposed load: q = 5.0 kN.m-2
Stairs: q = 3.0 kN.m-2
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LL in technical areas: q = 2.0 kN.m-2
Live loads on roofs (LLr)
General imposed load: q = 1.0 kN.m-2
Wind loads (W)
Wind loads are determined in accordance with the requirements of the [ASCE7] and the local wind speed used for buildings design according to SNI 1727:2013. The basic wind speed is vb = 39.1 m/s for ULS design, leading to a maximum characteristic wind-force pressure of wp = 0.91 kN/m2 assuming the total building height referred above.
Thermal or equivalent to thermal actions (T)
Maximum and minimum uniform temperature components and creep and shrinkage effects are in accordance with the local practice and environment conditions.
Concrete range of uniform temperature components: Tc,max = +15 ºC
Tc,min = -15 ºC
Steel range of uniform temperature components: Ts,max = +35 ºC
Ts,min = -25 ºC
Creep and shrinkage effects for reinforced concrete were taken into account according to the proposed model solution of [ACI209R].A relative humidity of the ambient environment of 85% and rapid hardening cement is assumed.
Shrinkage Effects (ACI 209R-92) Ultimate strain [(εsh)u] 0.078% Initial moist curing duration 7 days Curing correction factor 1 Table 2.5.3 Relative humidity 85% Humidity correction factor 0.45 Table 2.5.4
Creep Effects (ACI 209R-92)
Creep Factor (νu) 2.35 (pag. 6) Humidity correction factor 0.7 Table 2.5.4
The action of shrinkage was taken as an imposed deformation of the concrete shrinking phenomenon equivalent to a length of 3 ‰. This action was simplified assimilated to a uniform variation of temperature of -10 °C for the concrete modulus of elasticity after 28 days. This measure results in an equivalent situation to consider a 30 °C temperature range to an appropriate modulus of
elasticity Ec,28/(1+, or Ec,28/3.
Seismic action (EQ)
The conceptual design of the building shall take into account the adequate level of seismic protection against seismic actions.
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Horizontal and vertical components of seismic action are determined in accordance with the requirements of the [SNI1726] and [UBC97] main codes. For regular buildings, the nominal horizontal base shear force shall be obtained from:
V = C1 I W
R where:
C1 - fundamental spectral response accelaration attached to fundamental period (T1);
I - importance factor = 1.0, acc. to [UBC97] special occupancy category;
W - total seismic dead loads and factored live loads;
R - coefficient representative of the inherent overstrength and global ductility capacity of lateral-force-resisting systems = 6.5, acc. to [UBC97] Table 16-N.
Seismic zonation in Indonesia is in accordance with [SNI1726] as follows:
Figure 1 – Seismic zonation of Indonesia [SNI1726]
For the considered location of the Oecusse-Ambeno International Airport Terminal Building, the seismic factors, to be taken into account in order to obtain the expected linear elastic response spectrum, are as follows:
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Figure 2 – Spectral parameters used for seismic investigation [SNI1726]
The resulting horizontal response spectrum from seismic investigations is as indicated in the figure below:
HORIZONTAL RESPONSE SPECTRUM - SNI 1726-2012 8.0
7.0
6.0
5.0 ) 2 4.0 (m/s
AH Hard Rock S 3.0
2.0
1.0
0.0 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 T (s)
Figure 5 – Horizontal response spectrum for seismic design of the Oecusse-Ambeno International Airport Terminal Building
Load Factors and Combinations
For both Ultimate Limit State (ULS) and Service Limit State (SLS) design, the load combinations and factors shall be in accordance with the main codes for the building structural calculation and design, mainly those presented in [ACI318M], [UBC97] and [ACI224R].
The regarded ULS load combinations are as follows:
ULS-1 = 1.4D
ULS-2 = 1.2D + 1.6L + 0.5 (Lr or R)
ULS-3 = 1.2D + 1.6 (Lr or R) + (L or 0.5 W)
ULS-4 = 1.2D + 1.0W + L+ 0.5 (Lr or R)
ULS-5 = 1.2D + 1.0E +L
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ULS-6 = 0.9D + 1.0W
ULS-7 = 0.9D + 1.0E
ULS-8 = (1.2 + 0.2 SDS)D + ρQE + L
ULS-9 = (0.9 + 0.2 SDS)D + ρQE + 1.6H
ULS-10 = (1.2 + 0.2 SDS)D + ΩoQE + L
ULS-11 = (0.9 + 0.2 SDS)D + ΩoQE + 1.6H
ULS-12 = 0.75(1.4D+ 1.4T+1.7L)
ULS-13 = 1.4(D+T)
The regarded SLS load combinations are as follows:
SLS-1 = D
SLS-2 = D + L
SLS-3 = D + (Lr or R)
SLS-4 = D + 0.75L+ 0.75 (Lr or R)
SLS-5 = D + (0.6W or 0.7E)
SLS-6 = D + 0.75 (0.6W or 0.7E) + 0.75L + 0.75 (Lr or R)
SLS-7 = 0.6D + 0.6W
SLS-8 = 0.6D + 0.7E
SLS-9 = (1.0 + 0.14 SDS)D + H + F + 0.7 ρQE
SLS-10 = (1.0 + 0.10 SDS)D + H + F + 0.525 ρQE + 0.75L + 0.75 (Lr or R)
SLS-11 = (0.6 + 0.14 SDS)D + 0.7 ρQE + H
SLS-12 = (1.0 + 0.14 SDS)D + H + F + 0.7 ΩoQE
SLS-13 = (1.0 + 0.10 SDS)D + H + F + 0.525 ΩoQE + 0.75L + 0.75 (Lr or R)
SLS-14 = (0.6 + 0.14 SDS)D + 0.7 ΩoQE + H
SLS-15 = D + T + L
SLS-16 = D +T where only the following variables shall be considered in the presented structural design,
, is the redundancy factor = 1.25, acc to [UBC97]
Ω0 - over strength factor = 2.8, acc. to [UBC97] Table 16-N
SDS - spectral design parameter
D - dead loads
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L - live loads
Lr - live loads on roofs
W - wind loads
T - thermal or equivalent to thermal actions
Design Life
The design life of the Terminal building and annex structures shall be 50 years in accordance with [EN 1990] requirements for category 4.
Durability
For reinforced structural elements, durability is considered for design by limiting the crack width. In addition to the requirements for design, good quality control is required for construction same as maintenance and inspections. Also, protection systems against corrosion for steel structural members shall be provided in order to guarantee the minimum lifetime for the Cargo Facility structure.
Structural Analysis
General
For the global analysis a three dimensional finite element model was created using software SAP2000 as shown in the figure below.
Figure 6 – Global 3-D FEM for structural design of the Oecusse-Ambeno International Airport Cargo Facility – Rendered View
The model data are taken from relevant general layout drawings, e.g. plan views, elevations and sections. As a general principle, 3D beam finite elements and 3D shell finite elements (w/ 4 nodes), both with 6 DOF per node and linear elastic characteristics for materials, are used for the design. The lengths of beam elements shall be chosen to achieve sufficent exactness of structural stiffnesses and in dynamic analysis also to achieve sufficient correctness for mass distribution. Pinned support conditions of the structure at
189 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 the ground level were considered, thus obtained base solicitations are transfered directly to the foundations. The static calculation is fulfilled by a linear equation system, as follows: K u = R where:
K - stiffness matix
U - displacement vector
R - stress vector
Dynamic analysis is performed trought the mathematical resolution of the following equation system, which relates the expected ground motion with the sructural response:
Mü + Cú + Ku = Müg where:
M - mass matrix
C - matriz de amortecimento
K - stiffness matix
üg - ground accelaration
ü, ú and u - accelaration, velocity and displacement of the structure, respectively
The mathematical resolution of the equation system is performed by superposition of the Eigen modal vectors, taking into account an expected response spectrum. Seismic ground motion is assumed to occur in three different directions coincidents to the regarded principal axes of the structure (X, Y and Z). Seismic analysis and corresponding stresses and displacements are determined by complete quadratic combination (CQC) for the distinct modal responses and by square root of the sum. of the squares combination (SRSS) for the three different directional responses.
The structural analysis is performed in the linear elastic domain. Thus, the non- linear response of the structure, both for ULS and SLS design is achieved through the application of the adequate factors and parameters, e.g. ductility factor (R), provided in the applicable codes and standards as mentioned above.
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9. STRUCTURE DESIGN CONCEPT
Structure calculations in the project will meet the criteria of strength, stability and security and in terms of ease of implementation and effectiveness. Structure concepts to be achieved include the following factors:
The fulfillment system under the structure / foundation of effective and easy in implementation based on ground investigation data and the load on the structure. The fulfillment of the planning system on the effective structure and is able to accommodate the needs of architectural design and mechanical electrical or other related services. The fulfillment of the entire results of the planning that has been approved and is set based on the criteria of planning. 1. Structure Design Criteria Basically structure design criteria will be based on rules and standard that applied below :
a. Building Code Requirements for Structural Concrete ACI 318M-11. b. Earthquake security procedures from Uniform Building Code (UBC, 1997 Edition, Volume 2, Structural Engineering Design Provisions, International Conference of Building Officials). c. National earthquake hazards reduction program (NEHRP) recommended seismic provisions for new buildings and other structures. FEMA P-7502009 d. Minimum Design Loads for Building and Other Structures SEI/ASCE 7-10 e. Specification For Structural Steel Building ANSI/AISC 360-10 2. Material With regard to ease the factors, resistance to fire and effectiveness most material structure to use reinforced concrete. Material for concrete is ready mix concrete that will be supplied by the concrete supplier.
Following is the quality of material that are used in the structure:
1. Reinforced concrete Fcube 350kg/cm2.
2. Reinforce threaded steel (deformed rebar) for the concrete fy: 400 MPa
3. Steel frame
Steel quality for roof frame, Yield strength 250 MPa and Tensile Strength 410 MPa
4. Embankment Material
For building leveling, the material that used for the embankment is sandy gravel unsieved with soaked CBR ≥ 45% and density ≥ 95%.
5. Loads Planned in accordance with applicable regulations in Indonesia by in consideration of the other reference if it‘s necessary.
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Load type :
1. Dead Load (DL) Concrete : 2.200 kg/m3 Reinforced concrete : 2.400 kg/m3 Steel : 7.850 kg/m3 Brick wall :250 kg/m2 Lightweight brick : 125 kg/m2 Ceiling : 11 kg/m2 Ceiling Gallows : 7 kg/m2 Roof including frame : 50 kg/m2 Tile (per cm thickness) : 24 kg/m2 2. Live Load (LL) Live load on the building floor including the equipment and the partition weighing less than 100 kg/m2. Special equipment load will be determined its own
Live Load on The Building Floor: Office : 250 kg/m2 Meeting Room : 500 kg/m2 Hall : 500 kg/m2 Mechanical Electrical Room : 500 kg/m2 Stairs : 300 kg/m2 Parking : 400 kg/m2 Roof and Canopy : 100 kg/m2 3. Earthquake Load (EQ) The following zoning earthquake in Indonesia in accordance with Earthquake Security Procedures for Building Design.
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Rock Hard Soil Medium Soft Soil s
For design, we use:
For regular buildings, the earthquake load nominal, Earthquake Plan shown as nominal static equivalent earthquake load (Fi), which captures the center of mass of the floors level. Base Shear Static Load Nominal Equivalent (V)
V = C1.I.Wt R With:
Wt = Total weight of the building including live load reduce. C1 = Response factor earthquake. Earthquake Spectral Response Plan is attached at the time of fundamental natural period (T1). T1 = Natural Period = 0.06 H¾ H = Height of the building from the level of the lateral clamping I = Virtue Factor R = Earthquake Reduction Factor
Nominal load static equivalent earthquake (Fi)
Fi =Wi zi V ∑ Wi zi With:
V = Nominal Base Shear. Fi = Earthquake load nominal on the floor - i. Wi = Weight Floor Level– i. zi = High level floor – I of the level of lateral clamping.
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4. Wind Load (WL) Wind load used in this design is 77 kg/m2, which is the minimum wind load in SEI/ASCE 7-10 (See Attachment)
5. Load Combination
6. Structure Analysis Concepts Structural analysis using SAP2000 program version 17 and SANSPRO version 5.00 with the analysis of 3D modeled as frame-3 Dimensions. Geometric defined structure of the line and column spans relationship that produces frames-3 Dimensions. Seismic force calculations performed by the dynamic 3-D analysis (Model Analysis) by applying elastic response spectrum.
7. Foundation analysis
Foundation analysis calculated by looking at the total axial forces that occurs at any point of the restrain. Where the total axial force at each point must be hold by the foundation. These are the foundation type of all building in the landside area.
8 No. Type Of Building Roof Upper Structure Sub Structure .
1 ATC Building Steel Frame Concrete Frame Pile Foundation
2 Meteorology Building Concrete Frame Concrete Frame Foot Plate A T3 MPH Building Concrete Frame Steel Frame Foot Plate C 4 RFFS Building Steel Frame Steel Frame Foot Plate
B5 GSE Building Steel Frame Steel Frame Foot Plate
U6 Quarantine Building Steel Frame Steel Frame Foot Plate I
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9.1 ATC Tower
Model For ATC Crown
9.1.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
o Live load on the roof 100 kg/cm2
o SIDL on the roof 198 kg/cm2
o SIDL on tie beam 10.98 kg/cm2
9.1.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle
195 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 all these three kind of force. The figure below shows how much force that works inside the element.
Axial Force
Major Moment
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Minor Moment
Major Shear
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Minor Shear
Torsion
9.1.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by integrating the function that mathematically describes the slope of the member under that load. Maximum deflection for ATC tower is 3.75 mm.
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Deflection Diagram For ATC
9.1.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. Mode shape for ATC building is shown with the figure below.
