Civil Aviation Authority of Zimbabwe Victoria Falls International Airport — New Airside Infrastructure Preliminary Design Report Prepared by: Scott Wilson - Ncube Burrow Consortium May 2002preliminary Design Report Cot Avarion Aur of Zines P ca a Falls Airport ~ Airside Infestruc?S ae i 3 ABBREVIATIONS 4 LIST OF APPENDICES 5 LIST OF TABLES 6 INTRODUCTION = SECTION A MASTER PLAN REVIEW n [AL PREVIOUS STUDIES 7 4K EXISTING AIRSIDE FACILITIES a ‘A3_ TRAFFIC FORECASTS 8 ‘4a Present and Recent Traffic Panterns 3 “42.2 Future Traffic Forecasts io [Ad MASTER PLANNING PROCESS “4 ‘sal Runway u ‘442 Taxiveays iW ‘43. Apron a 44 Fire Station 5 ‘445 Control Tower |S. PROPOSED MASTER PLAN A PROPOSED AIRSIDE DEVELOPMENT (PHASE 16 ‘AT DESIGN PARAMETERS 16 SECTION B PRELIMINARY DESIGN v BI GEO-TECHNICAL INVESTIGATION v7 B2_ RUNWAY 7 ‘B21 Obstacle Limitation Surfaces 18 B22 Longitudinal Vertical Alignment 9 B23 Transverse gradients 19 B24 Rumway wide iD 82.5 Runway Strip 20 B3_ TaxIways 20 B31 Taxiway width 2 B32 Taxiway Strip 2 B33 Taxiwuy Whee! Clearances 22 B34 Taxiway Object Clearances 2 B35 Taxiway Fillets 23 B3.6 Location of Exit Taxiways B Ba. APRON a B41 Commercial Aircraft Apron 29 B42 General Aviation Apron 29 a3 Clearance Distances on Stands 30 B44 Apron Slopes I BS. AIRSIDE ROADS 31 B6 PAVEMENTS a ‘B61 Main Flexible Pavements ae B62 Rigid Pavements ee B63 Pavements for Light Aircraft = Bod Pavement Classifieation 7 7 MATERIAL QUANTITIES a BS STORM WATER DRAINAGE ‘Scour Wilson’ Noube Burrow Consortium ore = 300 + 1868 =2168m ‘Seat Wilson” Noube Burrow Consortium age 28 \\Datayobs\Consulting B_Jobs\B/O1 VFA Ruy d Tuy Design And Conse. Superson Prelim. Design report Prel- DesRepon doe 06:03:02Chil Avianion Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Correction for Elevation erat Aerodrome reference temperature ‘Aerodrome elevation (000m Based on Part 2 of the ICAO Aerodrome manual, 2"! Ed, the deceleration distance from the touchdown point should be increased at a rate of (i) 3% per 300m for elevation = (1000/300)* 3% = 10% (i) 1% per (temperature - 15°Cy5.6°C (2 - 155.6 04% Total = 13.04% Corrected min distance from threshold to exit point = 1.1304 * 2168 =2451m Codes C&D. V\=259km/h (max) = 71.94m/s V2 = N(71.947 ~ 2x 0.88 x300) = 68.18m/s Sp = (68.18 + 5.14?) /(2 x 1.52) = 1538m from touchdown point .:. minimum distance from the threshold to the exit taxiway = 1538 + 300 = 1838m, Corrected minimum distance = 1838 x 1.1304 =2078m, General Aviation Vj) = 180 km/h (max) = SOm/s V2= V(50-2x088x 300) =44.41m/s Scott Wilson’ Newhe Burrow Consortium Page 7 \\Darajobs\Consultng\B Jobs\B101 VFA Ruy & Twy Design And Consir. Superwsion Prelim. Design report\Prel- Deskeport.doe 060502Ch Avianion Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure S$; = (44.41 + 5.142)/ (2 x 1.52) = 657.4m _;:minimum distance from the threshold to the exit taxiway = 657.4 + 300 = 957m Corrected minimum distance = 1.1304 x 987 = 1082m From Table 13 below it can be seen that the adopted locations of the exit taxiways are suitable (see also drawing no, B101-PDR-01). Table 16: Location of Exit Taxiways Exit Taxiway Name Distance from Threshold 12 | Distance from Threshold 30 | | i A - | 4000 Ad 1200 2400 ] Ad | 2200 1400 AS 3150 550 | ‘Thus for landing on runway 12 exit taxiway A2 will be for general aviation use, A4 for codes C and D aircraft and AS for code E aircraft. For landing on runway 30 taxiway Al will be for code E aircraft, A2 for codes C and D aircraft and A4 for general aviation. B4 Apron Aprons must be planned in relation to the terminal building with the object of achieving ‘maximum efficiency, operational safety and user's convenience. The new apron at Victoria Falls airport has been planned taking into consideration the layout of the proposed new terminal building, present and projected future aircraft mix and ground servicing equipment requirements. The layout of the new apron is shown on drawing no, B101-30 in Appendix G ~ Page 25 \Dataiyobs\ Consulting’ B_Jobs\B101 VFA Rwy & Tey Design And Constr. Supervision Prelim. Design report Pret DesReportdoc 06,0502Chil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure B41 Commercial Aireraft Apron ‘The existing marshall asphalt apron shall be removed and replaced by a new concrete apron measuring 589m long by 78m deep. The new concrete apron is divided into apron A and apron B. ‘Apron A is of the taxi-in/push-out nose-in aircraft parking configuration. It comprises 3 stands for ICAO Code D and E aircraft (eg B747-400, B757-200, B767-200) and 2 multiple aircraft ramp stands which can be used by Code C, D and EF aircraft. The dimensions of the stands are as given in Table 17. The nose-in configuration has been chosen for compatibility with the layout of the new terminal boarding lounges and loading bridges. and with future boarding lounges to the east, In addition, this configuration ensures apron congestion and jet blast effects are reduced, and clearances between adjacent aircraft, ground equipment and fixed obstacles are less critical However, additional aircraft tugs are required for the push-back operation. ‘A small area on one comer of each stand is designated for parking ground service equipment. (On the other comer of each stand shall be located a service platform for the floodtight mast, fire hydrant, telephone connection and power supply unit Apron B is of the taxi-in/taxi- out parallel parking configuration. It comprises 4 stands for Code C aircraft (eg 4320-100, B737-400). The dimensions of the stands are given in Table 17. The stand configuration climinates the need for push-back tugs and is flexible for any future changes in size and parking configuration. B4.2 General Aviation Apron ‘The general aviation apron, Apron C, has been segregated from the commercial aircraft apron so as to avoid conflict with scheduled operations. It comprises 3 stands for Code B and C turboprop aircraft (eg Fokker 50, ATR 42), 6 stands for Code B aircraft (eg Beechcraft 200) and 12 stands for Code A aircraft (eg Cessna Caravan, Beechcraft B100). All the operations on Apron C shall be power-in and power out. Two Avgas 100 fuel points are provided on Apron C. The dimensions of the stands are given in Table 17. All the GA stands and taxiways will be of double seal construction except three stands for code B/C turboprop aircraft which will be of rigid construction, A separate parking apron, Apron D, has been provided close to the proposed maintenance hhangers (optional) for general aviation aircraft awaiting maintenance. This apron , if required, will be of double seal consttuction, In front of Aprons A,B and C runs a Sm wide services reserve housing various service ducts