National Oil Corporation: Rev Date Description Checked Approved

NATIONAL OIL CORPORATION
GENERAL ENGINEERING SPECIFICATION
GES Q.08
AIR STRIPS
Rev Date Description Checked Approved

0 1999 Issued for Implementation DL
Compiled by Teknica (UK) Ltd

GENERAL ENGINEERING SPECIFICATION GES Q.08
AIR STRIPS Page 2 of 25
Rev 0 1999
INDEX
SEC TITLE PAGE
1.0 SCOPE OF SPECIFICATION 3
1.1 Introduction 3
1.2 Other NOC Specifications 3
2.0 DEFINITIONS 3
2.1 Technical 3
2.2 Contractual 4
3.0 DESIGN 4
3.1 Codes and Standards 4

3.2 Facilities Description 6
3.3 Runway and Taxiway Design 6
3.4 Marking and Lighting 10
3.5 Wind Direction Indicator 11
4.0 MATERIALS TESTING AND CONSTRUCTION 11
4.1 General 11
4.2 Description of Work 12
4.3 Testing 13
4.4 Construction 13
4.5 Sampling and Testing 14
4.6 Engineering Laboratory 14
4.7 Control of Work, Material and Inspection 15
4.8 Prime Coat 15
4.9 Tack Coat 16
4.10 Construction of Hot Asphaltic Concrete Pavement 16
5.0 INSPECTION AND TESTING 23
5.1 Responsibility 23
5.2 Owner Access 23
5.3 Rejection 23
5.4 Notification 23
6.0 DOCUMENTATION 23
6.1 Introduction 23
6.2 Schedule/Reports 24
6.3 Data and Calculations 24
6.4 Drawings 25
6.5 Final Records, Documents and Manuals 25
6.6 Warranty 25
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1.0 SCOPE OF SPECIFICATION
1.1 Introduction
1.1.1 This specification covers the minimum requirements for the design, detailing, material supply and
construction of asphaltic-concrete air strips - including runway, taxiway and apron plus necessary
navigational indicators as well as perimeter fence - with reasonably frequent usage adjacent to substantial
oil field facilities.
1.1.2 The Vendor/Contractor shall comply fully with the provisions laid down in this Specification. Any
exception must be authorised in writing by the Owner.
1.1.3 In the event of any conflict between this Specification and the applicable codes and standards, the
Vendor/Contractor shall inform the Owner in writing and receive written clarification before proceeding
with the work.
1.1.4 This General Engineering Specification will form part of the Purchase Order/Contract.
1.2 Other NOC Specifications
The following NOC Specifications form an integral part of this specification and any exceptions shall be
approved in advance by the Owner.
GES A.06 Site Data
GES C.03 Safety Procedures on Construction Sites
GES P.07 Underground Piping
GES Q.01 Earthworks (Inc. Site Preparation, Pits and Trenches)
GES Q.03 Foundations and Piling
GES Q.04 Concrete Structures
GES Q.06 Roads and Paving
GES Q.07 Rainwater, Oily water and Sanitary Sewer Systems
GES Q.12 Steel Fencing Systems
GES S.01 Steelwork Structures
2.0 DEFINITIONS
2.1 Technical
The technical terms used in this specification are defined as follows:
Design Drawings
These are the conceptual design drawings that form part of the Purchase Order/Contract and may be
produced by the Owner, his appointed Consultant or the Vendor/Contractor.
Detailed Engineering Drawings

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These are detailed working drawings prepared by the Vendor/Contractor which must be submitted to the
Owner for approval and marked "Issued for Construction" prior to the commencement of construction.
During preparation of these drawings, the Vendor/Contractor is required to verify the accuracy of the
Design Drawings.
Substitutions
The Vendor/Contractor shall submit in writing to the Owner, for approval, any proposals for substitutions
due to non-availability of materials or changes to the proposed design, prior to the commencement of work.
2.2 Contractual
The commercial terms used in this specification are defined as follows:
Owner
The oil and gas company, an associate or subsidiary, who is the end user of the facilities.
Vendor
The company supplying the equipment and material.
Contractor
The main contractor responsible for a defined piece of work.
Sub-contractor
A company awarded a contract by a Contractor to do part of the work awarded to the Contractor.
Inspection Authority
The organisation representing the Owner or Vendor/Contractor that verifies that the equipment and
facilities have been designed, constructed, inspected and tested in accordance with the requirements of this
specification and the Purchase Order/Contract.
Inspector
A qualified individual representing the Owner, Contractor or assigned Inspection Authority, who verifies
that the equipment and facilities have been designed, constructed, inspected and tested in accordance with
the requirements of this specification and the Purchase Order/Contract.
3.0 DESIGN
3.1 Codes and Standards
The following Codes and Standards, together with the references therein, shall be deemed to form part of
this specification. All recommendations shall apply unless specifically modified herein.
3.1.2 International Standards
ICAO (International Civil Aviation Organization).
- Annex 14 Vol 1, Aerodrome Design and Operations

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- Aerodrome Design manual

Part 1 - Runways
Part 2 - Taxiways, Aprons and Holding Bays
Part 3 - Pavements
- Airport Services Manual

Part 2 - Pavement Surface Conditions
Part 6 - Control of Obstacles
3.1.3 American Standards
ACI (American Concrete Institute)

- ACI 325.5R Pavements for Airports
FAA (Federal Aviation Authority)

- Airport Pavement Design (advisory circular)
- Structural Design of Pavements for Light Aircraft
PCA (Portland Cement Association)

- Design of Concrete Airport Pavements
Department of Transportation, Federal Aviation Administration, Washington D.C.

- Airport Pavement Design and Evaluation (AC 150/5320-6C)
- Standards for Specifying Construction of Airports (AC 150/5370.10)
3.1.4 British Standards
The use of the following equivalent British Standards and their references is deemed equally acceptable,
subject to their consistent application throughout the works (design and construction) with the addition of
seismic and hot weather requirements.
The Directorate of Civil Engineering Services, Airfields Branch, Department of the Environment (UK)
- Standard Specification clauses for Airfield Pavement works Parts 1-6.
CAA (Civil Aviation Authority)

- CAP 428 Safety Standards at Unlicensed Aerodromes
BSI (British Standards Institution)

- BS 3224 Lighting Fittings for Civil Land Aerodromes
- BS 6100: Part 2 Glossary of Building and Civil Engineering Terms: Airport Engineering
- BS 5212 Cold applied Sealants for joints
- BS 5489 Road lighting near Airfields.
3.1.5 Other Standards
The use of National Standards of other countries shall be subject to approval by the Owner. The
intermixing of National Standards from various countries is not acceptable. In the event that a conflict
occurs between codes, standards and this specification, the requirements leading to the safer design shall be
used as determined by the Owner.
3.1.6 Edition of Standards