Mode 1, 2 and 3 For ATC Tower
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9.1.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
Result For ATC Building
9.1.6 Foundation Design
For ATC building, we use spun foundation. These are the specification for the spun pile foundation:
Diameter: 45cm Depth: 31m Capacity:90 Ton Concrete: Fcube 600 kg/cm2
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9.1.6.1 Support Reaction
SUPPORT REACTIONS
Flr No. Comb Fx Fy Fz Mx My Mz 0 11 MAX 72377 1.06E+06 1.16E+05 1.09E+07 34998 8.33E+06 MIN -23915 -2.06E+05 -10607 -2.65E+06 -14508 -5.00E+06 0 12 MAX 32178 1.06E+06 1.17E+05 1.09E+07 32947 1.43E+06 MIN -52465 -1.99E+05 -9019.8 -2.64E+06 -17126 -9.60E+06 0 15 MAX 596.92 7.62E+05 85258 1.42E+07 51396 5.57E+05 MIN -20.229 -84352 -37128 9.99E+05 -554.75 -2466.2 0 22 MAX 597.46 7.69E+05 85340 1.44E+07 50777 5.58E+05 MIN -11.645 -89055 -37498 1.01E+06 -792.93 -519.17 0 28 MAX 546.52 4.91E+05 1.06E+05 3.72E+05 33268 4.93E+05 MIN -55.963 -41459 -240.59 -1.90E+06 -447.46 980.49 0 29 MAX 635.66 4.92E+05 1.07E+05 3.38E+05 31832 4.85E+05 MIN 1.9882 -38517 1000.6 -1.84E+06 -1494.3 -4372.2 0 30 MAX 1.00E+05 8.05E+05 39035 6.15E+06 20165 6.76E+06 MIN -16588 -1.39E+05 -34597 -7.63E+05 -16956 -3.63E+06 0 32 MAX 55468 8.11E+05 37958 6.25E+06 19653 -8.20E+05 MIN -48542 -1.35E+05 -34508 -6.37E+05 -17806 -8.99E+06
Support Reaction ATC Building
8.1.6.2 Soil Parameter from Soil Investigation
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9.1.7 Summary
Upper Structure:
Column: Concrete 600x400
Shear Wall: t=40cm
Primary Beam: Concrete 600x400
Secondary Beam: Concrete 400x300
Concrete Deck: t=15cm
Foundation: Spun Pile Foundation D-45 L=31 m
Depth plan for spun pile is 31 m. but it can variety depends on:
- Final set (2,5-5 cm for 10 last hammer drop) the final set value calculated using Hailey Dinamic formula.
- Hard soil profile according to soil investigation.
9.2. METEOROLOGY BUILDING
9.2.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
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o Live load on the roof 100 kg/cm2
o SIDL on the roof 198 kg/cm2
o SIDL on tie beam 10.98 kg/cm2
Earthquake load
9.2.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these three kind of force. The figure below shows how much force that works inside the element.
Axial Force
Major Moment
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Minor Moment
Major Shear
Minor Shear
Torsion
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9.2.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by integrating the function that mathematically describes the slope of the member under that load.
Structure Deflection
9.2.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. Mode shape for GSE building is shown with the figure below.
Mode 1
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Mode 2
Mode 3
9.2.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
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9.2.6 Foundation Design
Maximum axial force for one restrain is 420 kN. So the foundation for GSE building is 1.8m X 1.8m X 0,4 m. (The detailed calculation shown in the appendix.)
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9.2.6.1 Support Reaction
SUPPORT REACTIONS
Flr No. Comb Fx Fy Fz Mx My Mz 0 1 MAX 6510.3 21996 5.8614 0 0 0 MIN 114.87 3142.8 -4889.6 0 0 0 0 3 MAX 12290 25154 191.41 0 0 0 MIN -2660.5 4224.2 -3938.6 0 0 0 0 5 MAX 11871 23373 -70.474 0 0 0 MIN -2539.7 4129.7 -3455.7 0 0 0 0 7 MAX 12347 24343 -160.5 0 0 0 MIN -2598.8 4235.3 -2992 0 0 0 0 9 MAX 3285.1 22681 -206.78 0 0 0 MIN -2382.7 3174.4 -3070.3 0 0 0 0 18 MAX 5459.9 34106 2848.8 0 0 0 MIN 139.76 4444.1 -8699.1 0 0 0 0 20 MAX 11708 42054 2249.9 0 0 0 MIN -1425.6 5857 -7405.4 0 0 0 0 22 MAX 11128 40643 1710.5 0 0 0 MIN -1443.5 5718.4 -6278.6 0 0 0 0 24 MAX 11523 41703 1271.4 0 0 0 MIN -1508.6 5818.9 -5219.8 0 0 0 0 26 MAX 3498.4 30020 2923.3 0 0 0 MIN -1469.8 4094.5 -4271.6 0 0 0 0 38 MAX 5128.6 31742 4245.7 0 0 0 MIN 145.17 4439.5 -7643.4 0 0 0 0 40 MAX 10977 42034 3555.1 0 0 0 MIN -1504.8 5855 -6384.5 0 0 0 0 42 MAX 10365 40665 2816.9 0 0 0 MIN -1535.6 5713.6 -4845.3 0 0 0 0 44 MAX 10406 40699 2447.5 0 0 0 MIN -1489.3 5704.8 -3982.8 0 0 0 0 46 MAX 10775 34351 2357.9 0 0 0 MIN -1442.6 4980.7 -7904.4 0 0 0 0 48 MAX 2869.9 33789 3648.3 0 0 0 MIN -1690.8 2874.1 -7292.9 0 0 0 0 60 MAX 5538.6 23055 3203 0 0 0 MIN 125.09 3139.4 -2404.6 0 0 0 0 62 MAX 10489 24415 2419.3 0 0 0 MIN -2850.6 4238.3 -2188.4 0 0 0 0 64 MAX 7852.9 30381 4431.1 0 0 0 MIN -2275.2 5188.1 -6806.7 0 0 0 0 66 MAX 8179.5 29695 3754.3 0 0 0 MIN -2040 5199.8 -5070.4 0 0 0 0 68 MAX 10516 24868 2001.5 0 0 0 MIN -2783.1 4297.5 -768.91 0 0 0 0 70 MAX 2321.4 23405 2969.2 0 0 0 MIN -2366.9 3186.7 -207.76 0 0 0 0 71 MAX 2677.5 17053 912.89 0 0 0 MIN -1343.7 -6187.2 -3409.3 0 0 0 0 72 MAX 3095.8 18063 692.85 0 0 0 MIN -1062.7 -8897.2 -2738.4 0 0 0 0 79 MAX 6690.6 29500 3905.4 0 0 0 MIN 217.85 3575 -7516.9 0 0 0 0 80 MAX 2785.6 17714 2759.2 0 0 0 MIN -2254.6 -5594.1 -4409.4 0 0 0
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9.2.6.2 Soil Parameter From Soil Investigation
9.2.7 Summary
Upper Structure:
Column: Concrete 400x400
Primary Beam: Concrete 400x200
Secondary Beam: Concrete 300x150
Tie Beam: Concrete 400x300
Concrete Deck: t=13cm
Foundation: Foot Plate Foundation 2x2x0.4 m
Tie Beam Layout
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Beam Layout
9.2.8 Connection Between ATC and Meteorology Building
ATC and Meteorology Building are modeled separately. But in the project, the building will be integrated using dilatation system. The dilatation system that will be use for this building is beam dilatation. So the beam from Meteorology building will be cantilever type beam and that beam will be connect to the ATC building beam with a distance about 10cm. (See the drawing for detailed information)
These are the conditions that must be fulfil if we want to use beam dilatation system:
The cantilever beam spans up to 1/3 of the span beam.
At the location of dilatation landscape changed to 2/3 column spans the other columns.
The distance between a cantilever beam with another beam should be about 10 cm of the existing building.
For the foundation, the ATC Building use bored pile meanwhile the Meteorology building use foot plate foundation. So in some foundation spot, the pile cap for the ATC Building will be placed below the foot plate foundation for Meteorology building. But between the pile cap and the footplate foundation will be backfilled with sandy gravel embankment with 8% CBR value.
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9.3 MAIN POWER HOUSE BUILDING
9.3.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
Live Load 100 kg/m2
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Live Roof Load 22 kg/m2
Super Imposed Dead Load 20 kg/m2
Wind Load 77 kg/m2
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Quake Load Using Auto Lateral Seismic IBC
9.3.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these three kind of force. The figure below shows how much force that works inside the element.
Axial Force
Major Shear
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Minor Shear
Major Moment
Minor Moment
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Torsion
9.3.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by integrating the function that mathematically describes the slope of the member under that load.
9.3.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. GSE building have 0.8769 second natural period. It means it has 1.14028 Hz natural frequencies. Mode shape for GSE building is shown with the figure below.
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Mode Shape 1
Mode Shape 2
Mode Shape 3
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9.3.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
Analysis Result
9.3.6 Foundation Design
Maximum axial force for one restrain is 340 kN. So the foundation for MPS building is 1,75m X 1,75m X 0,4 m. (The detailed calculation shown in the appendix.)
Foundation Design For MPS
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9.3.6.1 Support Reaction
SUPPORT REACTIONS
Flr No. Comb Fx Fy Fz 0 1 MAX 1777.3 13924 1110.7 MIN -270.87 5171.5 -2011.8 0 2 MAX 1888 16174 998.54 MIN -1905.7 9968.6 -2064.8 0 3 MAX 1882.8 15283 889.24 MIN -1835 11917 -1948.1 0 4 MAX 1881.4 18147 782.56 MIN -1840.3 11553 -1750.3 0 5 MAX 1946.2 17157 682.92 MIN -1856.1 13011 -1660.7 0 6 MAX 290.63 12621 592.3 MIN -1762.5 6972.6 -1565.2 0 7 MAX 1766.7 18345 2868.2 MIN -230.47 10691 -2717.4 0 8 MAX 1888.7 34032 1985.8 MIN -1882.5 28409 -1108.3 0 9 MAX 1845 28711 1873.4 MIN -1864.3 27694 -988.98 0 10 MAX 1844.9 24445 2284.9 MIN -1833.5 20966 -2240.8 0 11 MAX 1914.7 23335 2125.1 MIN -1859.1 21513 -2111.5 0 12 MAX 270.18 17221 1962.3 MIN -1766.9 11191 -1954 0 13 MAX 56.126 17683 2336.8 MIN -0.02786 14379 -2800.7 0 14 MAX 1767.5 26722 1829.6 MIN -345.02 22934 -2350.4 0 15 MAX 1925.9 24616 1676.1 MIN -1962.6 23103 -2209.1 0 16 MAX 275.01 18482 1505.1 MIN -1780.2 12316 -2087 0 17 MAX 2035.9 19963 2040.4 MIN 272.45 13861 -520.34 0 18 MAX 1897.8 23213 1785.8 MIN -1951.5 18080 -283.26 0 19 MAX 1989.2 18844 1729 MIN -1966.6 15373 -208.45 0 20 MAX 320.72 18399 1631.1 MIN -1814.2 10416 -152.23 0 21 MAX 1366 27631 23.412 MIN -2722.9 25075 -6.471 0 22 MAX 2420.1 22177 24.438 MIN -1885.8 17989 -4.1561
Support Reaction in Kg/cm2
9.3.6.2 Soil Parameter From Soil Investigation
Capacity Ratio From Soil Investigation
9.3.7 Summary
Upper Structure:
Column: H-Beam 400x400x13x21
Primary Beam: WF 400x200x8x13
Secondary Beam: H-Beam 175x175x7.5x11
Cantilever Beam: WF 250x125x6x9
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Pedestal: Concrete 550x550
Tie Beam: Concrete 400x600
Concrete Deck: t=13cm
Foundation:
Foot Plate Foundation 1,75x1,75x0,4 m
Foundation Plan For MPS Building
Roof Plan For MPS Building
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9.4 RESCUE AND FIRE FIGHTING SERVICES BUILDING
9.4.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
Live Load 100 kg/m2
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Live Roof Load 22 kg/m2
Super Imposed Dead Load 20 kg/m2
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Wind Load 77 kg/m2
Quake Load Using Auto Lateral Seismic IBC
9.4.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these three kind of force. The figure below shows how much force that works inside the element.
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Axial Force
Major Shear
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Minor Shear
Major Moment
Minor Moment
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Torsion
9.4.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by integrating the function that mathematically describes the slope of the member under that load. The maximum deflection is 37,7 mm.
9.4.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. GSE building have 1,452 second natural period. It means it has 0.68832 Hz natural frequencies. Mode shape for GSE building is shown with the figure below.
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Mode Shape 1
Mode Shape 2
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Mode Shape 3
9.4.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
Stress Ratio
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9.4.6 Foundation Design
Maximum axial force for one restrain is 190 kN. So the foundation for RFFS building is 1,5m X 1,5m X 0,4 m. (The detailed calculation shown in the appendix.)
Foundation Design For RFFS
9.4.6.1 Support Reaction
SUPPORT REACTIONS
Flr No. Comb Fx Fy Fz Mx My Mz 0 1 MAX -1132.9 7630 -913.7 0 0 0 MIN -1279 6883.6 -1051.2 0 0 0 0 2 MAX -2047.3 10488 427.95 0 0 0 MIN -2442.9 9877.7 303.13 0 0 0 0 3 MAX -3427.6 8450.8 -888.17 0 0 0 MIN -3963.5 7928.5 -1009.1 0 0 0 0 4 MAX 7185.3 18846 914.67 0 0 0 MIN 6420.2 17315 826.27 0 0 0 0 5 MAX 492.7 13017 112.71 0 0 0 MIN 319.16 12662 -112.59 0 0 0 0 7 MAX -66.47 16541 -273.24 0 0 0 MIN -154.32 16061 -557.21 0 0 0 0 9 MAX 415.53 8576.2 1032.1 0 0 0 MIN 277.65 7742.4 895.9 0 0 0 0 10 MAX -106.96 9858.5 -202.78 0 0 0 MIN -298.25 9322.4 -333.38 0 0 0 0 11 MAX -21.334 11363 998.12 0 0 0 MIN -174.11 10562 880.73 0 0 0 0 12 MAX -50.966 9716.8 -416.8 0 0 0 MIN -243.89 9190 -554.04 0 0 0 0 14 MAX 277.89 18849 3161.8 0 0 0 MIN 49.123 17873 2682.4 0 0 0 0 15 MAX -73.772 5980.6 -2862.8 0 0 0 MIN -199.83 5445.5 -3270.1 0 0 0
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9.4.6.2 Soil Parameter From Soil Investigation
9.4.7 Summary
Upper Structure:
o Column: H 300x300x10x15
o Primary Beam: WF 300x150x13x15
o Secondary Beam: H-Beam 150x125x8.5x14
o Pedestal: Concrete 500x500
o Tie Beam: Concrete 300x500
Foundation: Foot Plate Foundation 1,5x1,5x0,4 m
Foundation and Roof Plan For RFFS Building
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9.5 GROUND SERVICE EQUIPMENT BUILDING
9.5.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
Live Load And Live Roof Load 122 kg/m2
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Super Imposed Dead Load 20 kg/m2
Wind Load 77 kg/m2
Quake Load Using Auto Lateral Seismic IBC
9.5.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these three kind of force. The figure below shows how much force that works inside the element.
