Final Engineering Report

Consultancy Services, Detailed Engineering
Design of Runway, Taxiway, Apron, Drainage system& Ethiopian Airport Enterprise

Access road and Tender Document Preparation o f Engineering design Report (Final)
Mizan Aman Airfield. December 2018
TABLE OF CONTENTS
1 INTRODUCTION OF THE CONSULTANCY SERVICES..............................................................1

1.1 Introduction and Purpose............................................................................................................1
1.2 Content and Format of Report....................................................................................................1
1.3 Consultancy Service Contract Data...........................................................................................2
1.4 Objectives of the Consultancy Services....................................................................................2
1.5 Scope of Services.........................................................................................................................3
1.6 Project Background......................................................................................................................4
1.7 Project Features...........................................................................................................................4
2 DATA COLLECTION........................................................................................................................6
3 TOPOGRAPHOICAL SURVEYING.................................................................................................7
3.1 Introduction....................................................................................................................................7
3.2 Surveying Crew Organization.....................................................................................................8
3.3 Equipment Deployed....................................................................................................................8
3.4 Topographical Surveying Methodology.....................................................................................8
3.4.1 Flagging......................................................................................................................................9
3.4.2 Control Point Establishment....................................................................................................9
3.4.3 Traverse Survey......................................................................................................................11
3.4.4 Topographical Reduction.......................................................................................................11
3.4.5 Detailed Topographic survey.................................................................................................12
3.4.6 Levelling for Vertical Control Points.....................................................................................12
4 GEOMETRIC DESIGN....................................................................................................................13
4.1 Introduction..................................................................................................................................13
4.2 Site assessment of the project route.............................................................................................13
4.3. Wind Orientation of the airfield site.............................................................................................14
4.4 Geometric Design of Airfield Elements....................................................................................17
 Aerodrome Reference Code.........................................................................................................17
 Runway............................................................................................................................................17
 Runway Strip...................................................................................................................................19
Icon Engineering plc Ethiopian Airports Enterprise (EAE)

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 Clearway..........................................................................................................................................20
 Taxiway............................................................................................................................................20
 Runway End Safety Area (RESA)................................................................................................20
 Apron................................................................................................................................................21
 Shoulder............................................................................................................................................21
 Intersections....................................................................................................................................21
4.5. Geometric Design of Roads.................................................................................................................22
4.6. Pavement Markings......................................................................................................................23
4.7. Summary of Design Parameters....................................................................................................23
5. Soil and material investigation...................................................................................................25

5.1 Summary Of Tests Performed For The Available Construction Material...................................25
5.2. Data analysis and Interpretation.........................................................................................................27
5.2.1. Introduction....................................................................................................................................27
5.2.2. Subgrade Soil Investigation.........................................................................................................28
5.2.3 Expansivity and treatment measures.........................................................................................33
5.3. Analysis of test result of construction materails.....................................................................37
I. Rock for crushed aggregate and masonary works.....................................................................37
ii. Natural selected gravel sources.......................................................................................................40
iii. Natural sand sources for cement and mortar works..................................................................44
iv. Water sources for construction.................................................................................................45
6. Pavement design report...............................................................................................................46

6.1. Scope.................................................................................................................................................47
6.2. Fundamental design philosophy....................................................................................................47
6.3. Evaluation of air traffic volume.......................................................................................................51
6.4. Evaluation of strength of existing sub-grade................................................................................52
6.5. Selection of design CBR value......................................................................................................53
6.6. Determination of pavement structural design...............................................................................54
6.6.1. Determination of total pavement thickness required for critical sections.............................55
 Thickness of Sub-base for critical sections.................................................................................55
 Thickness of Surface Course for critical sections.......................................................................56

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 Thickness of Base Course for critical sections...........................................................................56

 Shoulder...........................................................................................................................................59
 Clearway..........................................................................................................................................59
 Stop-way..........................................................................................................................................59
 Strip and runway end safety area (resa).....................................................................................59
6.6.2. Pavement structure design for the access road......................................................................60
6.7. Pavement and Earth Work Material Specification.......................................................................61
 Asphalt Concrete............................................................................................................................61
 Asphalt prime coat and tack coat.................................................................................................64
 Crushed aggregate for base course.............................................................................................64
 Sub base layers..............................................................................................................................65
 Material of shoulder for access road............................................................................................66
 Borrow material for selected fill.....................................................................................................66
 Borrow material for ordinary fill:....................................................................................................66
 Water for compaction and concrete works..................................................................................67
 Natural sand concrete and mortar works.....................................................................................67
6.8. Recommendation and conclusions................................................................................................67
7. Hydrology & Hydraulics Report..................................................................................................68

7.1 Hydrologic Soil Group.......................................................................................................................68
7.2 Analysis of Rainfall Data..................................................................................................................69
7.3 Catchment Area Delineation............................................................................................................69
7.4 Flood Estimation Methods................................................................................................................74
i. SCS Dimensionless Hydrograph........................................................................................................74
ii. Rational Formula..................................................................................................................................74
7.5 River training work............................................................................................................................75
7.6 Hydraulic Calculations..........................................................................................................................75
7.6.1 General............................................................................................................................................75
7.6.2 Culverts...........................................................................................................................................75
7.6.3 Design Limitations........................................................................................................................76
7.7. Side Ditches......................................................................................................................................77
7.7.1 Hydraulic Capacity of Side Drain................................................................................................77

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7.7.2. Ditch size determination..............................................................................................................77
8. Structural Design...........................................................................................................................78
8.1 General...............................................................................................................................................78
8.2 Materials Properties..........................................................................................................................78
8.3 Design of Culverts............................................................................................................................79
8.3.1General............................................................................................................................................79
8.3.2 Loading.........................................................................................................................................80
8.3.3 Load combinations......................................................................................................................81
8.3.4 Load Application Methodology to Culverts...............................................................................81
8.3.5 Dynamic load allowance.............................................................................................................82
8.4 Common features of the runway & taxiway culverts..................................................................82
9. MARKING........................................................................................................................................83
9.1 RUNWAY CENTRE LINE MARKING............................................................................................83
9.2. RUNWAY SIDE STRIPE MARKING............................................................................................83
9.3. RUNWAY DESIGNATION MARKING..........................................................................................83
9.4. THRESHOLD MARKING...............................................................................................................83
9.5. TOUCHDOWN ZONE MARKING.................................................................................................83
9.6. TAXIWAY CENTRE LINE MARKING...........................................................................................83
9.7. RUNWAY TURN PAD MARKING.................................................................................................84
9.8. RUNWAY-HOLDING POSITION MARKING...............................................................................84
9.9. AIRCRAFT STAND MARKING.....................................................................................................84
9.10. APRON SAFETY LINE................................................................................................................85

IV
1 INTRODUCTION OF THE CONSULTANCY SERVICES
1.1 Introduction and Purpose
Ethiopian Airports Enterprise (EAI) is under expansion and upgrading works of its
facilities at several locations of the country, among this Mizan Aman Airport is one
of them. The proposed airport project is located in the South nations and national
people regional state 585 Km far from Addis Ababa Via Addis-Jima-Bonga mizan
Route. Currently the town is served by an airport with gravel surfaced runway used
for small aircrafts. The exact location of the airfield to be constructed is at a
distance of 10km from Mizan Aman town
The project site is currently occupied by cornfield, grassland for cattle and
cultivated land. The proposed project consists of Detailed Engineering Design of
Runway which mainly consists of Runway, Taxiway, Apron and Access Road.
The Ethiopian Airports Enterprise (EAE) has committed to enable Mizan aman
town to have access by air transport to the rest of country. Additionally, the project
aims to increase Ethiopia’s earnings in foreign currency by attracting additional
general aviation carrier’s traffic through improved facilities and services at the
town. The proposed project consists of Detailed Engineering Design of Runway
which mainly consists of Runway, Taxiway, Apron and Access Road. The project
stipulates furnishing of all relevant Engineering Design.
ICON Engineering Plc is assigned by the Ethiopian Airports Enterprise (EAE) to

perform the Consulting. The Consultancy service agreement was signed on July
19, 2017 and as per the Contract Document the date for the commencement of the
services shall be 15 days after the signing of the Contract, and hence, it took effect
on August 8/2017.
1.2 Content and Format of Report
As stated in the Term of Reference, the Preliminary Engineering Report will be

prepared incorporating the Plan and Profile Drawing of the proposed Runway,
Taxiway, Apron and access road. The report will also incorporate various
Preliminary Investigations carried out such as Surveying, Soil Investigation,
Hydrological & Structural Design, Pavement Design including Specification of
construction material.
Accordingly, the report is organized as follows;
Chapter 1: Introduction of the Consultancy Services

Chapter 2: Briefing on Data Collection
Chapter 3: Topographical Surveying
Chapter 4: Geometric Design
Chapter 5: Soil and Material Investigation
Chapter 6: Pavement Design

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Chapter 7: Hydrology & Hydraulics

Chapter 8: Structural Design
Chapter 9: Marking and
The following appendixes are also included with this report.
Annex 1. Horizontal alignment data

Annex 2. Vertical alignment data
Annex 3. Centerline coordinate
Annex 4. Box culvert analysis
1.3 Consultancy Service Contract Data
Table 1.1 Contract Data

Detailed Engineering Design for Runway, Taxiway, Apron
Project
and Drainage Line at Mizan Aman Airport.
Project Location Southern Regional State.
Employer/Client Ethiopian Airports Enterprise (EAE)
Consultant ICON Engineering plc.
Assignment and Detailed Engineering Design and Tender Document
Objective Preparation of Runway, Taxiway, Apron, Drainage Line .
Date of Contract
July---, 2017
Agreement Signed
Commencement Date August 8, 2017
Original Contract Price: Birr 1,445,230.88
1.4 Objectives of the Consultancy Services
The main objectives of the Consultancy services for Detailed Engineering Design
and Tender Document Preparation are:
i) To carry out Detailed Engineering Design of the Runway, Taxiway,

Apron and Drainage line at Mizan Aman Airport.
ii) To prepare complete sets of Tender Documents that will serve as a
basis for Tendering the Project on procurement method based on
National Competitive Bidding (NCB) as agreed by the Client, and
iii) To optimize the use of available material resources, to minimize cost
to the Client, to maximize the quality of the Works, to expedite
construction and to optimize the use of natural resources and ensure
environmentally as well as socially sustainable construction.

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1.5 Scope of Services
The services under this assignment consists of furnishing all relevant engineering
design and services complete in all respects including data analysis and design
work both from all field and office works in strict accordance with the highest
standards of the Engineering profession and the applicable ICAO and other
relevant standards. As stipulated in the TOR of the RFP, the scopes of services
include the following undertakings;
 Cary out an assessment of the suitability of the area selected for the
runway considering all ICAO/FAA requirements for BombarderQ400
Series.
 Assessment and evaluation of the impact of natural features such as
rivers, stream etc. on the proposed runway.
 Assessment of the altitude of the selected site of determination of
design parameters.
 Assessment of the adequacy of the site for the runway /aircraft type
and possibility and potential for future expansion and accommodation of
large aircraft and other airport facilities.
 Assessment and identification of any relocation work to be carried
out around the proposed site.
 Assessment of a general environmental impact on the surrounding
areas.
 Hydrological analysis with determination of adequacy and
requirement of drainage structures.
 Sub grade material investigation from Runway, Taxiway and Apron
 Construction material investigation (borrow pits, quarry sources,
water) location and sampling for laboratory testing.
 Carrying out geotechnical investigation services.
 Detailed geometric design
 Designing of major and minor drainage structure
 Preparation of engineering drawings (plan and profile, typical cross
section and other necessary cross sections, cross section at drainage
structures)
 Preparation of construction quantities and bill of quantities
 Preparation of engineering construction cost estimate
 Prepare a complete tender documents including
a) Design drawings
b) Specifications
c) Bill of quantities
d) Construction Tender Documents and

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e) Any other documents required and necessary for the execution of the
project.
1.6 Project Background
The proposed airfield project is located in the South nations and national people
regional state 585 Km far from Addis Ababa Via Addis-Jima-Bonga mizan Route
The exact location of the airfield to be constructed is at a distance of 10km from
Mizan Aman town. The project site is currently occupied by cornfield, grassland for
cattle and cultivated land.
The geographical location of Mizan Aman airfield is (E-778375.245, N-767764.811)
at point A and (E-780213.999, N-768935.937) at point B
1.7 Project Features
a) Topography
The general terrain along the project route is partly mountainous and partly flat
section. The altitude of the airport location generally varies in elevation from about
1292m a.m.s.l. (above mean sea level) to 1323 a.m.s.l.
Fig 1.4 Topographic Condition of the Airport
b) Geology
Geographically, Mizan Aman town lies on an elevation of 1490 meters above sea
level in the hills of Tama Plains. From the site visit and Geological Map of Ethiopia,
the geology of the project area has been assessed. Accordingly, Jima volcanic
(Pjb) was found at around Mizan Aman town

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The Jima volcanic formation cover most parts of south western Ethiopia form a
thick succession of basalts and felsic rocks with basalts dominating the lower part
of the formation. The formation was checked during construction material
investigation and found at its optimum weathering and fracturing condition as well
as fresh condition. The formation can be taken as excellent source of gravel for the
construction of base course, sub-base and capping layer. Most of the source near
the side of the road have been exploited and are being used for road construction
around Mizan Aman.
Fig 1.5 Photo shows geology of the project area.

c) Climate
A brief description of the rainfall and temperature on the project area is intended
only to provide an insight regarding the climatic nature of the project area. The
climate on the project area mainly depends on distribution of rainfall and variation
of temperature. Based on Mean Seasonal Precipitation and Mean Seasonal
Temperature variations, three seasonal periods are commonly known in Ethiopia.
These are named as “Bega”, “Belg” and “Kiremt” and occur in months of October -
January, February - May and June - September, respectively.
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Based on Temperature/Altitude Relationships, the climatic condition of the country

is classified into five temperature zones; National Atlas for Schools of Ethiopia
(1984).
“Wirch”; above 3300 m a.s.l. (mean annual temperature below 10ºC),

“Dega”; 2300 – 3300 m a.s.l. (mean annual temperature between 10 to 15ºC),
“Weina-Dega”; 1500 – 2300 m a.s.l. (mean annual temperature is between 15 to
20ºC),
“Kola”; 500 – 1500 m a.s.l. (mean annual temperature between 20 to 30ºC) and
“Berha”; below 500 m a.s.l. (mean annual temperature between 30 to 40ºC).
From the above classification, the Mizan airport location mainly falls within the
“Kola” climatic zone, as the altitude of the project area mainly lies from 1200 to
1400m a.s.l. which characterized by its moderate hot temperature.
d) Land Use and Land Cover

Land use and land cover of each of the streams catchments are identified by
examining available land use and land cover map of Ethiopia in the scale
1:1,000,000 using global mapper. Physical assessment has also been made
through site visit. As it was observed during site visit land use/ cover type of the
whole project area is intensively cultivated land. Moreover from land cover map of
the project area the project location is classified as state farm and distributed high
forest.
2 DATA COLLECTION
The following data have been collected and used to carry out the detailed
engineering design of the airfield based on appropriate standard procedures and
practices.
Table 2.1 Collected reference and manuals for the design purpose.
Description Source
Maps and Imagery
 Geo referenced 1:50,000 map soft  Ethiopian Mapping Agency EMA]

copy of the project route corridor.
 Ethiopian soil map 1:1,000,000 scale  Geological survey

 Ethiopian land cover map 1:1,000,000  Geological survey

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Description Source
scale
 Google image  Google earth
Meteorological Data
 9 Year annual Maximum 24 hr Rainfall  Meteorology Service Agency

(mm) records of Robe (NMSA)
Standard Manuals and Reference Material
 Drainage Design Manual, Ethiopian  Ethiopian roads authority website