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Unless specified otherwise in the Purchase Order/Contract, the editions of the above codes and standards
shall be those prevailing at the effective date of Purchase Order/Contract.
3.1.7 Units
SI derived metric units shall be used for all measurements, except nominal steel pipe sizes (NPS diameters)
which shall be in inches.
3.2 Facilities Description
This facilities description provides definition of the necessary systems interface data to facilitate the civil
design by the Vendor/Contractor.
The facilities shall generally be in accordance with ICAO Annex 14 Vol 1.
The Vendor/Contractor shall liaise and establish with the overall facilities system designer and the Owner
all electrical, navigation and communication design input requirements to be incorporated into the civil
works.
Aircraft types to use the facility are expected to be Fokker F-27 (max. weight 20,500 kg) F-28 (max.
weight 33,000 kg); F-100 (max. weight 44,500 kg); Twin Otter; Dash 8 (max. weight 19,500 kg).
Due attention shall be given to at least the following items:
- future anticipated capacity of the facility;

- aviation obstruction marking light systems in accordance with ICAO requirements;
Notwithstanding the above:
- the right of way of the airstrip shall extend 75 m on either side of the centre line;
- the width of the airstrip shall be 37.5 m;
- turn-abouts at the ends shall vary from 37.5 m to 77.5 m.
3.3 Runway and Taxiway Design
3.3.1 Scope
The Vendor/Contractor shall be responsible for the complete civil design and construction works including
labour, equipment and material supply.
All necessary detailed engineering drawings shall be prepared by the Vendor/Contractor for approval by
the Owner. All topographical survey work required to prepare the drawings and position the works shall be
undertaken by the Vendor/Contractor.
The Vendor/Contractor shall provide skilled technicians and all necessary apparatus to undertake the works
including testing.
The Vendor/Contractor shall provide all equipment and materials necessary for the execution of the work.
Before starting the work on site, the Vendor/Contractor shall submit for approval by the Owner detailed
engineering drawings and specifications showing the material specifications and sequence of operations to
be adopted.
The Vendor/Contractor shall be responsible for delivering the works complete in accordance with the
Purchase Order/Contract and in a workmanlike manner notwithstanding anything herein.
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The Owner requires the Vendor/Contractor to follow recognised airport construction procedures as laid
down in the latest edition of AC 150/5370-10, (this advisory circular is published by the US Government
Printing Office, Washington D.C 20402), or similar approved such as standard specification clauses for
airfield pavement work issued by the Directorate of Civil Engineering Services - Airfields Branch,
Department of Environment (UK).
3.3.2 Orientation of Airstrip
The longitudinal axis of the Airstrips shall be orientated in the general direction of the prevailing winds. A
study should be conducted, using an Airport Wind Rose, at the proposed site to establish the optimum
orientation for the Airstrip.
3.3.3 Layout
The longitudinal profile and cross section gradients throughout shall comply with the latest edition of
Annex 14 of the ICAO Convention for a non-instrument Code No 3 runway operating with Code Letter C
aircraft. The runway will be 2,100 m long. It will be 30 m wide and will also have additional 3.75 m wide
surfaced shoulders on each side. The runway shall be cambered about its centre line with a transverse slope
of 1.5% throughout, including the shoulders.
To enable aircraft to use the runway as a taxiway, turning areas shall be provided at each end. The taxiway
will be as shown on drawings.
Vendor/Contractor will define and present for the Owner's consideration the runway and taxiway
longitudinal profiles, plus apron levels using the Owner's basic designs as shown on the conceptual design
drawings.
3.3.4 Runway Loadings
Aircraft runways and aprons shall be designed to support a basic load designated as the Equivalent Single
Wheel Load (E.S.W.L) in kips, which is equal to the actual wheel load if each undercarriage of the aircraft
has only one wheel and, in the case of multiple-wheel undercarriages, is the single wheel load that produces
the same stresses in the slab as the group of wheels at the same tyre pressures. The E.S.W.L. varies with the
thickness and type of paving, and for each type of aircraft corresponding values are specified by the
authorities.
In British practice, a Load Classification Number (L.C.N.) is attributed to each thickness and type of
paving and for each aircraft. A given paving can be used by aircraft having the same or lower L.C.N. as
the paving. The L.C.N. of an aircraft is equal to the E.S.W.L. divided by a factor.
The ICAO has a different load classification system, and the equivalent classification and L.C.Ns. are given
in Table 1 following.
The design of a pavement depends upon the loading, the contact area (E.S.W.L ÷ tyre pressure in lb/in2),
and the supporting capacity of the ground. Values of contact area and the corresponding L.C.N. in
accordance with a standard loading curve are also given in Table 1.
The Vendor/Contractor's pavement designer shall establish with the Owner using the proposed aircraft
manufacturer's data, the contact area and the corresponding E.S.W.L. of the aircraft scheduled to use the
runway.
Reference shall be made to "International Standards and Recommended Practices Aerodromes - Annex 14"
(issued by ICAO). For particular design data see "Design and Construction of Airfield Pavements" by J.
Maxwell Watson (Journal of Institution of Structural Engineers, 1958), from which the following table is
abstracted.
Table 1
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Contact Area = E.S.W.L L.C.N = E.S.W.L ICAO No.
Tyre Pressure 1000

