AIRPORT PLANNING & MANAGEMENT

The physical parts of an airport can be broadly divided into three parts as Airside Terminal Building and City side

The airside installations, operation and its effective management are vital for every airport. It basically includes 1. Runway . Ta!iway ". #olding bays $. Apron %. Bays&stands '. Runway lights (. Runway mar)ings *. +avigational aids or +A,AI-. as +-B /+on directional beacon0 -,1R -23 4ocali5er 6lide 7ath 1uter mar)er Runways: A Runway is the basic re8uirement of an airport. The pavement where aircrafts land, roll and ta)e off is called a runway. Regulations regarding the management and planning of runway is governed by ICA1 .AR7 Anne!91$. As per the guidelines the runway is properly painted with various mar)ings and e8uipped with visual and instrumental aids. Runway orientation: Runway orientation is basically decided on prevailing wind directions over the area. The runway which is oriented into the prevailing wind is )nown as Primary Runway. #owever, in many areas wind directions are not always same. If the runway is oriented towards the most common crosswind direction, it is called Crosswind Runway. 2any airports have more than one runway parallel to each other. .uch runways are called Parallel Runway and denoted by R, 4 and C meaning Right, 4eft and Centre as its position. Runways are defined by their orientations with respect to magnetic north. The angle from magnetic north is divided by 1; and rounded to the nearest integer. The lower n umber is always identified first.

Runway length and width: The characteristics that determine the length and width of the runway are aircraft si5es that are to be operated on the runway and the prevailing atmospheric conditions. The ma!imum gross ta)e off weight, acceleration rate, safe lift off velocity of the aircraft are the factors to be considered while determining the length. 2oreover, elevation above the sea level /2.40 and outside air temperature are also two factors affecting the runway length for the fact that air at higher elevation and at higher temperature is less dense than cooler air and air closer to sea level. The density of the air is a significant determinant in the ta)eoff performance of aircraft. The width of runway varies from %; to ;; feet and length from %;; feet to ", (; feet being the Area %1 airport at 4as ,egas having the longest runway of " (; feet /(;<; meters0. Runway mar)ings: =or guidance to the pilots of aircraft, runways are painted with three )inds of mar)ings li)e ,isual runway mar)ings +on precision Instrument mar)ing and 7recision Instrument mar)ings A visual runway is intended solely for aircraft operation using visual approach procedure. A +on9precision Instrument runway is one having an instrument approach procedure using air navigation facility with only hori5ontal guidance. A precision Instrument Runway is one having an Instrument approach procedure using a precision instrument landing system, I4. or 7recision Approach Radar /7AR0 which provides both hori5ontal and vertical guidance to the runway.

The common runway mar)ings are Runway designators, Centre line, threshold mar)ing and aiming points.

Runway Center Line: Runway Centre line identifies the centre of the runway and provides alignment guidance during ta)e off and landing. This mar)ing consists a line of uniformly spread strips and gaps in while color. Runway Threshold marking: Runway threshold mar)ing identifies beginning of the runway that is available for landing. It consists eight longitudinal strips of uniform dimension disposed symmetrically about the runway centre line. +umber of strips depends upon the width of the runway. Runway aiming point: This mar)ing gives visual aiming point to the pilots. It consists two rectangular mar)ing broad white strips, 1;;; feet away from the runway threshold. Runway touchdown zone marking: This mar)ing indentifies the touch 5one for landing operation. They are mar)ed to provide information in %;; feet separation for a distance up to %;; feet from the threshold. It is a group of one, two or three rectangular bars symmetrically arranged in pairs about the runway center line. Runway side strips: It gives the edge of the runway. It is a continuous white strips located at each side. Runway Lighting: Runway lighting is e!tremely important for night time aircraft operation or in poor visibility weather conditions. There are three )ind of light arrangements in and around the runway. Approach lighting systems ,isual glide slope indicators Runway end identifiers Approach lighting system /A4.0: Approach lighting system is to guide the pilot to identify the runway and to align the centre line. They e!tend bac) from the runway called the approach area to a distance of $;; to ";;; feet for precision Instrument runway and 1$;; to 1%;; feet for non precision instrument runways.