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Axial Force
Major Shear
Minor Shear
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Major Moment
Minor Moment
Torsion
9.5.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by
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integrating the function that mathematically describes the slope of the member under that load. The maximum deflection for GSE building is 14,687mm.
9.5.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. GSE building have 1,452 second natural period. It means it has 0.68832 Hz natural frequencies. Mode shape for GSE building is shown with the figure below.
Mode 1
Mode 2
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Mode 3
9.5.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
Analysis Result For GSE Building
9.5.6 Foundation Design
Maximum axial force for one restrain is 210 kN. So the foundation for GSE building is 1,5m X 1,5m X 0,4 m. (The detailed calculation shown in the appendix.)
Foundation Design For GSE
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9.5.6.1 Support Reaction
SUPPORT REACTIONS
Flr No. Comb Fx Fy Fz Mx My Mz 0 1 MAX 727.54 11678 -1134.7 0 0 0 MIN -935 6058.8 -3359.3 0 0 0 0 2 MAX 1942.7 11276 1271.2 0 0 0 MIN -1890.3 9645.1 -527 0 0 0 0 3 MAX 1487.3 13571 2274.7 0 0 0 MIN -1487 8749.5 -928 0 0 0 0 4 MAX 1644.9 12834 1174.2 0 0 0 MIN -1696.5 8087.5 -430.11 0 0 0 0 5 MAX 670.71 10166 -1273 0 0 0 MIN -463.97 7592.1 -3209 0 0 0 0 6 MAX 2650.9 20545 3495.2 0 0 0 MIN -1380.4 11369 -2793.7 0 0 0 0 10 MAX -42.869 19267 3512.8 0 0 0 MIN -1228.5 12646 -2811.8 0 0 0 0 11 MAX 2411.8 19412 4089.4 0 0 0 MIN -1332 9508.8 -3213.5 0 0 0 0 15 MAX 23.675 18383 4064.2 0 0 0 MIN -1093 10532 -3180.3 0 0 0 0 16 MAX 851.81 11389 2676.7 0 0 0 MIN -1176.7 4395 299.88 0 0 0 0 17 MAX 2276.4 11503 729.93 0 0 0 MIN -2231.1 9378.9 -1544.8 0 0 0 0 18 MAX 1739.9 14600 1526.9 0 0 0 MIN -1750.3 7929.2 -2890.4 0 0 0 0 19 MAX 1884.7 13421 552.79 0 0 0 MIN -1978.6 7448.2 -1322.7 0 0 0 0 20 MAX 934.48 9754.6 2520.6 0 0 0 MIN -600.42 6054.7 429.93 0 0 0
9.5.6.2 Soil Parameter From Soil Investigation
9.5.7 Summary
Upper Structure:
o Column: H-Beam 400x400x13x21
o Primary Beam: WF 300x150x8x13
o Secondary Beam: H-Beam 150x125x8.5x14
o Pedestal: Concrete 500x500
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o Tie Beam: Concrete 300x400
Foundation: Foot Plate Foundation 1,5x1,5x0,4 m
GSE Foundation Plan
GSE Roof Plan
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9.6 QUARANTINE BUILDING
9.6.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
Live Load And Live Roof Load 121 kg/m2
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Super Imposed Dead Load 20 kg/m2
Wind Load 77 kg/m2
Quake Load Using Auto Lateral Seismic IBC
9.6.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these three kind of force. The figure below shows how much force that works inside the element.
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Axial Force
Major Shear
Minor Shear
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Major Moment
Minor Moment
Torsion
9.6.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by
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integrating the function that mathematically describes the slope of the member under that load.
9.6.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. Quarantine building have 1,78549 second natural period. It means it has 0.56007 Hz natural frequencies. Mode shape for Quarantine building is shown with the figure below.
Mode 1
Mode 2
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Mode 3
9.6.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
Analysis Result For Quarantine Building
9.6.6 Foundation Design
Maximum axial force for one restrain is 210 kN. So the foundation for Quarantine building is 1,5m X 1,5m X 0,4 m. (The detailed calculation shown in the appendix.)
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Foundation Design For Quarantine Building
8.6.6.1 Support Reaction
TABLE: Joint Reactions Joint OutputCase CaseType StepType F1 F2 F3 M1 M2 M3 Text Text Text Text KN KN KN KN-m KN-m KN-m 67 ENVELOPE Combination Max 67.327 -0.784 182.799 0 0 0 67 ENVELOPE Combination Min -0.881 -39.005 17.981 0 0 0 68 ENVELOPE Combination Max 3.316 0.022 289.364 0 0 0 68 ENVELOPE Combination Min -9.796 -38.994 29.901 0 0 0 69 ENVELOPE Combination Max 5.134 4.66 292.768 0 0 0 69 ENVELOPE Combination Min -14.238 -39.096 37.905 0 0 0 70 ENVELOPE Combination Max -0.13 -0.689 166.174 0 0 0 70 ENVELOPE Combination Min -48.46 -39.006 18.695 0 0 0 98 ENVELOPE Combination Max 66.085 1.938 268.08 0 0 0 98 ENVELOPE Combination Min -2.556 -19.857 22.95 0 0 0 99 ENVELOPE Combination Max 67.263 55.595 195.786 0 0 0 99 ENVELOPE Combination Min -1.146 0.326 18.525 0 0 0 100 ENVELOPE Combination Max 3.463 55.608 303.892 0 0 0 100 ENVELOPE Combination Min -10.424 -1.139 29.699 0 0 0 101 ENVELOPE Combination Max 5.476 55.603 311.534 0 0 0 101 ENVELOPE Combination Min -14.546 -10.421 30.51 0 0 0 102 ENVELOPE Combination Max 0.186 55.597 179.033 0 0 0 102 ENVELOPE Combination Min -48.506 0.233 15.961 0 0 0 107 ENVELOPE Combination Max 2.84 3.661 382.548 0 0 0 107 ENVELOPE Combination Min -14.009 -19.627 37.75 0 0 0 108 ENVELOPE Combination Max 5.743 6.766 421.932 0 0 0 108 ENVELOPE Combination Min -13.464 -20.123 67.129 0 0 0 109 ENVELOPE Combination Max 0.026 2.331 251.861 0 0 0 109 ENVELOPE Combination Min -49.999 -19.411 22.379 0 0 0
9.6.6.2 Soil Parameter From Soil Investigation
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9.6.7 Summary
Upper Structure:
o Column: WF 400x200x8x13
o Primary Beam: WF 300x150x8x13
o Secondary Beam: WF 250x125x6x9
o Pedestal: Concrete 500x500
o Tie Beam: Concrete 200x300
o Roof Plate: Concrete 12mm
Foundation: Foot Plate Foundation 1,8x1,8x0,35 m
Quarantine Foundation Plan
Quarantine Roof Plan
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9.7 SECURITY POST
9.6.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
o Live load on the roof without access 100 kg/cm2
o SIDL on the roof 198 kg/cm2
o SIDL on tie beam 10.98 kg/cm2
o Wind load 77kg/m2
Quake Load Using Auto Lateral Seismic IBC
9.6.2 Element Forces
Element force is a force that exists inside the element (beam or column). It consists of 3 forces: Axial, Shear and Moment. The design must handle all these
246 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 three kind of force. The figure below shows how much force that works inside the element.
Axial Force
Major Shear
Minor Shear
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Major Moment
Minor Moment
Torsion
9.6.3 Deflection
Deflection is the degree to which a structural element is displaced under a load. It may refer to an angle or a distance. The deflection distance of a member under a load is directly related to the slope of the deflected shape of the member under that load and can be calculated by integrating the function that mathematically describes the slope of the member under that load.
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Deformed Structure
9.6.4 Mode Shape
Mode shape is a specific vibration pattern that runs by a mechanical system at a certain frequency. Forms mode different shape, it is associated with the frequency of different objects. In the process of designing a structural system, it is important for planners to determine the mode shape of the structure of the system to avoid the dominant variety in the structure. In this case, the mode shapes that happen must be translation at mode shape 1 and 2. In the mode shape 3, it should be rotation. Mode shape associated with natural frequencies. Mode shape for Security building is shown with the figure below.
Mode 1
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Mode 2
Mode 3
9.6.5 Stress Ratio
The analysis result is shown by the ratio between the forces and capacity. If ratio is more than 1, then the ratio color became red. If the color still blue, green or maybe yellow, it means beam and column capacity has not been exceed the ultimate forces and moment.
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Analysis Result For Security Post Building
9.6.6 Foundation Design
Maximum axial force for one restrain is 135,66 kN. So the foundation for Security Post building is 1,5m X 1,5m X 0,35 m. (The detailed calculation shown in the appendix.)
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Foundation Design For Security Post
9.6.6.1 Support Reaction
9.6.6.2 Soil Parameter From Soil Investigation
9.6.7 Summary
Upper Structure:
o Column: 400x400
o Primary Beam: 300x450
o Secondary Beam: 200x400
o Cantilever Beam: 150x500
o Tie Beam: Concrete 300x450
o Roof Plate: Concrete 12mm
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Foundation: Foot Plate Foundation 1,5x1,5x0,35 m
Security Post Foundation Plan
Security Post Roof Plan
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9.8 SEWAGE TREATMENT PLAN
According to soil investigation, soil in Oecusse airport can resist 15 ton/m2 in 1.5m depth.
Allowable Bearing Pressure
For STP foundation design, we use 1,5x from the total load of the tank include the water inside it. From Mechanical designer, they want to use tank with 10m3 capacity so it means, the load from the tank itself is 10.000 kg or 10 ton. We use 15 ton for the load design.
STP CAPACITY 10 m3 LENGTH 6 m WIDTH 2 m HEIGHT 0.55 m VOLUME 6.6 m3 DESIGN LOAD 15000 kg ALLOWABLE LOAD 15840 kg REBAR D16-150 STP calculation
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STP Section Design
9.9 GROUND WATER TANK
According to soil investigation, soil in Oecusse airport can resist 15 ton/m2 in 1.5m depth.
Allowable Bearing Pressure
For GWT tank foundation design, we use 1,2x from the total load of the tank include the water inside it. From Mechanical designer, they want to use tank with 400m3 capacity so it means, the load from the tank itself is 400.000 kg or 400 ton. We use 480 ton for the load design. But for the pump foundation we use 3x from the total load. It because the pump have some vibration when operate, so we must anticipate it. There are 3 different type of pump foundation. EFP-1&2 have 3000 kg for the load design. BP-CW (PACKAGED) has 3000 kg for the load design and JFP-HS have 300kg for the load design.
GWT EFP-1&2 BP - CW (PACKAGED) JFP-HS CAPCACITY 400 m3 CAPCACITY CAPCACITY CAPCACITY LENGTH 15 m LENGTH 2 m LENGTH 2.7 m LENGTH 0.8 m WIDTH 11 m WIDTH 1 m WIDTH 1 m WIDTH 0.8 m HEIGHT 1.25 m HEIGHT 0.9 m HEIGHT 0.5 m HEIGHT 0.3 m VOLUME 206.25 m3 VOLUME 1.4 m3 VOLUME 1.35 m3 VOLUME 0.192 m3 DESIGN LOAD 480000 kg DESIGN LOAD 3000 kg DESIGN LOAD 3000 kg DESIGN LOAD 300 kg ALLOWABLE LOAD 495000 kg ALLOWABLE LOAD 3360 kg ALLOWABLE LOAD 3240 kg ALLOWABLE LOAD 460.8 kg REBAR D25-150 REBAR D22-150 REBAR D16-150 REBAR D16-200
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GWT Foundation Calculation
GWT Plan
GWT Foundation Section
EFP-1&2 Foundation Section
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BP-CW (PACKAGED) Foundation Section
JFP-HS Foundation Section
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9.10 DVOR
9.10.1 Load Assign
Load assign are the load that are assigned to the structure so the structure can handle the load safely. There are 6 different types of loads that are assigned to the structure of this building. These are: Dead, SIDL, Live, Wind, Quake and Live roof. The figure below shows load that are assigned to the building structure.
o Live load on the roof without access 100 kg/cm2
o SIDL on the roof 198 kg/cm2
o SIDL on tie beam 10.98 kg/cm2
o Wind load 77kg/m2
Quake Load Using Auto Lateral Seismic IBC
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9.10.2 Foundation Design
The foundation for DVOR building only use stone foundation, because the load itself is not that heavy. So, no foot plate foundation is needed for this building.
Foundation Design For Security Post
9.10.2.1 Soil Parameter From Soil Investigation
DVOR Plan
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9.10.3 Generator and Transformer Foundation
According to soil investigation, soil in Oecusse airport can resist 15 ton/m2 in 1.5m depth.
Allowable Bearing Pressure
For generator, we use 3x weight for the foundation calculation but for the transformer, because it doesn‘t vibrate, we use 1,5x weight for the foundation. So here is the design for the generator and transformer foundation.
Generator Foundation Plan
Transformer Foundation Plan
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10. LANDSIDE ACCESS AND PARKING 10.1. Introduction A good airport must have a good connection access within the area, and to make the airport still reliable for the future, we have to know what is the target and assumptions that has been made regarding the Oecusse Airport. A good airport will never get traffic jam while it‘s operating.
10.2. Base Data and Assumptions Based on ISQ TOR Document we found out that Oecusse Airport will serve around 750.000 pax/year, it means around 2.054 pax daily passenger, and with 500 pax at peak hour. And also 100-150 employee for whole facilities at the airport. Plus, because the airport will be a commercial area, so we considering an additional 100 visitors for the airport.
10.3. Roads Geometric Plan Planning a road geometric centerline planning road that becomes a reference in the implementation of the design work, geometric design is determined by the type of vehicle that operates with standards and regulations.
