A

Report On

Airport Planning and Pavement Design: A Case Study of Greenfield

International Airport at Mopa, Goa

By

A. Shashank - 2017H1300042H

Surya Prakash Mahapatra – 2017H1300088P

At

GMR Goa International Airport Ltd.

A Practice School-II

station of

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE, PILANI

(June, 2019)
 A

Report On

Airport Planning and Pavement Design: A Case Study of Greenfield International

Airport at Mopa, Goa

By

A. Shashank 2017H1300042H M.E. Transportation Engineering

Surya Prakash Mahapatra 2017H1300088P M.E. Transportation Engineering

Prepared in partial fulfilment

of the Practice School-II
Course

At

GMR Goa International Airport Ltd.

A Practice School-II

station of

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE, PILANI

(June, 2019)
 ACKNOWLEDGEMENT

It is our privilege to acknowledge our indebtedness and deep sense of gratitude to our
esteemed guide Shri. M. L. N. B. Prasad (Chief Development Officer) whose regular
guidance and constant support has helped us to understand different aspects of the project.

We are very much grateful to Mr. Krishnalal M (AGM – Design), Mr. Litesh Krishnan
(Manager – Planning), Mr. Ravi Chandra Reddy (AGM-Planning), Mr. Pinjala Brahmaiah
(GM – QA/QC), Mr. Govardhana Giri (GM – ALS), Mr. Milind Deshmankar (Head –
Finishes), Mr. David Mithra (GM - PTB), Mr. Hemant Apte (Head – MEP)) and Mr.
Chittaranjan Mahali (AGM – HSE) for their constant guidance and encouragement in
learning various engineering aspects related to the project.

We express our thankfulness to the GADL (GMR Airport Developer Limited) Team,
GGIAL (GMR Goa International Airport Limited) Team and Megawide DMCC Team
who directly or indirectly helped us during our Practice School period.

We are also very much thankful to Prof. M K Hamirwasia (Faculty Incharge) for providing
us a platform and constant guidance for successful completion of Practice School.

A. Shashank

Surya Prakash Mahapatra

i
 BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE PILANI (RAJASTHAN)

Practice School Division

Station: GMR Goa International Airport Ltd. Centre: Goa

Duration: 6 Months Date of Start: 7th January, 2019

Title of the Project: Airport Planning and Pavement Design: A Case Study of Greenfield
International Airport at Mopa, Goa

Name of the student(s) ID. Number Discipline

A. Shashank 2017H1300042H M.E. Transportation Engineering
Surya Prakash Mahapatra 2017H1300088P M.E. Transportation Engineering

Name of the expert(s) Designation

Mr. M. L. N. B. Prasad Chief Development Officer
Mr. Pinjala Brahmaiah General Manager – QA & QC

Name of the PS Faculty: Prof. M. K. Hamirwasia

Project Areas: Design, Planning and Construction Monitoring in Airport project

ABSTRACT: The Government of Goa has proposed a new airport located near the village
Mopa in the North of the state which is being developed under a Public-Private Partnership
(PPP) model in accordance with Greenfield Airport Policy of the Ministry of Civil Aviation
(MoCA). GMR Airport Limited, a subsidiary of GMR Infrastructure Ltd. is responsible for the
development and operation of the Greenfield Airport under DBFOT model. This report is a
case study of the proposed airport which mainly focuses on geometric and structural design of
airport pavements including Airfield Pavements and Airside & Landside Road Pavements. The
geometric design includes both horizontal and vertical features of the pavements, determination
of actual runway length and; optimal number and location of RETs as per ICAO standards. The
structural design and ACN-PCN analysis of runway (as transversely varying keel section),
taxiway and apron pavements are done in accordance with FAA advisory circular. This report
also includes site description of the proposed airport, traffic forecasts and projections, and the
master planning process along with the overview of project planning and scheduling of various
activities involved in the development of the airport.
Key Words: Runway, Taxiway, Apron, RET, FAARFIELD, PCN, COMFAA, IITPAVE

Signature of Student Signature of PS Faculty

Date Date

ii
 TABLE OF CONTENTS
ACKNOWLEDGEMENT ........................................................................................................ i
ABSTRACT .............................................................................................................................. ii
LIST OF FIGURES ................................................................................................................. v
LIST OF TABLES .................................................................................................................. vi
CHAPTER 1: INTRODUCTION ........................................................................................... 1
1.1 General ............................................................................................................................. 1
1.2 Aviation in India............................................................................................................... 1
CHAPTER 2: AIRPORT ........................................................................................................ 2
2.1 Airport Terminologies ...................................................................................................... 2
2.2 Elements of Airport .......................................................................................................... 3
2.3 Classification of Airports ................................................................................................. 8
CHAPTER 3: AVIATION IN GOA ....................................................................................... 9
3.1 General ............................................................................................................................. 9
3.1 Existing Airport Overview ............................................................................................... 9
3.2 Need for New Airport .................................................................................................... 10
3.3 Proposed Airport at Mopa .............................................................................................. 11
CHAPTER 4: STUDY OF AIRPORT (MOPA) MASTERPLAN .................................... 13
4.1 Guidelines for Masterplan preparation ........................................................................... 13
4.2 Site for the airport .......................................................................................................... 13
4.3 Development of the Greenfield Airport at Mopa, Goa .................................................. 14
4.3.1 Airside ..................................................................................................................... 14
4.3.2 Landside................................................................................................................... 21
4.4 Maintenance Requirements ............................................................................................ 22
CHAPTER 5: PROJECT PLANNING AND SCHEDULING .......................................... 23
5.1 General ........................................................................................................................... 23
5.2 Project Scheduling, Review and Tracking ..................................................................... 24
5.2.1 Project Schedule Development ................................................................................ 24
5.2.2 Project Issue Management Process.......................................................................... 26
5.2.3 Project Review and Tracking .................................................................................. 26
5.3 Project milestones and completion schedule .................................................................. 27
5.4 Contractual Milestones (CM) ......................................................................................... 28

iii
CHAPTER 6: DESIGN OF AIRFIELD PAVEMENTS .................................................... 29
6.1 General ........................................................................................................................... 29
6.2 Geotechnical Investigation ............................................................................................. 29
6.3 Aircraft Traffic Estimation ............................................................................................. 30
6.3.1 Traffic Estimation Methodology ............................................................................. 30
6.3.2 Air Traffic Information ............................................................................................ 30
6.3.3 Design Traffic .......................................................................................................... 33
6.4 Keel Section Pavement................................................................................................... 36
6.5 Structural Design of Airfield pavements ........................................................................ 37
6.5.1 Pavement Design Using FAARFIELD.................................................................... 37
6.5.2 Flexible Pavement Design ....................................................................................... 40
6.5.3 Rigid Pavement Design ........................................................................................... 43
6.6 ACN-PCN Analysis ....................................................................................................... 45
6.6.1 Determination of PCN Value using COMFAA ....................................................... 45
6.6.2 Reporting the PCN Value ........................................................................................ 48
CHAPTER 7: DESIGN OF LANDSIDE AND AIRSIDE ROAD PAVEMENTS ........... 50
7.1 General ........................................................................................................................... 50
7.2 Pavement Types and Materials ...................................................................................... 50
7.3 Geotechnical Investigations ........................................................................................... 50
7.4 Design Traffic ................................................................................................................ 51
7.5 Structural Design of Landside and Airside Road Pavements ........................................ 51
CHAPTER 8: PRE-MONSOON PROTECTIVE WORKS .............................................. 53
8.1 Methodology for Construction of Sedimentary Bunds .................................................. 53
8.2 Methodology for Protection of Stock Piles Toe ............................................................. 55
DISCUSSION AND CONCLUSION ................................................................................... 56
APPENDIX-A ......................................................................................................................... 57
APPENDIX-B ......................................................................................................................... 58
APPENDIX-C ......................................................................................................................... 60
APPENDIX-D ......................................................................................................................... 63
APPENDIX-E ......................................................................................................................... 64
APPENDIX-F ......................................................................................................................... 65
APPENDIX-G ........................................................................................................................ 66
REFERENCES ....................................................................................................................... 67