and pipelines. Adjacent to the services reserve is the apron service road. i Wilso Nebe Burrow Consorion Page 29 \\Dara\jobs\Consulting\B Jobs\B101 VFA Ruy & Tuy Design And Consir. Supervision Prelim. Design report Pret. DesReport doc 06:05:02Chil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Atmport~ Airside Infrastructure ‘Table 17: Stand Dimensions DESCRIPTION WIDTH DEPTH ALA2,A5,A6 65m | 73m APRON A 2 MARS (A3,A4) 75.5m 78m | APRONB BI-B4 35.5m 45m c1-c12 184m 15m APRON 5 c13-C18 188m 20m 19-21 375m 30m case oi : B4.3 Clearance Distances on Stands ‘The minimum clearance distances given in Table 15 have been provided between stands and from stands to objects. The inter-stand clearance is set by the larger of any two adjacent stands, ‘Table 18: Stand Clearances (article 3.12.6 of Annex 14) CodeLener | A ae c D E Clearance 3m 3m 4.5m 7.5m 7.5m Sot Wilson? Neube Burrow Consorium ara \Dota'jobs\Consulting B Jobs\B101 VFA Rwy & Twy Design And Constr. Supervision Prelim. Design report Pret DesReport.doc susieChil Aviation Authority of Zimbabwe nary Design Report Vietorta Falls Airport ~ Airside Infrastructure B44 Apron Slopes ‘The aprons have been designed with surface slopes away from the terminal building face for proper drainage and fire hazard safety in case of fuel spillage. The apron slopes have been limited as far as possible to 0.7% (max 1%) away from the terminal building, and 0% laterally BS Airside Roads ‘The airside roads at the airport have been divided into three main categories namely: = main airside road for accessing the aprons ~ crash, fire and rescue roads = perimeter road and ILS, AGL service roads ‘The main airside service road is mainly used by ground service equipment fleet. This road has been designed under the Terminal Building contract. The crash, fire and rescue (CFR) roads will be used by fire-fighting vehicles and security vehicles. These roads have been designed for a speed of 80 km/h and are to be surfaced for all sections north of the runway. ‘The perimeter road, ILS access roads and CFR roads south of the runway have been designed for a speed of 60knvh. All such roads are to be surfaced for sections north of the runway (optional for phase 1). Perimeter road south of the runway will be gravel. Typical road sections are shown on drawing no B101-PDR-04 in Appendix A. B6 Pavements Airport pavements are designed and constructed to provide adequate support for the loads imposed by aircraft using an airport and must possess sufficient inherent stability to withstand, ‘without damage, the abrasive action of traffic, adverse weather conditions, and other deteriorating influences. The design guidance provided in the US Federal Aviation Administration advisory circular AC 150/5320-6D is used here for designing the pavements. Traffic Forecasts were covered in Section A3 of this document. Using a design life of 20 years as is the preferred criterion in the airfield pavements industry, the total annual commercial international and domestic movements in 2020 is forecast to be 28,241, see Fig. 1 in Section A3. For pavement design purposes a more conservative value of 40,000 is used. Therefore annual departures in 2020 = 40 000/2 = 20 000, Scout Wilson’ Neube Burrow Consortium — Poge 31 ‘Dara jobs'Consulting\B_Jobs\BIO1 VFA Rwy & Tuy Design And Constr Supervision Prelim. Design report Prei- DesReport doc 06-0502ivi Aviorion Authority of Zimbabwe Vietorta Falls Airport ~ Airside Infrastructure Aircraft Mix Preliminary Design Report ‘The aircraft mix in 2020 is assumed to be as given in Table 19 below. ‘Table 19: Projected Aireraft Mix for year 2020 [Aircraft Mix | Annual Aircraft Type | Seats | Gear Type Maximum Take % Departures | Off Weight (Kg) ___|_ x20 000) 1B747-400 >330 | Double dual 9 1800 304 625 L tandem ‘340-300 | 250-330 | Dual tandem 15 3000 253 500 1B 767-200 | 200-250 | Dual tandem is | 3000 142 882 ~B757-200 | 160-200 | Dual tandem 3 600 108 862 ‘4320-200 | 130-160 Dual 3 1000 73500 | 8737-300 | 100-130 Dual 33 10 600 62823 B6.1 Main Flexible Pavements Determination of Design Aircraft Data: Subgrade CBR = 15 For each aircraft type in Table 20 the pavement thickness is determined from the appropriate design curve in Appendix D. ‘Table 20: Pavement thickness requirements for different aircraft types Aircraft Type Pavement Thickness (mm) L = é 1B747-400 z 650 C 4340-300 600 : 767-200 450 e B757-200 400 -] 8320-200 = 400 B737-300 450" From the above table the B747-400 aircraft requires the thickest pavement. Therefore the B747- 400 is adopted as the design aircraft. Fea \Data\jobs\Consulting’B Jobs\B101 VFA Rwy & Twy Design And Constr. Supervision Prelim. Design reportPrel- DesReport.doc 96.0502Ci Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Converting Aircraft to Equivalent Annual Departures of Design Aircraft When computing the equivalent annual departures of the design aircraft. the following assumptions are made: a) Wide body aircraft (B747-400, 4340-300, B767-200) are treated as dual tandem aircraft of weight 136 100 kg b) For annual departures, conversion factor from dual wheel gear configuration to dual tandem gear is 0.6 ¢) 95% of Maximum Take Off Weight is carried by main landing gears. 4) Conversion to equivalent annual departures of design aircraft is determined using the following formula: Log Ry = Log Ry x (W3/W,)'? Where :R, = equivalent annual departures by the design aircraft R, = annual departures expressed in design aircraft landing gear W, = wheel load of design aircraft W2 = wheel load of aircraft in question ‘Table 21: Equivalent annual departures { Aireraft Equivalent Dual | Wheel — Load | Wheel Load of Equivalent | Tandem —_| (Ke) Design Aireraft | Annual } | Departures (R2) | (Wa) (Kg) Departures of | (Wi) Design Aireraft | (R,) B747-400_ | ‘1800 16 160 16 160 1800 A340-300 | 3000 16160 16 160 3000 | B767-200 3000 16 160 16 160 3000 | 757-200 600 12.930 16 160 306 4320-200 600 17460 | «16160 77 [8737-300 6350 14920 | 16160 4515 [ees ee 13393, From Table 21 the pavement is designed for 13 400 annual departures of the B747-400 aircraft with an MTOW of 394,625 kg (869,220 Ibs) Seon Wilson’ Neube Burrow Consortium Poge 33 Data jobs Consulting Bt Jobs\B101 VFA Ruy & Twy Design And Constr Superssion Prelim Design report Pre Desteport doc osasi2Chil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Aiport - Aside Infrastructure Design Input Design Aircraft B747-400 MTOW 304,625 kg (869,220 Ibs) Equivalent annual departures 13.400 Design CBR : 15 Subgrade 30 _Subbase (Class 3.3 gravel) Total Pavement Thickness From chart in Appendix D1, using CBR 15, total pavement thickness = 25 inches (635 mm). ‘Thickness of Subbase From chart in Appendix