Roads Authority, 2013
 AASHTO Drainage Guidelines, 1992  AASHTO website
 Global Mapper v8.04 2002-2006  Global mapper website
 Aerodrome Design manual  International civil aviation
Part 1 RUNWAY (DOC 9157 AN/901) organization website
 Aerodrome Design manual
Part 2 Taxiway and Apron
(DOC 9157 AN/901)
3 TOPOGRAPHOICAL SURVEYING
3.1 Introduction
Topographic survey is one of the most important and crucial field tasks that form
the base data for the project construction. The topographic survey is basic pre-
requisite to capture all the physical futures along the project corridor to enable the
selection of feasible and most useful alignment and later to design and to facilitate
the establishment of final centreline of the project road and land acquisition
requirements. The topographic survey work methodology consists of following
main tasks.
 Establishment of geodetic control points using the most important

technological advance in surveying that is the Global Positioning System
(GPS)
 Setting up of permanent beacons to serve as a reference system during
road construction
 Development of control traverse-line and geometric level-line.
 Detailed field survey using electronic Total Stations and digital Levels, which
will have a different precision according to the topographic operations.
 Data Processing and CAD;

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 Development of Land acquisition plan; and

 Delivery of survey Report including Diagrams and Monographs
 Ground surface and Structural location survey
For carrying the survey work the consultant approached EMA (Ethiopian Mapping
Authority) and collected details data relate to national Bench Mark in the Project
Corridor and deployed high and precision instruments like GPS, Total station, and
Auto level in compliance to the TOR.
The field surveying work of Mizan Aman Airport has been done using the most up-
to-date surveying instrument and methodology. The work included reconnaissance
survey, Flagging monumentation, and establishment of primary and secondary
control points, topographic survey along the route alignment and detailed
topographic works of major and minor streams.
3.2 Surveying Crew Organization
Four parties were involved in the topographic survey work namely the flagging and
location surveying party, the GPS party, the total station X-section) party, and the
level party.
The flagging party fixed the centre line by locating the PIs and POTs. Then the
flagging party is immediately followed by the GPS party which fixed the primary
control points (pairs of GPS points) at every 3-5kms intervals, and secondary
control points i.e. pairs of inter-visible intermediate points(Bench marks). The level
party executed the differential levelling on the bench marks and finally the total
station party conducted the detail topographic survey works.
3.3 Equipment Deployed
Table 3.1: List of equipments used in the survey operation
Item
Description of Equipment Quantity
No.
1 Lieca1200, With all accessories 3 unit
Sokkia power set Total station SET,4100, (with all
2 2
accessories)
3 Sokkia levelling instrument (optical) 1
4 Hand held GPS (Garmin) 1
5 Radio Walkie-Talkies (5 miles range) 3
6 Laptop Computer 1
7 Land cruiser 1
3.4 Topographical Surveying Methodology
The activities performed in the field are categorized in the following Six parts:

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 Flagging,
 Control point establishment,
 Traverse survey,
 Topographical reduction,
 Detailed Topographic surveying, and
 Levelling for vertical control points.
3.4.1 Flagging
The flagging party made the reconnaissance and fixed the centreline so as to fulfil
the criteria for both horizontal and vertical controls.
3.4.2 Control Point Establishment
A. Primary Control Points
Primary control points are established in pairs at two extreme end of the airfield
project route. They are observed by GPS and converted to UTM local coordinate
from the WGS 84 coordinates using Leica Geoff ice achieving an accuracy of 3 to
2 mm +1 ppm. The secondary points (bench marks) are established keeping the
idea of inter-visible and horizontal distance not exceeding 300-500 meters
between two consecutive bench marks. They are also observed by GPS for
horizontal control and deferential levelling was run between consecutive bench
marks with an accuracy of +√k mm where k is the distance between two
consecutive bench marks in kilometre.
i. Establishment of the Control Points
A total of 2 GPS Control Points have been established on the subject airfield
project. GPS Control Points have been placed in couple of inter-visible points. GPS
01 can be sighted from GPS 101, GPS 002 from GPS 102.
ii. GPS Measurements of the Control Points
All Control Points indicated above have been observed with the GPS instruments
working in static mode.
In order to perform the GPS observations of the control points in a "static mode" it
is necessary to observe simultaneously with 3 GPS equipment stationed on
3different Control Points the same satellites that are visible at the time of
observation. When observing points that are located at a distance of 5 Km with
GPS, the minimum duration of the observation recommended by the
supplier/designer of the equipment is 15-30 min.
This has been respected in order to make sure that a minimum of 8 satellites was
present at the time of observation (4 satellites are necessary to calculate the X, Y,
Z co-ordinates).
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Observations were processed on a daily basis and those that did not resolve (pass
a required quality and reliability check) were repeated. All base lines (or vectors)
were processed using the software’s default parameters.
In addition, a “triangle shape” traverse had been followed for the GPS
measurements. Indeed, each new Control Point had been determined twice by
measuring them from two different references. The final computation of each
Control Point being done by least squares, allowed the closures to be achieved by
making the smallest mathematical correction to the individual measurements. The
resultant residuals were tested and passed the chi-squares test.
The final network adjustment was undertaken in the WGS84 coordinate system
(based on a mathematical ellipsoid).
The Reference Control Points had been surveyed using the same methodology
described in the “GPS observation” paragraph.
The GPS network was then transformed from WGS84 coordinates on the local
coordinate system in UTM zone 36, which has the following parameters:
Ellipsoid: Clark 1880 (modified)

A=6378249.145
1/f=293.645
False origin E: 500,000
Origin long: 39°
Scale factor: 0.9996
B. Secondary Control Points (Bench Mark)
While establishing a monument for Secondary control Benchmarks, stability of

vertical position were given due consideration. Monument for Benchmark are
Placed near the anticipated limits of contract and set at intervals 300-500 meters
along the project alignment.
A total of 10 secondary control points have been established along the subject
project. The consecutive benchmarks are visible to each other.
Levelling is the surveying operation performed to determine elevation differences

between points. The combined effects of curvature and refraction negates in
differential levelling by balancing the foresights and back sights.
Forward (run) and backward (check back) reading was performed to determine the
accuracy of levelling survey.
The established GPS monuments and secondary control points (Benchmarks)

were observed using differential levelling system for a precise vertical control with
accuracy as specified on the TOR.

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Maximum permissible error in cm = √k (where k is in km)
3.4.3 Traverse Survey
A traverse is a series of connected lines of known length and course direction. The
lengths of the lines are determined by direct measurement of horizontal distances;
by slope measurements starting form two known GPS points closed at the next
know horizontal position (GPS point).
Traverse computation are concerned with deriving coordinates for the new points
that were measured along with some quantifiable measure for the accuracy of
these positions. The coordinates system most commonly used is a grid based
rectangular orthogonal system of Easting X and Northing Y. Traverse
computations are cumulative in nature starting from a fixed point or know line and
all of the other directions or positions determined from these references.
The Following table gives the co-ordinates of the 2 GPS Control Points within the
Ethiopian Grid System.
Table 3.2: Co-ordinates of the GPS Control Points
Point Id Easting Northing height

779081.58 768054.30
GPS 1 2 7 1307.341
779081.58 768054.30
GPS 1 CK 9 1 1307.34
778912.74 767940.13
GPS 2 2 3 1299.323
778912.74 767940.13
GPS 2 CHEK 3 4 1299.298
Table 3.3: Summary of Bench Marks.
I.D NO. EASTING NORTHING ELEVATION
BM1 778976.189 768149.476 1304.114
BM2 778536.559 767666.597 1301.046
BM3 778223.083 767520.903 1320.033
BM4 778177.251 767501.641 1318.281
BM5 777851.163 767360.042 1320.058
TP 6 777812.611 767386.864 1320.813
BM7 777852.253 767312.314 1318.55
TP 8 779350.587 768398.382 1307.256
BM9 779102.279 768201.357 1317.041
BM10 779322.605 768399.513 1307.925

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3.4.4 Topographical Reduction
The Control Points being correlated to the national grid System of Ethiopia, all
distances measured on site, using total station, must be corrected by a grid factor,
in order to match with the distances obtained from the GPS co-ordinates.
The Grid factor is a combination of two different factors, given by the following
formula:
Grid factor = Scale factor x Elevation factor

 The scale factor depends on the easting of the Control Points
and is given for all of them in the above table.
 The Elevation factor is computed using the following formula:
Elevation factor = R/(R+H) where,
R= Radius of Earth (approx 6372 km) and
H= Elevation of the Control Point, expressed in
km.
3.4.5 Detailed Topographic survey
The Total station crew has taken all required point readings along the route
alignment. These readings were taken with reference to the already established
GPS points. The readings taken by the Total station crews are in the SVH format
(Slope distance, Vertical angle and Horizontal angle).These readings were again
converted to 3-D i.e Northing, Easting and Z coordinate
Detail Topographic survey has been done on the average of 10 meters interval.
The extending length of the topographic cross section on either side of the centre
line was on average of 75 m.
On major possible drainage crossing structures 150 meters up and down streams
including top of bank, bottom of bank, river centre line are also observed and
included on the topographic survey.
Topographic survey of natural and artificial features (buildings, drainage structures

and others) found within 100 m to the right and to the left of the road centre line
has been conducted and included as per their feature code.
3.4.6 Levelling for Vertical Control Points
The level crew runs differential levelling which followed run and check back
method (closed circuit method).
The number of benchmarks and the turning point designation, the foresights and
back-sight and the computed elevations of the height of instrument, benchmarks,

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and turning points are all recorded in the survey book. The description, location
and elevation of the benchmarks are also recorded and shown in following
sections.
Due care has been taken to make sure that all data are taken correctly, and the
following precautionary measures have been taken throughout the operation.
 Checking accuracy of instruments(daily)

 Making sure the same level and level rod is used for the entire run
 Limit instrument setup distances to a minimum and insure the
instrument is firmly set and turning points are solid points
 Back sight and foresight is taken approximately to the same
length
 Check the instrument level bubble is correctly centred when the
rod is read
4 GEOMETRIC DESIGN
4.1 Introduction
The following Specifications and Manuals are referred during the geometric
design of the airfield:
Annex 14: Aerodromes

Aerodrome Design Manuals
Part 1: Runways - Doc 9157 AN/901
Part 2: Taxiways, Aprons and Holding Bays - Doc 9157 AN/901
FAA Advisory circular AC 150/5300-13A, Airport Design
4.2 Site assessment of the project route.
Up on receipt of contract document of the consultancy service, the location of the

subject airfield (point A,B start and end point of runway and point C the location of
taxiway ) is provided by the Ethiopian airports enterprise. As per the requirement of
ICAO standard the project site should be free from any obstruction along takeoff
and landing radius of the surrounding area. This will be checked by applying slope
calculation between the elevation at the stop way and any expected obstruction in
a distance of 15000meter in the diverging zone of 1200meter width. The maximum
slope in the diverging zone should be 2% which is considered as free space.
Accordingly for the subject project the proposed altitude at the stop way is
1310meter. This elevation is fixed considering balanced cut and fill quantity of the
runway alignment.

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In doing so using 50000 topographic map and goggle image the consultant has
observed an altitude of 1389m at a distance of 2600 meter from the runway. This
brought the slope around 3% which is above the permissible value.
With this regard the consultant and the client have made a number of meetings to
resolve this issue and the consultant has been given an assignment to find better
route and to collect actual survey data as the hilly section to countercheck the
altitude. Moreover the consultant has been advised to estimate the earthwork
quantity of the hilly section to make the airfield free from any obstruction as per the
ICAO standard.
In line with this the consultant has sent the survey team to the site and conduct
level reading at the assumed obstruction site. The level reading has been carried
out with reference to the actual survey data of the runway alignment and as a
result the maximum elevation observed in the obstruction area within the diverging
zone is 1384m at a distance of 2.67km from the proposed stop way location. This
section is noticed at the existing tower location and it covers around 2.3ha area.
Moreover there is also section with a maximum elevation of 1369m at the left edge
side of divergence zone.
Accordingly to bring the slope in the obstruction limit as per the ICAO standard of
2%, the consultant has proposed the maximum elevation in the obstruction area to
be 1365m and the runway elevation at the stop way to be 1310m.
As a result of the assessment, the consultant has officially notified that there is an
estimated cut quantity around 180,000m3 which will make the airfield site free from
any obstruction along point A. On the other hand from the mountainous nature of
surrounding area of the project route corroder, the landing and takeoff is restricted
from only one direction. This will also make the runway as one way.
Furthermore the consultant has made modification on previously received
coordinates of point A, B and C which has been submitted for the client approval.
4.3. Wind Orientation of the airfield site.
As a major requirement of ICAO standard, wind effect is one of major requirement

to be fulfilled during site selection of any airfield. In line with this following the
request from the client, the consultant has made detail analysis of the project route
related to wind effect.
With this regard the consultant has collected wind direction and wind speed data of
the project site from Ethiopian metrology agency.
As per ICAO manual Part 1, 2.1.8 even though it is stated that the wind data to be
used for analysis is preferable not less than 5 years data, the available data
collected is for 3 years of MIZAN AMAN station from Ethiopian metrology agency.
As a result of the analysis we have found that the maximum speed recorded in the
above station since 2015 is 4m/s or 14.4 km/hr and learnt that this speed is much
below the permissible speed mentioned in ICAO part1, 2.1.7 of 37km/hr for the

14
airplane reference field length greater than 1500meter. Well prepared wind
direction and wind speed rose diagram using the collected data is shown below.
From the analysis it is noticed that that the higher percentage of wind blowing
direction is towards north and the higher speed percentage is found to wards south
east direction.
N
50.00%
NW NE
2-5M/S
W 0.00% E 0- 2 M/S
Frequency
SW SE
Fig 4.1. Wind rose diagram

15
50.00%
45.00%
40.00%
35.00%
30.00%
Frequency
25.00%
0- 2 M/S
20.00% 2-5M/S
15.00%
10.00%
5.00%
0.00%
N NE E SE S SW W NW
Fig 4.2 Wind direction and speed histogram
40.00%
35.00%
30.00%
25.00%
20.00% 0-2M/S
2 - 5M/S
15.00%
10.00%
5.00%
0.00%
N NE E SE S SW W NW
Fig. 4.3. Wind histogram

16
4.4 Geometric Design of Airfield Elements
▪ Aerodrome Reference Code

The intent of the reference code is to provide a simple method for inter-relating the
numerous specifications concerning the characteristics of aerodromes so as to
provide a series of aerodrome facilities that are suitable for the airplanes that are
intended to operate at the aerodrome. The code is composed of two elements
which are related to the airplane performance characteristics and dimensions.
Element 1 is a number based on the airplane reference field length and element 2
is a letter based on the airplane wing span and outer main gear wheel span
An aerodrome reference code, code number and letter which is selected for
aerodrome planning purposes is determined in accordance with the characteristics
of the airplane for which the aerodrome facility is intended. Further, the aerodrome
reference code numbers and letters have the meanings assigned to them in Table
1-1 of Doc 9157AN/901.
The following are the Aeroplane Classification by Code and Number for our facility
design aircraft Bombardier Q400.
Table 4.1. Aeroplane classification

Field Wing Wheel
Code
Length Span Span
Bombarder
3C 1300 28.4 8.80
Q400
The design of the different parts of the facility is based on the requirements for the
captioned reference codes.
▪ Runway
Runway is the defined rectangular area prepared for the landing and take-off
of aircraft. The basic geometric elements of the Runway are:
 Length
 Width
 Slopes (transverse and longitudinal)
4.2..1 Length
The length of the Runway is determined keeping in mind the associated

landing and takeoff requirements. Corrections for such parameters as, slope,
temperature, altitude are also considered. Based on the date delivered by
the consultant the client has specified a runway length including stop way as
2300m. Summary of length computation is shown below.