130 10 6
250 20 6
350 30 5
450 40 4
525 50 4
600 60 3
The ICAO requires airfield pavements to be classified by means of the pavement classification number
(PCN) and publishes in "Design manual, part 3", aircraft classification numbers (ACN) relating to types
and thicknesses of pavement. The relationship between the ACN and PCN measures the ability of the
aircraft to use the relevant pavement. It is a classification system but it is not a pavement design system.
3.3.5 Pavement Design
The depth of preparation below pavement formation level required, shall be determined by the
Vendor/Contractor after site survey and soil analysis are submitted to the Owner for approval.
Both sub-base and base course are to be designed as per AC 150/5320-6C.
3.3.6 Perimeter Fencing
Perimeter fencing shall be in accordance with GES Q.12. A perimeter fence, with suitable gate, shall be
provided all round the airstrip including taxiway and apron area.
Fencing plus gate (as per GES Q.12) shall, also, be provided around the approach lighting located outside
the fenced off airstrip, if such lighting outside the fenced off area is required.
3.3.7 Surface Water Drainage
As for all traffic-bearing pavements, a carefully designed water drainage system is a necessary requirement
for an airstrip. Inadequate drainage may reduce the load bearing capacity of the subgrade, decrease skid
resistance on the surface and cause breakdown of the surface.
In general, the same basic design methods for calculating run-off are used for airstrips as for highways or
urban areas.
(a) Drainage for runways
A runway has longitudinal gradients limited to being not steeper than 1.25% on major runways
and not steeper than 2% on minor runways.
Transverse slopes, limited to 1.5% on major runways and shoulders and between 1 and 2% on
minor, runways and shoulders. Gullies and gratings are not acceptable on the runway itself, nor
are open ditches within the strip.
The strip will then slope away from the runway at a slope of about 1.5% to carry surface water
run-off either to a storm drain system with grated inlets and manholes or, if the ground slopes
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away from the runway to the edge of the strip to an open channel. Where the strip slopes towards
the runway, as is permitted within the design standards, then a piped system with grated inlets has
to be provided, preferably at the edge of the shoulder.
(b) Taxiways
Permitted gradients on taxiways are such that these, also, have flat longitudinal and transverse
gradients. They are dealt within a similar way to runways.
(d) Subsoil drainage
Subsoil drainage may be necessary to drain low-lying water-logged areas, or to keep a fluctuating
water table well below subgrade level. Open-jointed porous pipes laid in a "herringbone",
"parallel" or "gridiron" system should be used. Drainage pipes shall be located under the sub base
course but not deeper than 1.2 m below the finished surface.
(e) Stilling ponds
Airstrips are frequently sited on low-lying relatively flat land, and therefore it is common for
problems to arise in the discharge of surface water from the airstrip into the natural main drainage
system, particularly when the flow is high in the latter. The use of stilling ponds is common.
These provide storage until the level in the main drainage system has fallen, or relieve the peak
flow in the main channel.
The location of stilling ponds, if required, shall be such as not to reflect sunlight which could
impede the pilots field of vision during take off and landing.
(f) Main drainage channels
Where a natural watercourse crosses the site, this should be diverted or directed through a culvert.
This culvert should be sized generously, designed for aircraft loading, and be of sufficient length
to pass under runway and edge strip.
3.3.8 Ancillary Services
There are several ancillary services associated with airstrips and the main ones are described in the
following sections.
(a) Aircraft sanitation
The aircraft toilets are emptied into vehicles and the contents are disposed of at airstrip sanitation
buildings. These house macerators which discharge into the foul drainage system.
(b) Fuel Installation
The supply of fuel itself, for aircraft, will be provided by the Owner from a stationary refuelling
system with the fuel in tanks situated nearby. The refuelling operation shall take place in parking
bays using rubber hoses running from the system.
Both the aircraft refuellers and hydrant systems shall incorporate safety features which prevent the
pumping of fuel if the hose should become disconnected.
(c) Crash and Rescue Services
Fire engines generally housed in camp fire stations are to be brought to the airport prior to each
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take off and landing and positioned for quick access to aprons, taxiways and runways. The scale
of provision shall be related to the heaviest aircraft in regular operation at the airstrip.
At some airstrips where a crash in water is possible, rescue boats should be provided.
3.3.9 Apron Design
The design of the Apron shall generally be similar to that of the Runway and Taxiway, with the following
exception. The Apron, in the vicinity of the Aircraft fuel storage and handling facilities, shall be designed
as a rigid concrete pavement as per the AC 150/5320-6C.
The maximum recommended gradient on an apron is 1%, sloping away from any buildings to minimize any
risk arising from fuel spillage. Drainage is usually by continuous grated slot drains dividing the apron into
drained areas such that drainage paths are not excessively long. It is undesirable to have frequent changes
of gradient on an apron.
3.4 Marking and Lighting
3.4.1 Navigational lighting, Runway and taxiway lighting/marking
Approach lighting, Runway lighting and marking and taxiway lighting shall be provided as required by the
ICAO.
3.4.2 Obstructions to be Marked and Lighted
When any object or portion thereof, either temporary or permanent, exceeds the standard for determining
height obstructions, as set forth by ICAO, Airport Services Manual, Part 6, that object shall be marked and
lighted exactly in accordance with the applicable standards described therein in order to be most
conspicuous. The overall height includes all appurtenances such as lights, rods, antennas, etc.
3.4.3 Colour Patterns and Markers
The purpose of marking a structure is to warn airmen of its presence during daylight hours. To accomplish
this objective, it shall be necessary to colour the structure or indicate its presence by use of suitable
markers, flags or lights.
Colour patterns of various types are used to mark obstructions to air navigation. Normally the size and
shape of the obstruction will determine the pattern to be used.
An obstruction having a projection of any vertical plane of less than 3.2 m in both dimensions, shall be
coloured aviation surface orange.
Alternate bands of aviation surface orange and white are normally displayed on the following structures.
- radio, television towers and supporting structures of overhead lines;

- poles;
- smokestacks;
- skeletal framework of storage tanks and similar structures;
- structures which appear narrow from a side view.
Markers shall be used to mark obstructions when it has been determined that it is impossible to mark such
obstructions by painting. Markers may also be used in addition to aviation surface orange and white
colours when it is determined that such markings shall be used to provide protection for air traffic. They
shall be displayed in conspicuous positions and/or adjacent to the obstructions as to retain the general
definition of the obstruction. They shall be recognizable in clear air from a distance of at least 300 m in all
directions from which an aircraft is likely to approach. They shall be distinctively shaped so they are not
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mistaken for markers that are used to convey other information. The shape shall be such that the hazard
they mark is not increased.
3.4.4 Lighting
The purpose of lighting a structure is to warn airmen of its presence during both day time and night time
conditions. To be most effective, the ICAO lighting standards shall be adhered to exactly as described.
Red obstruction lights may be used during the hours of darkness, during periods of limited daylight
illuminance and/or reduced meteorological visibility. High intensity white lights may be used for both day
time and night time conditions. Although red obstruction lighting systems and aviation surface orange and
white paint are considered as meeting the minimum obstruction marking and lighting standards, the high
intensity white lights are considered to be far more effective and may be recommended in lieu of red
obstruction lights in some instances.
Whenever obstruction lights are displayed on any structure, they shall be of sufficient intensity and
installed in a manner that will attract the attention of pilots approaching the obstruction from any normal
angle while at any altitude up to 460 m above the obstruction. Obstruction lighting may be displayed in
addition to marking paint for day time operation provided such lights more adequately warn airmen of the
obstruction.
3.5 Wind Direction Indicator
A wind sleeve shall be provided at a distance of not less than 75 m from the main runway centre line.
4.0 MATERIALS TESTING AND CONSTRUCTION
4.1 General
Material standards shall be strictly in accordance with the following specifications, GES Q.01, GES Q.03,
GES Q.04, GES Q.06, GES Q.07, GES Q.12 and GES S.01.
4.2 Description of the Work
Vendor/Contractor shall undertake a complete topographical survey of the area, which is to be used in both
the Vendor/Contractor's detailed design work as well as verification of the levels given in the design
drawings.
Excavate to the grades as indicated on the detailed engineering drawings. All excavation shall be continued
until solid ground is encountered, regardless of depth specified on the detailed engineering drawings. Fill
low areas with required backfill material and compact in layers 150 mm thick (maximum) and as per
Section 4.4. (See Subsoil drainage 3.3.7 (d).
Supply suitable backfill material as sub-base (caliche is normally used), spread, roll and compact as per
Section 4.4, over full width of 37.5 m plus turn about areas. Levels shall conform to the longitudinal profile
shown on the detailed engineering drawing. The thickness of caliche sub-base is to be as per the design
requirements but not less than 20 cm.
Supply, spread, roll and compact in 150 mm layers, as per Section 4.4, crushed rock base course material
for runway, taxiway and apron. The shape and level to be as per the detailed engineering drawings, but not
less that 15 cm thick. The base course is to extend the full width of 37.5 m. This work includes the turn-
abouts at the ends varying from 37.5 m to 77.5 m.
Apply a prime coat of MC-30 at 1.5 kg/m² to base course.