Alignment Plan Planning the road alignment consist of planning horizontal alignment, vertical alignment of planning and also planning super elevation, which is associated with the planned road design with a variable vehicle speed and other variables that influence this alignment planning.
10.4. Curbside Curbside at Passenger Terminal will have 3 lanes with 1 directions, the inner lane is to drop and pickup passenger from and to the terminal. Middle lane is to queuing before entering the inner lane. And then the outer lane is for passing by.
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10.5. Road Marking Road Marking Concept Definition of road markings are a sign written or drawn on a road section with a view to giving a hint, informs a condition (disorder / ban) and the limits of traffic safety on the road. In the planning of road markings used standard taken from the International Standard Product for Urban Road. Road markings are used to the streets in Oecusse Airport - East Timor is as follows: a. Dotted Line 1. Center Line And Divider Two lanes, two directions (b> 5.50 m). Line Color: White. V ≤ 60 km/hr.
2. Center Line Only Two lanes, two directions (b> 5.50 m). Line Color: White.
3. Warning Line For slowing down or to increase speed. Line Color : White.
4. Yield Line. Line Color : White.
b. Solid Line 1. Centerline and divider Line Color : White
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2. Pavement Edge Line Edge Inside Pavement. Line Color : White.
c. Zebra Cross Zebra-Cross Concept
d. Signs Signs on a road section is a symbol that is placed or installed in areas with a road section which aims to provide road traffic information. The signs were used on the streets in Oecusse Airport - Timor Leste under International standards.
10.6. Car Parking Based from the assumptions for the number of passenger on peak hour and the possibilities for visitors, we calculate the Oecusse Airport should have 120 Parking Lot in front of Passenger Terminal.
10.7. Employee Parking To establish a good work flow for the airport, we must consider easiness for the employee from one facility to another. So we considered 28 car park and 32 motorcycle parking at west area, and 18 car park and 24 motorcycle park on east area.
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10.8. Car Rental Parking Car Rental is necessary when passenger want transportation within the days to travel or maybe doing some business from place to place. So we established another 20 parking lots for Car Rental Parking in front of the Passenger Terminal.
10.9. BusStand In Oecusse Master Plan, ZEESM-TL will build some leisure, hotels and another Commercial Places. In case the hotels wants to added a shuttle services for their customers so we provide 5 Bus Stands for the Oecusse Airport.
10.10. TaxiStand To provide a good airport services for the Passengers, and their easiness to travel from or to the airport, 36 taxi stand will serves and stands in front of the Passenger Terminal.
10.11. Landside Pavements PAVEMENT DESIGN (ACCESS ROAD AND PARKING AREA) TRAFFIC LOAD Traffic load is required for the road technique design, because the road capacity which will be designed depends on the composition of traffic load later will be used. To determine the thickness of the road pavement structure, the average daily traffic (ADT) to be calculated based on the criteria and assumption. In designing the daily traffic for individual road is different as the type of vehicle passing the said road are various. For inspection road the type of vehicle passing the said road consisting of passenger vehicle, inspection vehicle and fire fighting vehicle and ambulance vehicle.
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GRADING AREA Grading area to be executed at the road design area in the form of compacted soil and leveled soil with various slopes in accordance with the requirement. The surface of grading area should able to flow the rainy water (the surface water) to the drainage so that there is no water pounding at the grading area. Height of surface plan (leveling) is based on the volume of excavation and embankment as small as possible, and therefore able to minimize construction costs but still meet the requirements of the drainage system by taking into account the maximum flood water level. The following items should be considered in the leveling design; a. No flood or water pounding at the road facilities and other facilities during the rainy season. b. The surface of the existing soil and most of the part of the design land has various elevations from the lowest one till the highest against the average of surface of sea level (mean sea level). c. In order to reduce the volume of the soil work (pile and excavation) and to facilitate the drainage so the slope to be used at the surface of road pavement with the slope 1 % and the road shoulder 2% - in repairing the existing slope.
Determination on the height depends on some factors such as: the elevation of the road design, drainage necessity, related with inter facilities, material supply for piling and place for excavation discard and etc.
A. FLEXIBLE PAVEMENT PARAMETERS Pavement for airside area road use flexible pavement type. Here are the components used in road pavement design :
a. Regional Factor (RF) Regional factor is affected by the form of alignment (slope and curve), percentage of heavy vehicle and season (rainy season) Based on the alignment path with a slope I (< 6%), percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5
Table 1 - Regional Factor
Source: AASHTO 1993
265 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 b. Index of Pavement Surface (IPs) Index of pavement surface (IPs) as a basic size in determining the value of pavement in relation with the necessity of traffic. The Index of Pavement surface indicating the average value/smoothness and the surface resistance in relation with the improvement of service for the passing traffic. With Equipment Single Axle Load (ESA) 100-1000 so as to obtain the value type local road IPs = 2.0
Table 2 - Index of Pavement Surface
Source: AASHTO 1993
Coefficient of vehicle distribution passing the Ground Support Equipment (GSE) road at Oecusse Airport, to be designed 2 lanes and two directions consisting of; 1. Total weight < 5 ton (light vehicle) = 0.50 2. Total weight 5 ton (heavy vehicle) = 0.50 c. Index of Pavement Surface at Early (IPo) Pavement surface layer is Asphalt Concrete (AC-WC) with the IPo = 3.5 to 3.9. d. Vehicle Distribution Coefficient (C) Coefficient of vehicle distribution for both light and heavy vehicles passing the design route, planned for light vehicles = 0.5 (2 way, 2 lane) and for heavy vehicles = 0.5 (2 way, 2 lanes). e. Design Life and Traffic Growth of Road Life time of road design is the number of time (in year) calculated from the opening of the said road until at the moment it is required for heavy repairing or to be assumed that new layer is needed. The life time of the road design to be applied in this designing is 10 (ten) years. Traffic Growth taken based on the assumption of growth in passenger and aircraft movements, the assumption of growth is 4%.
266 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 f. Planned Subgrade CBR Bearing capacity of Subgrade (DDT) to be determined based on the correlation graph between CBR and DDT (graph as per attached). Based on the report of Soil Investigations on site showing the soil condition at location or the existing soil is good enough. To design this pavement structure - Design CBR value 8 % is to be applied. Soil settlement can cause problem at the project area. Therefore one aspect of the soil improvement method proposed in the soil improvement report is to limit the settlement that probably will occur in this area. In addition to settlement problem, the soil improvement method is also focused on getting the CBR of subgrade of 8% which is required for pavement design. It is assumed that for the worst condition the CBR of the existing soil is less than 8%. Therefore, this CBR needs to be increased to 8% as required for the pavement design. Subgrade of the existing soil can be improved by method remove and replace. This means that the upper of the existing soil is removed and then replaced with good selected material. The selected fill material is then compacted to at least 95% of its dry density. The selected fill material at least canbe obtained from the excavated materials from quarry area. g. Component Analysis of Road Pavement Design calculation is based on the relative strength of each layer of the long-term pavement, where the pavement thickness determination expressed by the following formula:
ITP = a1D1 + a2D2 + a3D3
a1 = relative strength coefficient of surface course a2 = relative strength coefficient of base course a3 = relative strength coefficient of sub base course D1 = thickness of surface course D2 = thickness of base course D3 = thickness of sub base course
Figure 1 - Composition of the Flexible Pavement
267 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 h. Relative Strength Coefficient In determining the composition of pavement used table 4 and table 5. Table 4 - Relative Strength Coefficient
Source: AASHTO 1993
Table 5 - Limits of Minimum Thickness Pavement Layers
Source: AASHTO 1993 i. Equivalent Single Axel Loads Equivalent Single Axel Loads each vehicle is determined by the following formula SingleAxisLoad kg)( 4 NumeralEquivalent SingleAxis 8160
Table 6 - Numeral Equivalent Single Axle Vehicles Load One Axis Numeral Equivalent Kg Lbs Single Axis Dual Axis 1.000 2.205 0,0002 - 2.000 4.409 0,0036 0,0003 3.000 6.614 0,0183 0,0016 4.000 8.818 0,0577 0,0050 5.000 11.023 0,1410 0,0121 6.000 13.228 0,2923 0,0251 7.000 15.432 0,5415 0,0466 8.000 17.637 0,9238 0,0794
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8.160 18.000 1,0000 0,0860 9.000 19.841 1,4798 0,1273 10.000 22.046 2,2555 0,1940 11.000 24.251 3,3022 0,2840 12.000 26.455 4,6770 0,4022 13.000 28..660 6,4419 0,5540 14.000 30.864 8,6647 0,7452 15.000 33.069 11,4148 0,9820 16.000 35.276 14,7815 1,2712
Source: AASHTO 1993
Table 7 – Numeral Equivalent for Each Type of Vehicle One Axis Load Numeral Equivalent Load Type of Vehicle Rear/ Rear/ ( kg ) Front Front Total Behind Behind
Towing Tractor 15.000 7.000 8.000 0,5415 0,9238 1,4653
Fuel Truck 13.000 6.000 7.000 0,2923 0,5415 0,8338
Cargo Dolly Train 10.000 5.000 5.000 0,1410 0,1410 0,2820
Sweeper Car 2.000 1.000 1.000 0,0002 0,0002 0,0004
Truck Basin 10.000 5.000 5.000 0,1410 0,1410 0,2820
Source : Consultant Analysis, 2011
B. PAVEMENT DESIGN OF MAIN ACCESS ROAD Characteristics of traffic in the area around and inside the landside area will be divided into 3 (three) pavement types of the road. These roads are : a. Main Access Road b. Access Road (to office building) c. Parking Road
The Main Access road in landside area is dominated by passenger cars (light vehicles) and bus, others vehicles are Fuel Truck and Cargo Truck. Characteristics of traffic on landside area base on the traffic of passenger and aircraft movement per day. From the characteristic movement of trafficwill also determine pavement design parameters.
a. Types of vehicles that operate at early of design life: 1. Light vehicles (2 ton) = 4813 vehicle/day 2. Fuel Truck (13 ton) =24 vehicle /day 3. Cargo Truck = 24 vehicle /day 4. Bus (8 tons) = 7 vehicle / day
b. Configuring the vehicle axle load are : 1. Light vehicles 2 tons = (1+1) tons 2. Fuel Truck 20 tons = (4+8.8) tons 3. Cargo Truck 20 tons = (4+8.8) tons
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4. Bus 8 tons = (3+5) tons
c. Equivalent single axle load are : 1. Light vehicles 2 tons (1+1) = 0.0004 2. Fuel Truck 20 tons (4+8.8) = 1.3289 3. Cargo Truck 20 tons (4+8.8) = 1.3289 4. Bus 8 tons (3+5) tons = 0.1593
Pavement for Access Road use type of flexible pavement. Here are the components used in road pavement design :
a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5.
b. Index of Surfaces (IPs) With Equivalent Single Axle load 100-1000, so as to obtain the value of the collector road type IPs = 2.0.
c. Index of Surfaces at Early Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5.
d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes).
e. Design life of road is 10 (ten) years
f. Traffic growth at 7 % per year From subgrade CBR value 6 %, then DDT value 5.0 determined.
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g. Design Traffic Equivalent Single Axle at initial of Design Life (LEP) Light vehicles 2 tons =0.0004 x 0.5 x 4813 =0.96 Fuel Truck 13 tons = 1.3289 x 0.5 x 24 = 15.76 Cargo Truck 13 tons = 1.3289 x 0.5 x 24 = 15.76 Bus 8 tons (3+5) tons = 0.1593 x 0.5 x 5 =0.52 Total = 33.00
Equivalent Single Axle at end of Design Life (LEA) Light vehicles 2 tons = 0.0004 x 0.5 x 9468 = 1.90 Fuel Truck 13 tons = 1.3289 x 0.5 x 47 = 31.01 Cargo Truck 13 tons = 1.3289 x 0.5 x 47 = 31.01 Bus 8 tons (5+3) tons = 0.1593 x 0.5 x 13 = 1.03 Total =64.95
Design Traffic LER = (LEP + LEA)/2 = (33.00 + 64.95)/2 = 48.98
The composition of the flexible pavement thickness
ITP = a1D1 + a2D2 + a3D3
6.00 =0.3x 5 + 0.13x 15 + 0.11x D3 6.00 = 1.5 + 1.95 + 011x D3 D3 = (6.00 - 3.45)/0.11 = 23.18 Use D3 = 25 cm. D1 = 5 cm (AC-WC, MS ≥ 340 kg) D2 = 15 cm (Crush Aggregate Base Course, CBR ≥ 80 %)
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D3 = 25 cm (Sandy Gravel, CBR ≥ 30%)
Figure 2 - Structure Pavement Of Main Access Road
Figure 3 - Figure Nomogram Road of Main Access Road
C. PAVEMENT DESIGN OF ACCESS ROAD Characteristics of traffic in the area around and inside the landside area will be divided into 3 (three) pavement types of the road. These roads are: 1) Main Access Road (and Drop Off) 2) Access Road (to office building) 3) Parking Road
The Access road to office building in landside area is dominated by passenger cars (light vehicles) and bus, others vehicles is Cargo Truck. Characteristics of traffic on landside area base on the traffic of passenger and aircraft movement per day. From the characteristic movement of trafficwill also determine pavement design parameters.
a. Types of vehicles that operate at early of design life: 1. Light vehicles (2 ton) =4813 vehicle/day 2. Cargo Truck = 24 vehicle /day 3. Bus (8 tons) = 7 vehicle / day
b. Configuring the vehicle axle load are : 1. Light vehicles 2 tons = (1+1) tons 2. Cargo Truck 20 tons = (4+8.8) tons 3. Bus 8 tons = (3+5) tons
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c. Equivalent single axle load are : 1. Light vehicles 2 tons (1+1) = 0.0004 2. Cargo Truck 20 tons (4+8.8) = 1.3289 3. Bus 8 tons (3+5) tons = 0.1593
Pavement for Access Road use type of flexible pavement. Here are the components used in road pavement design: a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5.. b. Index of Surfaces (IPs) With Equivalent Single Axle load 10-100, so as to obtain the value of the collector road type IPs = 2.0. c. Index of Surfaces at Early Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5. d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes). e. Design life of road is 10 (ten) years f. Traffic growth at 7 % per year From subgrade CBR value 6 %, then DDT value 5.0 determined.