17
Table 4.2. Runway Length computation

A Basic Data unit value Remark
Runway length required for
1 landing at sea level in standard m 1268 From Manufacturer brochure
atmospheric conditions
Runway length required for
take-off at a level site at sea
2 m 1300 From Manufacturer brochure
level in standard atmospheric
conditions
3 Aerodrome elevation m 1308
Aerodrome reference deg
4 32.5
temperature C
Temperature in standard
deg
5 atmosphere at aerodrome 7.2 Conversion as per Standard Atmosphere
C
elevation values (interpolation)
6 Runway slope % 0.74
B Correction to runway take-off
length
1 Elevation correction m 1696.76 7% per 300m
2 Elevation and temperature
m 2126.04028
correction 1% per 1 deg C exceeding ISA
3 Elevation, temperature and slope 2283.36726
m
correction 1 Slope 10% correction per 1% gradient
Correction to runway landing
C length
Elevation correction m 1654.9936

m 2283.367
Corrected runway Take off length
km 2.283
m 1654.994
Corrected runway Landing length
km 1.655

Hence runway length including stop way is 2300meter.

4.2..2 Width
A runway width of 30m is adopted as per the requirement of table 5.1 of Doc
9157AN/901.
4.2..3 Longitudinal Slopes
As per Aerodrome Design Manuals Part 1: Runways - Doc 9157 AN/901, the
longitudinal slopes computed by dividing the difference between the
maximum and minimum elevation along the runway centre line by the
runway length should not exceed 1% where the code number is 3 or 4.

18
Furthermore, along no portion of a runway should the longitudinal slope

exceed 1.25% where the code number is 4, except that for the first
and last quarter of the length of the runway the longitudinal slope should
not exceed 0.8%.
4.2..4 Longitudinal Slope Changes
Where slope changes cannot be avoided, a slope change between two
consecutive slopes should not exceed 1.5% where the code number is 3 or
4. The transition from one slope to another should be accomplished by a
curved surface with a rate of change not exceeding 0.1% per 30 m where the
code number is 4.
4.2..5 Sight Distance
Where slope changes cannot be avoided, they should be such that there will
be an unobstructed line of sight from any point 3 m above a runway to all
other points 3 m above the runway within a distance of at least half the
length of the runway where the code letter is C, D or E.
4.2..6 Distance between Slope Changes
Undulations or appreciable changes in slopes located close together
along a runway should be avoided. The distance between the points of
intersection of two successive curves should not be less than:
a) the sum of the absolute numerical values of the corresponding

slope changes multiplied by the appropriate value as follows:
 30 000 m where the code number is 4;

 15 000 m where the code number is 3; and
 5 000 m where the code number is 1 or 2; or
b) 45 m; whichever is greater.
4.2..7 Transverse slopes

To promote the most rapid drainage of water, the runway surface
should, if practicable, be cambered except where a single cross-fall
from high to low in the direction of the wind most frequently associated
with rain would ensure rapid drainage. The transverse slope should ideally be
1.5% where the code letter is C, D, E or F.
▪ Runway Strip
A runway strip extends laterally to a specified distance from the runway
centre line, longitudinally before the threshold, and beyond the runway end.
It provides an area clear of objects which may endanger aeroplanes. The
strip includes a graded portion which should be so prepared as to not cause
the collapse of the nose gear if an aircraft should leave the runway.
There are certain limitations on the slopes permissible on the graded
portion of the strip. A runway and any associated stop ways are included in
the strip.

19
A strip should extend before the threshold and beyond the end of the
runway or stop-way for a distance of at least 60m where the code number
is 2, 3 or 4.
A strip including an approach runway shall, wherever practicable,

extend laterally for a distance of at least 150 m where the code number is 3
or 4. The graded portion of the strip is that portion of a strip within a distance
of at least 75 m where the code number is 3 or 4. A longitudinal slope along
that portion of a strip to be graded should not exceed 1.5% where the code
number is 4. Transverse slopes on that portion of a strip to be graded
should be adequate to prevent the accumulation of water on the surface
but should not exceed 2.5% where the code number is 3 or 4.
▪ Clearway
Clearway is defined as a defined rectangular area on the ground or water
under the control of the appropriate authority, selected or prepared as a
suitable area over which an airplane may make a portion of its initial climb to
a specified height.
As per ICAO design manual, the following parameters are recommended for
the provision of a clearway.
 Location of clearways: The origin of a clearway should be at the end

of the take-off run available.
 Length of clearways: The length of a clearway should not exceed half
the length of the take-off run available.
 Width of clearways: A clearway should extend laterally to a distance
of at least 75 m on each side of the extended centre line of the
runway.
In addition to the stopway (60m x 60m), 150m length with 150m width
clearway is provided on each end of the runway as per the Client's
specification.
▪ Taxiway
The principal function of the taxiway is to provide access between the runway
and the terminal areas and service hangars. Hence, the taxiway is arranged
in such a way it smoothes the movements of the aircraft, which is landed and
an aircraft taxing to take off. During design of taxi way requirement of
Aerodrome Design Manual - Part 2: Taxiways, Aprons and Holding Bays -
Doc 9157 AN/901 has been adopted.
▪ Runway End Safety Area (RESA)
ICAO Aircraft Accident/Incident Data reports (ADREP) have indicated that
aircraft undershooting or overrunning the runway during landings or take-offs
suffer significant damage. To minimize such damage, it is considered
necessary to provide an additional area beyond the ends of the
runway strip.

20
These areas, known as Runway End Safety Areas, should be capable

of adequately supporting any aircraft which overruns or undershoots the
runway and should be clear of all equipment and installations which
are not frangible.
A runway end safety area should, as far as practicable, extend from

the end of the runway strip to a distance of at least 240 m where the code
number is 3 or 4. As per ICAO requirement due to scarcity of sufficient area
this length can be reduced to 90meter which is applied for the subject project.
The width of a runway end safety area is required to be at least twice
that of the associated runway. The longitudinal slopes of a runway end
safety area should not exceed a downward slope of 5 per cent. The
transverse slopes of a runway end safety area should not exceed an
upward or downward slope of 5 per cent. Transitions between differing
slopes should be as gradual as practicable.
▪ Apron
Apron is part of airport intended to accommodate aircraft for loading and
unloading passengers and parking or maintenance. There exist different
types of apron. It includes passenger terminal, cargo terminal, parking
terminal, service and hangar apron.
The total apron area should be adequate to permit expeditious handling

of the aerodrome traffic at its maximum anticipated density. Apron size of
150m width and 75m length is provided for the subject project.
Slopes on an apron, including those on an aircraft stand taxi lane,

should be sufficient to prevent accumulation of water on the surface of
the apron but should be kept as level as drainage requirements permit. On
an aircraft stand the maximum slope should not exceed 1 per cent.
▪ Shoulder
Shoulder is provided to ensure a transition from the full strength pavement to
the unpaved strip of the runway. The paved shoulders protect the edge of the
runway pavement, contribute to the prevention of soil erosion by jet blast and
mitigate foreign object damage to jet engines.
A 3.5 meter wide shoulder with 2.5% transverse slope is provided along the
runway, taxiway and around the apron. The surface of the shoulder is
designed to flush with the adjoining surface.
▪ Intersections
The intersections of the facility are located where the taxiway joins with the
runway and apron. Fillets are provided to meet the requirements of the
aircraft negotiating turns at these intersections.

21
Right angle intersections, both between taxiways and between taxiways and
runways, provide the best visibility to the left and right for a pilot. Our facility is
designed accordingly.
The latest version of the FAA Advisory circular, (AC 150/5300-13A, Airport
Design - published on 9/28/2012) is referred while designing fillet at the
intersections. The same designs of fillet is applied to runway – taxiway and
taxiway-apron intersections.
This design approach is based on Taxiway Design Group (TDG). The design
of pavement fillets must consider undercarriage dimensions. Thus, TDGs are
established based on the overall Main Gear Width (MGW) and the Cockpit to
Main Gear (CMG) distance.
As per the FAA Advisory circular, (AC 150/5300-13A, Airport Design -
published on 9/28/2012) there is a requirement for fillet design for both
taxiway runway intersection and taxiway to taxiway intersection. Table below
shows length width requirement for 90degree turn fillet design. For the
subject project since the separation distance between runway and taxi way is
above the value indicated for runway taxiway intersection table we adopt the
value from taxiway to taxiway intersection.
Table 4.3 Dimension for fillet design
PARAMETER W0 W1 W2 W3 L1 L2 L3 R-Fillet R-CL R-outer
VALUES (m) 7.63 11.30 22.89 11.59 96.38 39.65 22.89 0 30 39.38
Runway
taxiway
intersection
VALUES (m) 7.63 10.07 16.47 0 53.37 24.40 16.47 0 18.3 25.90
Taxiway to
taxiway
intersection
Detail layout of fillet with full dimension at the intersection is included in the
engineering design drawing
4.5. Geometric Design of Roads
Luckily the project route is located near to the main Mizan-Dima newly
constructed trunk road. In line with there is an access road with a total length
of 135meter. The section is straight through out and the whole section is fill

22
section. The width of the access road is 7meter with 1.5meter shoulder at
each side. Well prepared typical section is included in the engineering design
drawing.
4.6. Pavement Markings
Markings are defined as A symbol or group of symbols displayed on the

surface of the movement area in order to convey aeronautical information.
Runway designation marking, centreline marking, threshold marking,

Touchdown zone marking, etc are designed for the facility. These Markings
are designed to meet the recommendations of part 5.2 of Annex 14 - Volume
1.
4.7. Summary of Design Parameters
The parameters used for design of runway, taxiway, apron and associated
elements of the project are outlined below
Table 4.4 Design Criteria for Runway

Ref Physical Characteristics Runway
Design Aircraft Bombarder Q400
Aerodrome Code 3C
1. HORIZONTAL ALIGNMENT
Alignment Straight
2. VERTICAL ALIGNMENT
rate of change not exceeding 0.1%
Longitudinal Vertical Curves
per 30 m
Minimum Length between Consecutive Vertical PIs 30000 x absolute numerical values of
[m] slope change
0.8% for the first and last quarter of
Maximum Longitudinal Slope (%) the length of the runway 1.25 per cent
in the remaining parts
Maximum change in Longitudinal Slope (%) 1.5
3. CROSS SECTION
Runway Pavement Width [m] 30
Runway +Shoulder [m] 45
Shoulder Width [m] 2 X 7.5
Runway Strip [m] 150
Maximum Transversal Slope of Runway (%)

23
Ref Physical Characteristics Runway

Runway 1.5
Shoulder 2.5
4. INTERSECTION
Fillet To be provided
Table 4.5. Design Criteria for New Taxiway

Ref Physical Characteristics Taxiway
Aerodrome Code 3C
1.
HORIZONTAL ALIGNMENT
Alignment Straight
2.
VERTICAL ALIGNMENT
Longitudinal Vertical Curve rate of change not exceeding 1% per
30 m
Maximum Longitudinal Slope (%) 1.5
3.
CROSS SECTION
Taxiway Pavement Width [m] 18
Taxiway +Shoulder [m] 25
Shoulder Width [m] 2 X 3.5
Taxiway Strip [m] 52
Maximum Transversal Slope of Runway %
Taxiway 1.5
Shoulder 2.5
4. INTERSECTION
Fillet To be provided

24
Table 4.6. Design Criteria for Apron

Ref Physical Characteristics Apron
Aerodrome Code 3C
1.
HORIZONTAL ALIGNMENT
Alignment
2.
VERTICAL ALIGNMENT
Longitudinal Vertical Curve rate of change not exceeding 1% per 30
m
Maximum Longitudinal Slope (%) 1.5
3.
CROSS SECTION
Apron Pavement Area
Apron - [mXm] 150 X 75
Shoulder Width [m] 3.5
Maximum Transversal Slope %
Aircraft Stand 1.0
Other Areas of apron 1.5
5. Soil and material investigation
Well comprehensive material investigation report is submitted separately with all

existing material assessment and evaluation through various sampling and testing
procedures. This section of the report only outlines the general approach followed
for the pavement structure design of all airfield components.
5.1 Summary Of Tests Performed For The Available Construction Material
Samples obtained from the material sites were tested in the laboratory considering
the following basic objectives.
i. Compaction Tests
To be undertaken for the basic purposes of:-
 Specifying a suitable Design Moisture Content for field compaction.
 Specifying a minimum Dry Density to be obtained in the field.

25
 Determining the Moisture Content to be employed in moulding CBR

specimens.
ii. STRENGTH TESTS
To be undertaken with the basic objective of determination of the suitability
and strength of the material.
iii. Durability Tests
These tests will be carried out specifically for:
 Determining the suitability particularly for the sub-base and base course
material.
All sources of construction materials investigated are already under exploitation;

thus there is no accessibility problem and the overburden material is already
removed. Furthermore, representative samples were taken from test pit dug,
surface outcrops, and stock piles and from crusher belts to check their quality,
performance and suitability as a road construction material.All the collected sample
were tested in Icon engineeringengineer’s central laboratory and Gondwand
central laboratory.
Laboratory test which are performed on samples obtained from borrow material
sources and natural gravel sources are:-
 Determination of Particle size distribution (AASTO T-27)

 Determination of the liquid limit of soils (AASHTO T89)
 Determination of the plastic limit and plasticity index of soils
(AASHTO T-90)
 Moisture–Density relation of soils by modified proctor test (AASHTO
T-180)
 3- point California Bearing Ratio and Associated Swell (AASHTO T-
193)
 Los Angles Abrasion test ,LAA (AASHTO T-96)
Samples of crushed aggregate which were collected from stock piles and crusher
belts of production sites and which are brought to Icon engineering central
laboratory will be subjected to the following laboratory tests in order to check their
suitability for the construction of base course layer, in cement concrete and
bituminous mixes. The testes are:-
 Los Angeles abrasion test, LAA(AASHTO T96)

 Aggregate Crushing Value, ACV(BS-812 Part 110:1990);

26
 Ten Per Cent Fines Value (TFV) (British Standard 812,Part 111) and
limits on the maximum loss in strength following a period of 24 hours
of soaking in water.
 Flakiness index(BS 812; 1990)
 Stripping test(bitumen affinity) (AASHTO T182)
 Soundness of aggregate by use of sodium sulphate or magnesium
sulphate solutions; (AASHTO T104) and ,
 Water Absorption and Specific Gravity (AASHTO T84 and T85).
Before commencement of any construction activities that incorporate sand/fine

aggregate and water their quality need to be checked by conducting the following
laboratory test. The consultant were performed the following labortory tests on
sand/fine aggregate to check their suitability for their intended purpose. These
are:-
 Determination of Particle size distribution (AASTO T-27)

 Soundness of aggregate by use of sodium sulphate or magnesium
sulphate; (AASHTO T104)
 Organic impurities in fine aggregate for concrete (AASTO T-21) ;
 Clay lumps and friable particles(AASTO T112) ;
 Mortar strength; and
 Water Absorption and Specific Gravity (AASHTO T84 and T85).
5.2. Data analysis and Interpretation
5.2.1. Introduction
The data analysis and interpretation is mainly based on the laboratory investigation
and field works undertaken, which helps to assess and determine the performance
of existing sub-grade materials and potential sources of construction materials
proposed to be used for the airfield pavement structure construction.
All the sampled materials were submitted to MAFECON ENGINEERING &

CONSTRUCTION Plc. central laboratory for the relevant quality tests. In
performing the laboratory tests, AASHTO and BS testing methods standards have
been adopted. Accordingly, the following methods were adopted for testing of sub-
grade and construction materials.