iv
 LIST OF FIGURES
Figure 1: Elements of Runway .................................................................................................. 4
Figure 2: Types of Runways ...................................................................................................... 5
Figure 3: Elements of PTB ........................................................................................................ 7
Figure 4: Location Overview ................................................................................................... 11
Figure 5: Project Features ........................................................................................................ 12
Figure 6: Proposed Airport Site and Accessibility .................................................................. 14
Figure 7: Rendered Image of Phase-1 Development ............................................................... 22
Figure 8: Typical Work Breakdown Structure......................................................................... 25
Figure 9: WBS for Mopa Airport Project ................................................................................ 25
Figure 10: WBS for Taxiway (Primavera Snapshot) ............................................................... 26
Figure 11: Overview of Project Scheduling, Review and Tracking ........................................ 27
Figure 12: Artistic Impression of PTB and ATC Structures.................................................... 28
Figure 13: Concept of Layered Elastic Design Theory ........................................................... 29
Figure 14: Taxiway Utilization Model for Code C Aircrafts Arrivals at Runway 09 End ...... 35
Figure 15: An example representing maximum load repetitions in Central Portion ............... 36
Figure 16: A typical Keel Section - (a) Sectional View (b) Plan View ................................... 37
Figure 17: Overview of FAARFIELD Program ...................................................................... 38
Figure 18: FAARFIELD Flexible Pavement Design - Step 1 ................................................. 42
Figure 19: FAARFIELD Flexible Pavement Design - Step 1a, 1b, 1c .................................... 42
Figure 20: FAARFIELD Flexible Design Steps 2-5................................................................ 43
Figure 21: COMFAA Support Spreadsheet for Computing Equivalent Thickness ................. 47
Figure 22: Operation of the COMFAA Program in PCN Mode.............................................. 47
Figure 23: Critical strain locations in flexible pavement ......................................................... 51
Figure 24: Typical Bund Section Details ................................................................................. 54
Figure 25: Construction of Bunds ............................................................................................ 54
Figure 26: Use of Geo-grid in Bunds ....................................................................................... 55
Figure 27: Protection of Stock Piles Toe ................................................................................. 55
Figure 28: Screenshot of FAARFIELD Flexible Pavement Design Output ............................ 59
Figure 29: Screenshot of FAARFIELD Rigid Pavement Design Output-1 ............................. 61
Figure 30: Screenshot of FAARFIELD Rigid Pavement Design Output-2 ............................. 62
Figure 31: Screenshot of PCN Worksheet in COMFAA Support Spreadsheet for Computing
Equivalent Thickness for the designed Flexible Runway Pavement ....................................... 63
Figure 32: COMFAA output for Flexible Runway Pavement ................................................. 63
Figure 33: Screenshot of PCN Worksheet in COMFAA Support Spreadsheet for Computing
Equivalent Thickness for the designed Rigid Pavement.......................................................... 64
Figure 34: COMFAA output for Rigid Runway Pavement ..................................................... 64
Figure 35: Screenshot of IITPAVE Output for Design of Loop Roads ................................... 65

v
 LIST OF TABLES
Table 1: Aerodrome Reference Code (ICAO- Annex 14) ......................................................... 8
Table 2: SWOT Analysis of Existing Airport.......................................................................... 10
Table 3: Phase-wise Development ........................................................................................... 13
Table 4: Specification for width of Runway (ICAO- Annex 14) ............................................ 17
Table 5: Specifications for Runway Geometric Elements (ICAO- Annex 14) ....................... 17
Table 6: Specification for width of Taxiway (ICAO- Annex 14) ............................................ 18
Table 7: Specifications for Taxiway Geometric Elements (ICAO- Annex 14) ....................... 18
Table 8: Design Basis for RETs............................................................................................... 19
Table 9: Recommendation for Clearance Distances on aircraft stands ................................... 20
Table 10: Specifications for Apron Geometric Elements (AC 150/5300-13A) ...................... 20
Table 11: Levels of Project Schedule Development ................................................................ 24
Table 12: Standard Weightages for different Sub-Packages ................................................... 25
Table 13: Expected ATMs ....................................................................................................... 31
Table 14: Year-wise ATMs ..................................................................................................... 31
Table 15: Aircraft Fleet Mix .................................................................................................... 32
Table 16: Annual Average Traffic – Code C Aircraft ............................................................. 33
Table 17: Annual Average Traffic – Code D/E Aircraft ......................................................... 33
Table 18: Allowable Modulus Values and Poisson’s Ratios Used in FAARFIELD ............... 40
Table 19: Pavement Codes for Reporting PCN ....................................................................... 48
Table 20: Standard Subgrade Support Conditions for Rigid Pavement ACN Calculation...... 48
Table 21: Standard Subgrade Support Conditions for Flexible Pavement ACN Calculation . 49
Table 22: Tire Pressure Codes for Reporting PCN .................................................................. 49
Table 23: Strength Parameters for Road pavement materials .................................................. 50

vi
 CHAPTER 1: INTRODUCTION

1.1 General
In current scenario, civil aviation has become one of the most fascinating, important, and
complex industries in the world. The civil aviation system, particularly its airports, has become
the backbone of the world transport today. The presence of civil aviation has greatly affected
the country’s economy and has made changes in social and cultural viewpoints. Civil aviation
is broadly classified into three sectors (1)- commercial service aviation, air cargo and passenger
transportation. Commercial service aviation is responsible for providing public air
transportation services between different places across the world and is regarded as the most
utilized and highly regulates segment which is supported by the airlines/air carriers. Air cargo
focuses on the air transportation of mail, bulk freight, valuable goods and other revenue
generating payloads other than passengers and their luggage. Passenger transportation refers to
the transfer of passengers from one place to other. One of the major segment of civil aviation
is the airport which facilitates connection between any two places across the world ranging
from private non-paved strips to major international airport.
An efficient air transportation system becomes a significant factor in attempts to develop the
nation and provide services to the residents. The airports are designed to provide best service
in meeting travelers’ needs of safety, convenience and comfort. An airport is a facility where
passengers connect from/to ground transportation to air transportation (2). Airports can be
divided into landside and airside. Landside covers how passengers arrive/depart the airport
terminal building and move through the terminal building to board the aircrafts. Airside covers
the movement of the aircrafts on apron, taxiways and runways.
1.2 Aviation in India
Aviation industry in India has emerged as one of the fastest growing industries in the country
during the last three years (3). Indian Aviation is broadly classified into military and civil
aviation. The UDAN-RCS is a regional airport development and Regional Connectivity
Scheme (RCS) of Government of India, with the objective of enabling the common citizen of
the country to fly by making air travel affordable and widespread (4). The UDAN scheme also
targets to boost inclusive national economic development, job growth and air transport
infrastructure development of all regions of the country. Ministry of Civil Aviation (MoCA) is
responsible for civilian aviation and Ministry of Defence is responsible for the Indian Air
Force. Under the Ministry of Civil Aviation (5), the Directorate General of Civil Aviation
(DGCA) is the regulatory body responsible for safety oversight of all civil aviation and the
Airport Authority of India (AAI) is the organization responsible for the management of all
airports in India. India is considered as the third largest domestic civil aviation market in the
world (3). It was observed that there are 131 existing airports operating in India by the end of
year 2017 and it is expected that as many as 100 new airports would be built in the next 10 to
15 years to meet the growing domestic air travel demand.