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g. Design Traffic Equivalent Single Axle at initial of Design Life (LEP) Light vehicles 2 tons = 0.0004 x 0.5 x 4813 =0.96 Cargo Truck 13 tons = 1.3289 x 0.5 x 24 = 15.76 Bus 8 tons (3+5) tons = 0.1593 x 0.5 x 7 = 0.52 Total = 17.24
Equivalent Single Axle at end of Design Life (LEA) Light vehicles 2 tons = 0.0004 x 0.5 x 9468 = 1.90 Cargo Truck 13 tons = 1.3289 x 0.5 x 47 = 31.01 Bus 8 tons (5+3) tons = 0.1593 x 0.5 x 13 = 1.03 Total = 33.94
Design Traffic LER = (LEP + LEA)/2 = (17.24 + 33.94)/2 = 25.59
The composition of the flexible pavement thickness
ITP = a1D1 + a2D2 + a3D3
5.35 = 0.3x 5 + 0.13x 15 + 0.11x D3 5.35 = 1.5 + 1.95 + 011x D3 D3 = (5.35 - 3.45)/0.11 = 17.27 Use D3 = 20 cm. D1 = 5 cm (AC-WC, MS ≥ 340 kg) D2 = 15 cm (Crush Aggregate Base Course, CBR ≥ 80 %) D3 = 20 cm (Sandy Gravel, CBR ≥ 30%)
Figure 2 - Structure Pavement Of Access Road
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Figure 3 - Figure Nomogram Road of Access Road
D. PAVEMENT DESIGN OF PARKING AREA Characteristics of traffic in the area around and inside the landside area will be divided into 3 (three) pavement types of the road. These roads are: 1) Main Access Road (and Drop Off) 2) Access Road (to office building) 3) Parking Area
The road to parking and parking area pavement in landside area is dominated by passenger cars (light vehicles) and bus. Characteristics of traffic on landside area base on the traffic of passenger and aircraft movement per day. From the characteristic movement of trafficwill also determine pavement design parameters.
a. Types of vehicles that operate at early of design life: 1. Light vehicles (2 ton) = 4813 vehicle/day 2. Bus (8 tons) = 7 vehicle / day
b. Configuring the vehicle axle load are : 4. Light vehicles 2 tons = (1+1) tons 5. Bus 8 tons = (3+5) tons
c. Equivalent single axle load are : 1. Light vehicles 2 tons (1+1) = 0.0004 2. Bus 8 tons (3+5) tons = 0.1593
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Pavement for Parking Road use type of flexible pavement. Here are the components used in road pavement design: a. Regional Factor (FR) Based on the alignment path with a slope < 6%, percentage of heavy vehicles ≤ 30% and type I climate (rainfall > 900 mm/year), then RF = 1.5. b. Index of Surfaces (IPs) With Equivalent Single Axle load 10-100, so as to obtain the value of the collector road type IPs = 2.0. c. Index of Surfaces at Early Plan (IPo) Planned type surface layer is Asphalt Concrete with the IPo = 3.9 to 3.5. d. Vehicle Distribution Coefficient (C) Planned for light vehicles = 0.5 (2 direction, 2 lane) and for heavy vehicles = 0.5 (2 direction, 2 lanes). e. Design life of road is 10 (ten) years f. Traffic growth at 7 % per year From subgrade CBR value 6 %, then DDT value 5.0 determined.
g. Design Traffic Equivalent Single Axle at initial of Design Life (LEP) Light vehicles 2 tons = 0.0004 x 0.5 x 4813 = 0.96 Bus 8 tons (3+5) tons = 0.1593 x 0.5 x 7 = 0.52 Total = 1.48
Equivalent Single Axle at end of Design Life (LEA)
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Light vehicles 2 tons = 0.0004 x 0.5 x 9468 = 1.90 Bus 8 tons (5+3) tons = 0.1593 x 0.5 x 13 = 1.03 Total = 2.93
Design Traffic LER = (LEP + LEA)/2 = (1.48 + 2.93)/2 = 2.21
The composition of the flexible pavement thickness
ITP = a1D1 + a2D2 + a3D3
3.75= 0.3x 5 + 0.13x 15 + 0.11x D3 3.75=1.5 + 1.95 + 011x D3 D3 = (3.75 - 3.45)/0.11 = 2.72 Use D3 = 15 cm. D1 = 5 cm (AC-WC, MS ≥ 340 kg) D2 =15 cm (Crush Aggregate Base Course, CBR ≥ 80 %) D3 = 15 cm (Sandy Gravel, CBR ≥ 30%)
Figure 2 - Structure Pavement of Parking Area
Figure 3 - Figure Nomogram Road of Main Access Road
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11. ANCILLARY AND SUPPORT FACILITY 11.1. Main Power House This Operational Area Assumption comes from the initial Airport Scope developed by ISQ, and it intends to provide a dedicate area for the Supply of Electric Energy to all Airport facilities.This area establishes the connection between the Public Electric Energy EDTL and the Electrical Energy distribution system of the airport, a system where power is available, transformed and distributed to supply all airport infrastructures.As a secondary power supply, an Emergency Energy Supply strategy must be considered for the Oecusse International Airport, combined with the existent (initial projected) to achieve quality power to the whole airport electrical installations.Adequate and coordinated electrical fault Cleanance time between different electrical infrastructure supplies must be specified by the Consultant, according to the applicable codes and regulations.The Main Power Station it‘s located on the West Side with controlled access. This will be align according the Master Plan guidance, where a infrastructure supply Channel is indicated on West Side under crossing of Electric high voltage cables network, and other infrastructure supplies.
Main Power House Location
Main Power House Layout and Equipment ITEMS UNIT Generator Set 1500 kVA 2 Generator Set 450 kVA 1 Transformer 1600 kVA 2 Transformer 450 kVA 1 Daily Diesel Tank (10000 L) 1 Monthly Diesel Tank (50.000 L) 1
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11.2. GSE Maintenance Complex The Airport Maintenance Complex accommodate the service of Ground Service Equipment and Airport Maintenance, because this facility will have a shared operating company‘s personnel. This complex should have dedicate offices, maintenance and storage areas for each activity, therefore should be considered an industrial hanger with comprising of workshop and dedicate maintenance bays for airfield signage, navigation aids, lighting system and Ground Service Equipment.
GSE Shelter and Parking Location The requirement for the facilities maintenance building as the described for the Airfield Maintenance, with workshops capable of accommodating all facilities maintenance activities such as mechanical, electrical (buildings, streetsetc.) , plumbing, HVAC, carpentry, welding and signage (buildings, streets). Administration and storage area. Paint booth and sand blasting rooms capable of painting and stripping small items such, as airfield signage shall be provided along with material, part and components, equipment, hazardous material and flammable liquids storage shall be provided. This area fitted for hydraulic lifts, access pits and overhead cranes. The shelter not overcome 10m height and has sliding doors with a height more than 6 meters. According the new Masterplan, the area located Southeast to Runway location, between Passenger Terminal and the Cargo Terminal Complex is the most suitable, because the kind of facilities should be accessed by service roads on the Airside and have a controlled access by the Landside for possible maintenance material replacement, to achieve is fully operational capacity.
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GSE Building Layout
11.3. Quarantine Building This service will support the operational service on the Passengers Terminal and Cargo Facility Complex. This quarantine Service Area is dimensioned and located with a primary assumption of Animal and Perishable Goods Transport. Its assume by the Consultant (ISQ) under the Owner supervision, that this transport Operation will be one of the most important Airport demands for the future Oecusse economy development.
Quarantine Building Location Therefore the review design and comments launch on this document are on the initial scoped, Masterplan location general dimension and is link to Oecusse Road system network. The construction foot print considered is about 250.00 sqm with dedicated parking lot with 5 spaces for card and 2 spaces for trucks. This area have an interior controlled access with dedicated areas as offices, toilets, rest room, storage rooms and a reception. A perimeter fence must be considered with a total area of 500sqm. The location of this facility is on the East side of Oecusse Airport according the develop Master Plan, this facility works with independent procedures according the Laws and regulations applied. The access to this area will be controlled by the Main Security Gate.
Quarantine Building Layout
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11.4. Aviation Fuel Storage Facility The development of the Oecusse-Ambeno Administrative Region (RAEOA), integrated in the Special Zones of Social Market (ZEESM) aims at providing a new centrality and associated development for a twofold insular region of Timor- Leste. Timor is an island and Oecusse- Ambeno is an enclave located in the West Timor Indonesian NTT Province making the connection between Oecusse-Ambeno and the mainland of Timor-Leste difficult, costly, and time consuming. In order to provide Oecusse-Ambeno with easier access, required for its development, and to provide for the needs of its population, it was determined that an International Airport was to be built, capable for providing direct, easy, cost-efficient, safe and regular access to and from Oecusse-Ambeno, not only from Dili also from a range of international airports of origin/destinations. To cater for these needs, Oecusse International Airport requires that its Master Plan contemplates the design and construction of an aviation fuel depot, and designed to comply with the best aviation standards in terms of safety and environment protection. The project requirement is to service fuel aviation fuel consumption are as follow:
Fuel Depot Location
Fuel Depot Layout
Aviation fuel requirements o Aircraft assumption : . 4 aircraft code C strands together at the same time . 2 aircraft code C and 1 code E strands at the same time
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o General aviation (no feasible forecast) o Helicopter : 2 aircraft considered on original scope Ground Support fuel requirements o Ground Support aircraft tanker : . minimum 4 tanker truck for 4 parking strands o Ground Support Equipment (GSE) assumption : 2 baggage/cargo tow tractor 8 closed baggage carts 1 aircraft pushback and tow tractor Jet engine air start unit 2 cleaning service car 1 lavatory service car 1 ground power unit 2 passenger stair truck 4 caster bed pallet trailer o o Rescue & Fire Fighting Services (RFFS) assumption : 2 fire fighting vehicles 1 ambulance 4x4 vehicle The layout components requirements are assumed as preliminary as follow: Aviation fuel depot dedicated area – 600m2 (20m x 30m) Minimum storage 80,000 Liters of aviation Fuel Jet A-1 (ø3.8x7.1m) Minimum storage 3,000 Liters of AVGAS 100LL (ø2.28x1.4m) Adequate and dedicate pump, filter & water separate system Unloading area from refinery Loading area to aviation Fuel system & Ground Support Fuel Fire fighting system internal of Fuel Farm Offices (20m2) Control post (3m2) Landside access from security gate Perimeter fence Water Separator System Oil Trap 4 Parking Space for 10.000 L Tank Truck each
11.5. Security Post In order of having good security and to separate between Public Area, Restricted Area and Air Side Area, Oecusse Airport will have 4 Security Posts. Each of them will facilitated with Toilet, Detention Room for any suspicious people, CCTV Room.
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12. SITE CHARACTERISATION 12.1. Seismicity
The following zoning earthquake in Timor East in accordance with Earthquake Security Procedures for Building Design.
For design, we use:
For regular buildings, the earthquake load nominal, Earthquake Plan shown as nominal static equivalent earthquake load (Fi), which captures the center of mass of the floors level. Base Shear Static Load Nominal Equivalent (V)
V = C1.I.Wt R With:
Wt = Total weight of the building including live load reduce.
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C1 = Response factor earthquake. Earthquake Spectral Response Plan is attached at the time of fundamental natural period (T1).
T1 = Natural Period
= 0.06 H¾
H = Height of the building from the level of the lateral clamping
I = Virtue Factor
R = Earthquake Reduction Factor
Nominal load static equivalent earthquake (Fi)
Fi =Wi zi V ∑ Wi zi With:
V = Nominal Base Shear.
Fi = Earthquake load nominal on the floor - i.
Wi = Weight Floor Level– i.
zi = High level floor – I of the level of lateral clamping.
12.2. Drainage
GENERAL
The drainage of airport has its function to reduce the water effect to the airport so that there is no water stagnant in its area and to maintain the soil bearing under the pavement due to the soil water effect. Soil and drainage net for airport to be designed in accordance to the existing topography slope namely to the direction yet by considering the spreading of the water debit is more divided evenly. Drainage system of the Oecusse Airport to be developed based on the following consideration:
To use the soil slope based on the topography condition and to use optimally the existing drainage and not make major revision.
Determination on the layout system of the area to be developed in accordance with the layout, segment system or the existing road net located on the Oecusse Airport.
DESIGN STANDARD Designing system of drainage to be executed at Oe-Cusse airport refer to the standard of Airport Drainage Advisory Circular AC No. 150/5320-5B, Department of Transportation FAA. Drainage net of rain water to be designed to free the airport area developed against the effect of stagnant water and the effect of soil water to the tolerance limit permitted.
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ANALYSIS METHOD To design the drainage system of the Oecusse airport required the hydrology analysis and Hydraulic analysis. The main purpose of hydrology analysis is to determine the designed flood debit based on the rain data located at the study area. Whereas the hydraulic analysis to be carried out to design the structural component of drainage such as drainage dimension, channel or box culvert.
HIDROLOGY ANALISYS
Rain Frequency Analisys
Rain frequency analysis to be carried out by applying the method of log pearson type III which the calculation result has already been tested compared with the other method.
2 2 t log/1)(log RxnR S x n )1(
t KxSRR x )(log
R = Anti log Rt Log R = Average value of log R K = Coeficient of pearson table, in accordance with the number of
asimetric coeficient (Cs)
Sx = Standard deviation
Rain Intensity Rain intensity analysisusing the Mononobe formula as mentioned below;
2 R 24 3 24 It x 24 tc I = Rainfall intensity (mm/hour)
tc = Duration of rainfall (minute)
R24 = Maximum rainfall within 24 hour (mm)
Flood Debit Analysis To calculate the flood debit to be designed - by applying the Rational Method which is suitable to the study area. Flood debit to be analyzed on each union point of the drainage where at the said point the increasing water occurred due to the increasing catchment area. The formula of rational method for flood designed as follows;
.. AICQ
Q = Flow debit (m3/sec) C = Flow coeficient
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I = Average rain intensity (mm/hr), for the same duration using the
concetrate time (tc) andcertain repeated period. A = Area of catchment (Ha)
Time Concetrate (tc)
Time concentrate is a time needed by the rainwater to flow from the farest point until the point to be observed locate at the flowing area or where the maximum debit to be obtained. Where the concentrate time is the total of time
required by the water to flow to the closest drainage (to) and time required by
the water flowing inside the drainage to the point to be observed (td) and to be written as follows; ttt doc
Overland Time of Flow (to)
Time required by the water to flow from the soil to the closest drainage. In calculation, tocalculated based on the formula:
- For the smallest flow area using the perineum along ± 300 m.