27
Sub grade soils

 Atterberg limit;
 Natural moisture content
 Wet Sieve analysis ;
 Modified Proctor-Density relationships;
 CBR test and swell.
Natural gravel select materials for sub base, capping and earth work
constructions
 Atterberg limit
 Sieve analysis;
 Natural moisture content
 Modified Proctor - Density relationships ;
 CBR test and Swell test.
Rock sources for aggregates (i.e., for base course, surfacing and
concrete purposes) and masonry works
 Gradation;
 Los angles Abrasion test;
 Aggregate impact value test;
 Aggregate crushing value test;
 Ten fines values;
 Soundness loss by sodium sulfate solutions;
 Specific Gravity and Water absorption;
 Bitumen affinity and
 Flakiness index.
Fine aggregates(i.e., natural sand)
 Soundness loss by sodium sulfate solutions;
 Organic impurity;
 Sieve analysis;
 Clay and Silt content of aggregates;
 Clay Lumps and friable particles in aggregate;
 Specific gravity and water absorption;
 Mortar strength and
 Sand equivalent.
5.2.2. Subgrade Soil Investigation
The sub-grade soil was investigated by visual observation, pit excavation and
sampling of representative soil layers from the test pits.
In general taking in to account the soil variability along the Runway and suggested
criteria for the location, depth, and number of borings 32 exploratory test pits were
dug at the centreline of the runway and taxiway and apron at an average of 100m
length interval.
Based on the profile of the road alignment selected samples were subjected to all
the quality testes described above. The laboratory test result of each samples are
analyzed as follows:-
28
5.2.2.1. Analysis of labortory test of subgrdae materials
To determine the engineering properties of the sub grade material, samples were
tested for Particle Size Distribution (AASTO T-27), Liquid Limit (AASHTO T89),
Plastic Limit and Plasticity Index of soils (AASHTO T-90), Moisture–Density
relation by using Modified Proctor test (AASHTO T-180) and 3- point California
Bearing Ratio (AASHTO T-193).
The following paragraph discusses about the laboratory test results of sub grade
soils along the Runway, Taxiway and Apron area; to check their suitability as an
airfield sub grade material and to determine other engineering properties of the
sub grade soils.
i. Plasticity
An indication as to the nature of the soil along the Runway, Taxiway and Apron
area may be given by the variation in Plasticity Index (PI).The PI is influenced by
the type and proportion of clay minerals present within the material and high PI
values are often an indication of expansivity. The variation of PI along the Runway,
Taxiway and Apron area is presented in figure below which shows values ranging
between 19% and 38% and has an average value of 27%. In addition their liquid
limit is in the range of 50% - 83%.
Plasticity Distribution of subgrade samples

90
80
Plasticity Values (%)
70
60
50 PI
LL
40
UL PI
30 UL LL
20
10
0
0 1 2 3
Chainage in KM
Figure 5-1 variation of plastic index (pi) with station

29
Based on the Ethiopian Roads Authority Site investigation Manual (2002) a

modified or weighted PI is used to see the extent of expansiveness of highly plastic
materials along the Runway, Taxiway and Apron area. This manual notes that
expansive soils need for extended investigation are indicated by weighted plasticity
index values of greater than 20. The values of PI plotted below have been
corrected for their grading and the weighted values (PI W) are given in figure below.
30
25
Weighted Plasticity Indes (%)
20
15
10
0
0 1 2 3
Station KM
Figure 5-2 variation of weighted plasticity index (piw) (%) with station
The PIW values of above 20 are observed in some stretches of the Runway,
Taxiway and Apron area. Furthermore, the results of particle size distribution test
conducted on samples recovered from trial pits are summarized as shown in figure
below according to AASHTO M145 definitions of gravel, sand and silt – clay
particle sizes. It can be clearly seen from the figure below that the natural of sub
grade materials are composed of high percentage sand and clay sized materials.
The plasticity chart helps to classify the type of soils based on their plasticity
characteristics (i.e. Atterberg Limits and Indices of soils). Generally materials
falling above the A-Line are classified as clays and below the A-Line are classified
as silts.
A-line plot shown in Figure below indicates that dominate samples have been
found to be plotting below the A-line which has high compressibility characteristics.
From the plasticity point view, the soils sample along the Runway, Taxiway and
Apron area totally classify in the group of MH and it is described medium to high
plasticity silt. The plasticity chart of sub grade soil is presented in Figure below.

30
ne
-li
A
55
50
45
40
Plasticity index (Ip) %
35
30
25
20
15
10
5
0
0 10 20 30 40 50 60 70 80 90
Liquid limit (WL) %
Figure 5-3 plasticity chart for sub-grade samples
The AASHTO soil classification reveals that the sub grade materials along the
alignment mainly classified as A-7-5 and A-2-7groups. Out of the two groups A-7-
5 comprise 82% of the sub-grade material (the largest proportion). The remaining
18% is A-2-7 material. Details of all laboratory tests performed on the sub-grade
samples are given in Annex-II of the soils & material and pavement design report
as standalone document.
ii. Grading
Particle Size Distribution (grading) tests have been carried out on samples
recovered from the trial pits. The results are summarized on Figure 4.4 below in
terms of the percentage silt and clay (<0.075 mm) the percentage fine and medium
sand (0.075mm-0.425 mm) and percentage coarse sand and gravel (>0.425 mm).

31
Variation of particle size with station

100
90 > 0.425 mm
80 0.075mm -
% age of material passing
70 0.425mm
60 < 0.075mm
50
40
30
20
10
0
0 1 2 3
Station KM
Figure 5-4 variation of particle size with station
It can be clearly seen from the figure above that the existing sub-grade materials
are composed of high percentage sand and clay sized materials.
iii. Compaction
To reveal the properties of the sub-grade soils when exposed to a certain amount
of comp active effort; laboratory compaction was conducted in accordance to
AASHTO T180 (4.5 kg hammer or heavy hammer).
Based on the laboratory test result a maximum dry density (MDD) of the sub grade
samples generally ranges between 1.45g/cm3 to 1.82 g/cm3 with the
corresponding optimum moisture content (OMC’s) between 14% and 26%.It can
be traced that higher optimum moisture content values are related with the high
plasticity nature of the sub grade soils.
iv. California Bearing Ratio
Soaked CBR tests were carried out on disturbed samples of soil recovered from
trial pits along the Runway, Taxiway and Apron area to determine the shear
strength of the sub-grade material.
Three-point CBRs (i.e., 10, 30 and 65 blows of the hammer) were undertaken in
accordance with AASHTO T-193. This form of testing is preferred as it can give

32
information of the variation of strength that can be developed with increasing

compactive effort.
The amount of CBR-swell also determined on disturbed samples of soil recovered

from trial pits along the road corridor to evaluate potential to heave of the material.
Accordingly, 53% of the collected samples have CBR-swell value is greater than
2%.
10.000
9.000
8.000
7.000
6.000
CBR Swell %
5.000
4.000 Swell %
3.000 UP limit
2.000
1.000
0.000
0 1 2 3
Station KM
Figure 5.5 variation of CBR-swell with station
The CBR values at 95% MDD are shown in the figure below.

33
9 CBR Distribution at 95% MDD - Sub-grade Samples

8
7 CBR at 95% MDD
6
CBR value %
0
0 0.1 0.2 0.3 0.9 1 1.2 1.3 1.4 1.5 1.6 2.4 2.5 2.6
Chaniage in KM
Figure 5-6 variation of CBR at 95% MDD with station
The detailed laboratory test results of the sub-grade materials along the road
corridor are presented in Annex II of the soil and material report.
5.2.3 Expansivity and treatment measures
By virtue of their unfavorable properties, a number of sub-grade materials fall into

the category of “Problem Soils” and, when encountered, would normally require
special treatment before acceptance as a pavement foundation. These soils are
collectively called problem soils and comprise among others; expansive, low–
strength soils, collapsible and compressible; and dispersive soils.
Based on the laboratory test result of sub grade materials presented above
expansive soils and low–strength soils are of the soil types to be discussed in this
section of the report. Soils with soaked CBR of less than 3% occurring within the
design depth are described as low strength soils and those that exhibit particularly
large volumetric changes (swell and shrinkage) following variations in their in–
service moisture contents are described as expansive soils.
5.2.3.1 Determining Expansive Nature of Sub Grade Soils
During material investigation the nature of soil is identified by visual inspection. It is

followed by sample collection for conducting appropriate laboratory tests to

34
characterize the soil with respect to its engineering properties. For expansive soil,
the dark color, the presence of drying surface cracks, the puffy and popcorn type
soil structure, its rock hardness in dry state and sponge softness while wet are
some of the distinct identifying characteristics.
There are several tests outlined in standards and codes. Atterberg limits, CBR,
CBR-swell, free swell and linear shrinkage of the soil are found to be most useful.
Vast experience in characterizing the engineering properties of the expansive soil
has offered several reliable correlations between the engineering properties and
the above tests.
5.2.3.2 Determining expansiveness nature of the soil with different approach
Various approaches have been considered to determine the swell potential of the
expansive clay on the project sub-grade. Summary of some of these approaches
are presented here below. Generally, characteristics of material along the Runway,
Taxiway and Apron area is virtually similar. To facilitate the broader view of the
swell potential intensity, the average value of Atterberg Limits, Linear Shrinkage,
compaction parameters, CBR and swell percentage are summarized below.
 Liquid Limit, LL = 65 % (Max. 83, Min. 50)
 Plasticity Index, PI = 28% (Max. 38, Min. 19)
 MDD = 1.64g /cm3 (Max. 1.82 g/cc, Min. 1.45g/cc)
 OMC =19% (Max. 26, Min. 14)
 CBR = 4% (4 days soaked at 95 % density, Max. 8, Min. 3)
 CBR-Swell = 2.1 % (Max. 3.41, Min. 1)
 % Finer than 0.075 mm sieve = 47%
The following publications are some of the more widely published techniques
categorizing the expansive potential based on index, strength swell properties of
the soil. They are qualitative indicators and expansion potential is grouped as High,
Marginal and Low.
I. The AASHTO Approach
AASHTO Guide for Design of Pavement Structures contains a comprehensive

discussion on swell potential and its influence on the pavement design. The Guide
is based on Structural Number (SN) and loss of Present Serviceability Index (PSI).
The loss of PSI due to swell of expansive soil is quantified utilizing the approach
set forth in AASHTO T 258.

35
For categorizing the expansive soil into its class of swell potential, AASHTO T258
has a Table which is extracted below for ready reference. They are qualitative
indicators and expansion potential is grouped as High, Medium and Low.
Table 5.1: expansion potential (AASHTO t 258)
Degree of
Liquid limit % Plastic index % Natural Suction, pF
expansion
High > 60 > 35 >4
Medium 50 – 60 25 - 35 1.5 – 4.0

Low < 50 < 25 < 1.5
Comparing laboratory test results of native sub grade soils with that of table 5.1,
59% of them show High degree of expansion based on LL analysis. However,
almost all of the samples have PI value less than 35 which is categorized under
medium degree of expansion. High degree of expansion corresponds to expansive
clay soils.
II. Seed, Woodward and Lundgren method
The swell potential of an expansive soil is defined from correlations of percent

swell from odometer tests using laboratory prepared and compacted samples
(maximum dry density and optimum moisture content, AASHTO T-99). A statistical
relationship is defined for swell potential in terms of clay content and activity and
compared with measured volume change; the swell potential may be categorized
as follows
Table 5.2: Expansion potential
Degree of%
Swell Potential.
Expansion.
Low 0-1.5
Medium 1.5-5
High 5-25
very high >25
Therefore, the average CBR-Swell of the sub-grade soil of the project airfield is
2.1% which indicates that, soil belongs to medium degree expansiveness category.
Individual test result analysis shows that 53%of samples have swell value of
greater than 2, and the remaining 47% has swell value of less than 2 which can be
categorized under low swell potential.

36
5.2.3.3. Expansive Soil Treatment and Swell Mitigation Measures
Design and construction procedures of airfield pavements on expansive soils

which are recommended by different design manuals were studied to adopt the
most appropriate ones for Mizan Aman airport design project. There are several
mitigation measures being followed in practice. Some of them are site specific and
require judicious selection to encounter the damaging effects of the swell potential.
Among several techniques adopted in expansive soil pavement structure
construction, the following are widely used.
 Soil replacement (Excavation and replacement)
 Modification of BCS (Modification of Black cotton soils and other

expansive clay soils with lime)
 Natural Moisture barriers (Minimizing moisture changes and potential

swelling in the expansive clay )
For this specific project, as per the recommendation of FAA-Advisory Circular the
Runway, Taxiway and Apron area of airfield expansive sub grade soils is treated
by excavation of the unsuitable soil up to 600mm depth and replaced by ordinary
and impervious fill material or by raising the grade to bury the swelling soil at least
600mm. This treatment measure is economically viable and increasing bearing
capacity, minimization of moisture changes & potential swelling of expansive clays.
However, most part of the airfield stretch will have embankment fill from the
geometric point of view. Hence the pavement design of the road generally depend
on the quality of available borrow material this will provide economical pavement
structure. Accordingly the minimum CBR Value of borrow material test for
construction of the upper 600mm fill/Embankment should at least fulfill the
requirements for CBR-15 material. Therefore, the entire airfield pavement design is
carried out for sub-grade CBR of 15%.
5.2.3.4. Summary and Conclusion Expansive Soil Treatment and Swell

Mitigation Measure:
The sub grade soils found along the runway, taxiway and apron area are
problematic soils having low to medium degree of expansiveness. Treatment of the
existing sub grade materials to increase their bearing strength and to minimize
their expansiveness in order to lay the pavement structure on a good foundation is
proposed the following.
Generally it is proposed, that:

37
 From the geometric point of view, it is suggested to incorporate

embankment (from 0+300 – 1+200 and 1+600 - 2+780) Accordingly,
the mitigation measures for this specific project is to bury the
swelling soil at least 600mm,
 From 0+000 – 0+300 and 1+200 – 1+600 is cut section, from

laboratory test and on site assessment this stretch has medium to
low expansiveness, accordingly, the mitigation measure for this
stretch is to excavate and replace the swelling soil at least 600mm.
 Selected material is placed for the top 600mm fill and undercut depth
(CBR of 15% at 95% of MDD attained by AASHTO T180 and Swell of
less than 1.5%), and
 Ordinary fill is placed below the selected fill for the remaining fill
(CBR of 5% at 95% of MDD attained by AASHTO T180 and Swell of
less than 2.0 %.)
5.3. Analysis of test result of construction materails
I. Rock for crushed aggregate and masonary works
The terrain of the project area is mainly rolling to mountainous; hence considerable
numbers of structures are required to keep normal flow of water. Besides, the
airfield is going to be constructed with asphalt concrete thus it required a
considerable quantity of quality rocks for pavement works (i.e., base course and
asphalt mixes). During the field investigations, the type and quantity of materials,
accessibility of the rock quarry, the overburden material and the suitability of the
material for construction purposes are well assessed. Besides the environmental
and social impacts which may arise following the utilization of the rock quarry are
assessed.
Both desk top study (i.e., geological formation of the project area) and detailed field
investigation reveals that all the possible rock sources near the road corridor are
fresh to slightly weathered Basaltic rock formation which are suitable source for
hot-mix, base course, cement concrete and masonry works. Thus, there is
abundant of basaltic rock sources with reasonable hauling distance.
Table 5 list of rock quarries along the road project

38
Offset/
Ref. GPS Type of Over burden
distanc Accessibility Quantity
No. coordinate material thickness
e
1 – 2m reddish
1Km
Black fine to highly
E778173 from
Q1 grain fresh weathered Ok Ample
N768677 the
BASALT gravel and clay
airfield
soil
1m , however
5km
Black fine there is reddish
E775163 from
Q2 grain fresh clay soil in Ok Ample
N768879 the
BASALT between the
airfield
boulders
4km
Black fine
E775170 from
Q3 grain fresh Thin soil layer Ok Ample
N766991 the
BASALT
airfield
Fig 5-7 THREE QUARRY SITE
Total of three (3) quarry sites are identified around the airfield area which can
serve as likely sources of base course, surfacing and concrete aggregates and
samples are collected to be tested in the laboratory so as to confirm their suitability
for the intended purposes. The locations and detailed description of these
identified rock quarries are listed in Table 5.3.
Aggregate Crushing Value (ACV), Los Angeles Abrasion [LAA], Soundness [using
sodium Sulfate], Ten % fines value, bitumen affinity, Specific gravity and water
absorption tests were conducted on the samples to assess their suitability. The
water absorption test was used as an indication of the porosity and bitumen/water
affinity of the rock materials, which generally correlate well with strength and
soundness tests.
The sample of fresh basaltic rock is collected from quarry site 1 has LAA of 16,
ACV of 19%, TFV of 320%, sodium soundness loss of 3.40%, water absorption
1.14% and coating and stripping of aggregate is above 95%. Comparison of test
39
results with Federal Aviation Administration (FAA) of advisory circular and ERA
specifications, the tested samples of the rock source is suitable for use as
aggregate for base course, hot mix aggregate and concrete aggregate. The
summary of the laboratory test results on the rock quarry samples is presented in
Table 5.4.