1
 CHAPTER 2: AIRPORT
2.1 Airport Terminologies
The following are some of the important terms and definitions explained briefly for clear
understanding of various features related to airport engineering:
i. Aerodromes- is a defined area intended to be used for the arrival and departure of an
aircraft. Sometimes, the term “aerodrome” is used to mean an “airport”.
ii. Aeroplane- is a power driven heavier-than-air flying machine with fixed wings. It derives
its lift in air mainly because of the aerodynamic reactions on its surfaces.
iii. Aircraft- is a general term which is used as a machine for navigating in the atmosphere
which may or may not be power driven. It includes glider, aeroplane, helicopter, rocket etc.
iv. Airfield- is an area used for landing and take-off operations of an aircraft.
v. Airport- is an aerodrome intended for the use of commercial operations generally provided
with custom facilities in addition to the normal facilities in case of international passengers’
arrivals/departures.
vi. Airport Capacity- refers to the maximum number of aircraft movements which an airport
can handle in a specified time period, usually one hour.
vii. Air Traffic Control (ATC) - ensures that an aircraft moves safely and conveniently from
one airport to another. It guides the pilot for take-off and landing operation and keeps in
contact with the pilot en-route. Usually there is a separate ATC tower to monitor aircraft
movements which is planned in such a location that will have 360 degree clear view of the
airfield.
viii. Approach surface- is an imaginary surface at a particular slope from the runway end
representing the obstruction clearance intended for the landing of an aircraft.
ix. ASDA- Acceleration Stop Distance Available is the length of the takeoff run available plus
the length of the stopway, if stopway is provided.
x. Calm Period- is the period of time devoid of appreciable wind. The wind intensity during
this period remains below 6.4 kmph.
xi. Cross Wind Component- is the condition in which the wind blows making some angle
with the direction of the center-line of the runway length during which the flight operations
are not advisable. The Crosswind component should not exceed 25 kmph for light and
medium aircrafts and 37 kmph for heavy and wide-body aircrafts.
xii. Instrument Landing System (ILS) - is an advanced landing system that provides and
lateral and vertical guidance to the pilot used during poor visibility and bad weather
conditions.
xiii. Instrumental Flight Rules (IFR) - are the set of rules followed during the landing of
aircraft using ILS in case of poor visibility and bad weather conditions.
xiv. Landing Distance Available (LDA)– Length of runway which is declared available and
suitable for the ground run of an airplane landing
xv. Standard Atmosphere- is an ideal atmospheric condition of dry air having the following
features:
 Perfect dry air
 Temperature of 15°C at Mean Sea Level (MSL)
 Pressure of 760mm of Hg at MSL

2
 xvi. Take Off Run Available (TORA) is the length of runway declared available and suitable
for the ground run of an airplane taking off.
xvii. Take-Off Distance Available (TODA) is the length of the take-off run available plus the
length of the clearway, if clearway is provided.
xviii. Terminal Area- is the portion of airport other than the landing area which includes
Terminal building, Aircraft Apron, Cargo storage facility, Hangars, Automobile parking
area etc.
xix. Visual Flight Rules (VFR) - are the set of rules followed for the landing of aircraft by
visual reference to the ground. Usually, used during good visibility and weather conditions.
xx. Wind Coverage- The percentage of time in a year during which the cross wind component
remains within the limit of 25 kmph is called the wind coverage of the runway
xxi. Wind Rose- a diagram showing the direction, duration and intensity of wind during a certain
period which is used to determine the orientation of runway.

2.2 Elements of Airport

The following are some of the basic airport elements which works together in a coordinated
manner for a proper, efficient and safe airport operation:
A. Runway
It is a defined rectangular strip of land aerodrome prepared for the landing and takeoff of
aircraft. It is usually paved except for small aerodromes. The number and orientation of the
runway controls the layout of the other airport facilities viz. Passenger terminals, Taxiways,
Apron configuration, Circulation roads, Parking facilities etc. the number of runways depends
on the volume of air traffic whereas orientation is dependent on wind characteristics prevailing
in that area.
Sections of Runway
i. Blastpads - also known as Stopway (SWY), are often constructed just before the start of a
runway where jet blast produced by large planes during the takeoff roll could otherwise
erode the ground and eventually damage the runway.
ii. Runway End Safety Area (RESA) - cleared, smoothed and graded area around the paved
runway. It is kept free from any obstacles that might impede flight or ground roll of aircraft.
iii. Runway Strip – is the area around the runway provided for reducing damage to aircraft in
case of unintentional excursion from the runway surface.
iv. Displaced Threshold - is the threshold which has been moved a certain distance from the
runway end in order to clear obstruction in the flight path. However, it reduces the length of
the runway available for landing.
v. Clearway - is an area beyond the paved runway, free of obstructions and under the control
of the airport authorities and is abbreviated with CWY. The length of the clearway may be
included in the length of the takeoff distance available.
vi. Turnpads - are provided in small airports where there is no parallel taxiway or RETs to clear
the landing aircrafts from the runway.

3
 Figure 1: Elements of Runway

Runway Designation and Markings

Runways are designated by a number between 01 and 36, which is generally the magnetic
azimuth of the runway's heading in deca-degrees. A runway end designated 09 represents the
magnetic bearing of 90° with a tolerance range 85°-94°. If there is more than one parallel
runways, each runway is identified by appending left (L), center (C) or right (R) to the number
to identify the position relative to each other.
The typical runway markings include the runway threshold, centerline, edge marking, touch
down zone, aiming point and runway numbering provided to assist the pilot for safe aircraft
movements along the runway.
Types of runways
i. Visual runways are used at small airstrips, usually a strip of grass, gravel, ice, asphalt or
concrete. These runways may have threshold markings, designators, and centerlines.
ii. Non-precision instrument runways are often used at small to medium-size airports. These
runways are marked with threshold markings, designators, centerlines and sometimes
aiming point. They provide horizontal position guidance to planes on instrument approach
via Non-directional beacon, VHF omnidirectional range, Global Positioning System, etc.
iii. Precision instrument runways are found at medium to large-sized airports consisting of a
blast pad/stopway, threshold, designator, centerline, aiming point, and touchdown zone
marks. Precision runways provide both horizontal and vertical guidance for instrument
approaches.

4
 Visual Runway Non-Precision Runway Precision Runway

Figure 2: Types of Runways

B. Taxiway
The main function of taxiways is to provide access between the runways and the terminal area
or service hangars. The following considerations decide the layout of taxiway:
i. Taxiway should be so arranged that the aircrafts which have just landed are taxiing towards
the apron, do not interfere with the aircraft taxiing and take-off.
ii. At busy airports, taxiways should be located at various points along the runway so that the
landing aircraft leaves the runway as early as possible and keeps it clear for use by other
aircrafts (exit taxiways).
iii. The route for taxiway should be so selected that it provides the shortest practicable distance
from the apron to the runway end.
iv. As far as possible the intersection of taxiway and runway should be avoided.
v. Exit taxiways should be designed for high turn off speeds. This will reduce the runway
occupancy time of aircraft and thus increase the airport capacity.
Types of Taxiway
i. Cross Taxiway: These taxiways originate from the runway and are provided perpendicular
to the direction of runway which connects to the parallel taxiway, if provided.