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Supply and lay 6 cm of asphaltic concrete binder course to shapes and profiles as shown on the drawings.
Mix design of asphaltic concrete to be as per specifications to the full width of the runway (37.5 m)
including turn-abouts.
Apply a tack coat of RC-250 at 0.5 kg/m² to on the binder course for the full width of runway (37.5 m)
Supply and lay 4 cm of asphaltic concrete wearing course of shapes and profiles as shown on the drawings.
Mix design of asphaltic concrete to be as per specifications to the full width of the runway (37.5 m)
Supply, place, roll and compact suitable fill material beyond the outer edge of the shoulder as shown on the
drawings; downward slope to be ± 2.5% to tie in with existing ground.
Carry out excavation within airstrip right of way which extends 75 m either side of the airstrip centre line,
if necessary, to comply with the transverse slope requirements.
Provide slope protection to 10 m beyond outer edge of shoulder of airstrip by spraying asphalt at 1.5 kg/m²
(MC-30) to the completed earth works.
On the safety zone, the entire area shall be graded and compacted to a width of 150 m. The level of
compaction required shall be such as to allow the F-100 aircraft to make an emergency landing without
serious damage to the aircraft and without loss of life.
Paint all signs and markings as required and as shown on the detailed engineering drawings for the airstrip.
Install, test and commission all electrical lights and associated electrical work for the airstrip.
4.3 Testing
Soil testing will be required, and the following tests shall be carried out by the Vendor/Contractor for
design, selection of material and quality control purposes as required:-
a. particle size analysis of soil (ASTM D-422);
b. plastic limit of soil (ASTM D-424);
c. liquid limit of soil (ASTM D-432);
d. plasticity index of soil (ASTM D-424);
e. moisture density relation of soil (ASTM D-1557);
f. bearing ratio of laboratory compacted soil - California bearing ratio (ASTM D-1883);
g. California bearing ratio, field-in-place tests in accordance with procedures given in Asphalt
Institute Manual Series No.10 (MS-10) Soils Manual;
h. any other tests considered necessary by Vendor/Contractor to meet the requirements.of design,
selection of material or quality control.
Vendor/Contractor will be required to set up a field test laboratory fully manned and complete with test
equipment necessary to undertake analysis at each area for the above quality control, for the
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Vendor/Contractor must provide the Owner with concluded written reports.
Vendor/Contractor is further required to provide the Owner with a daily report of activities.
From the above results the soil should be classified in accordance with the Unified Classification System
(ASTM D-2487).
4.4 Construction
Compaction of the pavement layers including the formation shall be carried out with modern equipment
recognised as suitable for airfield construction with the materials available. It is expected that the
equipment will be able to secure densities comparable with 100% of the standard AASHTO tests. If field
compaction or vibration will give greater densities, then the higher density should be used for control
compaction.
The Vendor/Contractor shall follow recognized airport construction procedures as laid down in the latest
edition of AC 150/5370-10, or similar approved such as standard specification clauses for aircraft
pavement work issued by the Directorate of Civil Engineering Services - Airfields Branch, Department of
Environment (UK).
Specifications covering the quality, gradation, preparation and control testing of the sub-base, base course
and asphaltic materials in the above publication or similar approved, shall be followed by the
Vendor/Contractor.
Subgrade shall be compacted to 95% minimum of the maximum dry density.
Base course shall be compacted to 100% of the ASTM D-1557 Method D density with a roller. Water shall
be used where necessary to assist compaction.
4.5 Sampling and Testing
All materials will be inspected, tested and accepted by the Owner/Inspector before incorporation into the
work.
Any work in which untested and unacceptable materials are used without approval or written permission
shall be performed at Vendor/Contractor's risk and will be considered unacceptable and unauthorised, and
will not be paid for by the Owner.
Unless otherwise specified, all references are made to AASHTO or ASTM methods of testing or
specifications, and particularly to those which have been most recently adopted and published at the date of
the Purchase Order/Contract.
All tests and inspection necessary to determine conformity of work and materials with the plans and
specifications will be made by and at the expense of Vendor/Contractor.
Vendor/Contractor shall provide and equip an experienced soil investigation team, able and sufficient to
perform various soil tests and surveys before and during performance of the work with the sole object of
control of construction and to fulfil the requirements of the work in all respects.
The team shall work under the direct supervision of a qualified and experienced engineer in soils sampling,
testing and applications of modern testing techniques.
4.6 Engineering Laboratory
Vendor/Contractor shall provide a suitable building or room in which to place and operate the equipment
necessary to carry out the required tests. The building or room shall be used exclusively by the Laboratory
for testing purposes. The building shall be floored and roofed suitably, and have the following
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approximate internal dimensions: 4 m x 4 m. Dimensions may be altered to suit interior working space.
The building shall have suitable work benches for weighing, sieving and centrifuge operations. A desk or
suitable table for office work and interpretation of data shall also be provided.
The building shall be air conditioned and have suitable electrical, plumbing and other utility services for
efficient operations.
The minimum laboratory equipment to be provided shall be that required to undertake the following tests:
1. Mechanical analysis.
2. Atterberg limits.
3. Moisture control.
4. Field Density.
5. Moisture density relation of soil.
6. Bearing ratio of laboratory compacted soil - California bearing ratio (laboratory and field).