40
Consultancy service for Detailed Engineering Design, Ethiopian Airport Enterprise
And Tender Documents Preparation Draft Soil and material report
Of Mizan Aman Airport Project October, 2013
TABLE 5 SUMMARY OF TEST RESULTS FOR ROCK SOURCES
Test result Suitability as:

Source Station, GPS Material NaSo4 Water
LAA FI Bitumen HMA Base Masonry
co. description ACV (%) TFVdry Soundness Absorption
(%) (%) Affinity aggregate course works
(%) (%)
Q1
Black fine grain
(E778173/N768677 19 16 - 320 3.40 1.14 >95 Good Good Good
fresh BASALT
)
NaSo4 Water
LAA FI Bitumen Sand
Test parameter ACV (%) TFV Soundness Absorption
(%) (%) Affinity equivalent
(%) (%)
FAA Advisory HMA aggregate - - <8 - <10 - - -

Circular AC No:
150/5370-10F Base course - <45 <15 - <12 - -
Specification Concrete
Requirements - <50 - - <12 - - -
Aggregate
HMA aggregate < 25 - > 160 - < 1.0
ERA Specification Base course < 25 - < 30 > 110 - - - -

Requirements
Concrete
- <40 - - - - - >75%
Aggregate
Icon Engineering plc

Ethiopian Airports Enterprise (EAE)
41
ii. Natural selected gravel sources
The project airfield is going to be constructed to asphalt concrete standard hence,

special attention was given to locate natural gravel sources that can be used for
lower pavement layers (i.e., sub base layer and capping layer).Besides, following the
requirement of fill material requirement on the airfield ground a large amount of
borrow material is required for embankment construction, backfilling structure and
replacement of poor subgrade materials.
All of the natural gravel sources identified by the consultant are weathered basaltic
gravel mixed with clay, silt, and clay size fragments of tuff. Although natural granular
materials identified by the consultant visually comply with specification requirements
for their use as sub base, capping and embankment layers without further
processing.
Total of six (6) borrow areas for earth work ,capping layer and sub-base materials,
some existing (i.e. previously exploited) and other new were identified along the
route corridor and representative samples were collected from some of the sources.
The detail summary of each site is given in Table 5.5 below.
Table 5 locations of natural selected gravel materials identified
Ref. GPS Offset/ Status and assessed

Type of Material
No. Coordinates Distance quantity
E0776865 Adjacent Slightly to Highly weathered New sources
NG 1 basalt to sand and gravel size
N0765453 LHS fragments Qty = Ample


E0783980 Adjacent Yellowish to Light brown silty New sources
BP 1
N0770156 LHS sandy gravel Qty = Ample
BP 2
BP 3

42
Fig5 selected gravel and Borrow sources

43
MizanAmanAirfield. December 2018
In order to assess the suitability of the materials tested as selected earth work (i.e.,
for ordinary fill and for impervious layer) and as sub-base layer, the test results
obtained were compared with the requirements of Federal Aviation Administration
(FAA) of advisory circular and ERA technical specifications is given in Table 5.6.
TABLE 5.6 summary of test results for borrow sources for sub-base and for fill
AASHTO %age CBR @ Swell %passing MDD OMC

Sources PI (%) LL (%)
Class fines 95 MDD (%) 0.425mm (Kg/m3) (%)
E0776865
N0765453 A-2-4(0) 10.97 6.44 46.30 0.62 11.08 1902 9.20 26.78
(NG 1)
E0771442
N0765821 A-2-4(0) 10.79 4.70 49.60 1.13 11.51 1891 10.30 26.34
(NG 2)
E0776336
N0770310 A-2-4(0) 7.140 3.97 50.00 0.47 8.210 1927 8.00 24.36
(NG 3)
E0783980
N0770156 A-7-5(10) 11.54 8.30 30.00 0.34 14.74 1914 7.50 30.61
(BP 1)
E0789369
N0780652 A-7-5(10) 12.29 5.66 32.00 0.29 18.29 1984 6.60 26.31
(BP 2)
ERA
Natural 5 - 25
Specification 6 - 12% > 30 % < 1% < 50%
gravel A %
Sub-base
ERA
Specification - <25 >7 <1.5% <=55
For fill
FAA
Grading
Specification <6
Table 4.7
Sub-base
Table 5 FAA advisory circular gradation requirements for sub-base
Sieve designation (square Percentage by

openings) as per ASTM C weight passing
136 and ASTM D 422 sieves
3 in (75.0 mm) 100
No. 10 (2.0 mm) 20-100
No. 40 (0.450 mm) 5-60
No. 200 (0.075 mm) 0-8

44
For paved roads, the sub base is the lower most layer of a pavement, which
separates the sub-grade or the capping layer from the base course. The sub-base
material shall consist of hard durable particles or fragments of granular aggregates.
The material shall comply with the requirement of FAA Advisory Circular
specification as to gradation, soil constants, and shall be capable of being
compacted.
The choice of sub base material therefore depends on the design function of the
layer as well as the anticipated moisture regime both in service and at construction.
Their suitability for use depends primarily on the design aircraft loading on the
pavement and climate but all unbound materials must have a particle size
distribution and particle shape which provide high mechanical stability and should
contain sufficient fines (amount of material passing the 0.425 mm sieve) to produce
a dense material when compacted. For this purpose out of the six borrow areas only
three of them are suitable as natural gravel sub base material which the remaining
three borrow pits can be used for capping and fill. However, by blending the borrow
material with the natural gravel selected material we can further obtain sub-base
material standard.
Regarding sub base material, FAA technical specification provide relaxed grading
requirement (extracted above as Table 5.7) which is fulfilled by all of the borrow
materials except on sieve size 0.075mm finer than the grading envelope. Processing
of materials during production is recommended to make the finer portion to be
distributed and comply with the requirement. With regard to ERA technical
specifications the size ranges of the materials from the project borrow area
correspond generally to grading envelope A.
The key factor that largely dictates the strength and other relevant material
properties is the proportion and properties of fines and also CBR values. As
regarding to plasticity and %age fines for use as sub base, FAA Advisory circular
specifications impose maximum limit of 8% fines content and maximum limit of 6%
plasticity index. ERA technical specification impose maximum limit of 25% fines
content and maximum limit of 12% plasticity index.
The plasticity indexes of the sub-base samples are within the limit specified in both
FAA Advisory circular specification and Standard Technical Specification of ERA
2013 for use of natural gravel as sub base [i.e. PI< 6 & PI < 12 respectively].
Generally all the identified borrow areas around the project are suitable for fill and
embankment constructions. Improving the suitability of borrow area materials as sub

45
base might require blending of materials from more than one source to improve their
Plasticity and grading behaviour.
iii. Natural sand sources for cement and mortar works
Sand will be required for concrete and mortar work. The dominant stretch of the
airfield alignment follows rolling terrain, hence considerable numbers of relief
structures are required to keep normal flow of water. During the field investigation,
however, despite the need for a large quantity of sand for the intended works, the
only good source with good quality and abundant quantity is obtained from dima 87
km form Mizan. The following tests were performed on the natural sand samples
obtained from the above sources:
 Water Absorption and Specific Gravity (AASHTO T84 and T85).
 Dry Sieve analysis (AASHTO T 27 )
 Clay lumps (AASHTO T 112)
 Organic Impurities (AASHTO T21).
 Mortar strength.
 Sand equivalent
 Soundness loss(AASHTO T 104)
The quality of the sand samples was assessed with respect to ERA technical
specification and AASHTO M6 specifications for fine aggregates use for concrete.
Accordingly, sand samples collected from dima indicate that all sand samples tested
are generally acceptable for use in concrete.
Summary of the test results for the sand sample along with corresponding ERA and
AASHTO M6 specifications requirements is given in Table 5.8.
TABLE 5 summary of laboratory test results of sand sources
Source Soundness Water Clay Organic Mortar Sand Recommendations

absorption lump. impurity strength equivalent
(NaSo4) unwashed
to washed.
(%)
Dima sand 5 4.21 Nill 03 129 72 Good
ERA <10% <2% <3% <3% >95% >75%

Specification

46
Fig.5.9 Dima sand
iv. Water sources for construction
Water is required for compaction, mortar and concrete works. Accordingly attempt
was made to locate perennial and intermittent rivers around the project location that
can be possible sources of water.
Amongst the major water sources, a river located at the entrance and exit of Mizan
town (7.009959/35.612031 and 6.976548/35.567653) are the biggest Perennial
Rivers in the area which is dependable throughout the year. In addition small rivers
located within the airfield area (6.947074/35.530354 and 6.979466/35.49673) are
among the major water source found around the project locality.
The other alternatives which can be considered as possible sources of water are
water wells found around the project locality and tap water from Mizan Aman town.
In general it can be said that there are sufficient water sources in the project area
that can be used for the construction purposes.

47
Fig.5.10 water sources located within and around the airfield area
6. Pavement design report
An airfield pavement and the operating aircraft represent an interactive system which
must be addressed in the pavement design process. Design considerations
associated with both the aircraft and the pavement must be recognized in order to
produce a satisfactory design. Careful construction control and some degree of

48
maintenance will be required to produce a pavement which will achieve the intended
design life. Pavements are designed to provide a finite life and fatigue limits are
anticipated. Poor construction and lack of preventative maintenance will usually
shorten the service life of even the best designed pavement.
The Pavement designed in these report is intended to provide a structural life of 20
years that is free of major maintenance if no major changes in forecast traffic are
encountered. It is likely that rehabilitation of surface grades and renewal of skid
resistant properties will be needed before 20 years due to climatic effects and
deteriorating effects of normal usage.
6.1. Scope
This chapter determines the pavement thickness requirement based on the US FAA/
ICAO method of design and analyzes various options and recommends the value
engineering based design for the Mizan Aman Airport aimed at serving aircraft with
gross weight of up to 30,000Kg for Q-400 series.
6.2. Fundamental design philosophy
The design of airport pavements is a complex engineering problem which involves a

large number of interacting variables. Although a great deal of research work has
been completed and more is underway, it has been impossible to arrive at a direct
mathematical solution of thickness requirements. For this reason the determination
of pavement thickness must be based on the theoretical analysis of load distribution
through pavements and soils, the analysis of experimental pavement data, and a
study of the performance of pavements under actual service conditions. From this
point of consideration, a great deal of research has been done to develop empirical
correlations and reliable correlations have been developed. This design report
largely adopts the recommendations made through the Advisory Circular (AC) No.
150/ 5320-6D/6E dated July 7th, 1995, “Airport Pavement Design and Evaluation”.
Reference is also made to the Dash 8 Series 400, Airport Planning Manual, PSM 1-
84-13 published in December 05 2014 by Commercial Airplane Company.
The Design Philosophy is based on the United States Federal Aviation

Administration (FAA) and the International Civil Aviation Organization (ICAO)
recommended practices.
The basic design considerations made herein include but are not limited to:
 The flexible pavement design is based on CBR method of design.
 Gear configurations are considered by adopting theoretical concepts and
empirically developed data.

49
 Various structural considerations have been made in reference to the surface

course, base course, sub-base and sub-grade that can support a Bombardier
Q400.
 The design considers proper and adequate provision of hydraulic facilities as
well as periodic and preventive maintenance.
 The design life considered is 20 years from date of completion of the
pavement structure.
 As cited in the Advisory Circular, the pavement structural thickness is
determined on the basis of theoretical analysis of load distribution through the
pavement and soils, the analysis of experimental pavement data,
environmental factors, Case study Analysis, among other considerations.
 Reference is also made to Annex 14 to the Convention on International Civil
Aviation Volume 1 in general and section 2.6 of chapter 2 regarding Strength
of pavements, in particular.
TABLE 6-1: General characteristics of the bombardier q400 aircraft

50
Fig. 6-5: ground clearances – passenger configurations

model bombardier Q400 aircraft

51
Fig.6-6: general dimensions of the model bombardier q400 aircraft

52
6.3. Evaluation of air traffic volume
6.3.1. Aircraft traffic considerations:
Aircraft traffic is assumed to be normally distributed across the pavement in the

transverse direction. The tests at NAFEC (National Aviation Facilities Experimental
Center) showed that no basic aircraft ground operating mode induced pavement
responses (elastic plus inelastic) greater than those occurring for static load
conditions. However, extrapolations of the test results indicate that for stiff pavement
structures (such as the rigid pavement, and the flexible pavement during cold
weather) unusual conditions (pavement conditions rougher than those during testing
at NAFEC) of dynamic loading could cause responses larger than what would occur
under static loading. This behavior is possible because of the inelastic behavior
being of low magnitude for stiff pavements. The test results also indicate that a
reduction in the thickness of pavement structures could be allowed in the interior of
runways except at exits where aircraft side thrust is high. Hence, for the Mizan Aman
airport pavements are designed on the basis of static load analysis. Impact loads are
not considered to increase the pavement thickness requirement.
Load:
The pavement design method is based on the gross weight of the aircraft. For design
purposes the pavement should be designed for the maximum anticipated takeoff
weight of the aircraft. The design procedure assumes 95% of the gross weight is
carried by the main landing gears and 5% is carried by the nose gear. Use of the
maximum anticipated takeoff weight is recommended to provide some degree of
conservatism in the design and is justified by the fact that changes in operational use
can often occur. Accordingly, the maximum design weight of Bombardier Q400 is
30,000kg.
Load repetitions are indicated on the design curves in terms of annual departures.
The annual departures are assumed to occur a 20-years life. Accordingly, as per
given data from Ethiopian Airports (EA) equivalent annual departures of 1,500 were
adopted.
6.3.2. Landing Gear type and Geometry:
The gear type and configuration dictate how the aircraft weight is distributed to the
pavement and determine pavement response to aircraft loadings.
6.3.3. Tire Pressure:

The expected tire pressure of Model Bombardier Q400 Aircraft is:
- Nose wheel Tires 22+6.5-10, inflated to 89psi (614KPa) loaded
- Main wheel Tires are 32x8.8-19, inflated to 227psi (1565KPa) loaded
-

53
6.3.4. Traffic Volume:

A forecast of annual departures of aircraft type is one of the main parameters used
for pavement design. As per given data from Ethiopian Airports (EA) equivalent
annual departures of Model Bombardier Q400 Aircraft is 1,500 and this is adopted
for design purpose.
6.4. Evaluation of strength of existing sub-grade
The sub-grade soils are subjected to lower stresses than the surface, base, and sub-
base courses. Sub-grade stresses attenuate with depth, and the controlling sub-
grade stress is usually at the top of the sub-grade, unless unusual conditions exist.
Unusual conditions such as a layered sub-grade or sharply varying water contents or
densities can change the location of the controlling stress. The ability of a particular
soil to resist shear and deformation vary with its density and moisture content.
A loss of structural capacity can result from contamination of base or sub-base

elements with fines from underlying sub-grade soils. This contamination occurs
during pavement construction and during pavement loading. Aggregate
contamination results in a reduced ability of the aggregate to distribute and reduce
stresses applied to the sub-grade. Fine grained soils are most likely to contaminate
pavement aggregate. This process is not limited to soft sub-grade conditions.
Problematic soils may be cohesive or non-cohesive and usually exhibit poor
drainage properties.
Engineering properties of sub-grade materials, such as shear strength, stiffness,

resistance to shrinkage, compressibility and expansiveness are the governing factors
in determining the pavement structures. Therefore in order to determine the
engineering properties of the sub grade soil, representative samples were collected
and tested in the laboratory for CBR, Swelling, Proctor and Classification tests.
Moreover, Dynamic Cone Penetrometer (DCP) test was conducted along the road
which is used to determine the sub-grade strength on-site.
While designing pavement structure for a particular airfield, considering the length of
the runway and construction constraints the entire length of the runway shall be
changed in to a single homogenous strength and design CBR values should be
determined. Most of the time the CBR values found from DCP test are by far greater
than that of laboratory CBR values. This is because the laboratory specimens are
prepared so as to simulate the worst conditions to which the road may be exposed
during its design life. Therefore, for safe design of the pavement structure the
laboratory CBR values are used as a measure of sub-grade strength.