5
 ii. Parallel Taxiway: These are provided parallel to the runway which sometimes serves as a
secondary runway in cases of emergency or maintenance of the primary runway. Usually,
the structural design of this type of taxiways is similar to that of runways.
iii. Rapid Exit Taxiway (RET): These taxiways exits from the runway at an angle of 25° to 45°
with the runway, 30° being the ideal angle of inclination. The main purpose of providing
this type of taxiways is to clear off the runway as soon as possible hence, reducing the
runway occupancy time.
iv. Taxi lane: They provide access between the aircraft parking areas to the adjoining taxiways.
Taxiway and taxi lanes are marked differently so that the pilot can distinguish between them.
Taxiway markings
There are several markings on the taxiway to guide the pilot for safe maneuvering of the aircraft
along the taxiway namely, taxiway centerline, edge marking, shoulder markings, direction,
geographic position marking and holding position markings.
C. Apron
This is the area in an airport where aircrafts are parked for refueling, passenger movements and
goods movement. It is usually paved and located in front of the terminal building or adjacent
to hangars.
Types of Aprons
i. Holding Apron: placed adjacent to the ends of runways, is used as waiting areas for aircraft
prior to take off.
ii. Cargo Apron: Aircrafts that carry only freight may be provided a separate cargo apron
adjacent to cargo terminal building.
iii. Service and Hangar Apron: It is an apron where maintenance and repairing of an aircraft is
carried out.
iv. Terminal Apron: Also known as “Loading Apron”. It is a paved area located adjacent or in
front of terminal building used for passenger loading, unloading, fueling, minor servicing
or checkup of aircraft.

D. Passenger Terminal Building

Every airport consists of a separate building for transfer of passengers and goods from ground
transport to air transport. It also provides facilities and services necessary for air transportation
for ease, convenience and security of the passengers.
Elements of PTB
i. Forecourt: The forecourt is the area serving the departing and arriving passengers
separately. It provides a dedicated platform that connects the landside to the airside and
shares separate kerbs for taxis and buses as well.
ii. Airport Plaza: It is located between the forecourts and the PTB facades which provides a
circulation area for passengers, visitors and airport staffs. It also consists of ticketing
counters, food joints and retailing units sheltered from sun and rain by terminal roof.
iii. Central Processor: It is an area connecting airport plaza and pier that contains check-ins,
outbound/inbound baggage functions, immigration/emigration, offices and commercial

6
 spaces, food and beverage outlets, lounges, passenger security screening, service areas and
airline offices.
iv. Pier: It serves as a waiting area for the boarding passengers which consists of the boarding
gates that enables the passengers to board the flight once the boarding is announced. It also
consists of passenger boarding bridges, movable apron drive-bridge, bs lounge, airport
service areas, contact stands, service roads for baggage handling and mechanical functions.

Figure 3: Elements of PTB

E. Other airport facilities
Landside
It consists of approach roads, access roads, loop roads, traffic forecourt and vehicle parking
areas. It also includes spaces for commercial buildings and offices.
Buildings and facilities
It includes ancillary buildings and utility buildings, cargo terminal, Maintenance, Repair and
Operation facilities (MRO), catering facilities, Crash Fire and Rescue (CFR), fuel farm and
distribution system, customs and excise facilities, police and security facilities and other
miscellaneous facilities.
Technical Infrastructures
It includes Airport security, ICT Infrastructure, IT systems, Power supply and distribution,
water supply distribution and storage, firefighting, sewage collection and treatment, solid waste
management, storm water drainage etc.

7
2.3 Classification of Airports
For the purpose of providing geometric design standards for the various types of airports and
the functions which they serve, letter and numerical codes and other descriptors have been
adopted by several agencies to classify airports, the most popular one being adopted is ICAO
classification.
ICAO Classification
Aerodrome Reference Code provides a series of aerodrome facilities that are suitable for the
aircrafts that are intended to operate at the aerodrome which is not intended to be used for
determining runway length or pavement strength requirements. According to ICAO Annex 14
(6), Aerodrome Reference Code is determined based on the following criteria:
 Code number- Corresponds to the highest value of the aeroplane reference field lengths
of the aircrafts for which the runway is intended.
 Code letter- Corresponds to the greatest wingspan.

Table 1: Aerodrome Reference Code (ICAO- Annex 14)

Code element 1 Code element 2

Code Aeroplane reference field
Code letter Wingspan
number length
1 Less than 800 m A Up to but not including 15 m
800 m up to but not including 15 m up to but not including 24
2 B
1200 m m
1200 m up to but not including 24 m up to but not including 36
3 C
1800 m m
36 m up to but not including 52
4 1800 m and over D
m
52 m up to but not including 65
E
m
65 m up to but not including 80
F
m

8
 CHAPTER 3: AVIATION IN GOA

3.1 General
Goa is the smallest state in India which is located in the southern coast surrounded by the states
of Maharashtra and Karnataka. The state has a coastline of about 100kms encompassing an
area of 3700m2 with a population of 1.5 million which makes it the fourth smallest in India.
The state’s economy mainly relies on tourism because of presence of beaches and warm
weather. Besides tourism, Goa’s other industries include mining, agriculture, fishing and
pharmaceuticals. Goa’s tourisms attract lot of inbound travel with high international and
domestic awareness. The key international markets include Russia, UK, France and Germany
which forms only 10% of the tourist arrivals and majority being domestic tourists. Goa’s
domestic market has grown over 30% per annum and international market has grown at a more
gradual pace averaging about 4.4% per annum over the past two decades. The Goa tourism
shows a seasonal variation with significant peaking characteristics observed between October
and December for domestic arrivals and is slightly longer for international tourists extending
across the whole winter season. The off-peak season is the monsoon period from June to
September which dissuades tourists to visit Goa.
3.1 Existing Airport Overview
The existing airport is located in Dabolim, South Goa (Figure 4) which is 4 km from nearest
city Vasco Da Gama and 23 km from the state capital, Panjim. The airport operates as a joint-
use airport that is used for both military and civil aviation.
The key features (7) of the existing airport are as follows:
a) Runway with 3,400m length and carriageway width of 45m capable of catering Code
E aircrafts
b) Apron capacity of 9 aircrafts (7 Code C and 2 Code E)
c) Passenger Terminal Building (PTB) of approximately 62,000m2
d) Terminal peak-hour passenger (PHP) capacity of 2,750 passengers, equating to an
annual capacity of approximately 8-9 Million Passenger Per Annum (MPPA)
e) Restricted usage periods between 8:30 Hours to 12:00 Hours on weekdays for naval
operations
f) It has 75 check-in counters, 22 immigration counters for departures, 18 immigration
counters for arrivals, 14 security check booths and 8 customs counters.

The domestic market is dominated by Indigo (6E) Airlines which largely concentrates to
Mumbai and Delhi followed by Hyderabad, Bengaluru, Pune and Chennai. The Low Cost
Carriers (LCCs) such as Indigo, SpiceJet and GoAir Airlines constitutes 60% of the total
domestic market. Additionally, rail and road being viable alternatives to air, it is necessary to
assess the issue of modal choice for domestic market in Goa. The modal choice is examined
based on certain factors viz. price, air service quality and journey time.

