1.

0 Work Methodology

Construction, operational requirements, asphalt plants and machinery are described next for the proposed
solution.

1.1. Construction and Operational Requirements.

Proposed solution makes it possible to execute DBCF base course, to use it as a surface course and to
extend after base curing the definitive surface course. In this case, the steps to follow are:

First Journey:

1. Milling to design depth.

2. Sweeping of the resultant surface after milling
3. Crack Sealing.

4. Prime/Tack Coat depending of the foundation. As investigated will be Prime Coat in all cases.
5. Base course construction (Tack Coat between all base course layers)
6. Temporary Paint.

After DBCF curing, during other Journey:

1. Removal of border lighting (depending of the final solution)

2. Milling of runway/taxiway shoulders (depending of the final solution)
3. Execution of surface course 60 m width.
4. Final Painting

Because of operational restrictions, after a working day Runway must be operative with no restrictions
including painting and lighting, and no excavated zones for subsurface drainage construction can be open
at the time of Airport operation.

DBCF can be operative as Surface Course not more than 4 months in order to maintain friction and
texture characteristics. Anyway during the term in which DBCF are used as Surface Course, Asphalt mix
evolution must be followed.

1.2. Asphalt Plants and Machinery.

1.2.1. Asphalt Plants.

Two (2) asphalt mixes are considered. As will be indicated in point production capacity of Asphalt Plants
must be at least 200 tones considering both plants capacity.

Simultaneously, asphalt plants, will produce only one mix, first base course and when total reconstruction
area is finished with base course both asphalt plants will be dedicated to surface course mix production.

Each plant can actuate as reserve in this case. Third asphalt Plant is desired but not necessary.
1.2.2. Equipment

Main types of equipment requirements are described next:

- Lighting towers and current generator.

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- 2 no of Milling machines Wirtgen 2000 or equivalent, capable for 2.2 meters milling width and 32 cm
depth.
- 1 no of Milling machine Wirtgen 100 or equivalent, capable for 1 meter milling width and 32 cm depth.
This milling machine will be used for specific works in shoulders, and other details and can actuate as
reserve milling machine in case of failure of the big ones.
- 3 no of Mechanical sweepers.
- 2 Teams with cisterns for Crack Sealing.
- 2 Teams with Prime/Tack Coat cisterns.
- 2 Asphalt extension teams formed by:

o One Paver (minimum 5 meters wide).

o One Metallic Roller.
o One Pneumatic Roller plus one in reserve.

1.3. Construction Methodology Base Course.

Pavement structure for each stretch in runway and taxiway are indicated in paragraph 4.3. Proposed
Asphalt Mixes paving limitations are described in Technical Specifications but assuming:

- DBCF (Base Course): thickness to be extended in one layer will be between 6 and 12 cm.
- DSCF (Surface course): thickness to be extended in one layer will be between 3 and 5 cm.

1.3.1. Lighting dismounting

During milling works in the central area of runway/taxiway, all the procedure of dismounting and
preparing new connections for affected lights can be done.

Three cases of lights dismounting are considered:

- Elevated edge lights in runway and taxiway affected by pavement reconstruction:

o Light and base plate dismounting

o Light disconnection without connector damage.

o Light and base plate cleaning and damaged parts substitution if necessary. Workforce for this
activity is included, not necessary spare parts.

o Screws of base plate will be unscrewed and light unit will be recovered taking care not to
damage lens or light.

- Inset threshold/end lights in runway affected by pavement reconstruction.

o The scope of work is inset light dismounting previous to milling works including base box and
filling of base box hole with Hot Mix Asphalt.

o Light dismounting

o Light disconnection without connector damage.

o Light cleaning and damaged parts substitution if necessary. Workforce for this activity is
included, not necessary spare parts.

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 o Union screws between base box and light will be unscrewed and light unit will be recovered
taking care not to damage lens or light.

o A square with dimensions of 10 cm bigger than base box diameter will be overhaul, then
pavement will be cut as indicated in 01 03 Specification and then pavement and base box will be
demolished.

o Once demolition is complete milling works will start, filling remaining depth if necessary with
Base Course Asphalt Mix by manual methods shall be executed.