1 2 .3 26.( LC o )).(1.1 to 1 3 So )(
- For the small flow area using the perineum along 1000 m
1 3 108. .(Ln o ) to 1 5 So )(
to = Time of runoff (minute) n = Coeficient value of soil surface rough(table)
Lo = Length of runoff (m)
So = Slope of runoff area (%)
Table 1.Table of Roughness
Type of Surface n
Paved Surface 0,015
Open Surface of Soil 0,0275
Slightly Grass Surface 0,035
Medium Grass Surface 0,045
Thick Grass Surface 0,060
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Time of Drain (td)
Time required by the water to flow inside the drainage to the point to be
observed.
Tdis badly determined by the hydrolic charateristic inside the drainage where the suitable formula applied as follows; L t d d V d
Ld = Length of drainage (m)
Vd = Average debit inside drainage (m/s)
To calculate tdfor drainage capacity to be designed, the debit to be calculated based on the debit formula of manning:
2 1 1 3 2 V .. SR n V = Speed (m/s) n = Coeficient of manning roughness R = Hydrolic radius S = Slope
The above formula is preferable to be applied for artificial drainage with or without lining.
Flowing Coeficient
Flowing coeficient is a comparison result between the number of the rainfall and the number of the flowing water runoff. At a land use determined by taking the average coeficient based on the size of the area. The formula to be applied for calculating the flowing coeficient as follows:
.AC C ii r A i
Cr = Average flowing coeficient
Ci = Individual flowing coeficient
Ai = Individual area (ha)
Flowing Area
Flowing area is a contribution for the number of water run off volume by applying the rational method. This area to be calculated based on the area tobe included as a load to the drainage.
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Consideration for the flowing area covering;
- The current lay out of land and the future design
- Soil characteristic and the building constructed
- Soil slope and the form of the flowing area
HYDRAULIC ANALISYS
Drainage Capacity
To calculate the drainage capacity to be applied the formula of continuity of manning.
Q= V * A
Q = Flowing debit (m3/sec)
A = Wet diameter/sectional (m2)
V = Flowing speed (m/sec)
Table 2.RoughnessCoeficient (n) for Manning Formula
Type of Drainage n
Concrete Slab/Layer 0.015
Stone Masonry 0.025
Without Pavement (regular) 0.030
Natural Drainage (irregular) 0.046
To calculate the depth of the flowing drainage in the form of square, the following formula to be applied:
Y =0,7071.A
Y = The depth of flowing (m)
A = Area of wet diameter (m)
Drainage of Culvert
This is a crossing construction as the construction crossing the road. The design of drainage based on the flowing debit volume in accordance with the condition of drainage and the hydraulic charateristic.
.. AICQ
Q = Flowing debit (m3/sec) C = Flowing coeficient
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I = Average rain intensity (mm/hr), for the same duration with concentrate
time (tc) andcertain repeated period. A = Catchment area (Ha)
Radius of pipe culvert with the form of radius using the following formula: .Qn R ,0 375 ,2 513.S
R = Radius of diameter (m) Q = Flowing debit (m3/sec) S = Slope of drainage/chanel (m/m)
Free Board
Minimum free board for drainage to be constructed as planned = 0,50. For drainage with debit.
Table2. Free Board
Debit (Q) F (m) Polder (m)
Q < 5 m3/sec 0,20 – 0,30 0,75 – 1,00
10 m3/sec> Q > 5 m3/sec 0,30 – 0,50 1,00 – 1,25
Q > 10 m3/sec 0,70 – 1,00 1,25 – 1,50
Calculation on Flowing Volume
Total of flowing volume in t time, effective from the falling of rain applying the following formula:
T QQ r trtrtr (m3) Vtr tr .60 tr 2
3 Vtr = Total volume of flowing in tr time (m )
3 Qtr = Debit in trtime (m /sec)
tr = Interval of observation (minute)
Suggested to apply :
tr = 10 minute, when A ≤ 200 Ha
tr = 30 minute, when 200 Ha ≤ A ≤ 500 Ha
tr = 10 minute, when A ≥ 500 Ha
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NET SYSTEM OF DRAINAGE
Drainage system designed for rainwater, the flowing direction should follow the existing slope of topography. The criteria as follows;
Slope of the surface and the pavement of runway strip is 1,5%
Addition of box culvert still be applied under the connection of runway.
The base of drainage is soil layer in the form of stone and gravel compacted so that water could absorb into the soil.
Slope enforcement to be installed at the edge of drainage made of reinforcing concrete with concrete quality minimum fc‘= 250 kg/cm2.
Drainage Facilities Required a. Open Drainage
To make easy for maintenance most of the open drainage using stone material. For different large elevation at the open drainage with various levels with its function to absorb energy. b. Box Culvert
On the connection airfield and inspection road using drainage in the form of box culvert. And also under the taxiway.
Main Drainage Net
Drainage to be designed for 10 years repeated period, with the consideration that the development of airport in the next years with sufficient capacity so that the drainage dimension still could be resistance. The existing net design adopted from the existing topography and directed to the left and right side and later to be directed to the sea.
ANALYSIS AND CALCULATION
Design on Drainage Dimension
The catchment area of Oe-cussePante Makasar airport divided into 10 areas as shown on the following tableas on the following page:
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Table 3Air Side Catchment Area
Area Total Area Total Channel Surface Area (m2) (m2) (km2)
Ca01 Paved 19,369.6 56,747.5 0.056747 Turf 37,377.9 Ca02 Paved 14,659.1 55,598.2 0.055598 Turf 40,939.1 Ca03 Paved 18,659.5 67,939.2 0.067939 Turf 49,279.6 Ca04 Paved 12,225.8 59,835.6 0.059836 Turf 47,609.7 Ca05 Paved 12,411.7 56,113.6 0.056114 Turf 43,701.8 Ca06 Paved 39,105.1 60,895.1 0.060895 Turf 21,790.0 Ca07 Paved 19,092.4 66,401.5 0.066401 Turf 47,309.1 Ca08 Paved 19,792.4 60,128.2 0.060128 Turf 40,335.8 SD Paved 27,500.0 27,500.0 0.027500 Turf - UG Paved 11,500.0 11,500.0 0.011500 Turf - Ca09 Paved 864.0 3,639.6 0.003640 Turf 2,775.6 Ca10 Paved 4,810.5 6,452.3 0.006452 Turf 1,641.8 Ca11 Paved 50.0 300.0 0.000300 Turf 250.0 Ca12 Paved 50.0 300.0 0.000300 Turf 250.0
Table 4Land Side Catchment Area
Area Total Area Total Channel Surface Area (m2) (m2) (km2)
Ca01 Paved 19,369.6 56,747.5 0.056747481 Turf 37,377.9 Ca02 Paved 14,659.1 55,598.2 0.055598187 Turf 40,939.1 Ca03 Paved 18,659.5 67,939.2 0.067939154 Turf 49,279.6 Ca04 Paved 12,225.8 59,835.6 0.059835584 Turf 47,609.7 Ca05 Paved 12,411.7 56,113.6 0.056113553 Turf 43,701.8 Ca06 Paved 39,105.1 114,196.1 0.114196079 Turf 75,091.0 Ca07 Paved 19,092.4 66,401.5 0.066401496 Turf 47,309.1 Ca08 Paved 19,792.4 60,128.2 0.060128186 Turf 40,335.8 SD Paved 27,500.0 27,500.0 0.027500000 Turf - UG Paved 11,500.0 11,500.0 0.011500000 Turf -
The dimension of drainage for Ca01 refer to the dimension of drainage of Ca02 caused there is debit accumulation at Ca01 coming from the Ca02 drainage. As a result the design of dimension planned based on the debit accumulation namely
292 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016 from the drainage of Ca02 and catchment area of Ca01drainage.Similarly the Ca04 drainage, wherein the debit accumulated from Ca03 drainage. The dimension of drainage for Ca05 refer to the dimension of drainage of Ca06 due to at Ca05 occur debit accumulation coming from Ca06 drainage. So that the design of dimension planned based on the accumulation debit namely from Ca06 drainage and catchment area of Ca05 drainage.Also for Ca08 drainage where the drainage debit accumulated from the Ca07 drainage. Whereas the debit accumulated from Ca03 drainage.
Calculation Analysis of Drainage Capacity
The main drainage flow the overflow water from runway and its surrounding later the flowing directed to the end of airfield at north side joining the existing drainage at the road side later directed to the sea. The dimension of drainage planned is a drainage with trapezium shape as a result the following formula to be applied on the next page:
V = speed inside the drainage (m/sec) n = roughness coefficient of manning drainage in accordance with the drainage material R = radius of circle of hydraulic (R = A/P) P = cross section wet/wet diameter(m) S = slope of drainage Q = debit (m3/sec) A = area of wet diameter of drainage Comparison of width of drainage base with the water height recommended based on the drainage capacity.
Table 5.Comparison of Drainage Capacity
Drainage Capacity (m3/sec) b : h
0.0 – 0.5 1.0 0.5 – 1.0 1.5 1.0 – 1.5 2.0 1.5 – 3.0 2.5 3 – 4,5 3.0 4.5 – 6.0 3.5 6.0 – 7.5 4.0 7.5 – 9.0 4.5 9.0 – 11.0 5.0
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Source : Imam Subarkah, Hydrology for Water Building Planning, Bandung 1980
Diameter of trapezium drainage
In this case the formula to be applied;
The slope of the drainage wall based on the material to be used
Figure 1. Slope of Drainage Bottom
Diameter area (A) = (b+mh) h Wet diameter (P) = b + 2h 1+m2 Radius of circle of hydraulic (R) = A/P Freeboard = 25 %
Drainage/Culvert
Drainage/Culvert (box or pipe) is needed to flow the water from the drainage crossing the taxiway and fire fighters equipments road also inspection road.
Rainfall Data
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Result of Rainfall Frequency
Repeated Rainfall GUMBEL MODIFICATION LOG PEARSON IIIHASPERS' METHODIWAY KADOYA'S Periodic (t) 2 82.900 + - 0 82.940 82.940 5 83.250 + - 0 82.956 83.186 10 83.481 + - 0 82.964 83.315 25 83.773 + - 0 82.973 83.453 50 83.990 + - 1 82.979 83.542 100 84.205 + - 1 82.984 83.622
Result Calculation of Rainfall Intensity
INTENSITY DENCITY FLOW CURVE 180.00
160.00
140.00
120.00
(mm/h) 100.00
80.00
Intensity 60.00
40.00
20.00
0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00
Time Of Concentration - Td (Hour)
Time Intensity per Yearly (mm/hour)
Minute Hours 2 5 10 25 50 100
15 0.25 208.896 209.776 210.358 211.095 211.641 212.183 30 0.50 131.596 132.151 132.518 132.981 133.325 133.667 45 0.75 100.427 100.850 101.130 101.484 101.746 102.007 60 1.00 82.900 83.250 83.481 83.773 83.990 84.205 75 1.25 71.441 71.742 71.942 72.193 72.380 72.566 90 1.50 63.265 63.531 63.708 63.931 64.096 64.260 105 1.75 57.086 57.327 57.486 57.687 57.836 57.985 120 2.00 52.224 52.444 52.590 52.774 52.910 53.046 135 2.25 48.280 48.483 48.618 48.788 48.915 49.040 150 2.50 45.005 45.195 45.320 45.479 45.597 45.713 165 2.75 42.235 42.412 42.530 42.679 42.790 42.899 180 3.00 39.854 40.022 40.133 40.274 40.378 40.482 195 3.25 37.783 37.943 38.048 38.181 38.280 38.378 210 3.50 35.962 36.114 36.214 36.341 36.435 36.528 225 3.75 34.345 34.490 34.586 34.707 34.797 34.886 240 4.00 32.899 33.038 33.129 33.245 33.331 33.417
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Catchment Area
Result of Calculation of Air Side Drainage Dimension
Result of Calculation of Air Side Drainage Dimension (continued)
Result of Calculation of Land Side Drainage Dimension
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Result of Calculation of Land Side Drainage Dimension
13. MECHANICAL
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13.1. Mechanical and Plumbing From this report the planning and design of the facility Oecusse service have the objectives such as: - Planning the design of building installations in accordance with applicable regulations. - Planning for the installation of building design in accordance with the needs of the building and its human (visitors). - Control the rescue against the dangers that occur in buildings. - Keeping the comfort of the building function and human (visitor)
With the purposes and objectives of the planning and design of supporting facilities, can be used also by the maintenance part of the building (building maintenance). Mechanical systems and electrical very important role in the function and operation of buildings service Oecusse is, if planners and design facility supporting not get support from the maintenance of the building, then the events that will occur is damage to the mechanical systems and electrical systems that will lead to goals beyond from the planning and design of supporting facilities.
a. OBJECTIVES Improves comfort function of the building to visitors and improve the information management officer of buildings / building. Creating a mechanism for a system update technologies with renewable systems. Rejuvenating their lighting system with LED lamps (energy saving). Ease of maintenance and seek Troubleshooting / disorder. Briefing of Team Owner / Owner Instruction. b. GOALS Increased officer skills information and systems management. renewable mechanism for a system update information Updated Mechanical content Info, especially for Electrical technology development.
13.2. Design Concept of Mechanical & Plumbing 2.1. General In designing of mechancal / plumbing need the rules & regulations, standard, system and criteria that should be followed for reach out the perfect design and for pleasant, safety of the occupant of the building.
The rules & regulations, standard and criteria shall appropriate with the type of the building that will be used.