,isual 6lide .lope Indicator: ,isual glide slope Indicators are lighting system located ad>acent to runway on the airfield to assist aircraft with visually based vertical alignment on approach to landing. The five )ind of visual indicators are ,A.I 7A7I Tricolor ,A.I systems 7ulsating systems Alignment of element systems VA ! "Visual Approach lope !ndicators# : ,A.I is a system of lights so arranged to provide visual descent guidance information during an aircraft?s approach to a runway. These lights are visible form " to % miles during a day and up to ; miles or more during night. ,A.I may consist of , $,',1 or 1' light units arranged in bars referred to as near and far bars. .ometimes it consists one additional bar called middle bar. @sually ,A.I is placed on one side of the runway but when it consists more light units, the units are located on both sides of the runway.

The basic principle of the ,A.I is that of color differentiation between red and white. 3ach light unit pro>ects a beam of light having a while segment in the upper part of the beam and red segment in the lower part of the beam. The light units are arranged so that the pilot using the ,A.Is during an approach will see the combination of lights associated with their height relative

to the approach path. 1n two9bar ,A.I, the glide slope is associated with the pilot seeing red lights emanating from the far bar and white lights from the near bar. If the aircraft is below the glide path, both bars would be seen as having red lights.

PAP! "Precision Approach Path !ndicators#: The 7A7I uses light units similar to the ,A.I but they are installed in a single row of their two or four light units. These systems have an effective visual range of about % miles during day and up to ; miles at night. The row of light units is generally installed on the left side of the runway. 4i)e ,A.I, lights are e8uipped with red and white beam that pro>ect various degree of glide path to the runway. The 7A7I are said to be more precise than ,A.Is because it allows the pilot to >udge appro!imately how many degrees above or below the glide path by the number of red versus white lights observed.

7A7I observing two red and two white lights denotes on glide path, three red and one white light denotes slightly / by ;. degree0 below the glide path, four red lights denote ;.% or more degrees below the glide slope. Tri Color Visual Approach lope !ndicators: This is a single light unit pro>ecting a three9color visual approach path to the runway. The below glide path indication is red, the slightly below and above glide path indications are amber, and on the glide path indication is green.

Pulsating Visual Approach lope !ndicators: 7ulsating ,isual Approach .lope Indicators normally consist of a single light unit pro>ecting a two color visual approach path to the runway. The on glide path indication is steady white light. The slightly below glide path indication is a steady red light. If the aircraft descends further below the glide path, the red light begins to pulsate. The above glide path indication is a pulsating white light. The pulsating rate increases as the aircraft gets further above or below the desired glide slope. The usual range of the system is about $ miles during the day and up to 1; miles at night.

Alignment o$ elements systems: It is installed on some small general aviation airport. They are low9cost systems consisting the three painted plywood panels, normally blac) and white or fluorescent orange. .ome of these systems are lighted for night use. The range of such systems is three 8uarter of a mile. To use this system, pilot positions the aircraft so the elements are in alignment. If the aircraft is above the slope, the centre panel will appear to be above the outer two panels. If the pilot is below the glide path the centre panel will appear to be below the outer two panels. Runway %dge !denti$ier Lights "R%!L#: Runway 3nd Identifier 4ights are installed at many airfields to provide rapid and positive identification of the approach end of a runway. The system consists of a pair of synchroni5ed flashing lights located laterally on each side of the runway threshold.

Runway %dge Light ystem: Runway edge lights are used to outline the edge of runway during periods of dar)ness or reduced visibility. Runway edge lights are white, e!cept on instrument runways where yellow lights replace white on the last ;;; feet or half the runway length whichever is less to form a caution 5one for landing. The lights mar)ing the ends of the runway emit red light toward the runway to indicate the end of the runway to a departing aircraft and emit green outward from the runway end to indicate the threshold to landing aircraft. Runway Centerline Lighting ystem "RCL #: They are located along the runway centerline and are spaced at %; feet separations. Ahen viewed from the landing threshold, the runway centerline lights are white until the last ";;; feet of the runway. The white lights begin to alternate with red for the ne!t ;;; feet and for the last 1;;; feet of runway, all centerline lights are red.