54
6.5. Selection of design CBR value
It is to be noted that sub grade strength is classified on the basis of CBR values. The
best compromise for determination of design sub grade CBR to be employed in the
structural design of the pavement is to use the lower 15 percentile value i.e. that
value which is exceeded by 85 per cent of the readings, so as to avoid
underestimation of sub grade strength for large areas of the pavement or its
overestimation to such an extent that there is a risk of local failures.
However, as discussed in the previous section of the report, existing airfield sub
grade materials found in Mizan Aman airport have an inferior quality which is
detrimental to the efficient performance of the finished pavement structure. The
entire section of the airfield has swelling value greater than 1% and low CBR values.
When the degree of expansiveness is computed it is shows low expansive nature
and very low CBR values therefore entire section needs improvement.
Computation of design CBR shall be made on the sub-grade after replacement.
Adjustment of CBRdesign values for the native sub grade soil based on the quality of
borrow material sources and corrective measures and design consideration of
problematic soil is necessary. Hence, based on recommendations made on ERA site
investigation manual, Chapter – 5, special investigation and Advisory Circular No.
150/5320-6D; the following treatment is recommended:
GENERALLY IT IS PROPOSED, THAT:
From the geometric point of view, it is suggested to incorporate embankment (from

0+300 – 1+200 and 1+600 - 2+800) accordingly, the mitigation measures for this
specific project is to bury the swelling and low strength soil at least 600mm,
From 0+000 – 0+300 and 1+200 – 1+600 is cut section, from laboratory test and on
site assessment this stretch has medium to low expansiveness and Average CBR
value of 4%, accordingly, the mitigation measure for this stretch is to excavate and
replace the swelling and low strength soil at least 600mm.
Selected material is placed for the top 600mm fill and undercut depth (CBR of 15%
at 95% of MDD attained by AASHTO T180 and Swell of less than 1.5%), and
Ordinary fill is placed below the selected fill for the remaining fill (CBR of 5% at 95%
of MDD attained by AASHTO T180 and Swell of less than 2.0 %.)
After applying the necessary treatment recommended using selected material of
minimum CBR 15% at 95% of MDD attained by AASHTO T180 and Swell of less
than 1%; the sub grade strength of the airfield foundation will be brought to a
minimum CBR of 15%.Therefore, the entire airfield pavement design sub-grade CBR
of 15%.

55
6.6. Determination of pavement structural design
Pavement thicknesses necessary to protect various CBR values from shear failure
have been developed through test track studies and observations of in-service
pavements.
Use of the design curves for flexible pavements requires a CBR value for the sub-
grade material a CBR value for the sub-base material, the gross weight of the design
aircraft, and the number of annual departures of the design aircraft. The design
curves presented in the Advisory circular indicate the required total thickness of
flexible pavement (surface, base and sub-base) needed to support a given weight of
aircraft over a particular sub-grade and the thickness of hot mix asphalt surfacing.
The curves are constructed for the gross weight of the aircraft assuming 95% of the
gross weight is carried on the main landing gear assembly and the remaining 5% is
carried on the nose gear assembly. However, based on the new publication of FAA
pavement design shall be designed using Flexible Iterative Elastic Layer Design
(FAARFIELD) program. FAARFIELD implements layered elastic-based design
procedures for new and overlay designs of flexible pavements.
During airfield pavement construction it is vital to identify critical and non-critical

areas, as the pavement structural design varies for the critical and non-critical area.
Classification of critical and non-critical sections used for airport pavement design
depends on the expected frequency of traffic operations and their channelization on
runways, taxiways, and aprons. The program FAARFIELD is used to determine the
total critical pavement thickness, “T”, and the surface course thickness requirements.
As indicated on the FAARFIELD program, the thickness of hot mix asphalt surface
for critical areas is 100mm and 75mm for non-critical area. In addition, 0.9T factor is
applied to the non-critical pavement area to the base and sub-base courses.
Based on traffic channelization the airfield is divided as critical and non-critical

sections:
I. Critical areas:
Aprons, taxiways, hard standings, runway ends for a distance of 300m, and hangar
floors
II. Non-critical areas:
Runways (central portion) and some high-speed exit taxiways
The Runway central portion is made non-critical as most runway traffic consists of
fast-moving loads that are partly airborne. In addition, the aircraft wheel loads are
distributed transversely over a wide pavement area so that the number of stress
repetitions on any one spot is quite small- much lower than on a taxi-way. Where

56
taxiways intersect runways, the runway for short distance each way should be of the
same thickness as the taxiway. Any portions of runways that will serve as taxiways
should also be the same thickness as taxiways.
From the arrangement of the taxiway and runway, it was found that significant
portion of runway subjected to slow moving load. For practical construction purpose,
the entire runway is considered as critical section.
6.6.1. Determination of total pavement thickness required for critical sections
Factors which influence the thickness of pavement required to provide satisfactory

service are: Magnitude and character of the aircraft loads to be supported, the
volume of traffic, the concentration of traffic in certain areas, and the quality of the
sub-grade soil and materials comprising the pavement structure.
Subsequent to determining the Design CBR values for the sub-grade and the sub-
base, the gross weight of the aircraft is taken for designing the pavement. Having
pre-determined the design aircraft and the number of annual departures of the
design air craft the total pavement thickness required were derived from the
FAARFIELD program.
Consequently, taking design CBR value of 15% for the sub-grade, the total
pavement thickness for critical areas is 406.4mm.
▪ Thickness of Sub-base for critical sections

A sub-base is included as an integral part of the flexible pavement structure in all
pavements except those on sub-grades with a CBR value of 20 or greater (usually
GW or GP type soils). The function of the sub-base is similar to that of the base
course. However, since it is further removed from the surface and is subjected to
lower loading intensities, the material requirements are not as strict as for the base
course. In the development of pavement thickness requirements the CBR value of
the sub-base course is a variable.
The bearing capacity and swell characteristics of the existing sub-grade were
evaluated and results presented in soil and material report. Due to the terrain of the
locality the airfield ground is covered with reddish clay soil which exhibit low bearing
capacity. Accordingly the presence of sub-base is compulsory.
Consequently, design CBR value of 30% for the sub-base is considered for this
specific project. As indicated in the FARRFIELD program output, the thickness of

57
sub-base for critical areas is 101.6mm. However, in addition to load bearing structure
in the pavement structure the sub base is used as construction platform and filter or
separating layer. Accordingly 200mm sub-base thickness is taken.
▪ Thickness of Surface Course for critical sections

The hot mix asphalt surface or wearing course must prevent the penetration of
surface water to the base course; provide a smooth, well-bonded surface free from
loose particles which might endanger aircraft or persons; resist the shearing stresses
induced by aircraft loads; and furnish a texture of nonskid qualities, yet not cause
undue wear on tires. To successfully fulfill these requirements, the surface must be
composed of mixtures of aggregates and bituminous binders which will produce a
uniform surface of suitable texture possessing maximum stability and durability.
Since control of the mixture is of paramount importance, these requirements can
best be achieved by use of a central mixing plant where proper control can be most
readily obtained. A dense-graded hot mix asphalt concrete produced in a central
mixing plant will most satisfactorily meet all the above requirements.
As indicated by the note in the design curves, the thickness of hot mix asphalt
surface for critical areas is 100mm
▪ Thickness of Base Course for critical sections

The base course is the principal structural component of the flexible pavement. It has
the major function of distributing the imposed wheel loadings to the pavement
foundation, the sub-base and/or sub-grade. The base course must be of such quality
and thickness to prevent failure in the sub-grade, withstand the stresses produced in
the base itself, resist vertical pressures tending to produce consolidation and
resulting in distortion of the surface course, and resist volume changes caused by
fluctuations in its moisture content. In the development of pavement thickness
requirements, a minimum CBR value of 100 is assumed for the base course. The
quality of the base course depends upon composition, physical properties and
compaction. Many materials and combinations thereof have proved satisfactory as
base courses. They are composed of select, hard, and durable aggregates.
As per the guide in the advisory circular the thickness of base course is found by
deducting the thickness of sub-base and surface course from the total thickness.
Moreover, Advisory Circular gives minimum thicknesses of base course for various
materials and design loadings which is extracted here below as Table 6-3, for ready
reference.

58
The thickness of base course thus calculated should be compared with the minimum
base course thickness required as shown in Table 6-2. Accordingly the calculated
base course thickness is 162mm. Therefore, the minimum base course thickness
from Table 6-2 (200mm) would control.
FAARFIELD - Airport Pavement Design (V 1.305, 9/28/10 64-bit)
Section ACAggrega~01 in Job Mizan Aman.

Working directory is D:\FARFIELD\
The aircraft list contains only one aircraft. Please see the introduction to the Help File
for a discussion on using FAArfield to make single aircraft comparisons.
The structure is New Flexible.
Design Life = 20 years.
A design has not been completed for this section.
Pavement Structure Information by Layer, Top First

Thickness Modulus Poisson's Strength
No. Type
mm MPa Ratio R,MPa
1 P-401/ P-403 HMA Surface 101.6 1,378.95 0.35 0.00
2 P-209 Cr Ag 203.2 397.48 0.35 0.00
3 P-154 UnCr Ag 101.6 191.87 0.35 0.00
4 Subgrade 0.0 155.13 0.35 0.00
Total thickness to the top of the subgrade = 406.4 mm
Airplane Information
Gross Wt. Annual % Annual
No. Name
tonnes Departures Growth
1 DC4 30.000 1,500 0.00
Additional Airplane Information
Subgrade CDF
CDF CDF Max P/C
No. Name
Contribution for Airplane Ratio
1 DC4 0.00 0.00 1.51
Fig. 6-7: design output from airfield program
TABLE 6-2: Minimum base course thickness

59
TABLE 6-3: SUMMARY OF THICKNESS REQUIREMENT FOR CRITICAL SECTIONS
Thickness Requirements for critical sections
Hot Mix
Design CBR Total Thickness Base Course Sub-base
Asphalt
15% 500 mm 100 mm 200 mm 200 mm
SUMMARY
Design aircraft is 30,000 kg dual wheel gear configuration
Sub-grade design CBR values is 15%
Sub-base Design CBR value is 30%
Proposed depth of pavement section for critical section is 100mm asphalt over
200mm base course and 200mm sub-base.

60
 Shoulder
Shoulders are an essential element of the structural design of airport structure,
providing lateral support for the pavement layers. They are especially important
when unbound materials are used in the pavement. Thus, in order to exclude water
from the road properly, the top of the shoulders should be impermeable and an
asphalt concrete surfacing is recommended. Sealed shoulders prevent ingress of
water at the edge of the pavement, which is an area vulnerable to structural damage.
A runway shoulder should be prepared or constructed so as to be capable, in the
event of an airplane running off the runway, of supporting the airplane without
inducing structural damage to the airplane and of supporting ground vehicles which
may operate on the shoulder.
Thus, sealed shoulders must be provided to ensure a transition from the full strength
pavement to the unpaved strip of the runway. For entire section the shoulder should
have the same structures as the adjacent pavement (sub base, base course
thickness) and should be sealed by 75mm hot mix asphalt.
 Clearway
Clearway extends longitudinally to a specified distance beyond the runway end and
provide an additional area for Aircraft undershooting or overrunning the runway
during landings or take-offs. Taking in to consideration its rare usage and fast-
moving loads during undershooting and overrunning should be prepared to sub-base
level.
 Stop-way
Traffic is rare and dispersed on Stop-way. However, sealed stop-way must be
provided to ensure a transition from the full strength pavement to the unpaved strip
of the runway. The stop-way should have the same structures as the adjacent turn-
pad (runway) (sub base, base course thickness) and should be sealed by 50mm hot
mix asphalt.
 Strip and runway end safety area (resa)
A runway strip extends laterally to a specified distance from the runway center line,
longitudinally before the threshold, and beyond the runway end. The area beyond
the ends of the runway strip is known as Runway End Safety Area. The runway strip
and RESA provide an additional area for Aircraft undershooting or overrunning the
runway during landings or take-offs.
Since the graded portion of a strip is provided to minimize the hazard to an aircraft
running off the runway, it should be graded in such a manner as to prevent the
collapse of the nose landing gear of the aircraft. The surface should be prepared in
such a manner as to provide drag to an aircraft and below the surface, it should have
sufficient bearing strength to avoid damage to the aircraft. To meet these divergent

61
needs, the following guidelines are provided for preparing the strip. Aircraft
manufacturers consider that a depth of 15 cm is the maximum depth to which the
nose gear may sink without collapsing. Therefore, it is recommended that the soil at
a depth of 15 cm below the finished strip surface be prepared to have a bearing
strength of California Bearing Ratio (CBR) value of 15 to 20. The intention of this
underlying prepared surface is to prevent the nose gear from sinking more than 15
cm. The top 15 cm may be of lesser strength which would facilitate deceleration of
aircraft.
To fulfill the divergent needs of dragging effect of using lesser strength material on
the top 15cm and sufficient bearing strength material below the top 15cm it is
proposed that:
 One layers of ordinary surface layer for the top 15cm (CBR of 7% at 95% of
MDD attained by AASHTO T180 and Swell of less than 2.0 %.)
 Two layer of sub-base quality material each 200mm thickness below the
surface layer.
 Ordinary fill is placed for the remaining portion below the sub-base quality
material (CBR of 5% at 95% of MDD attained by AASHTO T180 and Swell of
less than 2.0 %.)
6.6.2. Pavement structure design for the access road
Pavement structure of the access road is designed to withstand primarily traffic loads
that will be carried by the road over its design life. Based on the function of the road
it is expected that the traffic composition of the road is basically those of small cars
and medium bus. The design traffic class corresponding to the most likely scenario
was estimated to be T3.
Based on field observations and laboratory test result of samples taken on the
runway, it was concluded that the native sub-grade layer of the access road has the
same characteristics as the runway which cannot provide adequate bearing
pressures therefore an improved sub-grade layer is required. Based on
recommendations made on ERA site investigation manual, Chapter – 5, special
investigation and Advisory Circular No. 150/5320-6D; the following treatment is
recommended:
Excavate and remove the existing sub-grade material to a depth of at least 600mm
and replace the same with suitable selected materials (CBR of 7% at 95% of MDD
attained by AASHTO T180 and Swell of less than 2.0%).