D1, using CBR 30, combined thickness of asphalt concrete surface and base course needed over a 30 CBR subbase is 14.1 inches (360mm). Thus sub base thickness is 25 - 14.1 = 10.9 inches (277mm). Thickness of Asphalt Surface From Appendix D1, thickness of asphalt surface is 5 inches for critical areas (127mm) and 4 inches for non critical areas. Thickness of Base Course From above, base course thickness = 360 ~ 127 = 233mm > minimum thickness of 200mm. Summary Layer thicknesses of 120mun are usually not easily achievable in practice due to constructional constraints, Therefore a minimum layer thickness of 150mm is recommended. The adopted thicknesses for flexible pavements are as follows Sou Wikon!NebeBurowComonum ——SSSSCS~S~S~S Page 34 \Data\obs'Consulrng\B.Jobs'B101 VFA Rwy & Twy Design And Constr. Supervision Prelim. Design report Pre- DesReport doc 0610502Chul Aviavion Authority of Zimbabwe Victoria Falls Airport ~ Ateside Infrastructure ‘Table 22: Main Flexible Pavements layer thicknesses Preliminary Design Report Parallel Taxiway Runway Shoulders | and Taxilinks (mm) | (mm) ____{mm) esc o Design | Adopted | Design | Adopted | Design ‘Adopted | | Asphaltic Conerete | 127 125 102 100 50 30 we | | | Base Course (Crushed | 233 | 300 233 «| 300 163] (180 Stone) lies: | i | Sub base (Class 33) 277 300 277—| «300 193 | 300 | gravel) | Working platform =a spate: - a 150 | | (class 3.6 gravel) B62 Rigid Pavements Referring to Table 2-3 of FAA AC 150/5320D, the K-modutus for the subgrade is 275MNém’. A stabilized sub base is required for all new rigid pavements designed to accommodate aircraft weighing 45 400 kg or more. Therefore our design aircraft needs a stabilized sub base. Rigid pavements require a minimum sub base course of 100mm (4 inches) Assume a sub base thickness of 300mm (6 inches) and a 150mm lean concrete base. From chart in Appendix D2, K value on top of sub base is 475 pei. Determination of Concrete slab Thickness K-modulus sub base - Concrete flexural strength Base thickness = No. of annual departures MTOW B747-400 From chart in Appendix D3, required thickness of rigid pavement is 14.8 inches (375mm), Seon Wilson’ Neube Burrow Consortium 475 pei (129MN/m’) 600 psi (4.2N/mm*) 150mm 13.400 394 625 ke Page 35 \Data'yobs\Consuling\B_Jobs\B101 VFA Rwy & Twy Design And Constr Supersion\Prelim. Design report Prel- DesReport.doc 060502Coil Aviation Authority of Zimbabwe Pretimunary Design Report Victoria Falls Auport~ Atrside Infrastructure The proposed structure of the concrete pavements is: : class3.0 gravel sub base: 150mm. = class 3.0 cement stabilized gravel: 150mm is Jean concrete base: 150mm = pavement quality concrete 375mm Dowel bars shall be provided across joints for load transfer and prevention of relative vertical displacement of adjacent slab ends. The dowels recommended here are 34mm diameter steel bars, 600mm long and spaced at 300mm centres. Dual tandem gear assemblies often produce maximum stresses in slab joints when positioned at acute angles to the joints. Therefore, in pavement areas where aircraft are likely to cross the slabs ‘at acute angles such as runway 12 end and runway holding areas, mesh reinforcement is provided in the slabs, A de-bonding layer, either bituminous or PVC sheets shall be provided between the lean concrete base and the concrete slab, Basic Concrete Mix Specifications and Strength characteristics are indicated in Table 23 below. Detailed specifications will be provided in the final design report. Table 23: Preliminary concrete mix specifications | Characteristic PQC Lean Concrete Base | Min 7 day compressive strength 26 Nimm? in Pn Min 28 day compressive strength. 40 Nimm* | 10 Nim’ Min 7 day flexural strength | 2.7Némm* - | Min 28 day flexural strength —_ 4.2 Nim? (600 psi) _| -- Cement Content 400 kg/m* 250 kg/m? Water/Cement ratio __|0.5max [0.5 max | A typical rigid pavement section is shown on Drawing no. B101-PDR-06 in Appendix A ‘Sco Wilson’ Neube Burrow Consortium Page 36 \\Dateobs\Consuiting\B Jobs\B10] VFA Ruy & Tuy Design And Constr Supervision Prelim. Design report Fre: DesReport doc 96.0502Chl Avsarion Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure B63 Pavements for Light Aircraft “The general aviation taxiways and Apron D shall have pavements with the same layer profile as the main pavement shoulders except that the surfaces will be double seal. A section of the GA taxiway is shown on Drawing no, BIOL-PDR-OS in Appendix A B6.4 Pavement Classification ‘According to the ICAO ACN-PCN method, the strength of a pavement is reported in terms of the load rating of the aircraft which the pavement can accept on an unrestricted basis. The Aircraft Classification Number (ACN) of an aircraft expresses its relative loading severity on a pavement supported by a specified subgrade. The Pavement Classification Number (PCN). by definition of the ACN- PCN method, is the ACN of the aircraft which imposes a severity of loading equal to the maximum permitted on the pavement for unrestricted use. Flexible Pavement PCN (Ref. A Guide to Airfield Pavement Design and Evaluation, Department of the Environment, UK) Subprade CBR is 15% therefore the subgrade is classified under category A. From Appendix E using the B747-400 design aircraft (MTOW 394,625kg) the ACN is imterpolated to be 55. From Appendix D of the above reference the design ACN is obtained by modifying the above ‘ACN to allow for adjacent gear load interaction on the flexible pavement by the B747 aireraft ‘The corrected ACN is 60. ‘The PCN is therefore 60/F/A/W/T, for no tyre pressure limit Rigid Pavement PCN Subgrade K-value is 27SMN/m* From Appendix E and from recommendations given in the above reference, the PCN for rigid pavements is 60/R/A/W/T. B7 Material Quantities The preliminary approximate material quantities are given below. A breakdown of the quantities is given in the preliminary Bill of Quantities. Gravel, class 3.6 79.900m* Gravel, class 3.3 87,830m° Gravel, class 2.8 80,400m° Gravel, class 2.4 79,250m* Bituminous Concrete 108,670 tonnes, iro Consortium on Net Page 7 \Daia jobs'Consulrng\B_Jobs\B101 VFA Ruy & Twy Design And Constr. Supersision\Prelim. Design reportPrel- DesReport doc naseCivil Aviarion Authority of Zimbabwe Pretiminary Design Report Victoria Falls Airport ~ Airside Infrasiricare Conerete, grade 40 25,520m* Concrete, grade 30 500m? Concrete, grade 15 900m Concrete, grade 10 13,300m* B8 Storm Water Drainage Kalahari sands have very good drainage properties therefore no special rainage stacy are Feaguired. The only drainage structure provided isthe slotted drain atthe ‘back of Aprons A and B. B9 Pavement Markings Runway [All runway markings will be white according