Taxiways: The ma>or function of ta!iways is to provide access for aircraft to travel to and from the runways to other areas of the airport. Ta!iways are identified as 7arallel ta!iways 3ntrance ta!iways Bypass ta!iways 3!it ta!iways

A parallel ta!iway is aligned parallel to an ad>acent runway. 3!it and 3ntrance ta!iways are typically oriented perpendicular to the runway or the parallel ta!iway. 3ntrance ta!iways are located near the departure end of runwaysB e!it ta!iways are located at various points along the runway to allow landing aircraft to efficiently e!it the runway after landing. By pass ta!iways are located at areas of congestion at busy airports. They allow aircraft bypass other aircraft par)ed on the parallel or entrance ta!iways in order to reach the runway for ta)e off. Ta!iway mar)ings: The ta!iway centerline is a single continuous yellow line, ' to 1 inches in width. Ta!iway edge mar)ing is continuous mar)ings consisting of a continuous double yellow line, with each line being ' inches in width spaced ' inches apart. Ta!iway lighting: 2any airports are e8uipped with ta!iway lighting to facilitate the movement of aircraft on the airfield at night or in poor visibility conditions. Ta!iway lighting includes ta!iway edge lights, ta!iway centerlines lights, clearance bar lights, runway guard lights and stop bar lights. These light emit blue light. Clearance bar lights are installed at holding positions on ta!iways in order to increase the conspicuity of the holding position in low visibility conditions. Clearance bars consists of three in9pavement steady burning yellow lights. Runway 6uard lights are installed at intersections of runways and ta!iways. They are either a pair of elevated flashing yellow lights installed on either side of the ta!iway or a row of in9pavement yellow lights installed across the entire runway, at the runway holding position mar)ing. .top bar lights are used to confirm instructions form air traffic controller?s clearance to enter or cross an active runway in low9visibility conditions.

PARKING APRON CONTINUOUSLY REINFORCE CONCRETE PA!EMENT "CRCP# $%& ESIGN CRITERIA

The design procedure consist of: /a0 determining CRC7 thic)ness. /b0 determining longitudinal rein. /c0 determining transverse rein. C /d0 determining terminal treatments.

The thic)ness design procedure is based on the stipulation that the same slab thic)ness be used for CRC7 as would be determined for plain >ointed concrete pavement. The performance of earlier CRC7 designed for airport use indicates that reduced thic)nesses are not ade8uate. CRC7 performance at airports has been 8uite good where the thic)ness of the CRC7 was comparable to thic)ness of plain >ointed concreted pavements.

'%& '%$

CONSTRUCTION PLANT AN E(UIPMENT CONCRETE SLIPFORM PA!ING TRAIN

The .lipform 7aving Trains comprised of the following :9 .ipform 7aver 7ushed .ide =eeder Tecture&Curer

3ach particular machine are operating independently e!cept for 7ushed .ide =eeder which was attached to the .lip form 7aver. The 7ushed .ide =eeder or 7lacer .preader is meant for conveying concrete from receiving hoper directly discharged from an end tipping truc). The auger which are attached to the front portion of the 7lacer .preader are activated to spread the concrete over the designed width of the ta!iway. The movement of the placer spreader is always monitored to ensure it leads the .lipform 7aver by at least % to 1; metres. @pon completion of the placing and spreading operation by the placer spreader, the slip form paver?s uses an inbuilt facility for the compaction of a typical concrete paver is shown in figure /b0. The operation of he paver is described as follows:9 1 .crew augers at the front of the paver spread the concrete across the concrete width of the paver.

Integral po)er vibrators spaced a %; mm centres provide the necessary compaction to the concrete. The e!trusion profile pan stri)es off the concrete to the re8uired depth. The heavy duty oscillating beams concrete any irregularities of the finished surface. A D.uper smootherE located at the rear of the paver gives the final smoothening to the concrete surface.

1 1

An e!perienced concreting team was engaged to ma)e good any surface inspired of the effectiveness of the above operations. The finished concrete level and alignment were controlled by a paver mounded sensor. The sensor responded to a leveled control line which was supposed by steel holders spaced at intervals of %91;m, depending on the alignment. The re8uired level of the control line was established by an e!perience survey team at least one day prior to the start of the paving operand. Again, a s)illed personal was stationed to monitor the control line system such that any mishap could be minimi5ed. )%& )%$ PLANING AN CONTROL RA* MATERIAL PLANNING The strategic planning and sourcing of the raw materials formed an important aspect of the pro>ect in view of the length of CRC7 involved and the large 8uantity of materials re8uired within the short construction period. 6ranite 8uarries nearby F4IA will be utili5ed to supply granite aggregates for use in the subbase, roadbase and pavement wor)s. The 8uarries have a production capacity ranges from %; to $%; tonnes per hour /tph0 giving a total combined production capacity of 1*;;mm. The ma>ority of the 17C re8uirement was obtained from the cement mill in Rawang .elangor which has an annual production capacity of 1. million metric tones. 1ther location included cement mills in Ipoh, 7ahang and 7erlis,. 2ining land was used as the fine aggregate is sourced in .elangor and laboratory testing confirmed its companion with the specification. The water for concreting was obtained from rivers and streams with the 7#

value and chemical content chec)ed for compliance with the specification prior to use.