7. Asphalt content/asphalt properties including marshall stability of asphalt mixture.
8. Marshall test.
9. Standard penetration test on bitumen.
10. Cement concrete tests - concrete cube compression tests.
11. Any other equipment required to comply with the testing methods prescribed as per these
Technical Specifications for testing of soil aggregates, concrete or bituminous materials.
Vendor/Contractor shall provide a detailed booklet illustrating or summarising proposed methods in respect
of each test mentioned above and any other test required in connection with the control, measurement,
adequacy and confirmation of all materials used in the construction and also the resulting workmanship.
The basis of each test shall, however, correspond to the relevant stipulations in AASHTO or ASTM
standards.
The list of specific tests and equipment indicated above are intended as a guide only to the
Vendor/Contractor and should not be construed as binding, and shall in no way relieve Vendor/Contractor
of his basic responsibility to provide additional laboratory test equipment as necessary in order to control
materials/workmanship in order to fulfil his obligations under this Purchase Order/Contract.
4.7 Control of Work, Material and Inspection
(1) Quality of Materials and Workmanship
The materials and workmanship are to be the best of their kind and shall be to the approval of
Owner/Inspector.
(2) Inspection of Work
No part of the work shall be filled in or covered over until it has been inspected and approved by
the Owner/Inspector. Vendor/Contractor shall give notice in writing to the Inspector when any
part of the foundations, concrete, crossings, ditches or other work are ready for inspection.
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4.8 Prime Coat
4.8.1 Material
Asphaltic material for prime coat shall be of medium curing, cut back asphalt designated as MC-30
complying with AASHTO M-82 (ASTM D-2027).
This material shall be handled and stored in such a manner that risks of fire and other hazards are
eliminated.
4.8.2 Method of Work
Before spraying is done, the base course layer shall be prepared and levels, slopes, inclinations and width
shall be in accordance with the requirements and approved by the Owner's Inspector.
The surface shall be cleaned properly of any loose materials and dust by means of mechanical and manual
brushes, and any pits or depressions made good, waste removed, and final levelling carried out.
The prime coat shall be sprayed after heating at 60°C. The surface of the runway shall be dry in order to
absorb the prime coat. Spraying shall be carried out by mechanical distributors under regular pressure with
the full required width to be sprayed at the rate of 1-2 kg/m2, unless otherwise specified.
Manual sprayers may be used for places where mechanical distributors are not practicable.
The runway shall be closed for 48 hours at least after spraying.
Places where excess prime coat remains on the surface shall be covered by material consisting of either
clean and dry sand or stone screenings free from any clayey material and containing no organic matter.
4.9 Tack Coat
4.9.1 Details of the Work
The work described in Section 4.2 shall consist of the supply, heating and spraying of hot, liquid, rapid
curing cut back asphalt (RC-250) to the asphaltic concrete binder course at a maximum rate of 0.5 kg/m²,
unless otherwise defined.
4.9.2 Material
Bituminous material for tack coat shall conform with the following requirements: Rapid-curing cut back
asphalt designated as RC-250 complying with AASHTO M-81 (ASTM D-2028).
4.9.3 Method of Work
The surface shall be thoroughly cleaned from dirt, dust and loose materials by means of mechanical and
manual brushes.
Tack coat shall be heated to 75°C ± 5°C and sprayed by mechanical distributors under regular pressure at
the fixed rate and required width.
The tack coat spraying operation shall not precede the next laying of asphaltic concrete by more than 200
minutes and for not less than 30 minutes. The sprayed area shall not, at any rate, exceed the daily
operations for laying of asphaltic concrete.
4.9.4 Measurement and Payment
Measuring shall be made per square meter actually sprayed at the fixed rate. The rate will include price of
Rev 0 1999
bitumen, transport, heating, spraying, cost of tools and equipment, labour, cleaning of the surfaces before
spraying and generally all the necessary items for the completion of work.
Asphaltic prime or tack coats falling outside the specified spray rates shall be measured as increments of ±
0.1 kg/m2 with the provision that asphaltic material falling outside this rate, solely as a result of the
tolerances permitted in the specification, shall neither be measured nor paid for.
Any area containing an excess or deficiency of material shall be corrected by the addition of sand or asphalt
as directed by Inspector. Such material shall, however, not be measured for payment and shall be
considered incidental to the rate for prime or tack coat.
4.10 Construction of Hot Asphaltic Concrete Pavement
4.10.1 Description of Work
This work includes the preparation, mixing, spreading and compaction of a layer of hot asphaltic concrete
either as a binder course or as a wearing course as indicated on the drawings. Asphaltic concrete consists of
coarse aggregate, fine aggregate, filler and asphalt selected according to the specifications and in
accordance with the following paragraphs.
4.10.2 Acceptance of Materials
Samples of the materials used in asphalt mixtures shall be taken and analyzed in a laboratory under the
supervision of the Owner/Inspector. No materials shall be used until after laboratory testing and written
approval by Inspector. These tests shall be made at every change of quarry or materials to ensure suitability
and homogeneity.
The results of the tests, as specified herein, shall be submitted to the Owner who alone shall notify
Vendor/Contractor in writing regarding suitability, approval and clearance of materials. Any material
otherwise used is liable to be rejected and the pavement may be ordered to be demolished and
reconstructed.
Asphalt material shall be handled and stored in such a manner as to avoid risks of fire and other hazards.
4.10.3 Testing of materials shall be made in accordance with AASHTO specifications and ASTM as follows:
(A) Asphaltic Materials According According