fo ICAO standards, The runway markings shall be nade to match the ICAO standards for a precision approach runway. ‘Taxiways [All taxiway markings will be yellow in compliance with ICAO recommendations. Aprons Apron markings will be yellow/red/white as per detail design drawings B10 Airfield Ground Lighting A CAT | airfield lighting system will be installed for the new runway. The following AGL ‘components will be provided: «900m CAT | calvert approach lighting system ©The existing approach lights will be relocated to serve the new runway. Since @ permanently displaced threshold will be in place on the new runway the last 300m of the ‘approach lights Auil be inset lights. These will be installed in the pavement before the threshold 12 ICAO simple approach for runway 30 ‘Threshold’ runway end lights spaced 3m apart Runway centreline lights spaced 30m apart Runway edge lights at intervals of 60m “Taxiway centreline lights spaced 30m apart Taxiway edge lights will be provided on curves s0 as to provide a clear indication of the curve Taxiway guidance signs. Stop bars Seoir Wilson’ Neube Burrow Consortium Page 38 \Devajbs\Consuling B JobsB101 VEA Rwy & Ty Design And Const Sapertsion Prelim. Design report Pre DesReport. doc (060502Chl Aviarion Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport Airside Infrastructure Mluminated Wind cones Rotating beacon ‘Short-Break Standby generators ‘Victoria Falls airport already has a CAT 1 calvert approach lighting system and runway edge lighting system ‘The approach lighting system will be relocated to serve the new runway. The inset lights will need to be purchased separately. The remainder of the elevated light from the existing approach will be used to install an ICAO simple approach on runway 30. ‘The runway edge system is still in good shape and hence the light fittings will be used for the new runway. However new mounting bases will need to be installed for the runway edge circuit. ‘The threshold lights currently installed at Victoria Falls are usable and will also be transferred to the new runway. This will be the case for both ends of the runway ‘The PAPI’s are also usable and will be relocated to the new runway as well, ‘The microprocessor controlled constant current regulators for the approach lights are usable and will hence be relocated. However, those for the other systems will need to be purchased and will be defined in the airfield lighting design. A new remote control desk will be installed in the control tower. Power will be supplied to the airfield lighting via two new airfield lighting sub-stations. The location of the two substations will be 2 quarter way from either end of the runway ‘A new IIKV ring will be installed to serve the AGL sub-stations and the navigational aid systems. BI Instrument Landing system ‘The present instrument landing system (ILS) will be used for the new runway and hence the need to relocate the system. The ILS will be moved during the construction of the new runway’ resulting in non-instrument operations on the existing runway for the period of the relocation Glide slope The glide slope will be relocated to a position adjacent to the new runway. It will be 300m from threshold 12 along the runway centreline and 100m offset from the runway centreline. Localiser ‘The localiser will be relocated to serve the new runway and will be located 300m before threshold 30 along the extended runway centreline. ‘Scott Wilton! Neube Burrow Consortium Page 8 \\Data yobs Consulting\B_Jobs\BIO! VEA Ruy & Twy Design And Constr. Supervision\Prelim Design report Prel- Deskeport doc 06.0502Civil Avianon Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrosiructure Markers [All the markers will be moved to positions agreed to by CAAZ in order for them to serve the new runway. "The power supply to the ILS will come from the airfield lighting substations. B12 Fuel Hydrant System Vietoria Falls airport currently has a fuel hydrant system installed. The existing fuel hydrant system is composed of two components, which are an AVGAS 100 system and a JET Al system. Avgas 100 The AVGAS 100 system has an underground pipeline that serves a dispenser located on the western side of the existing apron. This system is used very frequently due to the fact that the bulk of the resident aircraft at Victoria Falls are propeller aircraft that require AVGAS. BP operates the system. ‘The AVGAS system will be relocated to the new General Aviation apron (Apron C). This will be achieved by running a pipeline from the existing fuel farm to apron C. The AVGAS system will have two dispensers, this is in anticipation of a greater demand for AVGAS due to the type of aircraft that frequently use Victoria Falls airport. The new pipeline will be laid at a depth of 1.5m Jet AL ‘The JET Al system is also fed through underground pipes. Fuel hydrants are located on the existing apron. The system is rarely used at present due to the absence of jet aircraft resident at Victoria Falls that require JET A1. The fuel is dispensed by means of a mobile dispenser. ‘The existing JET Al system will be removed when construction of apron B commences. The JET A system will then be installed on both apron A and B. the system will be fed through a pipeline buried 1.5m underground. There will be hydrants located on each of the stands, each stand being served by two hydrants except the multiple aircraft ramp stands with 4 hydrants. Hence there will be a total of 22 hydrants installed on apron A and B. Fuel will be dispensed by means of a mobile fuel dispensing vehicle or a dispenser mounted on « trailer Fuel Farm ‘The present fuel farm, operated by BP is located west of the existing terminal. The position of the fuel farm will remain unchanged. However, in the long term, a new location of the fuel farm is required. ‘Scout Wilson’ Noube Burrow Consortium — oe Page \\Dara\jobs\Consulting'B Jobs\BIO1 VEA Ruy & Twy Design And Constr Supervision \Prelim. Design reportPrel- DesReport.doc 060302Civil Aviation Auhoray of Zimbabwe Preltminary Design Report Vieworia Falls Airport Airside Infrastructure B13 Security Fence In order to limit the entrance of unauthorised persons into the airside, a perimeter security fence will be erected. The new fence will cover the perimeter of the entire airport. The new fence will be diamond mesh that is 2.5m high with standards placed 3m apart and strainers 30m apart. The bottom straining wire will be encased in concrete and held down by an iron hook ‘The new fence will meet ICAO requirements for security fences as outlined in Part 1 of the Airport Planning Manual. The existing fence, however does not provide total security in that people and animals may scale