)%'

+ATC,ING PLANT Batching plants must be set up at nearby pro>ect site in order to meet the re8uirement of the pro>ect, the total combined capacity from any individual location was around 1';91*; mG per hour and never e!ceeded ;;m"&hr.

)%)

CONCRETE MIThe concrete for use in the pavement was re8uired to comply with B. %" * where grade $; concrete was specified, having a characteristic strength of $; +&mmH and minimum cement content of " ; )g&mG and ma!imum air voids of "I. 7reliminary site trials using mi!es determined in the laboratory were carried out to determine the appropriate mi! proportions and corrected as necessary to meet the specification and operational re8uirement. The following mi! design, grade $; concrete with a ma!imum free water cement ratio of ;.% and a compaction factor of ;.**J9 ;.;", was adopted for the whole of the CRC7 wor)s in the 3!pressway. Mat./ia0s 1rdinary 7ortland Cement Aggregates ;mm /graded0 $;mm /single si5e0 .and Aater Admi!ture /design to suit0 T1ta0 Mix P/121/ti1ns "3g456# ""; %(% %(% ((; 1%; 99999 '7&& 99999

)%7

(UALITY AN TEMPERATURE CONTROL At each of the batch plant site, aggregates were sectionali5ed into there section vi5. coarser /1& E aggregates0, coarse /"&$E aggregates0 and fine /sand0 separated by timber partitions thus preventing them from being mi!ed up before batching for concrete. As such preventing premature mi!ing which

is believed can contribute to durability problems. Considerable efforts and measures were ta)en to control the temperature of the various constituents of the mi! as follows:9 1 Cement 9 the cement silos at site were painted with white reflective paint and sprin)lers were installed at the top of the silos were also fitted with internal blower. It is believed that these measures would help to reduce the temperature of the cement some delivery were direct from the production mills at temperature as high as ';KC during demand. chillers were installed to lower the temperature of the mi!ing water and these were often )ept an overnight to obtain ma!imum cooling effect. =urthermore, the storage reservoir was with 5inc roof to give shade. By these temperature of the mi!ing water was appro!imately 'KC to 1"KC. ,arious sprin)les arrangements were installed to cool the aggregate by evaporation. This the temperature of the aggregates by degrees which during a hot day would reduction from ""KC9"$KC to around ";KC "1KC.

since pea) 1 Aater 9

covered measures the reduced from 1 reduced several mean a L Aggregates 9

7%&

CONSTRUCTION PROCESS

7%$ ROA +ASE A 1%;mm thic) Cement Bound 2aterial category " /CB2"0 roadbase as per #1$&*( , was provide on the Type 1 granular subbase in order to stiffen up the foundation, give better support and permit better compaction of the concrete slab. CB2" is a mi!9in9plant cement bound material re8uired to produce a minimum ( day cube compressive strength of 1; +&mm . The material was laid by ordinary asphalt paver to minimum of <%I of the cube density . under normal conditions, a length of appro!imately five )ilometres of completed CB2" roadbase was maintained ahead of the paving train which give ade8uate time for any chec)ing and ad>ustment and laying of steel reinforcement. .ee =igure $/a0

7%' FI-ING OF STEEL REINFORCEMENT The steel reinforcement was generally transported direct to the site. #owever, a stoc)yard was also providing near batching plant to maintain supplies of reinforcement. A survey team was engaged to set out the steel reinforcement arrangement in accordance to the contract drawings. The positions of the 1 mm transverse steel reinforcement were mar)ed on the completed roadbase and groove steel templates were used as guide for installation of the 1'mm longitudinal reinforcement. A spacer chair made of mild steel was placed at every five transverse bar and tied with wire to both the longitudinal reinforcement and the transverse steel reinforcement to support the at the re8uired depth .The fi!ing operations were carried out manually. .ee =igure $/b0.