62
Based on the traffic classes and sub-grade strengths, the different pavement layers
and their thicknesses were obtained from ERA Design Manual for Pavement
Structures (2013).
Table 6-4: Recommended Pavement Layer Thicknesses

Pavement Structure
Hot Mix
Design CBR Design Traffic BC SB CL
Asphalt
(mm) (mm) (mm)
(mm)
S3 T3 50 175 225 -
ST – Surface treatment / BC – base course / SB – Sub-base / CL – Capping layer
The shoulder should have the same structure as the adjacent pavement up to sub-
base level and sealed by 225mm gravel wearing course.
6.7. Pavement and Earth Work Material Specification
 Asphalt Concrete
For runway, taxiway and Apron the asphalt concrete thickness is 10cm, which is
constructed in two layer i.e., binder course and wearing course however, the
shoulder thickness is 7.5cm which is constructed in two layer.
 Bitumen for HMA
For bituminous pavement construction, asphalt binder is supplied in various forms
and grades having a wide range of consistency from fluid to hard and brittle. There
are several types of penetration grades asphalt cement for use in road construction
as per the requirement provided in different code of practice. Climate can have a
major impact on mix and pavement performance for a given pavement structure.
Accordingly, in hot climate, harder, more viscous asphalt are normally used to obtain
more stability from asphalt adhesion as well as from aggregate interlock whereas in
colder climates, softer, less viscous asphalt are recommended to produce a mix
which is less susceptible to low temperature shrinkage cracking. Asphalt Institute
Asphalt Institute, 1991] has recommended following asphalt grades for various
temperature conditions.
TABLE 6-5: Asphalt grade for various temperatures

63
Asphalt Grades
Temperature Condition
From To
Cold , Mean Annual Air

120/150 pen. 85/100 pen
Temperature ≤7 oC
Warm, Mean Annual Air 85/100 pen 60/70 pen

Temperature between 7oc to
24 oc.
Hot, Mean Annual Air
o
Temperature ≥24 C 60/70 pen 40/50 pen
According to Meteorological Map of Ethiopia, (Ethiopian Meteorological Service) the

Project area is climatically classified as warm to very warm (Kola). Depending on the
local temperature of the project area, the type of bitumen that propose for the HMA is
the 60/70 bitumen grade and its specification requirement are shown in AASHTO
M20 .
 Crushed aggregate for HMA
The properties of aggregates are very important to the performance of hot mix
asphalt (HMA) pavements. Often pavement distress such as rutting, stripping,
surface disintegration, and lack of adequate surface frictional resistance can be
attributed directly to improper aggregate selection and use. Accordingly, the quality
of aggregates to be used for bituminous surfacing shall conform to the following
requirements.
TABLE 6-6: Aggregate quality test for HMA
Specification
No. Test Description Test Method Wearing Binder
course Course
Sand Equivalent for Fine AASHTO T- >45%
1 >45%
Aggregate, % 176
Particle shape, Flakiness BS 812, Part < 35%
2 < 35%
Index, FI ,% 105
3 Los Angeles Abrasion, LAA ,% AASHTO T96 < 30% < 35%
Aggregate Crushing Value, BS 812, Part < 25%
4 < 25%
ACV, % 110
Aggregate Impact Value, AIV, BS 812, Part < 25%
5 < 25%
% 110
6 Ten Percent Fineness Value, BS 812, Part >160KN. >160KN.
KN. 110.
7 Durability and soundness, AASHTO T104

64
Specification
No. Test Description Test Method Wearing Binder
course Course
SSS, % < 10%
< 10%
Coarse Aggregate < 16%
< 16%
Fine Aggregate
BS 812, Part >50%
8 Polished Stone Value, PSV, % >50%
110
9 Water Absorption, %. BS 812-105.2. < 1%. < 1%
10 Affinity for Asphalt (Coating AASHTO T- > 95% > 95%
and Stripping), % 182
 Mix design for HMA

Mix design for AC surfacing materials is commonly based on the recommendations
given in the Asphalt Institute Manual Series, MS-2 (1994) and is carried out using the
Marshall-test procedure. This method employs impact compaction with the Marshall
hammer to produce briquettes of different compositions. The briquettes are then
tested to ensure that the mix criteria are appropriate for the design traffic. In MS-2, it
is generally recommended two layer 75 blow Marshall compaction is recommended
for the design of AC’s
The proposed grading envelope for the AC wearing and binder Course is as follow
(Source MS-2,)
TABLE 6-7: Gradation envelops for HMA
Wearing course Binder course
Sieve size (mm)
Max, 19mm Nominal, 25mm
1 in. (24.0 mm) -- 100
¾ in. (19.0 mm) 100 76-98
½ in. (12.5 mm) 79-99 66-86
⅜ in. (9.5 mm) 68-88 57-77
No. 4 (4.75 mm) 48-68 40-60
No. 8 (2.36 mm) 33-53 26-46
No. 16 (1.18 mm) 20-40 17-37
No. 30 (0.600 mm) 14-30 11-27
No. 50 (0.300 mm) 9-21 7-19
No. 100 (0.150 mm) 6-16 6-16
No. 200 (0.075 mm) 3-6 3-6
Asphalt percent 5.0-7.5 4.5-7.0

65
TABLE 6-8: Marshal criteria

Heavy Traffic
Marshal Method Mix Criteria
Minimum Maximum
Compaction, number of blows each end of
75
specimen
Stability, KN 9.5 -
Flow, 0.01 in. (0.25 mm) 10 14
Percent Air Voids (VIM), % 2.8 4.2
Percent VMA (For Maximum Particle Size of 19mm 15%for 19mm and
-
and 24mm , % 14% for 24mm
 Asphalt prime coat and tack coat

The prime coat should be MC-30 and the tack coat should be RC-70 cutback
bitumen. The application rate of prime coat is 1.2 litters per square meter and the
application rate of tack coat is 0.7 litters per square meter.
 Crushed aggregate for base course
The base course of pavement structures should be constructed with graded crushing
freshly quarried rock. Accordingly, the quality of aggregates to be used for base
course construction shall conform to the following requirements.
 Flakiness index <30%
 Plastic index ----- NP (non plastic).( a liquid limit no greater than 25 and a
plasticity index of not more than 4)
 CBR value > 100%
 TFV >110KN & wet/dry ratio >75%
 ACV <25%
 Sodium soundness <12%
 LAA <30
 The water absorption shall not exceed 2%
The field density of the compacted material shall be at least 100 percent of the
maximum density of laboratory.

66
TABLE 6-2: Gradation requirement for base course

Test sieve Percentage by mass of the total Tolerances
(mm) Aggregate passing test sieve. Percent
2 in (50.0 mm) 100 0
1-1/2 (37.0 mm) 95-100 +/- 5
1 in (25.0 mm) 70-95 +/- 8
3/4 in (19.0 mm) 55-85 +/- 8
No. 4 (4.75 mm) 30-60 +/- 8
No. 30 (0.60 mm) 12-30 +/- 5
No. 200 (0.075 0-8 +/- 3
mm)
 Sub base layers
The sub-base is an important load spreading layer in a completed pavement. It
enables traffic stresses to be reduced to an acceptable level in the sub-grade, it acts
as a working platform for construction of upper pavement layers and it acts as a
separation layer between sub-grade and base course. Natural gravel materials that
meet the requirement of FAA Advisory circular Specification are recommended for
construction of sub base. However, in the project area the identified sources has
percentage fine and PI values lower than the specified values. To increase bondage
between the particles it is require blending of materials from more than one source to
improve their Plasticity.
 California bearing ratio (CBR) >30%
 PI 6 -12% (<6)
 LL <45% (<25)
 Swell <1%
 LAA <51%
maximum density of laboratory. Grading after compaction should satisfy the following
envelop.
TABLE 6-3: Gradation requirement for sub-base course
Sieve designation Percentage by
(square openings) as weight passing
per ASTM C 136 and sieves
ASTM D 422
3 in (75.0 mm) 100
No. 10 (2.0 mm) 20-100
No. 40 (0.450 mm) 5-60
No. 200 (0.075 mm) 0-8

67
 Material of shoulder for access road

The access road is going to be constructed in DC5 standard; the entire length of the
access road has shoulder with width of 0.5m. Consequently, the shoulder should be
constructed with materials having the quality of sub base or gravel wearing course
as specified in ERA Standard Technical Specification 2013.
 California bearing ratio(CBR): >30%
 PI: 10%-20%
 Swell : <1%
 Linear shrinkage: 3%-10%
 LAA : <50%
Grading after compaction should satisfy ERA Standard Technical Specification type-
1 envelops reproduced below.
TABLE 6-11 Gradation requirement

Sieve designation Percentage by
(square openings) as weight passing
per ASTM C 136 and sieves
ASTM D 422
37 mm 100
20mm 80-100
10mm 55-100
5mm 40-60
2.36mm 30-50
0.425mm 15-30
0.075mm 5-15
 Borrow material for selected fill
 Liquid Limit:  55%

 Plasticity Index :  25%
 CBR (at AASHTO T99 MDD and after 4 days soaking):  15%
 Swell on CBR specimen:  1.5%
 Each layer of fill material is constructed by 20cm.
maximum density of laboratory.
 Borrow material for ordinary fill:

 Liquid Limit:  55%
 Plasticity Index  25%
 CBR (at AASHTO T99 MDD and after 4 days soaking)  5%

68
 Swell on CBR specimen:  2%

 Each layer of fill material is constructed by 20cm.
 Water for compaction and concrete works
Water for concrete and compaction works shall fulfill the following
requirement.
 PH : 7-9
 Sulphate content : <500mg/l
 Chloride content : <400mg/l
 Total dissolved solid : <2000mg/l
 Natural sand concrete and mortar works
Natural sand sources shall fulfill the following requirement.

 Sodium Soundness <10
 Water absorption: <2%
 Clay lump: <3%
 Organic impurity: <3%
 Mortar strength: >95%
6.8. Recommendation and conclusions
As it is discussed in the above section, the existing sub grade materials found in all
stretch of the Runway, Taxiway and Apron area exhibit low to medium expansive
nature and low CBR value which is a major design and construction concern. To
upgrade this behavior of the sub grade soils mitigation measures recommended in
soil and material report must be followed.
US Federal Aviation Administration (FAA) Advisory Circular “Airport Pavement

Design and Evaluation” AC 150/5320-6D, ICAO Aerodrome Design Manual,
Materials and Specifications, ICAO recommended practices as detailed in Annex 14
Volume 1, and other relevant FAA publications were reviewed during the pavement
design process of this Detailed engineering design projects.
Material requirements set forth under FAA – Advisory Circular materials specification
and ERA Standard Technical Specifications-2002 for the construction of permanent
works must be fulfilled in order to meet assumptions made during design.
It must be kept in mind that the recommended compositions of pavement structures
discussed in this chapter of this draft pavement design report are subjected to:-

69
 An appropriate maintenance regime being put in place from the time the
airfield is opened to traffic.
 Constant attention must be paid to changes in operational use.
 Good quality workmanship is provided by the contractor during the execution
of the permanent works.
 The contractor confirmation of that the properties of all materials used in
construction of the works comply with the design requirements of the
pavement.
 Provision of high quality supervision during the construction period of
permanent works.
7. Hydrology & Hydraulics Report
This section presents brief contents of hydrological and hydraulics analysis of the
subject project. In the course of the consultancy service separately compiled report
with finding of the existing drainage condition and recommendation of newly
proposed drainage structure has been submitted.
The hydrological analysis of Mizan Aman Airport Runway-Taxiway and Apron study
has been carried out as per ERA DDM 2013.
 Flood Estimation: since all the streams along the runway, taxiway and
access road are not gauged; Rainfall-runoff models of rational
methods and SCS have been adopted for flood estimation.
 Return Periods: according to AREMA 2010,Rail road standards are
preferred for the runway and taxiway construction and the design flood
return period is used as in Error: Reference source not found below. Due to
the susceptibility of Airport to legal action for damages and the
interruption shall create serious problem, it would unsafe to design for
return period less than a 25-year flood. For the subject project since
the catchment area of the last two streams is significant we have
considered 50year design period
7.1 Hydrologic Soil Group

Hydrologic soil groupings for catchments along runway or taxiway were extracted
from 1:1,000,000 soil map of Ethiopia. As a result the project location is situated in
major soil type of DYSTRIC CAMBISOLS which is classified as Hydrological soil
group B. According to the description given for hydrologic soil group, Group B is Silt
loam, or loam soils having a moderately low runoff potential due to moderate
infiltration rates. These soils primarily consist of moderately deep to deep,
moderately well to well drained soils with moderately fine to moderately coarse
textures.

70
7.2 Analysis of Rainfall Data

According to the new ERA drainage manual the project is situated in region B1.With
this regard rainfall data of region B1 has been adopted for discharge calculation.
Table below shows rainfall data for different return period.
Table7.1 Rainfall depth for project location (region B1)

24 hr Rainfall Depth (mm) vs Frequency (yr)
Return period years 2 5 10 25 50 100 200 500
Rainfall region
A1 50.30 66.02 76.28 89.13 98.63 108.06 117.48 130.00
A2 51.92 65.52 74.45 85.70 94.07 102.45 110.91 122.27
A3 47.54 59.61 67.66 77.92 85.62 93.34 101.13 111.58
A4 50.39 63.83 72.28 82.55 89.97 97.20 104.32 113.63
B1 58.87 71.26 79.29 89.35 96.84 104.37 112.02 122.41
B2 55.26 69.95 79.68 92.03 101.29 110.61 120.07 132.87
C 56.52 71.04 80.54 92.52 101.48 110.50 119.66 132.06
D 56.23 76.84 90.37 107.46 120.23 133.05 146.00 163.44
7.3 Catchment Area Delineation
Catchment areas were carefully delineated using global maper software on a geo-
referenced 1:50,000 scale Topographic maps of the project area and Google earth
for further checking.
The catchments’ parameters such as slope, length of the longest water course,
difference in elevation between the crossing point and water divide shall be
determined on topographical maps laid on Global Mapper.
Pictorial presentation of all streams and coverage of flow for each catchment area on
goggle image is shown below. Area calculation and length estimation has been
carried out on 50000scale topographic map as shown in A3 size sheet.
Apart from catchment contribution towards the runway section, there is minor
drainage structure provision across the apron. This drainage structure is proposed
only to collect the surface runoff in the adjacent area towards the nearby newly
constructed double box culvert.
Moreover at the intersection point between the runway and taxiway section minor
drainage structures will be constructed. Accordingly at both the taxiway and apron
section a pipe culvert with a size of 42 inch is proposed.

71
Fig 7.1 Google image of delineated catchment towards the airfield project.

72
Fig. 7.2 Google image of Major streams across the airfield project.

73
7.4 Flood Estimation Methods
i. SCS Dimensionless Hydrograph

This method of runoff assessment is based on physical considerations of rainfall
runoff and takes into account specific catchment parameters such as slopes, area,
infiltration rates and catchment shape factors. These physical characteristics are
combined with rainfall intensity-duration-frequency to yield estimates of peak runoff.
The method enables the determination of the magnitude of different return period
floods by introducing a parameter known as the Curve Number (CN), which is
estimated from the classification of one of four hydrological soil groups together with
the classification of land use. For the subject project for catchment area greterthan
0.5km2 this method has been adopted and all required parameters (curve number,
unit peak discharge, direct runoff, runoff coefficient) have been selected form ERA
2013 drainage design manual.
ii. Rational Formula

This method is applied for small catchment areas because of its assumption that the
rainfall is of equal intensity over the entire watershed, and because its frequency is
not related to flood frequency. Here rational formula is considered for catchment
areas less than 0.50 km 2. As per ERA Manual the Run off coefficients given in the
Manual are applicable for storms of 5-yr to 10-yr frequencies. Less frequent and
higher intensity storms require modification of the coefficient because infiltration and
other losses have a proportionally smaller effect on runoff. The adjustment of the
Rational Method for use with major storms can be made by multiplying the right side
of the rational formula by a frequency factor Cf.
The rational formula now becomes:
QT = 0.00278 * C * Cf* I * A
Where,
QT = T - years return period flood, m3 /s
A = Catchment area km2
C = Runoff coefficient representing a ratio of runoff to rainfall
I =T-years return period rainfall intensity (mm/h) during the

time of concentration.

