PARAMETRIC DESIGN OF DOMESTIC OF A PROPOSED

1SURAJ A. JADHAV, 2SUJAY U. CHIRMADE, 3HARSHAL DESHPANDE, 4PANKAJ R. JADHAV, 5PRITAM B. BAGUL

1Dept. of Civil SCOE M.U., 2Dept. of Civil SCOE M.U., 3Asst. Prof. at Dept. of Civil SCOE M.U., 4,5Dept. of Civil SCOE M.U.,

Abstract- The Navi Mumbai Airport was first proposed by the CIDCO, Maharashtra as a Domestic Airport. It is now proposed to be an . The design was taken up considering the domestic guidelines and requirements. The area of the proposed site is 1775 Hectares (35 kms from the existing Santa Cruz Airport. The need for the new airport was felt because of rising domestic air traffic at Santa Cruz Airport, which is expected to face expansion constrains in the future. Similarly many new domestic would be coming up as a part of the initiative by the GOI to increase and improve the domestic air facility. Citing this an opportunity the design of parameters for Domestic runway like the runway length, rapid exit taxiway locations, runway markings, runway lighting and pavement design are done. A well known software known as FAARFIELD software is used for designing pavement with more accuracy.

Index Terms- Design of Domestic Runway, Design of Indian Airport, FAARFIELD, Pavement Design, Runway Length, Runway Markings & Lighting.

I. INTRODUCTION the Meteorological Department of CIDCO, which was set-up exclusively for the wind data collection at the The Navi Mumbai Airport is located between the site. existing National Highway No.4B (East Side) & Aamra Marg (West Side), near Panvel in the B. Analysis:- geographical centre of Navi Mumbai having Airport The data obtained was analyzed for finding out the reference point longitude 73o.04'.18'' and latitude prevailing wind directions at the proposed site. After 18o .59’.33’’ at distance of approximately 35 kms the analysis a wind rose was plotted for the same data. from existing airport at Santa Cruz. The site is located It was found from the wind rose that the prevailing around the fast growing regions of Navi Mumbai such direction of the wind is WNW to ESE. as Kharghar, Panvel and the CBD of Navi Mumbai. The site is at present connected with a periphery road Table 1 indicates the wind flowing in particular and is proposed to be connected with metro and rail direction along with its intensity. Fig.2 shows the lines. The soil at the site is generally of marine in plotted wind rose diagram. nature. Table1 Gives the Wind Directions and intensity The hard rock is encountered at varying depths. Five rivers flowing through the site are Taloja and Kasadi in the North, Kalundri and Gadhi in the East and Ulwe in the south. The Gadhi River is proposed to be recoursed as it meets the proposed runway perpendicularly. There are two hillocks in the proposed site which are to be flattened completely. The site has Matheran hills on the East and Belapur and Kharghar Hills on the West.

II. WIND ANALYSIS.

A. Data Collection:- The daily wind records for the period of 366 days from November, 2007 to October, 2008; were acquired from

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 12 Parametric Design of Domestic Runway of a Proposed Airport minimum takeoff run required is 1600 meters. The normal takeoff condition is with 110% increase of minimum takeoff run.

Horizontal distance traversed up to the lift of 10.5 m with a gradient of 1.25% from 110% of minimum takeoff run is given by-

Hence the available takeoff run is 1760 + 840 = 2600 m. Providing 100 m full strength pavement on either side for safe operations during wet conditions, the

Basic Runway Length is increased to III RUNWAY PLANNING 2600 + (100 + 100) = 2800m. (4) A. Runway Orientation:- The prevailing direction of the wind at the site as Since this length is for standard day (i.e. 15oC) and obtained from the wind rose diagram is WNW & ESE MSL, the respective corrections should be added to and is the ideal orientation as per the wind rose. But calculate the total runway length. due to the practical considerations of topography the orientation of the runway was changed to ENE & Elevation corrections are: WSW direction. The R.L. of runway is 3m. The correction to be applied is 7% increase per 300m rise from M.S.L. The While considering this orientation it was found that correction per meter rise is: the cross wind component (10.3 m/s) at the site was exceeded 5 times in a year and over a wide time interval. Therefore the total correction to be added is:

0.000233 X 3 X 2800 = 2m (6) B. Runway Length & Width:-

The Critical selected is Boeing 747-400 Temperature corrections are: (B747-400) which has the maximum requirements of The Reference Temperature (ART) is aircrafts in domestic category in India. The Fig. 3 given by the following formula:- Shows the Critical Aircraft Dimensions.

Where, Ta= the average of average temperature; Tm= the average of maximum temperature. The correction is applied for the rise in temperature from the SD.