to AASHTO to ASTM
Taking of samples T.40 D.140

Test of penetration T.49 D.5
Test of viscosity T.201 D.2170
Trial of flash and fire points T.48 D.92
Test for effect of heat and air
(thin-film oven test) T.179 D.1754
Test of ductility T.51 D.113
Test of bitumen content T.44 D.4
Test of specific gravity T.228 D.70
Test of softening point of bitumen T.53 D.36
(B) Crushed Aggregates Used in Mixtures According According

to AASHTO to ASTM
Methods for sampling aggregates T.2 D.75

Sieve Analysis of fine and coarse aggregates T.27 C.136
For Mineral filler T.37 D.546
Rev 0 1999
Sand Equivalent T.176 D.2419
"Los Angeles" abrasion test T.96 C.131
Soundness by use of sodium or T.104 C.88
magnesium sulphate
Specific gravity for coarse aggregate T.85 C.127
Specific gravity for fine aggregate T.84 C.128
(C) Asphaltic Mixtures
Marshall test T.245 D.1559

Bulk specific gravity and density T.166 D.1188
Extract of Asphalt T.164 D.2172
Testing of Asphalt extract T.170 D.1856
Coating and stripping T.182 D.1664
Vendor/Contractor shall make a laboratory available with apparatus for testing and a copy of AASHTO
specifications and ASTM, and also the necessary specialists to carry out the tests required under the
supervision of Inspector before starting the works. Vendor/Contractor shall also keep at site a complete
record of the results of all tests endorsed by Inspector.
4.10.4 Specification of Material Used
a) Specification of Asphalt used in Mixtures
The asphalt used shall be obtained by partial refining of crude petroleum and shall be of similar
specification and free of water. No vapour shall rise on heating to a temperature of 175°C and
penetration grade shall be 60-70 in conformity with the following specifications and in accordance
with tests referred to in Section 4.10.3 (A) "Asphaltic Materials".
Test Specification (Pen. grade 60-70)

Min Max
Penetration at 77oF (25oC) 100g 5sec 60 70

Ductility at 77oF (25oC) 5 cm/min, cm 100 -
Flashpoint, oF (Cleveland Open Cup) 450 -
Solubility in trichlorethylene 99%
Retained penetration after thin film over test 54% -

Ductility at 77oF (25oC) 5cm/min cm, 50 -
after thin film oven test
(b) Coarse Aggregate Specification
These are crushed aggregates produced by crushers retained on sieve No. 8 (2.36 mm) with
proportional dimensions for all surfaces, sharp edges, not rounded, free from impurities and clean
and free from clay. At least 60% wt. of the aggregate shall have two or more surfaces after
crushing. Percentage of abrasion according to Los Angeles test shall not exceed 40% for all types
of asphaltic mixtures. Dimensions of each piece before crushing shall not be less than 8 cm. After
preparation aggregates shall be stored in separate piles for each specified size at the mixing station
on site.
(c) Fine Aggregate
Fine aggregate used is natural material or a product of crushed aggregate passing sieve No. 8 (2.36
mm). Particles shall be clean solid and free of any harmful materials or impurities. When testing
for 5 consecutive cycles in sodium sulphate or magnesium sulphate solution, percentage of loss
shall not be more than 15%. When mixing two kinds of a fine aggregate, each type shall be kept
Rev 0 1999
in separate piles, away from the mixing station. Mixing shall be according to approval of
Inspector.
Rev 0 1999
(d) Mineral Filling Material Specification
Shall be a product of wholly powdered limestone, portland cement, slaked lime or non-clayey
aggregate. Filler shall be complete dry and free of any clay or organic matter. On testing, it shall
be in accordance with the following grading, as per specifications referred to in Section 4.10.3
(B), and it shall be non-plastic:
Sieve No Total % by weight passing
30 100
100 Not less than 90.
200 Not less than 65.
(e) Sand Equivalent for All Aggregates in Mixture
After mixing the aggregates in the portions to comply with the grading referred to in the mixing
formula, the sand equivalent of the mixtures determined in accordance with the specifications
referred to Section 4.10.3 (B) shall not exceed 55.
4.10.5 Required Grading for Different Types of Asphalt Layers
(a) Vendor/Contractor, under the supervision of Inspector, shall, prior to execution, provide a mixing
formula in accordance with the following grading for each layer. The grading curve for each
mixing formula shall be between the two limits of the grading curve of the specification. It is not
permitted to change the percentage of sieve product nor to change the percentage specified in the
job mixing formula during execution, except within the following tolerance:
Sieve No 4 or more 8 30 200 Asphalt
Percentage ± 5% ±4% ±3% ±1% ±0.3%

allowed
(b) Required Grading for Asphaltic Concrete Binder Course
Thickness of layer 6 cm
Sieve No Total % by weight Passing Inc. Filler
1" 100
3
/4" (25.0 mm) 90-100
½" (19.0 mm) -
3
/8" (12.5 mm) 45-70
No. 4 (4.75 mm) 30-50
No. 8 (2.36 mm) 20-35
No. 30 (600 µm) 5-20
No. 50 (300 µm) 3-12
No. 100 (150 µm) 2-8
No. 200 (75 µm) 1-4
% asphalt in
total mixture 4.5-7.0%
(c) Required Grading for Asphaltic Concrete Wearing Course
Sieve No Total % by weight Passing Inc. Filler

Rev 0 1999
3
/4" (19.0 mm) 100
½" (12.5 mm) 80-100
No. 4 (4.75 mm) 50-70
No. 8 (2.36 mm) 35-50
No. 30 (600 µm) 18-29
No. 50 (300 µm) 13-23
No. 100 (150 µm) 8-16
No. 200 (75 µm) 4-10
% asphalt in
total mixture 5.0-7.5%
Vendor/Contractor shall adhere to the grading and percentage of mixtures which are selected from
these gradings as required for project specific conditions.
(d) General Composition of Mixtures
The mixture for the asphaltic concrete binder and wearing courses shall be composed of crushed,
coarse mineral aggregate, fine mineral aggregate, mineral filler and bituminous material. The
several mineral constituents shall be sized, uniformly graded and combined in such proportions
that the resulting blend meets the grading requirements for the specific asphaltic concrete type in
the Purchase Order/Contract. To such composite blended aggregate (considered as 100% by
weight) bitumen shall be added within the percentage limits set in the specifications.
(e) Job Mix Formula (Designed Mix)
Vendor/Contractor shall, under the supervision of Inspector make continuous grading analysis
tests of hot aggregate as well as the mixtures to ensure that mixed materials are in conformity with
regard to the percentage of mixture formula.
In the event of non-conformity of the actual materials to the mixing formula, the necessary
modification shall be made in the mixing plant. The mixing formula shall be carried out in
accordance with the grading referred to in accordance with the grading number as per the special
specifications of the project and in accordance with the properties of the design mixture for each
type of asphaltic concrete, on the basis of which the mixing formula is carried out as per the
following specifications with regard to paving works.
(f) Description According to Marshall Test Required Limits
Minimum Maximum
No of compaction blows for each end of specimen 75
Marshall stability in kg 600 None
Flow 0.01 inches (0.25 mm) 8 16
Air voids
A. Wearing surface and level course 3% 5%
B. Bituminous base course and binder 3% 8%
Total voids in aggregate of mixture in accordance with AASHTO Standards
Before starting the work, Vendor/Contractor shall submit to the Owner a proposed job-mix
formula complete with all physical and mechanical properties for the mixture to be supplied. The
mix-design shall be examined and approval notified to the Vendor/Contractor before the
commencement of the asphaltic concrete work.
The formula submitted shall stipulate the following:

Rev 0 1999
(a) A single definite percentage passing each required sieve size.
(b) A single definite percentage and type of bitumen to be added to the aggregate.
(c) A single definite temperature at which the composite mixture is to be emptied from the
mixing plant.
(d) A single definite temperature at which the mixture is to be delivered on the site.
(g) Sampling and Testing
Samples shall be taken regularly from the aggregate piles and from the aggregate feeder or drier
for tests, to be regularly sure that they are in accordance with the specifications.
Vendor/Contractor shall also make grading analyses for each bin of hot aggregate and revise the
percentage of mixture at least twice a day under the supervision of Inspector. In case of
differences in the results, more tests must be made daily to ensure that these percentages are in
conformity with the specifications.
Vendor/Contractor shall also enable the Inspector to take samples of aggregate after heating and
dry mixing without bitumen. This shall be done by off-loading of mixer in a clean truck for
testing. Vendor/Contractor shall also, under the supervision of Inspector, take samples from at
least 300 tonnes of mixture and make comprehensive analyses of materials, the percentage of its
mixture and properties of the mixture.
If a change in material be encountered or if a change in the source of material be made, a new job-
mix formula shall be submitted and approved before the mixture containing the new material is
delivered. Any material shall be rejected if it is found not to have the characteristics required by
the established job-mix formula.
(h) Construction Method
Special Weather Conditions
Paving of any asphalt layer is not permitted under any circumstances during rain or sand storms,
or when the temperature is less than 10°C. When paving and laying of asphalt is made at ambient
temperatures of 10°C or marginally higher, all precautions shall be taken to ensure that the
temperature of asphalt before laying and rolling shall not be less than 135°C, and to fulfil the
conditions of compactness and density for the layer which will be rolled.
(i) Surface of Area to be Paved with Asphalt
Before the start of paving the surface of the area to be asphalted shall be properly prepared and its
levels should be as per specifications. The surface shall also be level and shall not contain any
loose material. No laying will be permitted on the priming before the expiry of 48 hours after
spraying to ensure that all hydrocarbon materials have disappeared.
(j) Conditions of Mixing Materials and Transfer to Paving Machine
Asphalt shall be heated to 150°C. No tolerance is permitted exceeding ± 7°C. The temperature of
the asphalt in the special tank shall be confirmed and also at the end of the pipeline on its entry to
the mixer.
- aggregate shall be heated up to 165°C ± 5°C;

- the percentage of the mixture shall be in accordance with the mixing formula and any
tolerance in these percentages shall not exceed the tolerance previously allowed;
Rev 0 1999
- the mixture shall be homogenous and its temperature at the time of paving shall not be
below 135°C. Its temperature at the time of exit from the mixer must not exceed 165°C;
in case of using mixers of uncontinuous product, the dry materials shall be stirred for at
least 10 seconds before adding asphalt and stirring shall continue after adding asphalt to
ensure the homogenous mixture provided that the mixing period is not more than 75
seconds or less than 30 seconds after the addition of asphalt.
(k) Conditions of Laying Hot Asphalt Layer
The mixture at the time of laying shall not be below 135°C. Laying of the mixture shall be made
by means of an automatic paving machine and must be done after laying the first area. The rolled
surface shall be inspected to ensure it is completely homogenous and there is no separation
between the materials. If the surface is found not be homogenous, Inspector will stop the work to
ascertain the reason for non-homogeneity of the surface. Laying shall not be continued until these
conditions are met. The side surfaces of the longitudinal and cross joining work shall be
perpendicular and shall be joined while hot. Longitudinal and cross joins in adjacent vertical
layers of asphaltic concrete shall be staggered by at least 15 cm.
(l) Conditions of Rolling the Layer
Rolling equipment or steel rollers or both shall meet requirements. The roller must immediately
follow the paving machine in order to achieve a compressed surface without any creeping. Initial
rolling shall be made by steel rollers. Steel rollers with three wheels are preferred, with a weight
of at least 10 tons. Rolling shall be made in the longitudinal direction, starting from the edges and
working to the centre, provided that the wheel covers half of the width of each previous trip. The
speed of the roller shall be slow and uniform according to the directions of the Inspector, and
taking into consideration that the layer of mixture shall not move under the roller.
The second stage of rolling shall start with a pneumatic roller directly, whenever possible. Rolling
shall continue until all paved mixture is rolled. The rollers shall not turn round on the paved area
so as not to cause creeping of the layer. In case of non-availability of a pneumatic roller, a roller
with two wheels may be used.
The final rolling shall be made with rollers having two axle wheels or with three wheels and three
axles until the surface of the airstrip is in good condition. Rolling shall be consecutive and the
period between passes shall not exceed 10 minutes. Rolling shall continue so that no longitudinal
fines appear under the wheels of the roller and the paving has reached maximum density.
Great care shall be taken while making the longitudinal joining and cross-joining so that jointing is
made properly and the surface of the strip at joints is level. Well bonded and sealed joints are
required. Joints between old and new pavements or between successive days' work shall be
carefully made in such a manner as to ensure a thorough and continuous bond between old and
new surfaces. The edge of the previously laid course shall be cut back to its full depth so as to
expose a fresh surface after which the edge shall be painted with a tack coat and the hot mixture
raked to a proper depth and grade prior to rolling.
(m) Density and Levelling of Surface Conditions
The density of layer after rolling shall not be less than 98% of the density of the designed mixture
on preparing the mixing formula.
The levels of the layer after rolling shall be in accordance with the designed levels and the surface
shall be completely levelled and of the required thickness.
(n) Tolerances
The tolerances for runway surface irregularities shall comply with Section 5 of Attachment A to
Rev 0 1999
Annex 14 of ICAO.
5.0 INSPECTION AND TESTING
5.1 Responsibility
The Vendor/Contractor shall be fully responsible for the provision of adequate supervision to ensure that
the works are executed as indicated on the design and detailed engineering drawings, to the standards in
this specification and the Purchase Order/Contract.
The Vendor/Contractor shall submit his inspection and testing programme for approval of the Owner, prior
to commencement of work. Before use, samples of all materials shall be subject to appropriate testing and
no material shall be used until it has been approved.
5.2 Owner Access
All design works and construction covered by this specification are subject to inspection by the Owner or
his Inspector. The Vendor/Contractor shall allow free access to the design office and construction site for
inspection by the Owner's representative, however, such inspection shall not relieve the Vendor/Contractor
of his responsibility for the correct execution of the works.
5.3 Rejection
Airstrips or parts thereof and material included therein, indicating irredeemable or injurious effects,
improper construction, excessive repair or not in accordance with this specification, shall be subject to
rejection. They shall also be subject to rejection even if such conditions are discovered after previous
acceptance. All liability associated with rejection shall be borne by the Vendor/Contractor.
5.4 Notification
Adequate notification shall be given prior to the commencement of any stage of the work to allow
inspection by the Owner.
6.0 DOCUMENTATION
6.1 Introduction
6.1.1 This section covers the documentation required for the design, material selection, construction, inspection
and testing for airstrip facilities provided against this specification.
6.1.2 The detailed list of documents that are required is included in the Purchase Order/Contract. However,as a
minimum, the following listed documents will be provided by the Vendor/Contractor:
- list of key engineers and skilled operators and their resumés;