74
For the subject project the minimum catchment area calculated is 0.52km 2 and
hence all drainage structures are designed using SCS method. If in case additional
catchment area below 0.5km2 is found till the implementation of the construction, the
above rational formula can be adopted.
7.5 River training work
As observed from the project route in the section between sta. 2+200 up to 2+500 ,
the major stream is meandering parallel to the runway width till it joins the common
stream line towards the recently constructed double cell box culvert. With this regard
the major stream at staion2+480 should be directed perpendicular to the runway
alignment so that the natural stream can not affect the pavement structure. Quantity
for river training for pavement structure protection will be considered in the cost
estimate.
7.6 Hydraulic Calculations
7.6.1 General
The Hydraulic Study undertaken for this project is basically aimed at determining the
required dimension for the proposed drainage facilities of side ditches, minor and
major drainage structures across the runway, taxiway and access road if there is
any. The following sections present brief design methodologies taken for each of the
facilities.
7.6.2 Culverts
As observed from the hydrological analysis all streams towards the project airfield
have catchment area above 0.5km2. With this regard single and double box/slab
culverts are proposed across the run way. However at three locations where there is
no defined water course we propose pipe culvert to be used a s a relief drainage
structures.
7.6.3 Design Limitations
The size of drainage structures is not only selected based on the capacity of the
opening but also the allowable head water level that can form pond at the upstream
end of the culvert that will be limited by one or more of the following:

75
 will not damage up stream property,

 not higher than 300 mm below the edge of the shoulder,
 equal to an HW/D not greater than 1.5,
 no higher than the low point in the runway grade, and
 equal to the elevation where flow can be diverted around the culvert.
7.6.4 Size Selection.
Although there are many approaches for size determination for this project we
propose inlet control approach considering appropriate head water level without
affecting the runway form sudden overtopping. With this regard we have adopted
Size section procedure from ERA 2013 Drainage design manual. As clearly shown
in the attached annex the design discharge is counterchecked with permissible
headwater depth (HW/D). The maximum permissible HW/D which is safe for inlet
control type flow is 1.5meter. The analysis is also checked with the chart provided in
ERA drainage design manual.
Table 7.2 Summary of proposed drainage structures across the airfield
No. Chainage (km) Culvert type No Cell Width(m) Height(m)

1 0+500 Box culvert 1 2 2
2 0+720 Box culvert 1 2 1.5
3 1+100 Box culvert 1 2 1.5
4 1+840 Box culvert 2 4 3
5 2+180 pipe 1 Diameter 48 inch.
6 2+300 Box culvert 2 3 2.5
7 0+80 taxiway pipe 1 Dia. 42 inch
Access road Dia. 42 inch
8 (0+380) Pipe 1
7.7. Side Ditches

In order to determine the capacity of ditches at the cut section of the runway
alignment, the Manning equation has been utilized. The amount of discharge will be
determined using the rational formula for a variable contributory width and with
varying length.
Maximum lengths of the ditches will also be determined based on the hydraulic
computation, i.e. considering flow depths and maximum allowable velocity. In

76
principle, before approaching the maximum lengths, either relief pipe culverts or
turnout ditches have to be provided.
7.7.1 Hydraulic Capacity of Side Drain
The design procedures presented here assume that flow within each storm drain
segment is steady and uniform. This means that the discharge and flow depth in
each segment are assumed to be constant with respect to time and distance. In
actual storm drainage systems, the flow at each inlet is variable, and flow conditions
are not truly steady or uniform. However, since the usual hydrologic methods
employed in storm drain design are based on computed peak discharges at the
beginning of each run, it is a conservative practice to design using the steady
uniform flow assumption.
The hydraulic capacity of a storm drain is controlled by its size, shape, slope, and
friction resistance. Several flow friction formulas have been advanced which define
the relationship between flow capacity and these parameters. The most widely used
formula for gravity and pressure flow in storm drains is Manning's Equation.
7.7.2. Ditch size determination

As it is observed in the hydrological analysis there are five drainage structures at an
interval between300 meter and 740meter. Moreover considering the relation of
rational method with that of manning equation it can be seen that the ditch with a
size of 4m by 1m can accommodate a discharge up to 2.7km which is far away from
the interval of drainage structures in the subject project. This shows that the
proposed side with side and back slope of 4to 1 with one meter depth is sufficient at
cut section for both the runway and taxiway section.
8. Structural Design
8.1 General
A culvert is a structure that is designed hydraulically to take advantage of

submergence to increase hydraulic capacity. It is also a structure used to convey
surface runoff through embankments. A culvert can be a structure, as distinguished
from bridges, that is usually covered with an embankment and is composed of
structural material around the entire perimeter. These include steel and concrete

77
pipe culverts and concrete box culverts. However, a culvert can also be a structure
supported on spread footings with the streambed serving as the bottom of the
culvert. These include some multi-plate steel structures and concrete slab culverts.
The detailed engineering design of the drainage structures are carried out by
employing the following standards:
 ERA 2013 Bridge Design Manual,
 ERA 2013 Standard Drawings,
 ERA 2013 Standard Technical Specifications for Construction works
 AASHTO Bridge Design Specifications 2007
 AASHTO Standard Specifications for Transportation Materials and Method
for Sampling and Testing, recent edition.
 Airport Planning Manual for Q400 dash 8.
8.2 Materials Properties

The following material properties and strength requirements are specified for the
design of the major/minor culverts.
i. Concrete
The classes of concrete used for the different components of the minor/major
culverts are taken in compliance with the ERA's Standard Technical Specifications,
2013, as described in table below:
Table8-4Classes of concrete used for major culverts
Classes Minimum cube (150mm) Minimum cylinder Applicable

of compressive strength compressive Strength structural
concrete at 28 days, fc’ [MPa] at 28 days, fc’ [MPa] components
Class Box culvert

30 24
C30/20
Class -Blinding for
20 16 box/slab culverts
20/30
Modulus of Elasticity of Concrete, Ec = 4800√fc’, for normal weight concrete
Unit weight of normal weight concrete = 24KN/m 3
ii. Reinforcement Steel

According to ERA’s Standard Technical Specification 2002, the grades of
reinforcement steel proposed to be used in the design of the minor/major culverts is
described in table below.
Table8-5: Grades of reinforcement steel used for minor/major culverts

78
Diameter of reinforcing Min. yield

Grade of Modulus of
bar strength, fy
Steel Elasticity, Es [MPa]
[mm] [MPa]
Bar diameters of size
Grade 60 420 200x103
above and 20mm
Bar diameters of size
Grade 40 300 200x103
below 20mm
Modulus of Elasticity of Steel, Es = 200 x 103 MPa
Unit weight of Reinforcement Steel = 78.50 KN/m3
8.3 Design of Culverts

8.3.1General
There are few drainage structures proposed across the runway, taxiway and access
road. The following table summarizes the available cross drainage structures
required in this airfield project.
Table8-3. Summary of proposed structures:
S.No Statio Spa No of Structure Location
Height Dia(Inches)
. n n Cell type
R.C. Box
1 2 2 1
0+500 Culvert
R.C. Box
2 2 1.5 1
0+720 Culvert
R.C. Box
3 2 1.5 1
1+100 Culvert
RUNWAY
R.C. Box
4 4 3 2
1+840 Culvert
Modified
5 1 48
2+180 RCP
R.C. Box
6 3 2.5 2
2+300 Culvert
Modified TAXI WAY
7 42
0+080 RCP
Modified ACC.
8 42
0+380 RCP ROAD
8.3.2 Loading
i. Live load
 The design live loadings shall conform to Q400- Airplane characteristics for
Airport Planning manual.

79
Fig 8.1.
Plan of
design aircraft
showing
wheel
layout &
load distribution for
Bombardier Q-400
Hence from the

above table, the
live load considered for the design aircraft is 13,682Kg which is the maximum value
taken from the Main Gear
ii. Dead load

- The dead load consists of the soil cover and the weight of the culvert
itself.
- The following unit weights of materials shall be used in determining
loads, unless the unit weights have been determined by actual
weighing of representative samples of the materials in question, in
which case the actual weight as thus determined shall be used:
-Concrete (reinforced): 25kN/m³
-Gravel (compacted): 19kN/m³
8.3.3 Load combinations
The total factored force effect shall be taken as:
Q = ii Qi
Where: i = load modifier

80
Qi = force effects from loads specified herein

 = load factors
The load factors for various loads comprising a design load combination shall be
taken as specified in Table 3.4.1-1 in AASHTO LRFD bridge design specification. All
relevant subsets of the load combinations shall be investigated. For each load
combination, every load that is indicated to be taken into account and that is relevant
to the component being designed, including all significant effects due to distortion,
shall be multiplied by the appropriate load factor and multiple presence factors, if
applicable.
8.3.4 Load Application Methodology to Culverts
In order to achieve the maximum bending moment and shear stresses effect on box
culvert live and imposed loads are applied as follows for Ultimate Limit State as
shown in Error: Reference source not found. As per AASHTO LRFD bridge design
specification article 3.6.1.2.6, the live load is distributed through granular material in
which the sides are equal to the dimensions of the tire contact area and increased by
1.15 times the depth of the fill in select granular backfill.
300
L'=0.30+1.15xH
H
Fig 8.2 maximum force effects and loading pattern for single cell box culvert
8.3.5 Dynamic load allowance
According to AASHTO LRFD Bridge design manual 2007, the dynamic load
allowance in percent for culverts shall be
Im=33(1.0-4.1x10-4De)≥0%
Where, De= the minimum depth of earth cover above the structure

81
8.4 Common features of the runway & taxiway culverts
 Wing-walls. These are used to retain the runway embankment to avoid a

projecting culvert barrel. They are also used where the side slopes of the
channel are unstable, and where the culvert is skewed to the normal channel
flow. They can affect hydraulic efficiency if the flare angle is < 30 oor > 60o.Since
the load assumption to design the wing walls of box culverts is similar with the
highway design, the standard drawing from ERA BDM is directly adopted.
 Aprons. They are used to reduce scour from high headwater depths or from
approach velocity in the channel. They should extend at least 2 times pipe
diameters or box opening height upstream and downstream. They should not
protrude above the normal streambed elevation.
In the design of the cross drainage structures, grouted stone pitching are used for all
aprons.
 Pipe casings. Additional topical reinforced concrete casings are used to

shield the precast concrete pipes that are commonly used for the highway drainage
structures. In doing so, the method is enhances the structural resistance capacity of
pipe culverts for aircraft loadings. The detail reinforcement schedule is attached
along with the detail design drawings. Detail calculations of the box culvert are
attached on ANNEX 4.
9. MARKING
9.1 RUNWAY CENTRE LINE MARKING
A runway center line marking shall be provided on a paved runway and it shall be
located along the center line of the runway between the runway designation
markings. A runway center line marking shall consist of a line of uniformly spaced
stripes and gaps. The length of each stripe shall be 30m with 20m gap between two

82
stripes. The width of the stripes shall be 0.45
9.2. RUNWAY SIDE STRIPE MARKING
A runway side stripe marking should be provided on a precision approach runway

irrespective of the contrast between the runway edges and the shoulders or the
surrounding terrain. A runway side stripe marking should consist of two stripes, one
placed along each edge of the runway with the outer edge of each stripe
approximately on the edge of the runway. Where a runway turn pad is provided, the
runway side stripe marking should be continued between the runway and the runway
turn pad. A runway side stripe should have an overall width of at least 0.9 m on
runways 30 m or more in width.
9.3. RUNWAY DESIGNATION MARKING

A runway designation marking shall be provided at the thresholds of a paved
runway. A runway designation marking shall consist of a two-digit number.
Dimension of each letter is shown in detail drawing.
9.4. THRESHOLD MARKING
A threshold marking shall be provided at the threshold of a runway. It starts at

6m from the turning pad. Full dimension of the threshold is shown in detail drawing.
9.5. TOUCHDOWN ZONE MARKING
A touchdown zone marking shall be provided in the touchdown zone of a paved

precision approach runway where the code number is 2, 3 or 4. The starting point of
touch down zone marking is at 150mketer from start of threshold marking.
9.6. TAXIWAY CENTRE LINE MARKING
Taxiway centre line marking shall be provided on the taxiway, in such a way as to
provide continuous guidance between the runway centre line and aircraft stands.
On a straight section of a taxiway the taxiway center line marking should be located
along the taxiway center 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 center line marking should be curved into the
runway center line marking. The taxiway center line marking should be extended
parallel to the runway center line marking for a distance of at least 60 m beyond the
point of tangency. Dimension and location of taxiway center line marking is shown in
detail drawing.
9.7. RUNWAY TURN PAD MARKING

83
A runway turn pad marking shall be provided for continuous guidance to enable an
airplane to complete a 180-degree turn and align with the runway center line. The
runway turn pad marking should be curved from the runway center line into the turn
pad. The radius of the curve should be compatible with the maneuvering capability
and normal taxiing speeds of the airplanes for which the runway turn pad is intended.
The intersection angle of the runway turn pad marking with the runway center line
should not be greater than 30 degrees.
The runway turn pad marking should be extended parallel to the runway center line
marking for a distance of at least 60 m beyond the point of tangency.
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. A runway turn pad marking shall be at least 15 cm in
width and continuous in length. Dimension of turn pad is shown in detail drawing.
9.8. RUNWAY-HOLDING POSITION MARKING
A runway-holding position marking shall be displayed at the intersection of taxiway

and the runway. Dimension and location of holding position marking is shown in
detail drawing.
9.9. AIRCRAFT STAND MARKING
Aircraft stand markings should be provided for designated parking positions on a

paved apron of the subject project.
Aircraft stand markings should include such elements as stand identification, lead-in
line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required
by the parking configuration and to complement other parking aids.
Aircraft stand identification (letter and/or number) should be included in the lead-in
line a short distance after the beginning of the lead-in line. The height of the
identification should be adequate to be readable from the cockpit of aircraft using the
stand. The curved portions of lead-in, turning and lead-out lines should have radii
appropriate to the most demanding aircraft type for which the markings are intended.
Dimension and position of aircraft stand marking is shown in detail drawing.
9.10. APRON SAFETY LINE
Apron safety lines should be provided on a paved apron as required by the parking
configurations and ground facilities. Apron safety lines shall be located so as to
define the areas intended for use by ground vehicles and other aircraft servicing
equipment, etc., to provide safe separation from aircraft. Apron safety lines should
include such elements as wing tip clearance lines and service road boundary lines

84
as required by the parking configurations and ground facilities. An apron safety line
should be continuous in length and at least 10 cm in width.

85

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Consultancy Services, Detailed Engineering

Design of Runway, Taxiway, Apron, Drainage system& Ethiopian Airport Enterprise

1 INTRODUCTION OF THE CONSULTANCY SERVICES..............................................................1

Icon Engineering plc Ethiopian Airports Enterprise (EAE)

5. Soil and material investigation...................................................................................................25

6. Pavement design report...............................................................................................................46

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 Thickness of Base Course for critical sections...........................................................................56

7. Hydrology & Hydraulics Report..................................................................................................68

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7.7.2. Ditch size determination..............................................................................................................77

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1 INTRODUCTION OF THE CONSULTANCY SERVICES

1.1 Introduction and Purpose

ICON Engineering Plc is assigned by the Ethiopian Airports Enterprise (EAE) to

1.2 Content and Format of Report

As stated in the Term of Reference, the Preliminary Engineering Report will be

Accordingly, the report is organized as follows;

Chapter 1: Introduction of the Consultancy Services

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Chapter 7: Hydrology & Hydraulics

Annex 1. Horizontal alignment data

1.3 Consultancy Service Contract Data

Table 1.1 Contract Data

1.4 Objectives of the Consultancy Services

i) To carry out Detailed Engineering Design of the Runway, Taxiway,

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1.5 Scope of Services

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1.6 Project Background

1.7 Project Features

Fig 1.4 Topographic Condition of the Airport

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Fig 1.5 Photo shows geology of the project area.

Based on Temperature/Altitude Relationships, the climatic condition of the country

“Wirch”; above 3300 m a.s.l. (mean annual temperature below 10ºC),

d) Land Use and Land Cover

Maps and Imagery

 Geo referenced 1:50,000 map soft  Ethiopian Mapping Agency EMA]

 Ethiopian soil map 1:1,000,000 scale  Geological survey

Icon Engineering plc Ethiopian Airports Enterprise (EAE)

 9 Year annual Maximum 24 hr Rainfall  Meteorology Service Agency

Standard Manuals and Reference Material

 Drainage Design Manual, Ethiopian  Ethiopian roads authority website

 Establishment of geodetic control points using the most important

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 Development of Land acquisition plan; and

3.2 Surveying Crew Organization

3.3 Equipment Deployed

Table 3.1: List of equipments used in the survey operation

3.4 Topographical Surveying Methodology

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3.4.2 Control Point Establishment

A. Primary Control Points

i. Establishment of the Control Points

ii. GPS Measurements of the Control Points

Ellipsoid: Clark 1880 (modified)

While establishing a monument for Secondary control Benchmarks, stability of

Levelling is the surveying operation performed to determine elevation differences

The established GPS monuments and secondary control points (Benchmarks)

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Maximum permissible error in cm = √k (where k is in km)

3.4.3 Traverse Survey