The length is increased 1% for per degree rise in temperature. Thus the correction to be added is;

The wing span of the aircraft is 64.44m, the length is 70.7m and the height is 19.4m. The maximum Takeoff weight of the aircraft is 414 tonnes and the The final corrected runway length comes to be 3217m

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 13 Parametric Design of Domestic Runway of a Proposed Airport and is rounded off to 3230m. Thus the total available A correction according to following formula is to be runway length is 3230m. Apart from this length there applied for the field parameters. are certain other runway lengths which play a vital role in the operation of the aircrafts and help the pilots decide their decision speed.

Table 2 gives these lengths. Where; Se= Corrected dist. From runway threshold, Table 2 Operational Lengths So= Std. distance from runway threshold, M= constant for the type of aircraft, P= pressure at site in terms of inches of Hg., t= avg. temperature of the hottest month at the site in terms of 0F. The following Table 4 gives the values of the terms to be taken.

Table 4 Values taken for calculation of the new

distances from threshold. The Fig. 4 shows the graphical representation of the operational lengths of runway.

Fig. 4 Graphical Representation of the operational distances. The following Table 5 gives the new corrected Runway Width:- distances of rapid exit taxiway locations from runway The Aircraft Classification Number is ‘E’ as per threshold. DGCA-CAR, hence runway width is 45 meters with 7.5m wide shoulders on each side. Therefore the total Table 5 New corrected distances (Rounded off). runway width is 60 m.

C. Rapid exit taxiway locations:- The rapid exit taxiway is a taxiway enabling the aircraft to exit the runway at a relatively higher speed (95 kmph) so as to reduce the runway occupancy time and consequently increase the efficiency of the runway.

Table 3 Distance of rapid exit taxiways from runway threshold.

D. Runway Markings:- The above Table 3 gives the recommended rapid exit The various types of markings on a runway are taxiway distances from the runway threshold at Threshold markings, Aiming point markings, Standard Day, MSL & Standard Pressure. Touchdown Markings, Centre line markings & Edge

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 14 Parametric Design of Domestic Runway of a Proposed Airport markings. The markings are shown in Fig. 6 (a) & 6 4. Centerline Markings: (b) As per DGCA-CAR guidelines, the length and width of strips is 30m and 0.5m respectively. The spacing between 2 strips is 20m. 5. Edge Markings: As per DGCA-CAR guidelines, the edge strips are throughout the runway length and has width of 0.9m.

Fig. 6 (a) Threshold displacement, threshold, centerline and E. Runway Lighting:- runway number marking. The pattern of lighting used for the proposed runway is Cat-III lighting for precision approach runways. The centerline of the runway should be extended at least 900m from the threshold as per the specifications for lighting in DGCA-CAR. We have extended the centerline till 1000m beyond the threshold. The Fig. 8 shows the lighting on one end of the runway.

Fig. 6(b) shows the touch down marking, aiming point marking & the runway edge marking.

The Fig.7 shows the numbering of the runway.

Fig.8 Runway approach lights and threshold marking lights.

The threshold lights are placed on the runway end strip and extend in width up till the shoulder edge. The approach lights are placed at a spacing of 30m with the first light starting at 30m from threshold. A cross bar at an interval of 150m is placed till the end of the extended centerline. The first cross bar at distance of 150m from the threshold is of the same width as of the approach lights. The subsequent cross bars at every Fig.7 Runway Numbering Dimensions 150m interval may be of uniform width of 30m or 1. Threshold Markings: converge at the threshold. As per DGCA-CAR guidelines, the numbers of strips for 45 m width of runway are 12. The length and width The following Fig.9 shows the runway centerline of each strip is 45 m and 1.8 m respectively. The lights, runway edge lights & touchdown zone lights. spacing between the strips near to centre line is 3.6m whereas spacing between rests of strips is 1.8 m. 2. Aiming Point Markings: As per DGCA-CAR guidelines, the distance from threshold to beginning of marking is 400m. The length and width of strip is 50m and 10m respectively. The lateral spacing between inner sides of strips is 20m. 3. Touchdown Markings:

As per DGCA-CAR guidelines, the numbers of pair(s) of these markings are 6. The length and width of Fig.9 Centerline, runway edge & touchdown zone markings. strips is 22.5m and 1.8 m respectively. The spacing between inner sides of strips near centre line is 20m The centerline lighting in Cat-III type is placed at a whereas spacing between rests of strips is 1.5m. minimum spacing of 15m and in no case shall be equal