- Wingbar lights affected by subsurface drainage reconstruction. Same case than edge lights but including
transformer dismounting.

If necessary, secondary cable will be recovered by manual methods in order to avoid cover damage or
damage during paving works.

1.3.2. Pavement Milling.

Milling consists in necessary operations to excavate the calculated thickness of flexible pavement as
indicated in drawings.

- Milling team will be formed by at least two milling machines with horizontal shaft milling rotor, capable
to mill up to 32 cm depth. Milling rotor will have width milling capacity of 2 meters.

- Milling machines will be equipped with automatic control system to ensure specified milling depth.

- Milling machines will be equipped with a system to avoid block material elimination.

Milling machine performance is better milling less depth in two runs than total depth in one run.
Depending of the stretch to be rehabilitated best performance option shall be chosen. For example, to mill
30 cm depth in the 20 central meters, milling will be executed in two runs of 15 cm depth. As a fact,
speed milling to 30 cm depth is 2 meters/minute, when speed milling to 15 cm depth goes to 10 m/min
(Considering Specifications from milling machine)

In the rest of width milling will be executed in one run.

1.3.3. Sweeping

Once reached the milling depth mechanical sweeping must be done over the whole surface.
1.3.4. Crack Sealing

Swept areas are ready for crack sealing procedure.

- Machinery
o Thermo- pneumatic spear (Jet – Blast)

Spear will be able to blast compressed air that will be applied with Jet – Blaster with air temperature of
170ºC to prepare cracks eliminating debris and any other particle.

This system will also preheat damaged surface previously to sealing material setting.
o Sealing material equipment

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 o Sealing material equipment will be self – propelled. Will be equipped with a boiler heated by
an oil-bath indirect system. Also will have a continuous mixing device to have sealing material
in continuous movement, being temperature homogeneous and controlling also oil temperature.

o Sealing material won’t be above 190ºC so equipment will have a control system to avoid
overcome that temperature.

Sealing procedure.

o Crack will be blasted with Jet Blast to eliminate any debris inside crack and to heat surface up
to 120 ºC.
o Sealing material will be set just after blasting.

o Weather limitations: crack sealing will be stopped when pavement is wet or when ambient
temperature is lower than 5ºC

1.3.5. Tack Coat.

Tack coat will be spread at the rate of 1 Kg/m2 in those areas where crack sealing is done or where crack
sealing is not necessary, including shoulders when milling is finished and all cuttings from milling have
been removed and surface cleaned.

1.3.6. DBCF Discontinuous Base Course with fibres.

After application of prime/tack coat (depending on the foundation material is aggregate or Asphalt mix),
the first DBCF run can be spread. After first base course layer, tack coat will be applied at 1 Kg/m2 rate.
Repeat tack coat operation between asphalt layers or asphalt runs.

DBCF will be compacted with metallic roller. Once the asphalt mix temperature is under 60ºC, pneumatic
roller shall be used for final compaction and bitumen rests cleaning.

1.3.7. Clearing for Secondary Cable in Flexible Pavement. Secondary Cable and light mounting.

After DBCF construction and cooling, clearing for lighting secondary cable shall be done:

- Pavement clearing will be executed by mechanical sawing machine with disc of adequate
material and diameter to pavement composition.

- Previous to cut, overhaul will be done and marked with paint.

- Clearing will be straight and clearing walls will be perpendicular to pavement surface.

- Clearing thickness and depth will be according to drawings.

- After cut clearing must be cleaned by air blowing and dried by heater for water elimination.

- Cable will be installed at the clearing bottom, and no connection between cables will be allowed
inside clearings. Connections will be done under light plate and in transformer manhole.

- Once cable is installed, a polyethylene wire must be installed with a diameter according to
clearing width.
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 - Finally clearing will be sealed with an adequate and waterproof silicon or resin for this propose and
light installed.