$." CONCRETE TRANSPORT A fleet of 'm" capacity end9tipping dumptruc)s was engaged to transport batched concrete to >obsite. The numbers of truc) engaged depended on the distance between the plant and the laying site, as the distance increased, more truc)s re8uired such that continuous forward movement of the paver necessary to ensure the smooth finish and good rideability of the completed concrete pavement.

7%7 PA!ING *ORK

The detailed functions of slipform paving machine are discussed earlier. The CRC7 paving was carried out as early as '.;; am to ta)e advantage of low temperature and would stop around "."; p.m.. This meant concrete batching started at least one and a half hour earlier. @nder normal wor)ing conditions, a length of appro!imately $;; metre per minute. An e!perience concreting team was engaged to ma)e good any surface irregulaties. The team was re8uired to rectify such irregularities prior to te!turing of the completed concrete surface. Te!turing was carried out from a wor)ing platform attached at the front of the machine

T.xtu/ing The wire brushes for the pro>ect were hand9made to suit the te!ture depth re8uired by the specification. 7rior to the te!turing CRC7, preliminary trials on surface te!tures were made to determine the effectiveness. The wire brush was swept manually across the finished concrete whilst the machine was stationery. The machine then moved forward for the ne!t swept. The process must be carried out while the concrete is stillEgreenE P/1t.8ti1n =ollowing the te!ture, the curing membrane was sprayed manually on the te!tured concrete surface, as a separated operation . The curing membrane used in this pro>ect was alumini5ed pigment curing compound with an efficiency of <*I. In order to minimi5e damage to the finished concrete by rain, sun or wind, continuous over in the form of the length of travelling tentage was moved along the te!turing and curing machine. The length of cover provided was appro!imately one hundred metres or e8uivalent to about two hours forward movement of the paving train It was considered that if the concrete could be )ept under cover for the period time it ta)es for the paving train to moves one hundred metres, then it is li)ely to have hardened sufficiently to resist the more harmful effects of the elements to which fresh concrete was further covered with #essian cloth which was maintained in a wet condition for three consecutive days to minimi5e loss of moisture and the resultant drying shrin)age.

C1nst/u8ti1n 91ints The end of day or emergency >oints were formed transverse to the line of the carriageway at the end of each day?s paving or in case of an emergency, such as sudden rainstorm or the brea)down of plant and or machinery, which stopped the paving wor). It was not re8uired to provide any form of seal between the hardened and newly laid concrete, thus a continuous concrete slab was formed which gave a smooth riding 8uality of the pavement. The longitudinal >oints were formed by cutting a groove to the re8uired width and depth, using motori5ed diamond blade cutter, in the centre of the CRC7 width for

the dual 9lane carriageway. The groove was blown clean using air compressor prior to manual installation of the rubber sealant. The raw materials planning and optimi5ation of production plant locations are of essential elements to maintain high production output of CRC7 paving wor)s. It is essential to ensure continuous supply of material to the paver such that continuous forward movement of the paver is maintained thus riding 8uality and high rate of progress can be achieved. The CRC7 paving re8uires a great deal of control at the wor)site where failures can be very costly to repair.

7% PA!EMENT T,ICKNESS ESIGN

.everal different airport pavement thic)ness design procedures are available .All yields reasonable results, although some small differences in thic)ness will be observed due to different basic assumptions and operational

re8uirements. 7%$%E-AMPLE MET,O :: The =ederal Aviation Administration /=AA0 thic)ness design method is used in this report .-esign curves are available for the said method for different aircrafts with different gear conditions. These design curves were e!tracted directly from =AA advisory circular 1%;&%" ;9'C. @se of these design curves re8uires input of concrete fle!ural strength, gross weight of design aircraft, modulus of subgrade reaction /F9 value0 and annual departure level. 3ach of the design parameter is discussed in the following. 7%$%$ CONCRETE FLE-URAL STRENGT,:: As mentioned previously, concrete strength is determined by fle!ural testing in accordance with A.T2 C(*. +ormally the <;9day strength is used for design, however different age may be necessary depending upon the particular situation.

7%$%' MO ULUS OF SU+GRA E REACTION "K:!ALUE# A modulus of subgrade reaction /F9value0 is a measure of the stiffness of foundation supporting the concrete pavement .The designed F9 value should be assigned to the top of the layer immediately below the concrete pavement. The F9value is indicated in units of lb&in"/2+&m"0 and ideally is measured by a plate9loading test.