the fence and enter the airside. In view of this the existing fence will be replaced so that security is not compromised. Crash gates will be installed in strategic positions. The gate positions are to allow easy access for fire tenders when they need access to the area outside the airport perimeter B14 Water Requirements BI4.1 Water for Fire Fighting Purposes Philosophy of Water Supply The requirements for water for fire fighting are specified in the ICAO Airport Services Manual Part 1 Rescue and Fire Fighting (Doc 9137-AN/898 Part 1). ‘The opening paragraph of Chapter 3 states that “The availability of a sufficient quantity of water from sources in proximity to aprons as a support to aircraft rescue and fire fighting operations is most desirable. However, for other locations on the movement area, particularly runways, it is not considered advantageous to rely on the use of hydrants. ‘The provision of auxiliary water tank vehicles to maintain foam production at an aircraft accident is advocated. Although hydrants located at strategic points on or adjacent to the ‘movement area can be favoured from a fire fighting operational point of view, they are not advocated from a maintenance and economic point of view. At airports where such hydrants have been provided, use of them can still be made provided they are used for replenishment of auxiliary water tank vehicles”. ‘This is the approach that has been taken at Victoria Falls where there are auxiliary tank vehicles supplemented by hydrants along the apron and parallel to the runway. The same approach will be taken for the new developments, Airfield Category For fire fighting purposes, airfields are categorised according to the size of aircraft and number of movements, the highest category being Category 9. A Boeing 747-400 is the design aircraft for Victoria Falls Airport and falls under Category 9. The category may be downgraded if the number Scott Wilson’ Neube Burrow Consortium Poge J \Wata\jobs'Consulting\B Jobs\B101 VFA Rucy & Tuy Design And Constr Superasion\Prelim Design report Pret- DesReportdoc 060502Chl Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Asie Infrastructure of movements is not great - as may be the case initially at Victoria Falls Airport, Since traffic is likely to build up in the future, fixed facilities for fire fighting will be designed to meet the requirements of Category 9. It may not necessary initially for the fire fighting vehicles to meet the Category 9 requirements since it will be easy to add more vehicles as traffic builds up, Water Requirements for Fire Fighting Water requirements for fire fighting are dependent on the foam forming compound in use. Civil ‘Aviation Authority currently uses film forming fluoroprotein foam (FFFP) and has stocks for ‘several years’ usage. According to the fire officers, British Airways during an inspection had ‘commented on the undesirability of FFFP from an environmental point of view. This could have ‘an impact on the facilities because the water requirement for protein foam is about 50% higher than for FFFP. The fire officers have advised that it is not their intention to change to protein foam. Accordingly, water requirements will be based on the use of FFP. For a Category 9 airfield, Table 2-2 of Chapter 2 specifies 24 300 litres. This is the amount that has to be carried in the fire fighting vehicles and is the amount required for control of the fire in the practical critical area (Chapter 2 Section 2.4 refers). An additional volume of water has to be provided after control has been established for maintenance of control and/or extinguishment of the remaining fire. For a Category 9 airfield this has to be 170% of the amount required for control in the practical critical area (Chapter 2 Section 2.4.10 refers). 170% of 24 300 litres is 41 310 litres. Since the majority of accidents take place near the ends of the runway, this amount has to be available at each of these locations, so that fire tenders can be refilled with minimum time lost in travel to the water supply. Existing Situation at Victoria Falls Airport ‘Auxiliary tank vehicles at Victoria Falls at present comprise two 6X6 tenders - each with a 10 000 litre water tank - and a 4X4 rapid response tender with a 5 000 litre water tank. These provide together 25 000 litres. The tenders are refilled from the hydrants on the fire main or from an elevated tank Hydrants are provided along the apron and parallel to the runway. They are mounted on a fire ‘main which is separate to the domestic mains. The fire main is pressurised by a single electrically driven pump which is activated by sensors responding to the pressure drop when a hydrant is opened. Switching frequency is controlled by an air vessel. The fire pump is reported to give reasonable pressure close to the pumpstation but the pressure is poor further to the west due to pipe friction losses and a higher ground elevation. The system is inherently unreliable as it depends on the availability of power, a functioning pump (there is no standby capacity) and the correct functioning of the automatic controls. On a visit to site in December 2001, the fire pump failed to start when a hydrant was opened. ‘At the fire station there is an elevated water tank mounted on a 10 metre high stand. The usable capacity between overflow pipe and outlet is 13,2 cubic metres. The outlet is a 100 mm pipe feeding a 70 mm hydrant to which is connected a fire hose that reduces down to 50 mm to feed ‘one of the bottom inlets of a fire tender. It is reported by the airport fire officers that it takes 20 ‘minutes to refill a tender. This is too slow for the tank to be considered as part of the response to fire and its sole useful purpose is to refill tenders after an incident. ‘Seow Wilson’ Noube Burrow Consortium Page 2 \Data\obs'Consulting B Jobs\B1O1 VFA Ruy & Twy Design And Constr Supervision\Prelim. Design report Prel- DesReportdoc 060502Chul Avtation Authority of Zimbabsee Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure As there is no means for rapid refilling of tenders, the water stored in them must cover the requirements for initial control as well as continuing control and extinguishment. For a Category 7 airfield this amounts to 27 709 litres, which is just over the tender capacity of 25 000 litres. Modifications to the water tower outlet to improve its discharge capacity would ensure an airfield well within Category 7 requirements, but the combined capacity of the tenders and water tank of 38 200 litres is still less than the 45 864 litres specified for Category 8. Facilities Proposed For the new developments it is assumed that for the movement area, CAAZ will provide tenders