1.3.8. Daily Wedges.

At the end of each working day, Asphalt mix wedges will be constructed in order to overlap new paved
area and existing pavement. Detail of this wedges are showed in drawings.

The wedge will be eliminated by milling at the beginning of the next journey.

1.3.9. Temporary painting.

If necessary, temporary paint shall be executed with the minimum dose. Now Runway/Taxiway can be
operative accomplishing with stiffness, texture and friction requirements.

1.3.10. Subsurface Drainage.

Each day in parallel with pavement reconstruction, Subsurface Drainage will be constructed following
Construction Method and indications of Technical Specifications.

In drawings are shown pipes distribution and longitudinal profiles of each section that must be followed
to permit optimum water flow to existing drainage system.

Subsurface Drainage is calculated and justified in point 8 of present report and in Appendix 12.

1.4. Construction Methodology. Surface Course.

Once base course is constructed and cured on the whole construction area, the construction of surface
course will be carried out.

Using PMB, fibres and with proposed thickness of 3.5 cm of surface course, surface course will be ready
for operation after the workday.

The compaction will be done with metallic roller. Pneumatic roller will be used when surface course mix
is under 60ºC for final compaction and clean bitumen rests.

- For surface course construction it will be necessary to dismount affected lighting, as described for base
course.

- Before Surface Course execution, pavement marking provided after base course construction must be
removed.

o For marking elimination, no destructive methods such blasting will be used.

o If sand or any other material is used, after blasting surface will be cleaned before tack coat
spreading

1.5. Friction and IRI (International and Regularity Index) to obtain

Friction coefficient of surface courses is indicated in ICAO Annex 14 as shows the next table:

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 International Regularity index (IRI) to obtain in surface courses is:

2. Technology.
In Appendix 11 are attached technical specifications of milling machines, pavers and Asphalt plants
proposed to accomplish pavement reconstruction.

3. Daily Construction Schedule. Estimated work program

3.1. Machines performance. Typical daily work.

- Asphalt plants: 80 T/hour or 120 T/hour depending of option.

- Milling machine wirtgen 250 or equivalent. Milling speed of 15 m/min (milling machine
performance extracted from his technical specifications in one run) considering 15 cm depth, two
meters wide
- Paver with capacity to pave from 2 to 9 meters wide, and performance of 250 T/hour in base and
binder courses, and 200 T/hour for surface courses paving 5 m wide.
- Available working time: from 23:30 to 05:30, considering first flight operating at 06:00. Total
working hours: 6 per day.
- At 00:00 starts milling works.
- At 00:45 starts paving works
- 4 hours for paving, but for security and possible problems consider 3 hours and half.
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 - At 04:45, paving must be completed. Rest of time for curing, painting, lighting and cleaning.

3.2. Limiting Factor. Asphalt Plants production.

As different machinery will have different performances, to calculate daily construction schedule
equipment limiting construction must be indicated.
To calculate limiting factor the most critical section has been considered, that is between Ch. 2+000 and
3+050 that involves 30 cm milling in the 20 central meters, 11 cm milling in the rest of the pavement
width with, and 3-4 cm milling and overlaying in runway shoulders.

As shown next, limiting factor is Asphalt Plants production that permits 50 m paving for indicated section
as shown in the next table:

3.3. Work Program. Runway.

Working days for Runway Rehabilitation are showed for each stretch in the next table:

*For working days calculation, is estimated that Asphalt Plants are working at 85% capacity.

** Are not included rest days.

3.4. Work Program. Taxiway.
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Working days for Taxiway Rehabilitation are showed for each stretch in the next table:

(1) Performance for excavation works is estimated in 160 m3 per day.