9
 Table 2: SWOT Analysis of Existing Airport

Strengths
 Centrally located making it suitable
for accessing both North and South
Goa
 Relatively cheap to operate from
 New Terminal
Opportunities
 Any decrease in presence of Navy
and associated operating restrictions
would enhance the potential traffic
growth
Weaknesses
 Operating restrictions by the Navy
restricts airlines ability to serve Goa
to the maximum extent
 Poor on-time performance
 Administrative burden of dealing
with both AAI and Navy resulting to
inefficient airport management
 Poorly designed terminal
 Improper orientation of Airfield
pavements
Threats
 Competitiveness with alternative
airport
 Further encroachment/restrictions
from the Navy

3.2 Need for New Airport

The existing airport is closed on weekdays to commercial traffic between 8:30 Hours and 12:00
Hours resulting to additional strain on operations and infrastructure. The enforced closure
period by the Indian Navy has resulted in bunching of movements in the hours immediately
after the closure period that leads to congestion and delays. It was estimated that in the absence
of these operating restrictions, the airlines could increase their capacity by 25-30%. These
restrictions can also hamper the connecting options upstream. For instance, an international
arrival at Delhi typically arrives early in the morning. With very few morning flights to Goa,
passengers face a long lay over until the first wave of afternoon flight.
The presence of 9 stands in the existing airport typically limits the airport to between 18 and
22 Air Traffic Movements (ATMs) per hour which is not capable of catering to the peak hour
traffic of about 28 ATMs leading to congestion and delays. The absence of RETs and a full
length parallel taxiway limit the movements the airport can accommodate.
The constraints such as operating restriction, poor on-time performance, inefficient airport
management, improper terminal design and presence of narrow and congested roads
connecting the airport to/from the city are restricting the airlines ability to serve Goa to the full
extent and deterring tourists towards air mode of transport. This emanates the need for a new
airport to overcome the aforementioned constraints and cater the needs of rapid growing air
traffic demand.

10
 Figure 4: Location Overview
3.3 Proposed Airport at Mopa
The Government of Goa (GOG) has undertaken the development of a new Greenfield Airport
(the project) at Mopa, North Goa situated in the taluka of Pernem as shown in Figure 4. The
project is developed by the state of Goa under a Public-Private Partnership (PPP) model in
accordance with the Greenfield Airports Policy of the Ministry of Civil Aviation (MoCA). The
development and operation of the Greenfield airport at Mopa is carried by GMR Airports
Limited (GAL), a subsidiary of GMR Group with a concession period of 40 years and possible
extension up to another 20 years. The airport is built under Design, Build, Finance, Operate
and Transfer (DBFOT) model. The airport will be operated by the established special purpose
entity GMR Goa International Airport Limited (GGIAL) till the end of concession period.
The airport will be fully commercial and operational 24 hours a day without any flight
restrictions as experienced in Dabolim airport. The Mopa airport is expected to be operated
concurrently with the existing Dabolim airport which will continue to operate as it is. In
addition to the highway developments planned by the state Government, there is a proposal of
an expressway connecting the airport to the nearby NH-66 that runs from Panvel to Karwar via
Panjim.

11
 Figure 5: Project Features

The development of the proposed airport has to be commenced only after taking prior permits
from several stake holders mentioned below:
 DGCA license for operating the airport.
 State government for extraction of boulders from quarry, drawing water from
river/reservoir, cutting of trees etc.
 Pollution Control Board for installations of crushers, setting up batching plant, Asphalt
plant, Installation of Diesel generator sets etc.
 License for the use of explosives.
 Inspector of factories and other authorities for setting up batching plant.

12
 CHAPTER 4: STUDY OF AIRPORT (MOPA) MASTERPLAN

The masterplan prescribes a phase-wise development of the airport over the specified
concession period in a sequential manner based on forecasted traffic growth. The development
of masterplan is based on potentiality of the airport site to meet the demand levels beyond the
concession period. The first phase is designed to cater about 4.4 million passengers per annum
and the following phases will trigger once 80% of the traffic in previous phase is reached. Table
3 shows the phasing strategy for various phases as specified in CA.
Table 3: Phase-wise Development

Phases Reference Year Annual Traffic (MPPA) Trigger for Phasing

Phase 1 2020 4.4 -

Phase 2 2021 5.8 80% of Phase 1 Capacity
Phase 3 2023 9.4 80% of Phase 2 Capacity

Phase 4 2024 13.1 80% of Phase 3 Capacity

4.1 Guidelines for Masterplan preparation

The masterplan is developed in accordance with the following policy documents:
 CA between the Concessionaire and Government of Goa
 International Civil Aviation Organization (ICAO) guidelines and regulations
 The International Air Transport Association (IATA) guidelines including the Airport
Design Reference Model (ARDM), 10th Edition developed in 2014
 Civil Aviation Requirements (CAR) as prescribed by Directorate General of Civil
Aviation (DGCA)
 US National Fire Protection Association (NFPA) Standards for airports
 The National Building Code (NBC)
 Energy Building Conservation Code (2009)
 Statutory Agency Requirements
4.2 Site for the airport
The project area proposed for the greenfield airport is approximately 2200 acres, out of which
381 acres of land is reserved for city side development which is an integral part of this project.
The site is located near the village Mopa in North most Goa along the Maharashtra borders.
The site being located far from the high tide zone, the Coastal Regulation Zone rules do not
apply unlike the existing Dabolim Airport. The accessibility to the proposed airport is served
by construction of a 4-lane access road connecting to the NH-66. The proposed approach road
levels from NH-66 range from 6 m to 155 m above MSL. The land for development of the new
airport is predominantly a table top plateau area surrounded by steep slopes that act as natural
drains. The approximate ground level of the plateau areas ranges between 140 meters and 170
meters above mean sea level (MSL).The land earmarked for the city side development are
divided into two parcels: a restricted land of 149 acres is reserved for parking, fuel farm and

13
other utilities including road network and open space; the remaining 232 acres of land are
restricted for the city side development to be used for conducting economic activities such as
hospitality, public amenities, commercial and office spaces, logistic facilities and; education
and training.

Figure 6: Proposed Airport Site and Accessibility

4.3 Development of the Greenfield Airport at Mopa, Goa

An approach to plan a well-developed airport should include establishment of airside, terminal
development and other facilities requirements based on the forecasted future traffic at various
phases. The developed facilities should be capable of accommodating the airport capacity
requirements while meeting the required level of service offered to the passengers. The design
and planning of runway and taxiway system, and the PTB facilities greatly influences the
overall performance and efficiency of the airport. On the other side, the environmental
conservation is one of the primitive elements to be considered for any activity in the project
site. The masterplan is developed considering the key issues: overall site sustainability, water
management, sustainability of energy, waste management, availability of resources and indoor
environmental quality. The masterplan for the Phase-1 Development is provided in
APPENDIX-G.
4.3.1 Airside
The airside constitutes several aeronautical assets like runways, taxiways, apron, aircraft
parking bays and other associated facilities meeting the requirements as specified in CA that
includes:
i. ICAO Aerodrome Reference Code
The airport is designed for Code 4E at the minimum for initial phases and to be upgraded
to code 4F depending upon the future requirements.

14
 ii. Runway Orientation
The orientation of the proposed runway is 09-27. The direction of runway is 95° - 275°
respectively.
iii. Declared Distances
The declared distances for the runway such as TORA, TODA, ASDA, LDA are equal to
3750 km as per masterplan. All the declared distances are equal to the length of the runway
since there is no provision of a Clearway, The lengths can be subjected to change as per the
land availability.

4.3.1.1 Runway
A. Determination of Runway Length
Basic Runway Length is the length of runway under the following assumed conditions at the
airport:
 Airport altitude is at sea level
 Temperature at the airport is standard (15 °C)
 Runway is levelled in the longitudinal direction
 No wind is blowing on runway
 Aircraft is loaded to its full loading capacity
 No wind is blowing on the way to destination
 Standard temperature exists along the way to destination
The basic runway length is determined from the performance characteristics of the aircrafts
using the airport. The following cases are usually considered:
1. Normal landing
2. normal take-off case
3. Engine failure case
For jet engine aircrafts, all the above cases are considered.