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 15 Parametric Design of Domestic Runway of a Proposed Airport to the spacing of touch down zone lights. The touch with some parameters that indicate the structural down zone lightings are placed at a spacing of 60m condition of the pavement to be treated. There are two with the first light spaced at a distance of 60m from parameters: the threshold. The touch down zone lightings terminates at a distance of 300m from the threshold. A. CDF: Cumulative Damage Factor Used, which The edge lightings are placed at a distance of 1.5m defines the amount of structural life that has been used from the runway edge marking. The runway by the existing pavement up to the time of the overlay. centerline and edge markings are throughout the B. SCI: Structural Condition Index, derived from length of the runway. the Pavement Condition Index (PCI), using just 6 modes of distress: corner break; longitudinal, F. RESA:- transverse and diagonal cracking; shattered slab; RESA is an abbreviation for the Runway End Safety shrinkage cracks; joint spalling; and corner spalling. Area. The basic function of a RESA is to arrest the speed of the Aircraft in the case of emergency such as An SCI of 80 is the FAA definition of structural failure takeoff failure or overshooting the runway in landing of a rigid pavement and is consistent with 50% of slabs operations. The specifications of RESA state that it in the traffic area exhibiting structural cracks. The should be twice the width of the runway and at least FAARFIELD program also requires information 90m in length. The maximum safe distance to be regarding the fleet of airplanes which the airport will provided for RESA is 240m, as specified by ICAO receive. To facilitate the introduction of the fleet, with (International Organization). the departure frequency and projected annual growth rate, the program offers a library from which to select Taking a cue from these guidelines it is proposed to the most common aircraft models. For each model, the have a RESA of 240m X 90m. number of annual departures is introduced as well as the annual growth expected in the coming years. Fig.10 shows the c/s of the proposed RESA. Finally, the design life of the project must be introduced; this is usually established in the coming years. Finally, the design life of the project must be introduced; this is usually established at 20 years. Based on this data and on the modulus of the layer, the program calculates by 7 successive iterations the necessary thickness of the pavement.

V. DESIGN OF PAVEMENT LAYERS.

The Fig.13 shows the Airplane data taken for the design of the flexible pavement using the FAARFEILD software. We have taken all the air traffic in terms of the critical aircraft so as to arrive to Fig.10 c/s of RESA. safe design in all conditions. IV. FAARFEILD SOFTWARE The subgrade soil has a CBR of 4% and it has to be The FAA Advisory Circular AC-150/5320-6E is used improved to a CBR of 10% using the MOST for the design of new airport pavements and for the specifications for the soil stabilization. The following rehabilitation of old ones that exhibit damage. This compositions of layers were given as an output by the AC employs a finite elements method for rigid and FAARFIELD software. The output is shown in the flexible pavements; to facilitate the calculations for its Table 5. The same output of the FAARFIELD users, it is accompanied by software called software is shown in the Fig.14. FAARFIELD (Federal Aviation Administration Rigid and Flexible Iterative Elastic Layered Design). The Taking in considerations various practical and FAARFIELD program is easy to use. In the case of a economic aspects the pavement layer composition was flexible pavement, the user inputs the thickness of the changed to as shown in the Fig.12. existing layers: concrete slabs, cement-treated base courses and granular layers, as well as the modulus of While selecting the layer composition the practical each. In the same way, the program must be supplied aspects involved were taken into consideration to

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 16 Parametric Design of Domestic Runway of a Proposed Airport increase the WMM & GSBC layer thickness & economical aspect taken into consideration by keeping the BM layer limited to 350mm thickness. The SDAC layer of 130mm thick is to be constructed & compacted in two layers of individual thickness of 65mm. The Fig. 11 shows the landing gear configuration of the critical aircraft.

Fig.13 Aircraft selected for the design purpose.

Fig.14 Shows Various Layers and their corresponding thickness.

CONCLUSION

1. The soil subgrade to be used for the proposed design should be of CBR= 10%, which could be borrowed from a borrow pit or stabilized using the soil stabilization techniques referred in MOST (Third Revision; 2000) clause no.402 &/or 403. 2. The above proposed design is practically feasible and can be submitted for consideration to a competent authority. 3. The design will cater the increasing of air traffic and ease of the load on existing Santa Cruz Airport & thus can be considered for the proposed airport at Navi Mumbai.

REFERENCES

[1] Airport Pavement Design and Evaluation, Advisory Circular 150/5320 – 6E Federal Aviation Administration, Washington D.C., 1989 [2] , Annex 14, “AERODROME STANDARDS – Third Edition”, INTERNATIONAL CIVIL AVIATION ORGANIZATION, JULY 1999

[3] DGCA CAR, “SECTION-4, AERODROME STANDARDS Fig. 12 shows the layer composition of the proposed & AIR TRAFFIC SERVICES” SERIES 'B', PART I runway.

Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 17 Parametric Design of Domestic Runway of a Proposed Airport [4] Ministry of Surface Transport (MOST), Specifications for [6] Robert Horenjeff, Francis X Mckelvey, William J Sproulle, Road & Bridge Works – Indian Roads Congress, New Delhi, Seth B Young “Planning and Design of Airports”, 5th Edition, 2000. McGraw Hill. [5] Operating Procedures for B747-400. (Appendix A, B747-400 [7] S.K. Khanna, M.G. Arora, S.S. Jain, “Airport Planning and Performance Summary) Design”, 6th Edition, Nemchand & Bros, pp 166-178 & pp 240-250.

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Proceedings of IRF International Conference, 30th March-2014, Pune, India, ISBN: 978-93-82702-69-6 18