A stabilised subbase provides the uniform support needed for all weather conditions, minimises the effect of frost action, provides a stable wor)ing platform for construction operations and reduces the susceptibility of the foundation or wea)ening from moisture effects. 7%$%) ESIGN LOA :: Airport traffic usually is comprised of a mi!ture of several aircraft having different gear types, wheel loads and wheel spacings. 2ost airport pavement design are based on a single design aircraft. The thic)ness design method presented in this report uses the gross weight of the design aircraft as load parameter. Aircraft transmits load to pavement through their landing gear assemblies. .ince it is impossible to predict precisely what percentages of load will be supported by the nose gear and main gears, the =AA used the following simplifying assumptions. The nose gear assembly is assumed to carry %I of gross weight of aircraft and the main landing gears supports remaining <%I of gross weight. 7%$%7%TRAFFIC !OLUME:: The structural design of CRC7 re8uires consideration of fre8uency of traffic as well as magnitude of loads .The design method

presented in this method accomodates five different traffic levels e!pressed in terms of annual departures .The design curves assume a ;9years life. -esign for other than a ;9years life can be developed by

calculating the total no. of departures that will accumulate over the desired

design life. The thic)ness given by the accompanying curves can be related to the total no of departures that will occur over a ;9years period i.e. thic)ness versus annual departures multiplied by ;9years. @sing these data a

relationship between thic)ness and total accumulated depatutres can be established that can be used to determine thic)ness re8uirements for design lives other than ;9years.

;% REINFORCEMENT ESIGN
The design of the reinforcement for CRC7 is critical for providing a satisfactory pavement. Rein. design procedures should prevent overstressing of steel while providing optimum crac) spacing and width. The design of longitudinal rein must satisfy the three conditions discussed in section %.1,%. ,%.". The ma!imum rein. determined by any of three following re8uirements should be selected as the design value. In no case the longitudinal rein. percentage be less than ;.%I of slab area.

;%$ CRCP ESIGN E(UATION T#3 CRC7 design e8uation is used to compute longitudinal rein .The e8uation was developed emperically from e!perience on CRC7 for

highway application, the CRC7 design e8uation is 7s M /1." 9 ;. =0 /fr&fs0 ! 1;; ......../10 Ahere, 7s M the re8d. I or 49rein. = M the friction factor. fr M the tensile strength of cone. 7si. fs M the allowable wor)ing stress for steel 7si. .uggested values for the input parameters are discussed in the following. fs9 As recommanded by pac)ard ! treybig, 2ccollough ! #udson, the suggested wor)ing stress for steel is (%I of specified minimum yield strength. fr9 should direct tensile strength data be available measured values should be used. 3vent direct tensile strength data are not available, it may be reasonably assumed at &" or fie!ural strength. The recommanded value of &" represnts a reasonable average. =9 The friction factor for the subbase is represneted by a single numerical value that is a gross appro!imation of a very comple! interaction between the bottom of slab and top or subbase. The friction factor indicates the force re8uired to slide a slab over the subbase in terms of weight of slab. Treybig 2ccollough and #udson recommanded the following friction factors

for reindesign. SU+:+ASE TYPE .urface treatment 4ime stabili5ation Asphat stabili5ation Cement stabili5ation River gravel Crushed stone .and stone +atural subgrade 1.% 1. ;.< 1.* 1.% FRICTION FACTOR . 1.* 1.*

Based on these reports, the friction factor suggested for design is 1.* for stabili5ed sub9based which are preferred for CRC7.A +omograph solving the CRC7 design e8uation for 49rein is shown in fig. '% REIN% FOR TEMP% EFFECTS: : The 49rein must be capable or withstanding the forces generated by the e!pansion and contraction of pavement due to temp. changes. The following formula developed by 2ccollough C 4edbetter is suggested to compute the temp. reinforcement re8uirements. / 0 Ahere, 7s ft M fs TM M percentage rein. 7s M %;ft &/=s91<%T0 ....... ..

tensile strength of cone. 7si M wor)ing stress for steel. 7si

2a!m. seasoanl temp. diffrential for pavement.