- details of similar work undertaken;
- list of proposed construction plant;
- methodology statement for implementation of the work;
- survey and site investigation proposals;
- proposals for testing of materials.
6.1.3 The documents as listed may be considered as a minimum requirement; all details to confirm compliance
with the relevant specifications and to allow a full and continued appraisal to be made of the
Vendor/Contractor's proposals and interpretations of the awarded Purchase Order/Contract.
Rev 0 1999
6.1.4 Any purchase or procurement undertaken by the Vendor/Contractor, which is prior to the relevant
documentation being submitted and reviewed by the Owner, is at the Vendor/Contractor's risk.
6.1.5 On all documentation the Purchase Order/Contract number, equipment title, tag number and project name
shall be quoted.
6.1.6 All documentation shall be checked and signed by the checker before submission.
6.2 Schedule/Reports
6.2.1 The Vendor/Contractor shall submit with his tender a preliminary Quality Control Plan.
6.2.2 The Vendor/Contractor shall include with his tender documentation a statement of proposed sub-vendors, a
document submission schedule for all documents based on a review cycle of 3 weeks and outline
programme for procurement and construction activities.
6.2.3 The Vendor/Contractor shall incorporate any revisions agreed with the Owner during the enquiry review
stage and submit revised documentation for approval.
6.2.4 Monthly reports shall be submitted by the Vendor/Contractor, detailing design, procurement, production
and documentation activities, the format of which shall be agreed with the Owner.
6.3 Data and Calculations
6.3.1 Project specific instructions shall be issued to the Vendor/Contractor with the Purchase Order/Contract,
which describes the data and calculations to be submitted and the methods of submission.
6.3.2 The Vendor/Contractor shall be responsible for obtaining approvals from the Inspection Authority, if any.
6.3.3 All calculations shall be carried out in a clear and logical manner. Where conditions involve the use of
formulae or methods not specified in the Design Code, the source of these formulae or methods shall be
clearly referenced.
6.3.4 Computer calculations will only be acceptable if all the input is shown, together with calculated values of
intermediate terms and factors and options chosen, as well as final calculated dimensions, stress or other
values and the computer programme has been validated to the satisfaction of the Owner.
6.3.5 Calculations and drawings that are interdependent, i.e. foundation loading and equipment footprint, shall be
presented for appraisal together.
6.4 Drawings
6.4.1 The drawings listed with the Purchase Order/Contract shall be sent by the Vendor/Contractor to the Owner
for review and approval.
6.4.2 General arrangement drawings shall be to scale and show the relative location and main dimensions of all
components, including elevations.
6.4.3 As-built drawings may be the general arrangement drawings marked-up with the actual as-built dimensions.
6.5 Final Records Documents and Manuals
6.5.1 Two copies of the Data Dossier shall be supplied which shall be a record of the manufacturing process.
Where stated in the Purchase Order/Contract it shall contain the following:-
Rev 0 1999
- general arrangement drawings and bill of materials;
- the Quality Control Plan;
- material certificates;
- chemical analysis certificates;
- positive material identification Certificates;
- approvals by the Independent Inspection Authority, if any;
- Owner's Release Certificates.
6.5.2 The Vendor/Contractor shall produce as built documents, revised to indicate field changes.
6.5.3 The Vendor/Contractor shall provide one set of mylar original drawings.
6.6 Warranty
6.6.1 The Vendor/Contractor shall warrant all materials and workmanship incorporated into the facilities against
any defect for a minimum of twelve months after Owner certified completion of the works, or for the
period stipulated in the Purchase Order/Contract.
6.6.2 Should any item be found defective, the Vendor/Contractor shall be responsible for all costs associated
with restoring it to the standard specified in the Purchase Order/Contract.

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NATIONAL OIL CORPORATION

GENERAL ENGINEERING SPECIFICATION

Rev Date Description Checked Approved

Compiled by Teknica (UK) Ltd

SEC TITLE PAGE

1.0 SCOPE OF SPECIFICATION 3

3.1 Codes and Standards 4

4.0 MATERIALS TESTING AND CONSTRUCTION 11

5.0 INSPECTION AND TESTING 23

1.2 Other NOC Specifications

GES A.06 Site Data

GES C.03 Safety Procedures on Construction Sites

GES P.07 Underground Piping

GES Q.01 Earthworks (Inc. Site Preparation, Pits and Trenches)

GES Q.03 Foundations and Piling

GES Q.04 Concrete Structures

GES Q.06 Roads and Paving

GES Q.07 Rainwater, Oily water and Sanitary Sewer Systems

GES Q.12 Steel Fencing Systems

GES S.01 Steelwork Structures

The technical terms used in this specification are defined as follows:

Detailed Engineering Drawings

The commercial terms used in this specification are defined as follows:

The company supplying the equipment and material.

The main contractor responsible for a defined piece of work.

3.1 Codes and Standards

3.1.2 International Standards

ICAO (International Civil Aviation Organization).

- Annex 14 Vol 1, Aerodrome Design and Operations

- Aerodrome Design manual

- Airport Services Manual

3.1.3 American Standards

ACI (American Concrete Institute)

FAA (Federal Aviation Authority)

PCA (Portland Cement Association)

Department of Transportation, Federal Aviation Administration, Washington D.C.

- Standards for Specifying Construction of Airports (AC 150/5370.10)

3.1.4 British Standards

CAA (Civil Aviation Authority)

BSI (British Standards Institution)

- BS 5212 Cold applied Sealants for joints

- BS 5489 Road lighting near Airfields.

3.1.5 Other Standards

3.1.6 Edition of Standards

3.2 Facilities Description

The facilities shall generally be in accordance with ICAO Annex 14 Vol 1.

Due attention shall be given to at least the following items:

- future anticipated capacity of the facility;

Notwithstanding the above:

3.3 Runway and Taxiway Design

3.3.2 Orientation of Airstrip

3.3.4 Runway Loadings

Tyre Pressure 1000

3.3.5 Pavement Design

Both sub-base and base course are to be designed as per AC 150/5320-6C.

3.3.6 Perimeter Fencing

3.3.7 Surface Water Drainage

(a) Drainage for runways

(d) Subsoil drainage

(e) Stilling ponds

(f) Main drainage channels

3.3.8 Ancillary Services

(a) Aircraft sanitation