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2.2. Scope of Design Scope of design that needed for a Building of Airport is as follow :
1. Design System of Plumbing 2. Design System of Fire Fighting 3. Design System of Ventilating & Air Conditioning 4. Design System Transportation in The Building
2.3. The standard that will be used 1. Plumbing Code 2. National Fire Protection Association (NFPA) 3. American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE) 4. Sheet Metal of American Contractors National Association (SMACNA) 5. Rules & Regulations of Regional Government
2.4. Design System 4.1. Design System of Plumbing a. Design System of Clean Water b. Design System of Waste Water, Soil Water and Vent. a. Design System of Clean Water
Design System of Clean Water for this Buildings will use centralized system where the Clean water for this buildings / occupant come from the City water that will be connected to the area of Airport
Clean water from City water will be accommodated first in Central Water Reservoir / Clean Water Tank.
The Clean water that had been accommodated in Central Water Reservoir / Clean Water Tank. Afterwards will be distributed to Toilets in the building of Terminal and also to toilets in the other building by using the Distribution Pump / Booster Pumps
Each building will be equipped with toilets that contains such as :
Lavatory, Urinal, Water Closet, Faucets and other plumbing fixtures
For servicing The building of terminal, This building will be devided in
4 ( four ) zone. Every zone have some toilets where Clean water from distribution pump will supply to each zone and also will supply to buildings such as : building of Main Power House, ATC & Meteorology, Fire Rescue, Ground Service Equipment, Cargo and Quarantine.
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b. Design System of Waste Water / Soil Water
Waste water & soil water from Terminal Buildings such as : waste water from toilet, lavatory, floor drain, sink, urinal, Water closet, etc will be processed in a Sewage Treatment Plant. The effluent water from Sewage Treatment Plant that already comply with standard of expediency can be flowed to ditch of Airport Area drainage system.
Both of pipes waste & soil water shall be provided with Venting system. For servicing The building of terminal, This building will be devided in 4 ( four ) zone.
Every zone have some toilets where waste water from each zone will be accommodated in every sumpit that equipped with submersible pump.
Waste water will be pumped to STP by way of relay from one chopstick to another chopstick until to unit of Sewage Treatment Plant.
Discharge planning system Sewerage and Water Used for buildings using new and existing channel with dirty water systems, the former accommodated while wearing Collection pit. The result of the process of these system channeled to the parent Treatment Sewage Plant / STP.The exhaust system with central / STP are processed in sediment deposition and processed again into the water up to lawn watering purposes, the contents of GWT water hydrant.Kitchen or cafeteria to sewer is required to use grease trap. Grease Trap appliance is installed under or next to the Sink. The capacity is 25 gpm grease trap with grease retention capacity of 50 lb. Intake of grease should be every day. Piping system design dirty water, used water, venting is based on the International Standard for plumbing.
c. Rain Water Planning
Rain gutter pipe will be calculated based on the Book of Plumbing System. The intensity of the rainfall for the calculation of the amount of rain gutters taken 200 mm / hour, a maximum of 300 mm / hour. Rainwater from the roof of the building through the roof drain is channeled by gravity through a standpipe or flat tube wells to recharge and spills flowed into the sea.
4.2. Design System of Fire Fighting
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For protecting building & occupant, the building shall be provided with system of fire fighting.
Design system of fire fighting consist of :
a. System Hydrant & Sprinkler
b. System Fire Extinguisher
a. System Hydrant & Sprinkler
System of hydrant consist of Indoor Hydrant and Outdoor Hydrant. Indoor Hydrant is equiped with Hydrant Box Indoor and Outdoor Hydrant is equiped with Hydrant Pillar and Siamese Connection.
For saving cost and efficiency the system of fire fighting will be designed with centralized system where the fire pump will be used for all buildings and The fire pump system consist of 1 set fire pump. Set of pumps will be placed in Pump House that located on site area.
For Protecting building of Terminal and other buildings. main pipe of Fire fighting from fire pump will be connected to all buildings. Special For terminal building have 4 (four) connection and 4 (four) riser pipe. Where for every riser pipe will servicing ground floor & 1 st floor. For every floor has some Hydrant Box Indoor that connected from branch pipe of hydrant pipe riser. For other buildings, main pipe of fire fighting connected to Hydrant Box Outdoor only, that placed outside of the building. Beside Hydrant System the Terminal building have sprinkler system, especially for Terminal building . The riser pipe of sprinkler system will be connected from riser pipe of fire fighting and also have 4 (four) riser pipe. Where for every riser pipe will servicing ground floor & 1 st floor. For every floor has some sprinkler unit that connected from branch pipe of sprinkler pipe riser. For every sprinkler riser pipe will be equipped with Alam Check Vale & Alarm Gong. For other buildings no need the sprinkler system. But special for Building of ATC will be equipped with Fire Suppression system.
b. System Fire Extinguisher
System fire extinguisher consist of :
- Portable Fire Extinguisher
Each room of building must be provided with Portable Fire Extinguisher.
Type of portable fire extinguisher depend on condition and character of room that will be protected.
4.3. Design System of VAC
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For pleasure of Passenger, and staff / Occupant in the building, all chambers in the building will be equiped with the Ventilation and Air Conditioning System.
System of VAC consist of :
a. System Air Conditioning b. System Mechanic Ventilation a. System Air Conditioning For saving maintenance cost, the system of air conditioning shall appropriate to this building, by using centralized system.
b. System Mechanic Ventilation System mechanic ventilation is needed to waste the smell air, dust, smoke etc. this system will be installed in chamber such as : toilet, pantry, storage and some laboratory. The suction air will be distributed through ducting and grille.
4.4. Design System of Transportation in The Building For time efficiency of passenger / occupant, employee, the building will be equipped with some Elevator / Escalator and Elevator especially for disabled passenger.
13.3. Design Criteria 3.1. Plumbing a. Design System Of Clean Water 1.Clean water necessity Passenger : 15 liters/pax/day
Staff / employee : 100- 200 liters/person/day
Passenger : 500 pax
Staff / employee for all Buildings : 180 person
2.Stock of Clean Water Reservoir : ( 3 ) days 3.For designing flow of Clean water in the pipe shall be base on the load of fixture units.
b. Design System of Waste Water / Soil Water 1.For designing flow of Waste Water / Soil water in the pipe shall be base on the load of fixture units.
c. Sanitary Load CW WW/SW Lavatory : 2 1 FU
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Urinal : 5 4 FU
Closet
- Flush Tank : 4 3 FU
- Flush Valve : 10 8 FU
Sink : 4 3 FU
Janitor : 4 3 FU
3.2. Fire Fighting a. Design System Of Hydrant Class of Fire : Light Hazard Classification Hydrant Box Indoor : Max. reach of Fire hose length is 30 m. /1 HBI for every 500 – 800 m² Hydrant Pillar : Max. 60 m between each pillar hydrant Capacity of Hydrant Pump : For the first standpipe shall be 500 Gpm and for additional standpipes shall be 250 Gpm per standpipe
Hydrant Pump Set Consist of : 1 unit Electric Fire Pump 1 unit Diesel Fire Pump
1 unit Fire Jockey Pump
Standard of Hydrant Pump : NFPA 20/ULFM Residual Pressure : 6,9 bar at highest point Piping system : Wet & Loop System Time of Fire Fighting : + 60 minute b. Design System of Sprinkler Classifications light hazard: classification Covered Area 18 m²/sprinkler: head according to NFPA 13 c. Design System of Fire Extinguisher a) The maximum distance between the utility should not be more than 15 meters except for the parking area to 15m maximum according to NFPA 10 b) Total utility area minimum 1 piece for 150 m² to 200 m² floor parking. c) Utility type and capacity (18 liters of extinguishing agent for 500 m2): Multi Purpose Dry Chemical 6 Kg for common areas Carbon Dioxide 6 Kg for Electrical/Mechanical/kitchen Carbon Dioxide 25 Kg mobile type for the generator room and the engine room d) Water storage for air plane firefighting to be estimated 100 m3
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3.3. Ventilation & Air Conditioning 3.1. Air Conditioning A. General Building usage data comply with Architect plans.
B. Basic Planning Standards American Society of Heating, Ventilating and Air Conditioning Engineers (ASHRAE) Sheet Metal and Air Conditioning National Association (SMACNA)
C. Oecusse Building Detail Outdoor and Indoor Design Service Area Temperature Relative Humidity % RH
Outside Condition 35 70%
PASSENGER TERMINAL 23 ± 2 55% ±5% METEORLOGY & ATC 24 ± 1 55% ±5% ATC TOWER 22 ± 2 50% ±5% MAIN POWER HOUSE 24 ± 1 55% ±5% GSE SHELTER 24 ± 1 55% ±5% 24 ± 1 55% ±5% CARGO TERMINAL 24 ± 1 55% ±5% RFFS BUILDING 24 ± 1 55% ±5% QUARANTINE BUILDING 24 ± 1 55% ±5%
Outside air requirments per person = 15 CFM/Person – 20 CFM/Person
Noise Criteria Service Area Noise Criteria (dB)
PASSENGER TERMINAL 30 – 35 METEORLOGY & ATC 30 – 35 MAIN POWER HOUSE 35 – 35 GSE SHELTER 35 – 45 CARGO TERMINAL 35 – 45 35 – 35 RFFS BUILDING 30 – 35 QUARANTINE BUILDING 30 – 35
D. Control Room Temperature To set the indoor air automatically, it will use room thermostat and settings manually through the fan speed control that can be placed integral with broadest lighting panel.
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E. Passenger Terminal Building Air Conditioning System for buildings mentioned above are proposed to be Air Cooled Chiller System with the following consideration: 1. Air Cooled Chillerseasy for future additional and expansion. 2. Air Cooled Chiller is more suitable for larger buildings.
F. Main Power House, FRB Building, GSE Building, Cargo and Quarantine Building Proposed Air Conditioning System are following consideration: 1. Wall mounted is more efficient for smaller building. 2. Wall mounted air conditioning system is cheaper than any other systems. 3. Support structure more light.
3.2. Mechanic Ventilation Air change depend on the kind of room such as :
a. Pantry Room : Air Change = 6 – 10 x b. Toilet Room : Air Change = 10 – 15 x c. Storage Room : Air Change = 6 – 10 x d. Pump Room : Air Change = 15 – 20 x
e. Panel Room : Air Change = 10 – 15 x
3.4. Transportation In The Building For designing number of elevator shall comply to these criteria as follow :
Minimum handling capacity : 13 – 15 % Interval : 25 – 30 second
3.5. Sewage Treatment Plant 1.Type of STP : Biofiltration System. 2. Materials : Fiber Glass 450 kg/m2, Resin SHCP 220-BQTN, 5 mm thick, warranty 10 years. 3. Flow of process: Grease Trap. Equalizing Chamber Settler. Anaerobic Chamber. Aerobic Chamber, reduce BOD, COD and SS. HDCO Chamber, reduce BOD, COD, SS and ammonia.
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Clarifier Chamber. Filtration Chamber. Discharge Disinfectant Chamber and Chlorination. Back Wash for Sludge by Air Blower. 4. Influent : • BOD : 250 ppm. • COD : 300 ppm, • SS : 200 ppm 5. Effluent : • BOD : 20 – 30 ppm. • COD : 30 – 50 ppm, • SS : 20 – 30 ppm 3.6. Explosion Signal Shall be Installed at 1. Fuel Station Area. 2. Sewage Treatment Plant
13.4. Engineering Calculation 4.1. Determining The Ground Reservoir Capacity Terminal Building Number of Passengers Assumptions : 500 pax/day Per Person / passenger : 15 liter Assumptions : 500 pax/day x 15 ltr : 7500ltr/day. Number of Employee Assumptions : 100 person/day Per Person / employee : 150 liter Assumptions : 100 pax/day x 150 ltr : 15000 ltr/day. F&B, restaurant, retail : 209 m2 Per m2 : 60 liter Assumption : 209 m2 x 60 ltr/m2 : 12540 liter Total needs of passengers and employees, retail : 7500 + 15000 ltr+ 12540 : 35040ltr /day : 35.04 m3/day.
Meteorology Office & ATC (Air Traffic Control) Meteorology Office Number of Employee : 20 person/day Per Person / employee : 100 ltr Assumptions : 20 person/day x 100 ltr
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: 2000 ltr/day. : 2 m3/day.
ATC Number of Employee : 5 person/day Per Person / employee : 200 ltr/day. Assumptions : 5 person/day x 200 ltr : 2000 ltr/day. : 1 m3/day.
Main Power House Number of Employee : 5 person/day Per Person / employee : 200 ltr Assumptions : 5 person/day x 200 ltr : 1000 ltr/day. : 1.0 m3/day. Cargo Terminal Number of Employee : 20 person/day Per Person / employee : 100 ltr/day. Assumptions : 20 person/day x 100 ltr : 2000 ltr/day : 2 m3/day.
FRB Number of Employee : 15 person/day Per Person / employee : 200 ltr/day Assumptions : 15 person/day x 200 ltr : 3000 ltr/day. : 3 m3/day.
Quarantine Building Per Person / employee : 5 person/day : 100 ltr Assumptions : 5 person/day x 100 ltr : 500 ltr/day. : 0.5 m3/day.
GSE Building Number of Employee : 10 person/day. Per Person / employee : 150 ltr/day. Assumptions : 10 person/day x 150 ltr : 1500 ltr/day. : 1.5 m3/day
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Total Clean Water Requirement at OecusseAirport( VCW ) 35.04+ 2 + 1 + 1 + 2 + 3 + 0.5+ 1.5 = 46.04 m³/day Standby for 3 days, it will be = 138.12 m³/day Safety Factor for cleaning Building & Other is 20 % = 27.624 m³/day Volume Clean Water ( VCW ) = 138.12 + 27.624 = 166 m3
Terminal Building have between three to four standpipes and then the flow rate of fire pump will be = 1000 GPM Volume of Fire Fighting (VFF) = (1000 GPMx3,785x60 minute)/1000 = 227m³
Total Volume of Ground Water Tank will be : = VCW + VFF = 166 + 227 = 393 m3
4.2. Determining Sewage Treatment Plant Capacity At this complex has 3 (three) Sewage Treatment Plant : 1. 1 (one) unit for Passenger Terminal Building with capacity 30 m3/day. 2. 1 (one) unit for MPH, ATC&M, FR Building with capacity 6 m3/day. 3. 1 (one) unit for Cargo, Quarantine, GSE Building with capacity 4 m3/day.