;%) STRENGT, RATIO:: The third consideration in selecting the amount of longitudinal rein. is the ratio of cone. tensile strength to specified minimum yield strength of steel. The tensile stresses in cone. and steel are e8ual in uncrac)ed CRC7 after a crac) forms in CRC7 the tensile stresses are carried solely by rein. This redistribution of tensile stresses after crac)ing re8uires consideration in design. As recommended by Treybig C #udson it can be found out by the e8uation developed to accommodate the redistribution of tensile stresses. 7s M =t&=y ! l;;......... ../"0 where, 7s M rein percentage. =t M Tensile strength of cone. 7si fy M 2inimum yield strength of steel 7si

;%7 TRANS!ERSE REIN% :: Tranverse rein is recommanded for CRC7 airport pavements to control longitudinal crac)s that sometimes forms due to shrin)age and loading. It also aids in construction by supporting and maintaining longitudinal rein spacing. The formula developed by Treybig ,2ccol lough and #udson to calculate amount of T9rein is 7s M As ! =! %;&=s .............../$0 Ahere, 7s M the re8d. I of T9rein. As M Aidth of paving slab, =t. = M =riction factor for sub9base =s M Allowable wor)ing stress 7si. The width of slab in e8uation /$0 refers to the width of pavement that is tied together, not paving lane width. A nomograph solving the formula for trnasverse rein is shown in fig/l0 ;%; CRACKS:: As the transverse >oints in CRC7 are eliminatd due to the

loading and another factors causing different types of stresses in slab it will develope crac)s at regular intervals, which are held tightly closed by the reinforcement. The peformance of CRC7 is highly dependent on crac) width crac) spacing and the stress in rein. at crac)s 2ccollough and +oble have developed limiting criteria for these factors based on the performance of

CRC7 for highways in the state of Te!as. ;%;%$ CRACK *I T, ::

SPALLING: : 1bservations of inservice CRC7 highway located in the state of Te!as show a correlation between crac) width and spalling. The ma!imum crac) width recommanded in CRC7 to avoid spalling is ;.;$ +ote that crac) width is temperature dependent in /1.;(mm0

and recommended /in

CRC7 to avoid spalling0 crac) width of ;.;$ in /1.; mm0 is ma!imum value. *at./ in<i0t/ati1n: : the infiltration of water into a CRC7 through crac)s can affect the performance of CRC7 by causing foundation erosion and for corrosion of the reinforcement. Crac) widths greater than ;.; % inch /;.'"mm0 are 8uite permeable and allow substantial 8uantities of water to infiltrate the pavement. #ow ever as mentioned earlier crac) width is temp. dependent and crac) widths greater than ;.; % in /;.'"mm0 will probably not occur simultaniously with every occasion of significant surface water. ;%;%' CRACK SPACING :: .palling:9 4imiting crac) spacing to no more than *=t. / .'m0 should with a <;I confidence level restrict the incidence of spalled crac)s to less than $;I limiting crac). .pacing to no more than '=t./ m0 restrict the incidence of spalled crac)s to less than ";I however the confidence level also drops to *$I. A lower limit of crac) spacing is re8uired to achieve full bond between steel and cone. Theoretical calculations show that full bond can be achieved at a minimum crac) spacing on the order of "=t. /1m0 A lower limit on crac) spacing is also re8uired to ensure slab continuity. Theoretical analysis show

crac) spacing on the order of $=t./1."m0 is re8uired for slab continuity.

=% PA!EMENT 9OINTING
+ormally two types of construction >oints are necessary for CRC7. Because pavements are constructed in multiple lanes, a longitudinal constructions >oint is re8uired between lanes. A transverse construction >oint must be provided where paving ends and begins. Another type of 49>oint )nown as wea)ened plane >oint may be re8uired to control warping stresses when very wide paving lanes are constructed. Transverse rein carried out through wea)ened plane >oints to provide continuity and aggregate interloc) across the >oint.

>% TERMINAL TREATEMENTS

.ince it is possible to construct long slabs of CRC7 with no transverse >oints rather large thermally induced end movements should be anticipated. Aherever end movements may a problem, such where the CRC7 abuts other pavements of structures, provisions must be made for end movements. =ailure to do so may result in damage to the CRC7 ad>ecent pavement of abutting structure. Treybig, 2ccollough and #idson recommanded end movement must be restrained accomodated through the use of anchoragelugs of wide flange beam >oints resp. The details of wide flange beam >oint are shown in fig. and is the type of >oint recommanded for this condition. In these instances CRC7 slab length should be limited to about 1;;; =t. /";%m0. This limiting length may result in end movement of N"&$m. / ;mm0 assuming seasonal temp. variation of 1;; ; = /"* ; C0

?% ESIGN E-AMPLE
An e!ample of the design for CRC7 for an airport is given in the following.