carrying sufficient water to meet the requirements to establish control of an aircraft fire, Once the tender capacity has been discharged, more water will be needed to maintain continuing control and/or extinguishment of the fire. This will be provided from elevated fire water tanks which will allow quick refilling of tenders by gravity discharge. Hydrants will be provided as part of the ‘terminal contract, to support aircraft rescue and fire fighting operations in the apron area. As part of the runway and taxiway contract, two elevated fire water tanks will be provided, one located near each end of the runway. These will be elevated, reinforced concrete tanks. The usable volume to be stored in each tank will be 42 cubic metres and they will be constructed from reinforced concrete. There will be an outlet on each side of the tank to allow two tenders to be filled simultaneously. Each outlet will comprise a 150 mm valved offtake, set 4 metres above the ground and provided with a 150 mm flexible hose to discharge into the top of the tank on the tender. When a tender is discharging through its monitor and both handlines, it will take 2,5 ‘minutes to discharge its load. In discussions with CAAZ fire officials it was established that the standard for refilling a tender is not more than 3 minutes. When the fire water tank is full, it will take 2,2 minutes to discharge the 10 000 litres needed to fill a tender. The rate of filling will decline as the fire water tank empties. When half full it will take 2,5 minutes and when it is at its lowest level, it will take 3,3 minutes. This is more than the specified time, although at this stage it is likely that by this time the discharge rate from the tenders will have reduced as the fire is brought under control. The tank will be fed by a 100 mm pipe discharging through a float valve. Once emptied, the tank will take several hours to refill. ‘The 6X6 vehicles have a 150 mm filling orifice with a spring loaded pressure relief cap and internal strainer. This is mounted in a bolted manhole cover in the roof of the tank. To accommodate this, the filling hose will be provided with a threaded connector to match the orifice. The 4X4 rapid response vehicle has a quick opening hatch in the top of its water tank. To fill the tank, the hatch can be opened and the end of the flexible hose can simply be dropped through the opening, The existing water tower has some useful capacity near the middle of the airfield and its outlet will be modified to allow for rapid filling of a fire tender. Scou Wilson’ Neube Burrow Consortium \\Data\jobs\Cansultng’B Jobs\BIO! VEA Ruy a Twy Design And Constr. Supervision\Pretim. Design report\Prel- DesReport.doc 060502Civil Aviation Author of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure B14.2. Water for Construction Purposes Considerable amounts of water will be needed for compaction of sub-base and base material. A conservative estimate has been made of the peak water requirement on the basis of four 10 000 litre bowsers on @ 20-minute cycle over a 10-hour day - giving 1 200 cubic metres per day as the requirement. When the existing airport was built, construction was timed for the rainy season. This is not an option for the proposed extensions because it reduces the time when work can be carried out to @ period of three to four months and is dependent on a reasonable rainy season. Accordingly @ secure supply of water for construction must be found, ‘The airport is supplied with water from Victoria Falls town, but the pipeline cannot meet the peak demands from the airport, let alone construction water. The only reliable surface water supply in the vicinity is the Zambezi River which is not a feasible source because it is 18 km away, it is significantly lower and it will be too difficult to establish a pump station at the base of the gorge and a pipeline out of the gorge. ‘The only remaining alternative is to drill boreholes. There are some boreholes on the airport site bbut only one is known to be a good producer of water. The site is on deep (20 to 30 metres) of aeolian sand underlain by basalt. The sand does not form a suitable aquifer but the basalt below it has fault Lines that are potentially good sources. Geophysical water prospecting techniques cannot locate the fault lines through the sand and it is necessary to explore for ground water to the west ‘and south where the basalt is exposed. This explains why of four known borehole sites around the airport, only one is reasonable. The hydrogeological firm of Jeremy Prince and Associates has carried out a borehole location survey. Their report is included in Appendix F to this Report. In this geology a well sited borehole may yield 100 cubic metres a day and so Jeremy Prince and Associates were instructed to locate 12 boreholes, They located 12 borcholes which were located on Fuller Forest land and the properties Don Rovin and Woodlands Estate A. They also identified a further 6 boreholes on the airport site and within the property Don Rovin which were not in use and which could be equipped for use for the airport. It is proposed that permission be obtained from the land owners for the boreholes to be drilled and tested and equipped for the duration of the construction with pumps and pipelines to the airport site, on the basis that at the end of the construction the pumps and pipelines will be removed and the boreholes will revert to the landowners. The owners of Woodlands Estate A and Don Rovin have been contacted by telephone and have indicated their willingness for such an arrangement. If the boreholes are needed for permanent supply to the airport it is suggested that boreholes on Fuller Forest Land be used as it is closer and is Forestry Commission land which is, a parastatal. Arrangements would have to be made for long term purchase of water if boreholes ‘on the private properties were to be used for permanent supply. Scout Wilson’ Neube Burrow Consortium Page 44 Dotayobs\Consulting\B Jobs B101 VFA Ruy & Tuy Design And Constr Supervision Prelim Design report Pre DesReport.doc 6:05:02CCwil Aviation Authority of Zimbaby Preliminary Design Report Victoria Falls Airpon ~ Airside Infrastructure It is recommended that the borehole sites be drilled and all boreholes be tested before tenders are advertised so that tenderers will be able to make an informed judgment regarding the availability of water for construction. B15 Operational Considerations BIS.1 Construction Phasing ‘The new runway and new aprons shall be constructed first. During this period the Instrument Landing System on the existing runway will be relocated to the new runway meaning that there ‘will be non-instrument