4.3. Determining Elevator 1. Service Lift : Capacity : 1000 kg Type : Roomless Opening : 3 Stop Door Type : Single Door Quantity : 1 Unit 2. Pasenger Lift Capacity : 15 person Type : Roomless Opening : 2 Stop Door Type : Double Door Quantity : 2 Unit
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13.5. Attachment
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14. ELECTRICITY AND ELECTRONICS 14.1. ELECTRICITY Medium Voltage Cable: Indoor Use: Specification : IEC 60502 Single/Multi Core Copper/Aluminum. XLPE Insulated, copper tape screen, PVC Sheathed. Operating Voltage: 20 kV (24kV). Outdoor Use: Specification : IEC 60502 Single/Multi Core Copper/Aluminum. XLPE Insulated, copper tape screen, Zinc-coated Flat Wires Steel Armored, PVC Sheathed. Operating Voltage: 20 kV (24kV).
Transformer: Specification Standard: IEC 76, 144, 726. Service specification : Rating Voltage : 24 kV Primary Voltage : 20 kV, 3 phase 3 wire. Secondary Voltage : 231 – 400 V0lt, 3 phase 4 wire. Tap off changer : -5%, -2.5%, 0, +2.5%, +5% Vector Group : DYn-5. Frequency : 50 Hz. Breaking Power Cap. : 500 MVA at 20 kV. RH : 100 % Temperature : 40 °C.
Medium Voltage Cubicle: Specification Standard: IEC. 60298, 60427, 60466 Service specification : Rating Voltage : 20/24 kV. Voltage test for 1 minute : 50 kV. Impulse Voltage : 125 kV Frequency : 50 Hz. Ampere rating : 630 A Max. short circuit power : 500 MVA Breaking capacity : 14.5 kA Circuit Breaker : Fixed type, LBS, VCB/SF6. Control System with auxiliary power supply by UPS, 60 minute Back-up time. To provide spare double MV cable line feeder from MPH to the Terminal Building(Next stage).
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To provide spare space for 1 MV cubicle at MPH and 1 at Terminal Building, with manual operation (Next Stage).
Low Voltage Cable : Indoor Use: Standard specification : IEC 60502-1 Copper core conductor. Single/Multi core PVC insulated and PVC sheathed. Voltage rating 0.6/1000 Volt. Outdoor Use: Standard specification : IEC 60947, 61439 Copper core conductor. Single/multi core PVC insulated and PVC sheathed, galvanized steel plate armored. Voltage rating 0.6/1000 Volt.
Low Voltage Panel. Standard specification : IEC. Voltage rating : 220/380 Volt, 3 phase, 4 wire. Frequency : 50 Hz. Temperature : 45 °C RH : 95 %. Voltage test : 3000 Volt. Box panel : Steel plate minimum 2 mm thickness. Component : ABB, Siemens, Schneider. Control System with auxiliary power supply by UPS, 60 minute Back-up time.
Power Distribution System Voltage drop: Allowable voltage drop from Main Power Distribution Board to the end point of each electrical load = 5 %.
Motor Starting System
Power Capacity-Electro Motor Starting System with overload protection
- up to 5 kw - DOL (Direct On Line) - 5 kw - 25 kw - Start-Delta Starter - 25 kw - more - Soft Starter
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Grounding resistance value: Electronic System maximum 1 Ohm. Equipment Grounding Electrical System max. 2 Ohm Lightning Arrester max. 5 Ohm.
Generator: Standard reference : VDE/DIN, IEC, NEMA. Diesel Fuel Engine Standby Power System.
Lighting System. Standard : IEC, IES. Cable connection code : Phase R : Red color Phase S : Yellow. Phase T : Black. Phase Neutral : Blue. Grounding Wire : Green/Yellow strip.
Standard luminance level:
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14.2. Electronics Electronic System consists of the following item: 1. Telephone/PABX 2. Internet Data Communication. 3. Fire Alarm. 4. Public Address. 5. Master Clock System. 6. FIDS 7. CCTV 8. IP-TV. 9. Access Control. 10. Building Automation System. 11. SCADA System
1. Telephone System. System Telephone with digital IP PABX designed with the following feature: b. PABX with software program for operational. c. PABX with varies function and flexible feature. d. PABX expandable with the maximum capacity. e. PABX completed with the system "Call Detail Recording". f. Extension line 150-200. g. Trunk line 15-20. h. Comply with International Standard: CCITT (Consultative Committee on International Telegraph and Telephone).
Installation system with: Indoor and outdoor Telephone cable with Copper core. Or Fiber Optic cable. 2. Internet Data Communication : Cable data UTP cat.6, 4 pair. 4 pair modular Jack RJ45. 24 port category 6 Switch Hub. Set of PC and Printer, and Server to support Ethernet data operation. 3. Fire Alarm System : Main Control Fire Alarm (MCFA). Annunciator at Security Control Room and RFFS. Semi-addressable with maximum 5 loop. Detector consists of the following: Fixed Temperature Detector Rise of Rate Temperature Detector. Smoke Detector. Manual Station: Break Glass, Telephone Outlet, Audio/Visual Alarm Bell.
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Censor allocation:
DETECTOR FIXED ROR COMBINATION TEMP. FIXED TEMP. SMOKE FLAME GAS
- Kitchen - Meeting Room - Control Room, - Ware House with - Parking Building Receptionist Flammable Materials. - Restaurant - Lobby
- Bed Room
- Genset and - Machine Room. - Control - Store Room Transformer Room for with Room. - Lift Room. Vital volatile Installation. Gases - Pump Room.
- Stairs
- Corridor
- Lobby
- Function Room
- Store Room
4. Public Address. Intended for normal and emergency public Annunciator with the following conditions: Background Music: Sound Pressure Level 5 – 40 dB, 20Hz-20 kHz. Normal announcement: Sound Pressure Level 40-60 dB, 200Hz-6/10 kHz. Emergency announcement: Sound Pressure Level 60-120dB, 10 kHz-20 kHz. Equipment: Power Amplifier and Mixer Pre Amplifier Cassette Tape Deck, CD player and AM/FM Tuner. Microphone. Speaker: Ceiling Speaker, Column Speaker and Horn Speaker. Cable NYYHY 3 x 1.5 mm2, and FRC 3 x 1.5 mm2.
5. Master Clock Synchronization of display time intended for Airport operation consist of the followings: GPS with antenna. Master Clock Unit with redundant.
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6-12 channel GPS receiver. Change Over Switch LCD Clock with multi-functiondisplay: City name, date and temperature. Analog Clock, accuracy +/- 50 ms (Synchronized). Cable data UTP cat.6.
6. Flight Information Display System (FIDS). FIDS consist of the following main items: Computer Server with printer. Software. Switching Hub 24 port. Client PC. LCD TV Plasma 55 inch. Cable UTP cat. 6
7. CCTV System. CCTV with IP Camera is part of the security equipment to the Airport operation with the following item: Network Video Recorder (NVR) Storage capacity 5000 GB. Indoor Mini dome Fixed Camera. Pan Tilt Zoom Outdoor Camera wit Bracket. Video Management Software. Operator PC Client, Display Monitor, Operator Console. Distribution Switch and access switch. Cable UTP category 6 and accessories.
8. IP Television. Airport Television Network for Airport operation usage with the following items : Streamer with IP-Interface, and Access. IP-Streamer Power Supply unit. Digital Signage IP-TV Server. Digital Signage Software Application. TV LCD with bracket. Outlet IP-TV Cable UTP category 6.
9. Access Control. Access Door Control intended for security purposes at the restricted zone in Airport Terminal Building and others, with the following main items : IP-Base Reader controller and reader interface. Access Control PC with HDD. Software application.
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Set of Door Control: Card Reader, Proximity reader or Biometric reader, locking devices and exit button, emergency break glass. Cable UTP category 6.
10. Building Automation System. Purpose is mainly for control and monitoring of all connected Mechanical and Electrical system installed to support Airport daily operation. Following are the main item for BAS: Master Controller. Software BAS application. Server. PC Work station with Printer. Switch Hub 24 port. Remote Controller : Digital Input/output, Analog Input/output. Temperature sensor. KWH Transducer. Voltage transducer. Current censor. Pressure censor Relay. Cable UTP category 6.
11. SCADA. Purpose is mainly for control and monitoring of all connected Electrical system installed to support Airport daily operation. Following are the main item for SCADA: Main Power House : Master Controller. Server. PC Work station with Printer. Local Controller for: PLC Input/output point. TM Cubicle Transformer. Generator. UPS. VPMDP. CCR AFL Current censor. Relay. Cable UTP category 6.
Air Trafic Controller : Sub- Controller. PC Work station with Printer. Local Controller for : PLC Input/output point.
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CCR AFL Tower Control Panel with Grafic. Current censor. Relay. Cable UTP category 6. Kabel communication from Main Power House to ATC with fiber oftic cable, 12 core single mode.
Terminal Buiding : Sub- Controller. PC Work station with Printer. Local Controller for : PLC Input/output point. MV Cubicle Panel. Transformer. LVMDP Kabel communication from Terminal Sus Station to Main Power House with fiber oftic cable, 12 core single mode.
DVOR/DME : Sub- Controller. PC Work station with Printer. Local Controller : PLC Input/output point. MV Cubicle. Transformer. Generator. LVMDP Relay. Cable UTP category 6. Kabel communication from DVOR/DME to MPH with fiber oftic cable, 12 core single mode.
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15. FUEL DEPOT
Aviation fuel will have to be provided to aircraft operating into/from Oecussi International Airport. These aircraft will range from medium to short haul passenger jetliners with the occasional wide body long haul charter flight and it is assumed that general aviation piston driven private aircraft may demand this airport mainly for business purpose.
Figure 1 Oe-cussi International Airport Layout
To cater for these needs, Oecussi International Airport requires that its Master Plan contemplates the design and construction of an avation fuel depot, and designed to comply with the best aviation standards in terms of safety and environment protection. The project requirement is to service fuel aviation fuel consumption are as follow:
Aviation fuel requirements
o Aircraft assumption :
. 4 aircraft code C strands together at the same time
. 2 aircraft code C and 1 code E strands at the same time
o General aviation (no feasible forecast)
o Helicopter : 2 aircraft considered on original scope
Ground Support fuel requirements
o Ground Support aircraft tanker :
. minimum 4 tanker truck for 4 parking strands
o Ground Support Equipment (GSE) assumption :
. 2 baggage/cargo tow tractor
. 8 closed baggage carts
. 1 aircraft pushback and tow tractor
. Jet engine air start unit
. 2 cleaning service car
. 1 lavatory service car
. 1 ground power unit
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. 2 passenger stair truck
. 4 caster bed pallet trailer
o Rescue & Fire Fighting Services (RFFS) assumption :
. 2 fire fighting vehicles
. 1 ambulance
. 4x4 vehicle
The layout components requirements are assumed as preliminary as follow:
Aviation fuel depot dedicated area – 600m2 (20m x 30m)
Minimum storage 80,000 Litres of aviation Fuel Jet A-1 (ø3.8x7.1m)
Minimum storage 3,000 Litres of AVGAS 100LL (ø2.28x1.4m)
Adequate and dedicate pump, filter & water separate system
Unloading area from refinery
Loading area to aviation Fuel system & Ground Support Fuel
Fire fighting system internal of Fuel Farm
Offices (20m2)
Control post (3m2)
Landside access from security gate
Perimeter fence
15.1 Process
There are two types of fuel processed in this fuel depot. The process of the both type of fuel is completely separate, except in the waste handling process.
The process is carried out in the fuel depot is divided into two kinds :
1. Unloading system
Unloading system is the fuel dismantling system from truck container to the storage tank, using an electric pump equipped with a filter.
2. Loading system.
Loading system is a system of charging truck fuel tank that will be sent to the aircraft, using an electric pump and flow meter to measure the fuel number send to the truck.
15.2 Safety Engineering
Fuel farm depot is at Oecusse International Airport are intended to continuously receive Avtur and Avgas. Personnel safety shall be the primary consideration in planning and arranging the fuel farm depot facilities. Designs and protective measures
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shall account for all phases of operations, including temporary situations. Accordingly, the fuel farm depot area facilities shall be designed and equipped to
a. Prevent leak, fire, explosion and any possible hazard. b. Minimize the effects of leaks, fire or explosion in order to preclude hazard progression, and c. Conduct effective fire fighting operations without personal exposure to extreme danger, and d. Provide for safe evacuation from the worst case scenario.
15.3 Mechanical
To ensure the system reliability, both unloading pump and loading pump are provided with 2 x 100% capacity mode, which only one pump will work while other is stand-by.
Fuel depot is equipped with 2 x 40,000 L horizontal type Avtur Storage tank and 1 x 3,000 L vertical type Avgas Storage Tank.
15.4 Piping Engineering
Piping system set up on the fuel unloading system and fuel loading systems either on Avtur line or Avgas lines.
Line sizing is done to calculate the size of the pipe with considering the limits of speed and pressure drop.
A series of valve is installed in Avtur Line to direct the flow of fuel to the particular tank.
15.5 Electrical Engineering
Electrical power lines are fully buried excepted residential and indoor purpose. Local or national electrical safety codes and other publications set in detail the special precaution needed to safeguard against the risk of fire or explosion due to the use of electrical current and lightning. The total conductivity of the earth conductors / power supply conductor shall meet the requirements of the National Electrical Code (NEC).
For in hazardous area, the basis for area classifications shall be the recommended practices outline in API RP 500 and the electrical equipment and wiring materials shall conform to the requirements of NEC Article 500.
Every equipment such as tanks and the depot component should always effectively earthed included any control distribution panel in accordance with the detail recommendation for earthing given in nation standard. A bonding cable should be attached to the vehicle bonding point before the loading hoses are connected. The earthing system resistance to earth shall not exceed 5 ohms. System earthing shall be solidly grounded at 380 V systems.
15.6 Instrument / Control Engineering
The Instrument control system and monitoring system will be operated manually which the system will manage into Receiving area, Storage, and Distribution.
336 NEW DEVELOPMENT OF OECUSSE AIRPORT DESIGN NOTES Revision 02, Date : 16/09/2016
The Instrument specifications to be used in the system are;
a. Flow metering (PD Meter)
b. Breather Valve
c. Pressure Gauge and Differential Pressure Gauge
d. Level Gauge and Level Switch
e. Restriction Orifice Plates
f. Limit Switches
g. Spill Oil Detector
h. Fire Alarm System (FAS)
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