(2) Performance for lime stabilization is estimated in 1200 m2 per day plus 4 days for curing.
(3) Performance for subbase compaction is estimated in 1200 m2 per day
(4) Performance for CTB or Crushed Aggregate Base Course execution is estimated in 200 m2 per day
(5) Performance for DBCF is considered to be 6 hours daily production at 85% Asphalt plants capacity,
except Ch. 0+000-0+400, where is considered 3.5 hours daily asphalt production.
(6) Performance for DSCF is considered to be 3.5 hours daily production at 85% Asphalt plants capacity.
(7) Are nor included rest days

4. Drainage improvement.
4.1. Drainage elements. Calculation and evaluation.

New necessary drainage elements are defined under this section. Also, capacity and condition of the
actual drainage system has been evaluated, proposing improvements in the necessary cases.

4.1.1. Evaluation of the existing surface drainage.

Currently, TIA has a surface drainage system consisting in gutters that have continuity under paved areas
(runway, taxiway and roads) by mean of rectangular section buried gutters.

Also, the actual subsurface draining system carries water to these existing gutters.

Water collected by gutters is poured out of the Airport limits thru 6 outlet points disposed in the Airport
perimeter.

In Drawings volume, are attached drawings, where existing surface drainage elements are represented.

The resume of these main elements are showed in the next table:

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4.1.2. Proposed improvements of Surface Drainage.
- MAINTENACE: cut existing vegetation in the unpaved areas. Removal of vegetation from gutters and
paved areas.
- RUNWAY AND TAXIWAY STRIPS LEVELING: as indicated in Key Findings of Topographical
Survey, areas close to runway and taxiway areas shall be levelled to accomplish wit ICAO standards. This
way, excessively depressed areas beside runway and taxiway shoulders will not accumulate water as the
actually do.
- CONCRETE COATING OF BRICK GUTTERS: some of the evaluated gutters are built with brick
surface. It is proposed to coat these gutters by a 5 to 10 cm concrete coat with distributing reinforcement
mesh to prevent concrete retraction cracking

4.1.3. Evaluation of the existing subsurface drainage system.

Humidity affects to the properties and behaviour of the materials that form the pavement structure.
Subsurface drains shall reduce or eliminate water from pavement structure.

Water excess combined with Aircraft stresses, may cause with time the pavement failure.

From the collected data, we conclude that water infiltrates from upper layers to the pavement structure.
The existing subsurface drainage system consists in trenches filled with drain material and porous
concrete pipes of 100 mm diameter that carries water to existing gutters.

We consider that this system, built in the 70s is not working; hence it is proposed building a
new/complementary subsurface drainage system.

4.1.4. New subsurface drainage system.

Best location for subsurface draining, is under the runway and taxiway shoulders but, actuation in this
area affects to Airport operation because this action means to demolish the actual runway and taxiway
shoulders that can’t be reconstructed in one journey following the pavement reconstruction performances.

So, it is we propose to build a new scheme of subsurface drains, out of runway and taxiway shoulders,
consisting in longitudinal drain trenches to a depth down the sub base course (where possible), with
grooved or perforated PVC Pipes to improve the draining capacity and carry subsurface water to surface
draining gutters.

It is we recommend the use of PVC pipes because of the better construction performance on all pipe
joints compared with High Density Polyethylene.

Once evaluated the elevation of surface drainage elements, and the topography of the affected area, we
propose to build a new subsurface drainage system consisting in drain trenches, and PCV pipes of 200
mm diameter with minimum longitudinal slopes of 1%.

4.1.5. Subsurface Drainage. Works Description

Subsurface drains will consist of:

a) Subsurface Drain Stretch: SSDXX (XX is key of SSD as indicated in drawings) comprising perforated
PVC pipes laid in trench filled with filter materials. The pipes and trench shall be covered with geotextile
as shown in Drawings. Pipes to be used will be in all cases 200 mm diameter PVC pipes.

b) Reinforced concrete in Connection Boxes as shown on Drawings that are situated in slope changes and
direction changes of SSD pipe.
c) Outlet comprising structures, junctions, channels and protection work as shown on Drawings.
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Drawings define each subsurface drain (SSD) stretch, situation of connection boxes with variable height
depending of SSD depth that is defined also in longitudinal sections of SSD in drawings.