operations on the existing runway. On completion of the new runway and apron, construction of new taxiways and rehabilitation works on the existing runway will commence. This will be done concurrently with the replacement of the existing apron with @ new concrete slab apron. A detailed construction methodology will be given at the final design stage. B15.2 Contractor's Site Establishment and Access In order to separate construction traffic and airport traffic as much as possible a suitable site for the contractor has been identified south of the new runway, somewhere in the middle of the runway outside the perimeter fence. This site is convenient in respect of being relatively central to new areas of construction and it also gives reduced piping distance for borchole water. Access to the site will be through a gate near the camp site. B16 Tender Documentation It has been the practice in the past to use the Zimbabwe General Conditions of Contract 4" Edition (ZGCC4) for civil engineering projects. This was based on an early version of the FIDIC General Conditions of Contract which have been revised several times since. The National Joint Practice Committee has recommended a move from ZGCC4 to the FIDIC 4* Edition and it is recommended that the contract for Victoria Falls Airport runways, taxiways and aprons be let under these conditions. The reasons to move away from ZGCC4 is that construction contract law has moved on since ZGCC4 was published and for a project of this magnitude, FIDIC 4 is better suited. It is proposed to utilise the format of the World Bank Standard Bidding Documents for Procurement of Works. The advantage of these documents is that they use a bidding format which is open and transparent and is familiar to contractors in Zimbabwe where it has been used for a number of projects under the World bank Urban [I project. The World Bank format also has the advantage that it will be recognised by most donor agencies in the event that donor funding is used. Ivis proposed to specify the works using Standards Association of Zimbabwe Standard 254 which has recently been expanded to cover most of the works included in this project. This is a Page 4 Deta\yobs'Consulting\B Jobs\B101 VFA Ruy & Tuy Design And Constr Supervision\Prelim Design report Prel- DesReport.doc 06.0502Cin Aviation Atuhoriy of Zimbabwe Preliminary Design Report Vietoria Falls Airport ~ Airside Inrastrucrare standardised specification covering most facets of civil engineering construction, including @ standard method of measurement and it is complemented by SAZS 264 which is a Code of Practice for its use. The Engineer drafts project specifications to cover the peculiarities of the individual site and project and where necessary includes particular specifications for areas not covered by SAZS 254. The result is a specification within a uniform system which is understood by contractors and which eliminates the problems associated with contractors having to move between different specification systems. BI7__ Preliminary Cost Estimate ‘The preliminary cost estimates are provided in a separate document. ‘Scoit Wilson’ Neube Burrow Consortium Is Page 16 \Data\jobs\Consultimg’B Jobs\B101 VFA Ruy & Twy Design And Constr. Supervision Prelim. Design report\Prel- DesReportdoc 60502Chil Avtation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Section C Program ‘The preliminary program of works is presented on the next page. A detailed construction program will be produced once the contract is awarded and a detailed construction program is obtained from the contractor. g ‘Scott Wilson’ Neube Burrow Consortium = Page F \\Datajiobs\Consulting\B Jobs\BIOI VFA Ruy & Twry Design And Conse. Superviston\Pretim. Design report Prel- Deskeportdoe 60502ete ERGREEETES iiiCivil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airstde Infrastructure Appendix A Preliminary Design Sketches Soni Wilson’ Neube Burrow Consortium \\Data\obs\Consulting\B.Jobs\B101 VFA Ruey & Twy Design And Constr Supervision\Prelim, Design report Appendices doc 060502OOF=Z678 = LVSEIV NOISIO _ ves on eo sss IM wire SIMGVONIZ JO bacSO Ndd 1018 HAGVERIZ AO ALRIOHLOV NOLLVIAY ‘TIAL Issceceeee REE SSSSseoeswuet KRESS SIN sas (ci_MOHSaHL IV WOS IS¥Ld ONY AYMNN 40 HION) mony 20° Se en rang WII SOUT AVN WOEAT S| PO90 dd }OLe Pry ois Ost "ROA oazsk uot Twas OUID2S” SORT AVMIVI-WOTEAT aman! 20°)SIN "TIvOS. SIWI30 STIS WordALson (ae aoe are] (aac ea bt “TONINOD ONIISIXT TIGNITX ier = hms vor x00"! = §BRE=O vor ii wg6s'ss = H O CIOHSIUHL ANN oo | — ss . OSS (4HOIBH_3A3) weree = 1USMOL TOUINOD TISOdONd [NOdIV -WNOLWNESINT STIVT ViSOTOA CISOdONd SHI ley wzres = H Zt GIOHS3HHI AVANT HERE wee to = H idditdeidtidaecnaeny | (HoH 343)aa cur cur See ena umn ev) WOM OmeCtl Aviation Auhority of Zimbabwe Proliminary Design Report Vieworia Falls Airport — Airside Infrastructure Appendix B Fire Station Calculations ‘Scott Wilson’ Neube Burrow Consortiom \\Dateayobs\Consulting\B Jobs\BIO1 VFA Roey & Twy Design And Constr. Superssion\Prelim. Design reportAppendices doc 06:05/02FIRE TENDER RESPONSE TIMES FOR EXISTING FIRE STATION Data available © Time required to accelerate from rest to 80kmv/h: - 38sec > 6x6 Carmichael fire engine (critical) = 30sec + © 4x4 Carmichael fire engine Reaction time = 208 ICAO requirements - Min 2 to 3 minutes to reach ends of runway © Distance from fire station to Threshold 2910m (greater distance) ¢ = 510+ 2400 (see sketch on page iv) Calculation Acceleration, a = vou final velocity = 80km/h (=22.2mv/s) t u = initial velocity = 0 : ao 35 = 0.634 mis* Distance S, covered during acceleration ~ ‘at? Ya x 0.6349 x 35° 389m (<510m) speed = 10km/h (2.78 m/s) 4 times acceleration rate Assuming that turn ‘And deceleration, a a = 0634x4 = —-2.S4m/s Decelerating distance = ‘Time of deceleratio = o 4 78-2 = 2.54= 6c Distance travelled at constant speed (of 80knm/h) between Fire Station to Runway Junction = 510 ~95.5m~389 = 255m ‘Time taken to cover this distance, ‘Total time taken from Fire Station to Runway Junction = 358+ 7.68 + IIs +20s (delay) = Runway Junetion to Threshold Time to reach 80knv/h from LOkm/h, t Distance travelled in this time = Decelerating distance = ‘Time taken = Distance travelled at constant speed Time taken to cover this distance, T 63.7sec 0.634 30.6se¢ ut + Yat™ 2.78 x 30.6 + ¥4x 0.634 x 30.6 381.9, = 8.7 sec 234 2400 - 381.9-97.0 1921.1, ii+. Time taken from junction to threshold = 30,648.74 86.5 125.8sec ‘Total time taken from Fire Station to (Displayed) Threshold = 63.7 + 125.8 = 189.5see > 180 sec (3 mins) ‘Thus the response time exceeds the [CAO requirement of a maximum 3 minutes.Chil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Appendix C Runway Orientation Calculations Burrow Consortium Seout Wilkow \Datayobs\ Consulting Jobs\B101 VFA Rwy & Twy Design And Constr. Supervision\Prelim. Design report Appendices doc 06,0502Civil Aviation Authority of Zimbabwe Preliminary Design Report Fictoria Fails Airport ~ Airside Infrastructure Runway Orientation 110.32° (yr 2000) (yr 1980) Annual change of magnetic declination = 10! eastwards Change of declination from 1980 to 2000 = 20x 10' = 200! = Orientation in 2000 Angle measured from MN in 2000 =6.4° + 110.32" 16.72 (@) Designation will change if @ falls below 115° AO = 116.72" ~ 114.999 = 1.73° = 103.8) At 101 declination/year time through which A@ occurs = 103.8'/10! = 10.38 years = LOyears 4.