15
Corrections to the Basic Runway Length:
1. Correction for Elevation: As per the recommendation of ICAO, the basic runway length
should be increased at the rate of 7 per cent per 300 m rise in elevation of airport above the
mean sea level. This correction is required because the air density reduces as the elevation
increases which in turn reduces the lift on the wings of the aircraft. Thus, the aircraft will
require more ground speed to rise to the air and for achieving more speed, the longer length
of runway will be required.
2. Correction for Temperature: The rise in airport reference temperature has the same effect
as that of the increase in its elevation above mean sea-level. After the basic length is
corrected for the elevation of airport, it is further increased at the rate of 1% for every 1°C
rise in airport reference temperature above the standard atmospheric temperature at that
elevation.
Airport Reference Temperature (ART) = T1 + (T1-T2)/3
Where,
T1= monthly mean of the average daily temperature for the hottest month of the year
T2 = Monthly mean of the maximum daily temperature for the same month.
The standard temperature at the airport site can be determined by reducing the standard
mean sea-level temperature of 15℃ at rate of 6.5°C per thousand metre rise in elevation.
Note: The ICAO recommends that if the total correction for elevation plus temperature
exceeds 35% of the basic runway length, the specific studies at the site by model tests
should be carried out.
3. Correction for Gradient: The maximum difference in elevation between the highest and
the lowest points of runway divided by the total length of runway is known as the effective
gradient. According to FAA, the runway length after being corrected for elevation and
temperature should further be increased at the rate of 20% for every 1% of the effective
gradient.
The corrections to the basic runway length for both Take-off and Landing conditions should
be calculated separately considering all three corrections for the former and only elevation
correction for the latter case.

B. Runway Width
The width of the runway and shoulders are decided based on the specifications recommended
in ICAO as shown in Table 4. The runway shoulders should extend symmetrically on each side
of the runway and the overall width of the runway shall not exceed the following:
 60m for Code letter D and E
 60m where the code letter if F with 2 or 3 engined aeroplanes
 75m where the code letter if F with 4 (or above) engined aeroplanes
Since the runway is designed for code 4E, the width of the runway, shoulders and other
geometric features (shown in Table 5) are decided in accordance to Annex 14 of ICAO.

16
 Table 4: Specification for width of Runway (ICAO- Annex 14)

Outer Main Gear Wheel Span (OMGWS)

Code Up to but not 4.5 m up to but 6 m up to but not 9 m up to but not

Number including 4.5 m not including 6 m including 9 m including 15 m

1 18m 18m 23m -

2 23m 23m 30m -

3 30m 30m 30m 45m

4 - - 45m 45m

Table 5: Specifications for Runway Geometric Elements (ICAO- Annex 14)

Runway Geometric Elements Specifications

Carriageway – 45m
Width
Shoulders – 2 x 7.5m

1.25% Max
Longitudinal Slope
First and Last Quarter – 0.8% Max

Transverse Slope 1.5% Max

Longitudinal Slope Changes 1.5% Max

Transition Between Slopes R = 30,000m

Shoulder Transverse Slope 2.5% Max

4.3.1.2 Taxiway
A straight portion of a taxiway should have a width of not less than that as shown in Table 6.
The width of the taxiway shoulders extend symmetrically on each side on the taxiway so that
its overall width is not less than:
 45m for code letter F
 38m for code letter E
 34m for code letter D
 25m for code letter C
Since the taxiway is designed for code 4E, the width of the taxiway, shoulders and other
geometric features (Table 7) are decided in accordance to Annex 14 of ICAO.

17
 Table 6: Specification for width of Taxiway (ICAO- Annex 14)

Outer Main Gear Wheel Span (OMGWS)

4.5 m up to but 6 m up to but
9 m up to but
Up to but not not not
not
including 4.5 m including 6 m including 9 m
including 15 m

Taxiway width 7.5 m 10.5m 15 m 23 m

Table 7: Specifications for Taxiway Geometric Elements (ICAO- Annex 14)

Taxiway Geometric Elements Specifications

Carriageway – 23 m
Width
Shoulders – 2 x 7.5 m

Longitudinal Slope 1.5% Max

Transverse Slope 1.5% Max

Longitudinal Slope Changes 1.5% Max

Transition Between Slopes R = 3000m

Shoulder Transverse Slope 2.5% Max

Code F – 2 x 57.5 m
Width of Strip
Code C – 2 x 26 m

Wheel Clearance, Code F 4.5 m Min

18
 Design of RET at Mopa Airport

The position of RET along the runway length is governed by four key factors:
a. Aircraft Type using the runway
b. Aircraft speed and deceleration rate
c. Headwind components
d. Surface condition of the runway

Table 8: Design Basis for RETs

Aircraft Type assumed Code B, C, D & E

7% Code B
90% Code C
Mix of aircrafts
1% Code D
2% Code E

Runway surface Condition Dry / Wet (considered)

Aerodrome Elevation 165m above MSL

ART 36° C

Methodology:
The optimal location of RET is determined by using Three Segment method (8), which consists
of the following segments whose summation (S1+S2+S3) gives the location of RET from the
Runway threshold for the particular aircraft type.
Segment S1= Distance from the threshold/displaced threshold of a runway to the point where
the main landing gear initially touches the runway surface (during this time, the aircraft is
above the runway but not on the runway). Generally, it is 450m from the runway threshold for
group C/D aircrafts and 250m for group A/B aircrafts.
Segment S2= Distance from the point where the main landing gear touches the runway surface
to the point when nose gear touches the runway.
Segment S3= Distance required by an aircraft to reach the nominal turnoff speed after
deceleration caused due to brakes/ thrust reversals.
Results:
The analysis produced a result of 2030m from the runway threshold considering the wet
runway exit taxiway condition whereas a dry runway exit should be located at 1880m from the
runway threshold for aircraft in group C. Since the wind direction is from east to west or west
to east depending upon the time of the day, RETs in both directions are recommended in the
initial phase.
The calculations for group B aircrafts shows the runway exit location at approximately 1225m
from the runway threshold. The RETs at these locations are not corresponding to the RET

19
locations recommended for group C aircrafts. Therefore, a right angle exit for the group B
aircraft is suggested at this location.
Considering the same case for group D aircrafts in wet condition the position of RETs increases
by 150m. Since this group of aircrafts comprises only 2% of the aircraft mix, this should not
affect the location of RETs. Moreover, the meteorological environment at Mopa suggests that
the design should consider the wet condition of runway as well as taxiways.
4.3.1.3 Aprons
ICAO recommends minimum clearances between any part of an aircraft and other aircraft or
structures in the apron area as shown in Table 9 and the specifications for apron geometric
elements according to Advisory circular AC 150/5300-13A (9) are shown in Table 10.
Table 9: Recommendation for Clearance Distances on aircraft stands

Code Letter Clearance

A 3m

B 3m

C 4.5 m

D 7.5 m

E 7.5 m

F 7.5 m

Table 10: Specifications for Apron Geometric Elements (AC 150/5300-13A)

Apron Geometric Requirements Specifications

2.0 % for categories A and B

Maximum allowable grade in any direction
1.0% for categories C, D, and E

Maximum grade change 2.0 %

Aircraft parking areas slope closer to 1.0 %

20
4.3.2 Landside
The landside constitutes of terminal building, reserved area, city side development, defence
area, cargo and MRO facilities, and other associated facilities meeting the requirements as
specified in CA that includes:
i. Passenger Terminal Building
The terminal building is designed based on IATA Level of Service “C” compliant, considered
to be an optimum standard for which the floor area of 25-40 m2 is provided per peak hour
passenger for the design year as outlined in CA. It is also prescribed that 80% passengers of
international and domestic aircrafts shall be served by the boarding bridges and international
standard range of retail and other passenger services will be provided. The CA has a provision
of incremental expansion of all elements of terminal building with minimum impact on current
operations. The terminal building is planned with 5 contact stands in the opening phase (Code
C equivalents) which equates to 3 Code C stands and 1 MARS stand (Comprising 2 Code C
stand or single Code E stand).The MARS stand and one code C can swing to International
Flights. In 2057, there will be 21 Contact stands (15 Code C and 3 MARS stands).
ii. Reserved area
Sufficient spaces are to be earmarked and allocated for performance of reserved services by
the authority and/or designated GOI agencies by meeting the Level of Service requirements as
mentioned in CA.
iii. City Side Development
City Side Development shall be undertaken in accordance with applicable laws, good industry
practice and provision of building construction codes followed in India, if available. Incase
Indian Codes are not available then applicable US or UK codes shall be used. The unrestricted
part of city side will be used for conducting economic activities such as hospitality, public
amenities, commercial and office space, education and training, and logistic facilities as
specified in CA.
iv. Defence Area
There is a provision of carving out an area from the airport land use plan for the use of defence
forces which shall be allocated by the authority to the concerned defence forces. Special
provision for access to the defence aircrafts apron from the runway with adequate taxiway
system shall be provided.