4.1.5.1. Construction of PVC subsurface drain pipe.

a) Trench for PVC sub-surface drain shall be excavated in the embankment fill or ground to the
specified lines, grades and dimensions as shown on the Drawings (generally 0.5. In case of
excavation in the ground, unsuitable material encountered at the bed of trench shall be moved to
such depth as instructed by the Engineer and backfilled with approved material. Wherever
required or instructed by the Engineer, the Contractor shall provide trench struts and shoring as
per approved design, and shall execute in a manner to resist the earth pressure and in order to
protect labour and work.

General section – outlet of new SSD

b) The bottom of trench excavated shall be levelled uniformly and compacted with proper equipment
to 93% MDD. Before installation of bedding aggregate or filter material, such area shall be inspected
by the Engineer.
c) The sides of trench shall be covered with geotextile. Surfaces receiving filter fabric shall be free of
loose or extraneous material and sharp objects. Adjacent rolls of the fabric shall be overlapped to a
minimum width 300 mm. The preceding roll shall overlap the following roll in the direction the
material is being spread.
d) PCV drain pipes shall be provided with perforations. The perforation shall be in a staggered pattern
uniformly distributed on perimeter surface covering to maximum two third of diameter of the pipe.
The Engineer might adjust these specifications according to the site conditions. The perforation shall
be clear and without any blemish.

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 e) The perforated PVC pipes shall be covered with geotextile and tied with binding wires as approved
by the Engineer.
f) Before placing the pipe, filter material shall be provided over the full width of the trench bed and
levelled. The pipes shall be laid over the bed layer of filter material layer to the required line and
level. Staking/spacer pegs will be provided to ensure proper horizontal and vertical alignment of the
pipe line. Installation of pipe in the trench shall be started at the outlet end and proceed towards the
upper end, true to the lines and grades specified.
g) Pipes may be jointed with angles to fit the requirements of the terrain, but angles shall not exceed
the maximum specified by the manufacturer. The joints shall be watertight and will be done with
specific PVC pieces and glues. The method of jointing shall be approved by the Engineer prior to
starting the works.
h) After completion of pipe laying work, the remaining space between pipes and trench shall be filled
with approved filter materials. The top surface of the trench will be levelled to the required grade and
then covered with geotextile.

4.1.5.2. Connection boxes and Outlets.

a) The construction of connection boxes and outlets shall be as shown in Drawings or as directed
by the Engineer. The layout of these structures might be amended by the Engineer based on site
condition.
b) The materials, construction and quality control for these works shall confirm with the
respective technical specifications.

4.2. International Apron Drainage – Interface with Parallel Taxiway

Current International Apron, due to incorrect transverse slopes in some areas, does not drain out
adequately to the existing apron drainage system (longitudinal caz).

This situation leads to the accumulation of water in some areas at the intersection between the
International Apron and the Parallel Taxiway.

New necessary drainage elements along parallel taxiway-international apron interface are defined under
this section to resolve the current problems of ponding.

Calculations have been done for circular channels considering 100% of the contribution of the basins.

The slopes considered in the calculations are the same as of the existing slotted drain of the international
apron. These slopes are 0.5% between sections A and C and 1% between sections C and D.

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In the next figure is represented the considered basins and the new drainage elements:

a) Depending on the dimensions obtained for the circular channels of each section, a slotted drain of
800 mm of diameter has been considered for the section between A and D. Only one discharge at
section D is necessary to make.

This slotted drain is shown in drawings and in the next figure:

b) New outlet drain between sections D and F

New necessary outlet drain is defined under this section.

Calculations have been done for circular channels considering 100% of the contribution of the basins.
The slope considered in the calculations is 1.5% between sections D and F.

The discharge of the new outlet drain is on the hill slope of the existing ground. To prevent the soil being
washed away during the discharge, a reinforced concrete downspout will be done.
In the next figures is represented the new outlet drain:

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