§ months ‘Thus in mid April 2011 the runway designation will change to 11 ~ 29. Scou Wilson’ Neue Burrow Consortium \\Date yobs Consulting B Jobs\BIO! VFA Rwy dt Tw Design And Consir Supervision\Prelim Design report Appendix C doc 60502Civil Aviation Authority of Zimbabire Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Appendix D Pavement Design Charts ‘Seorr Wilson’ Neube Burrow Consortium \Wawyobs\Conulang\B JobsB101 VEA Rwy & Twy Design And Contr Superson Prelim. Design report ppendces dc 06/03/02 EeDI AC 150/5320-6D CBR 3 4-46. 62920.010) 15 20 30 40 re on ° y I i TT ATTEN YT B—747-100, SR, ji] CONTACT AREA DUAL SPACING ll y 1,200 8,06 ,000 15,d00ftiit T 25,000, THICKNESS HOT MIX i ASPHALT SURFACES 5-IN. CRITICAL AREAS 4X, NONCRITICAL AREAS f t 3 4 § 6 7 8-910 15-20 30 40 50 0783 THICKNESS, IN. -100,SR, 200 B, C, F FIGURE 3-7 FLEXIBLE PAVEMENT DESIGN CURVES, B-7:277098 b? (mm) 120 140 160 180 200 220 240 280 280 300 : a ct o K ON TOP OF SUBBASE LB/IN® 100 | | 90 | r oe 70 r i rae { 50 o7s3 4 5 te 8 DeOe 18: mm OF SUBBASE, INCHES FIGURE 3-16 EFFECT OF STABILIZED SUBBASE ON SUBGRADE MODULUS 200 = we) a ie a = (MN/m? )b3 THI9s /5320-6D ACL MI/N @e2'O = Jod 7 BATES TE ‘SSENMOIHL @vIS ul 34 yoyo = aT umn yg = AANND NOISAC LNAWIAY 0840 AS ae SS 00S FOSS: § 009 -+0S9 POOL o00'sT ooo'sz STuNLUVdaid TVONNV 000'0 oo0'e o02't i Leste | | | OGL + 008 i Errore L | | OSB 300 006 ‘NL Q9 = SNIOVdS NL YY = NE "DS OFZ = ‘d 002 ‘AS “0OT-2vi-€ ‘pNiovds ‘Ivnd VAaV JLOVINOD sd "HLONGSLS TWENXH1d FLEYONOOChu Aviation Authority of Zimbabwe Preliminary Design Report Vietoria Falls Airport ~ Airside Infrastructure Appendix E Table for ACN Determination Scott Wilson’ Neube Burrow Consortium \\Datayobs\Consulung’B Jobs\BIOI VFA Ruy & Tuy Design And Consir. Supervision\Prelim. Design report Appendices doc a60si2(0 Mpuody 60g 106 oun una ay Usa fem pee ie vor : Cor a. co» wowwia er = eae owe wpm 4 ia oo wea vo sa ea. sa eva oe a vee ow wea onan (a a meen or traf ew | ___aserea Lae __aswea wa ve ws woorea peat ae ue }}_ 800)sehe8} [sel wa ve |v vee vorea a ‘ z 1 ubisag ed 6 alesse fae 007 oy | wnipay | yoy ood, eas oa | ann nee na sen cory ne 4G9~SIAVHOANS LNAWAAVE FEIKT t i t t 1 t t t t t C t t t t rahe tCivil Aviation Authority of Zimbabwe Preliminary Design Report Victoria Falls Airport ~ Airside Infrastructure Appendix F Borehole Location ReportJEREMY PRINCE & ASSOCHATES cry ua Ua WATER WELL HYDROGEOLOGICAL CONSULTANTS: 19 SMIT CRESCENT, EASTLEA P 0 BOX HG 36, HIGHLANDS, HARARE, ZIMBABWE ‘TELJFAX: 747382/747928(787722 CUBE BURROW (PVT) TD | : | coe ne Sue " Tem. 1 T yo M 2002 21 MAR 2002 L | 20" March, = i eet i Aaeane comme Bienes iS | HARARE i a fl ATTENTION: Eng. P. Morris Dear Sir, AN ASSESSMENT OF GROUND WATER POTENTIAL FOR THE PROPOSED a ‘UP-GRADE OF THE VICTORIA FALLS AIRPORT 1.0 INTRODUCTION The Civil Aviation Authority of Zimbabwe (CAAZ) is proposing to up-grade the Victoria Falls Airport. Eng. P. Morris of the Scott Wilson/Ncube Burrow Consortium who are the main consultant on the project invited Jeremy Prince and Associates to carry out an . assessment of ground water potential close to the airport for the supply of ground water for construction purposes. At least 1200 cubic metres of water per day is required for this purpose and it is thought that such an amount could be supplied from about 12 boreholes, a each yielding about 4.2 cubic metres per hour (100 cubic metres per day). Since the deep sand cap under the airport prevents location of the joint systems in the underlying rock where enhanced ground water supplies are found, it was agreed that the geophysical - investigations should concentrate on the lower areas nearer to the railway to the south and west of the airport, where the basaltic bedrock is exposed. Some of the best possible areas are on private properties namely - Fuller Forest Land owned by Forestry Commission, Don Rovin owned by Mr. John Caracellos, and n Woodland Estate A owned by Mr. Cummings.Figure 1 shows the location of these properties. ‘An agreement was reached between the Airport Authorities and the landowners for permission to locate and drill boreholes on their properties, on the basis that the contractor will equip them with pumps and temporary pipelines. This equipment will be removed when the airport works are complete, after which the boreholes will revert to the landowners. In order to complete the required ground water assessment Jeremy Prince and Associates proposed to undertake the following work:- () An aerial photograph interpretation covering parts of the three properties (i) Identification of suitable targets for detailed ground water investigation (which follows from step 1 above) (ii) A hydro-audit of existing water sources close to the investigated areas. (iv) Geophysical surveys and hydrogeological investigations leading to the isolation of potential borehole sites. (v) Comprehensive reporting on the field activities and the results of the overall hydrogeological study. Jeremy Prince and Associates deployed a geophysical team under hydrogeologist, Mr. C Ziupfa to the project area where they liaised with the Airport Manager, Mr. J, Ndlovu who handed over responsibility to Mr. Dube of CAAZ. The field work was completed in the period 26" February to 3"* March 2002. Since the work was completed on a Sunday the administrative staff were off duty and we were unable to show either Mr. Ndlowu or Mr. Dube the pegged sites. The lady on the Information Desk and the security guard on duty on that day were not co-operative and failed to delegate someone from the airport staff to go with us to show the sites However the sites were shown to Mehluli Moyo one of the casual labourers we employed during the investigation, He is the son of Philip Moyo who is employed at the Airport as a guard under Fawcett Security. We also showed the sites to Mr. Cleanwell Neube, who is the Headman of Don Rovin Farm, which is under a ‘Fast Track’ resettlement programme. He resides at Plot No. 11