v. Cargo and MRO facilities

There is some land earmarked within the site for the development of cargo facilities that
includes apron cargo terminal and other allied facilities which shall be developed in phase-wise
manner as per standards and specifications. A minimum of 26 acres of land within the site shall
be allocated for development of MRO facilities as per CA.
Landside development also includes construction and procurement of approach roads, loop
roads and parking areas, traffic forecourt, landscape design, real estate development etc. as
outlined in CA.

21
4.4 Maintenance Requirements
The airport operator is responsible for the maintenance and operation of the airport in
accordance with the provisions of CA, applicable laws and permits. Various maintenance
activities include –
 Repair/Rectification of defects and deficiencies
 Emergency repairs and restoration
 Daily inspections
 Other defects and deficiencies
 Divestment requirements

The maintenance activities shall be conducted as specified in applicable laws, standards

prescribed in relevant DGCA, ICAO documents and annexes, applicable permits and Good
Industry Practice that conforms the time limit specified by the independent engineers.

Figure 7: Rendered Image of Phase-1 Development

22
 CHAPTER 5: PROJECT PLANNING AND SCHEDULING
5.1 General
This chapter describes the tasks and steps necessary to plan and schedule the activities that are
to be performed in order to achieve a successful completion of the project. In this project,
Primavera tool and Project Reporter tool (web-based tool) are used for project planning,
monitoring and control.
Project Planning:
A Project Plan is a management summary document that describes the essentials of a project
in terms of its objectives, justification and how the objectives are to be achieved. It describes
how all activities under each project management function are to be accomplished that will
evolve through successive stages of the project life cycle.
Project planning is a process of developing the basis for managing the project, including the
planning objectives, deliverables, interim work products, procedures, organization, chain of
activities, resources types and numbers, timing, routines and finances.
Project planning typically involves:
a. Identification of all of the tasks to be performed given the scope of the project and the
technical and business constraints.
b. Estimating the effort and cost of completing each task.
c. Project scheduling.

Project Scheduling:
The Project Scheduling is a modelling technique that integrates and logically organizes various
project components like activities, resources and inter-relationships in order to enhance the
likelihood of successful project completion within the baseline duration.
Project scheduling is defined as the process of determining when project activities will take
place depending upon defined durations and precedent activities. Schedule constraints specify
when an activity should start or end, based on duration, predecessors, external predecessor
relationships, resource availability, target dates or other time constraints.
Project scheduling typically involves:
a. Resources assignment to project tasks
b. Balancing completion dates against the availability of the appropriate resources to complete
all tasks within the available time
c. Identifying dependencies between tasks so that they are scheduled in the correct sequence
d. Identifying realistic start and end points (elapsed time) to accommodate the number of man-
days work for each given task
e. Critical path analysis to identify those tasks which are critical to the success and timely
completion of the project.

23
5.2 Project Scheduling, Review and Tracking
The project scheduling, review and tracking procedures are divided into three processes:
1. Project Schedule Development
2. Project Issue Management Process
3. Project Review and Tracking

5.2.1 Project Schedule Development

It involves the preparation of Levels (0 to 5) project schedules, the details of which are listed
in Table 11.
Table 11: Levels of Project Schedule Development

Level Description

This is the highest level schedule consisting of limited information on Major

0 elements of the project, concession agreement requirements, milestones and KPIs
(Key Performance Indicators).

This schedule consists of all major elements of the project from L0 broken into
1
major systems, major interdependencies between the systems.

This is an intermediate level schedule consisting of all major systems from L1

2 broken into major phases i.e., engineering, procurement, construction and testing/
commissioning.

This is the detailed level schedule, also called Baseline Schedule* that includes
activities for all items in the Work Breakdown Structure (WBS), all milestones,
3
payments which are supported by detailed design, procurement, installation and
testing plans.

This is the working level schedule including vendor programs, short-term

4/5 milestone driven programs used for reporting the detailed progress and delay
mitigation (if any).

* Primavera is the tool used to prepare the Baseline Schedule.

Work Breakdown Structure:

The development of the airport project is scheduled in several packages which are further
divided into different sub-packages and activities covering the areas in Engineering,
Procurement, Construction, Testing and Commissioning. A typical Work Breakdown Structure
(WBS) is represented in Figure 8. The weightages for different WBS elements are assigned by
the concerned teams based on cost, complexity and volume of work. Table 12 shows the
weightages for EPC and T&C which is standard across all projects. The project team has the
liberty to assign weightage as zero for any irrelevant WBS element in the project. The WBS
adopted in the Development of Mopa Airport is shown in Figure 9.

24
 Project

Package-1 Package-2 Package-3

Sub-Package Sub-Package Sub-Package

Activity-1 Activity-2 Activity-3

Figure 8: Typical Work Breakdown Structure

Table 12: Standard Weightages for different Sub-Packages

Sub-Package Weightage

Engineering 6%

Procurement 30%

Construction 59%

Testing & Commissioning 5%

GGIAL
EPC-1 EPC-2 EPC-3
ATC Tower Airport System
Airside Landside Terminal and Base Utilies and Operation IT Package
Building Equipment
STP and Sewage Network
Bulk Earthworks Bulk Earthworks Civil Structure Civil Structure PBB
Mains Infrastructure
Structural Steel Structural Steel WTP and Water Passenger
Apron Roadworks VDGS
works works Mains Processing System
Canopy and Physical Security
Taxiway HVAC HVAC MSSR Cabling Screening System
Parking System
Elevators and IT Peripheral
Runway Stormwater Drain PHE PHE Electrical System
Escalators System
Retail/Billing
Fire Detection and Fire Detection and
Stormwater Drain Electrical System Enabling Works BHS Management
Protection Protection
System
Electrical System
Admin Building Finishing Finishing CCTV Camera Misc. IT Systems
and AGL
Internal Internal Operating
Fire Station Utility Building Application
Electrification Electrification Equipment
Solid Waste
Water and
Ancillary Building Management Electrical Systems Electrical Systems Misc. Cost
Electricity
Facility
Stand-by
Boundary Wall
Generating Plant
Service and
Perimeter Roads

Figure 9: WBS for Mopa Airport Project

25
 Figure 10: WBS for Taxiway (Primavera Snapshot)

5.2.2 Project Issue Management Process

A process to ensure that all issues are identified, documented and dealt with in a timely fashion
and with minimum impact to the project. The issue management system is designed to provide
a mechanism for tracking and controlling issues. This management system should cover:
 The identification and capture of each issue
 The appointment of an action manager to be responsible for getting each issue resolved by
a specified date
 The logging and reporting of all outstanding issues

5.2.3 Project Review and Tracking

The construction progress is updated (daily, weekly and monthly) by preparing weekly
progress report with the inputs provided by the concerned HODs. The monthly progress report
(MPR) is prepared by the planning team for the monthly review and monitor the progress of
each activities that include physical progress, financial progress, issue status, compliance
status, HSE and risk status etc. The tracking and review process also enables effective decision
making for timely resolution of critical issues.
The process flow diagram shown below explains the summary of Project Scheduling,
Reviewing and Tracking process practiced during the execution of the project.