Assume a CRC7 is to be designed for (%=t wide primary ta!iway to meet the following conditions: 99 design aircraft -C 1;91; with a gross weight of $;,;;;; lb/1* ;;;)g0 99 =oundation modulus $;; lb&m" /log2+&m"0. 99 Concrete fie!ural strength ';; 7si /$. mpa0 99 Annual departures ";;;. 99 2inimum spefied yield strength of steel . 10 4ongitudinal M ';,;;; 7si/$1$2pa0 0 Transverse M $;,;;; 7si/ ('2pa0

99 7aving lane width O %=t /(.'m0 all longitudinal construction >oints tied. 99 Cement stabilised subbase 9 Assumed friction factor M 1.*. 99 .easoanl temp. differentialO l;; =t /"*; C0 ?%$ SLA+ T,ICKNESS:: 3nter the design curve for -C 1;91; aircraft /fig9 0 with the parameters assumed above and read the pavement thic)ness of 1 . in

/"1;mm0. This thic)ness would rounded upto the ne!t half inch to 1 .% in /" ;mm0. ?%' R.in% @.sign:: A0 The longitudinal reinforcement would be designed as described in section9%. ?%'%$ CRCP ESIGN E(UATION:: Aor)ing stress M (%I ! ';,;;; M $%,;;; 7si /"1;2pa0 =riction =actor M 1.*

Tensile strength of conc. M &" ! ';; M $;; 7si / .*mpa0 .olving the CRC7 e8uation /10 with the assumed input parameters yields. 7sM /1." 9 ;. ! 1.*0 P $;;&$%;;; P 1;; 7sM ;.*$I ?%'%' TEMPERATURE:: The rein re8d. to withstand the forces generated by seasonal temp. changes is computed using e8uation / 0 given in section %. yields. 7s M %; P $;;&/$%;;; 9 1<% P 1;;0 which

M ;.(*I ?%'%) STRENGT, RATIO:: The strength ratio between concrete and steel is computed by the procedure given in s&c%.". 7s M /$;;&';,;;;0 ! 1;;

M ;.'(I +#TRANS!ERSE REINFORCEMENT:: The transverse reinforcement is determined using e8uation /$0 from s&c %.$ 7s M (%! 1.* ! %;&";,;;;

M ;. "I ?%) FINAL ESIGN:: The final design a 1 .% in /1 ;mm0 thic) conc. slab. The CRC7 design e8uation controls the 49rein percentage and the value of ;.*$I is selected for design using fig. * rein bars spaced at (.%m /1<;mm0 on centre are used for the longitudinal reinforecement. The transverse reinforcement re8d. is

;. "I which can be met by using $ bars on ( in /1( (mm0 centres.

CONCLUSION
Though construction cost of this pavment is high , this give durability, life, low maintenances. If ta)en into number of year consideration this pavment is good. It also wor)s for ta)eoff and landing of high fuel >et.

A% CON!ERSIONS
The unit of different 8uantities used in report are different from .I units so to convert them in .I unit following conversion factors can be used. 10 0 "0 $0 %0 '0 (0 1inch 1; =t 1 in 1 7si 1 Rsi 1 7ci l lbs M %.$mm M ".;%m M '$%.1'mm M '.*< )pa. M '.*< 2pa. M ;. ( 2+&m" M ;.$%$ Fg.

$&% REFERENCES
l. Airport planning and designing By .. F. Fhanna C 2. 6. Arora . Airport 3ngineering By ,en)eteppa Rao. ". 7rinciples of 7avement design. By Qoder $. -esign of #ighway 7avements /Including Airport 7avements0 By .. F. .harma.

Th. CRCP @.sign .Buati1n is Ps C "$%) : &%'F# "</4<s# x $&& *h./.D Ps C th. /.B@% E 1/ L:/.in% F C th. </i8ti1n <a8t1/% </ C th. t.nsi0. st/.ngth 1< 81n.% Psi% <s C th. a001waF0. w1/3ing st/.ss <1/ st..0 Psi%

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Ps C *s x Fx ;&4Fs *h./.D Ps C th. /.B@% E 1< T:/.in% *s C *i@th 1< 2aGing s0aFD Ft% F C F/i8ti1n <a8t1/ <1/ suF:Fas. Fs C A001waF0. w1/3ing st/.ss Psi%