26
 Create Baseline Schedule
• Convert deliverables to schedule
• Review and approve Baseline Schedule
• Publish Schedule

Monitor Progress
• Package-wise physical S-Curve
• Key issues affecting the project

Update Schedule
• Incorporate current delays and change scope/strategy
• Update completion forecast and prepare Catch-up
Plans

Figure 11: Overview of Project Scheduling, Review and Tracking

5.3 Project milestones and completion schedule

Project completion schedule is prepared based on strategic planning in order to schedule the
deadlines for different activities and events till the project completion date. The following are
the milestones set forth for different activities are as follows:
Project Milestone I- shall occur on the date falling on the 180th day from the appointed date
prior to which the construction of airport and expended not less than 5% of the total project
cost.
Project Milestone II- shall occur on the date falling on the 365th day from the appointed date
prior to which the construction of the runway and PTB; and expended not less than 15% of the
total project cost.
Project Milestone III- shall occur on the date falling on the 550th day from the appointed date
prior to which construction of the taxiways, the apron, the ATC facility and expended not less
than 30% of the total project cost.
Project Milestone IV- shall occur on the date falling on the 730th day from the appointed date
prior to which the commencement of the construction of the cargo facilities, the car parking,
and administrative office blocks and expended not less than 50% of the total project cost.
Project Milestone V- shall occur on the date falling on the 920th day from the appointed date
prior to which the commencement of trial runs of the runway and expended not less than 75%
of the total project cost.
Scheduled Completion Date- shall occur on the 1095th day from the appointment date by
which the airport is to be completed as per the agreement.

27
5.4 Contractual Milestones (CM)
The following are the contractual milestones within the WBS defines for the EPC-1 Contractor:
CM-I: Full Mobilization
CM-II: Completion of Detailed Design
CM-III: Completion of site office and associated work
CM-IV: Completion of Site Preparation/ Earthworks
CM-V: Completion of PTB – Civil and Structures
CM-VI: Completion of ATC and ATCTB Civil and Structures
CM-VII: Completion of all Airside Infrastructure
CM-VIII: Completion of all Landside Infrastructure
CM-IX: Completion of PTB Finishes and all other works
CM-X: Completion of ATC and ATCTB finishes and other works
CM-XI: Completion of final testing and integration
CM-XII: Final Completion and Ready for Commercial Operation

Figure 12: Artistic Impression of PTB and ATC Structures

28
 CHAPTER 6: DESIGN OF AIRFIELD PAVEMENTS
6.1 General
Airfield pavements form an integral part of any airport project which are intended to provide a
smooth and safe all-weather riding surface capable of withstanding the weights of the heavy
aircrafts on the top of natural ground base. An airfield pavement is a complex engineering
structure. Pavement analysis and design involves the interaction of four equally important
components: the subgrade, the paving materials (surface layer, base, and sub-base), the
characteristics of applied loads, and climate. The pavement must possess sufficient stability to
withstand, without damage, the abrasive action of traffic, adverse weather conditions, and other
deteriorating influences. This requires coordination of many design factors, construction, and
inspection to assure the best combination of available materials and workmanship. The pavement
design is based on layered elastic theory for flexible pavement design and three-dimensional finite
element theory for rigid pavement design. This chapter explains the various procedures to be
followed for the design of flexible and rigid airfield pavements as recommended by Advisory
Circular AC 150/5320-6F, Airport Pavement Design and Evaluation (10).

Figure 13: Concept of Layered Elastic Design Theory

6.2 Geotechnical Investigation
The geotechnical investigation is generally a soil survey to determine the arrangement of the
different layers of pavements to the subgrade elevation and determine the availability and
suitability of local materials to be used in construction. The function of the pavement is to
transmit the load to the subgrade soil and the thickness of each layer depends on the capacity
of the subgrade to support the distributed loads.
Geotechnical investigation will be carried out through test pits. The purpose of the test pits is
to log the soil profile at different depths, measure insitu density and degree of compaction, and
to extract material for laboratory testing.Laboratory testing consists of Modified Proctor
Maximum Modified Dry Density (MMDD) and Optimum Moisture Content (OMC)
determination, and CBR testing of prepared samples.
Non-cohesive site won Lateritic soil with CBR value 15% and higher shall be used as Subgrade
material. Therefore, CBR value of 15% has been considered for pavement design purpose.

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6.3 Aircraft Traffic Estimation
This section is intended to detail the aircraft traffic analysis for all planned runway, taxiway
and apron project scope with an aim to provide for final aircraft traffic levels to be utilized for
pavement design.
6.3.1 Traffic Estimation Methodology
The aircraft traffic model used for the structural design of aircraft pavements has been
developed from the phase wise Aircraft Traffic data provided as part of Employer’s
Requirements. The design life for both rigid and flexible pavements is twenty years. The
aircraft traffic analysis process is summarized in the steps below. Each of these steps will be
detailed in the following sections.
General:

 Development of year wise Traffic.

 Aircraft Fleet Mix.
 Development of Annual Average Aircraft Traffic.
 Calculate the daily aircraft traffic movements.
Runways

 Runway usage and direction usage pattern for Runway 09/27.

 Compute the annual aircraft traffic on the runway based on the daily airfield usage, aircraft
fleet mix and runways direction usage factors.
Taxiways
 Develop Taxiway Utilization Models (TUM) for arriving and departing aircraft for
taxiways.
 Calculate the annual taxiway usage based on the daily aircraft usage, aircraft fleet mix,
usage factors and TUMs.
Aprons
 Estimate likely stand usage for Code ‘C’ and Codes ‘D’ / ‘E’ parking stands, based on
daily aircraft arrivals and departures and designated stand type.
 Compute aircraft composition on each parking stand to meet the parking demand per day,
throughout the design life of the apron stand pavement.
6.3.2 Air Traffic Information
6.3.2.1 Phase wise development
Expected total ATMs have been considered as per Employer’s requirements and are presented
in Table 13. 2020 is considered as the base year for traffic analysis. The ATMs are given for
the base year (2020), Phase 2 (2021), Phase 3 (2023), Phase 4 (2024) and 2040. The ATMs for
in-between years are calculated considering the growth rate in between. Year wise ATMs are
presented in Table 14.

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 Table 13: Expected ATMs

Reference year
Annual Domestic
Phases in Traffic Total ATM International ATM
traffic ATM
Forecast

Phase 1 2020 4.4 MPPA 34,400 31,600 2,800

Phase 2 2021 5.8 MPPA 46,000 42,400 3,600

Phase 3 2023 9.4 MPPA 73,500 68,900 4,600

Phase 4 2024 13.1 MPPA 1,01,500 96,200 5,300

2040 1,85,000

Table 14: Year-wise ATMs

ATMs as per
Year Growth Rate ATMs
Master Plan
2020 34,400 34400
2021 46,000 46000
2022 0.26 58146
2023 73,500 73500
2024 1,01,500 101500
2025 105380
2026 109409
2027 113592
2028 117935
2029 122444
2030 127125
2031 131985
2032 0.04 137031
2033 142270
2034 147709
2035 153356
2036 159219
2037 165306
2038 171626
2039 178188
2040 1,85,000 185000

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6.3.2.2 Aircraft Fleet Mix
Expected fleet mix has been considered as per Employer’s requirements. The Percentages are
adjusted such that the total percentage is 100%. The Aircraft fleet mix considered for traffic
estimation is presented in Table 15.

Table 15: Aircraft Fleet Mix

Adjusted Percentage
Aircraft Percentage as per ER
as per ER

Q400, Turbo prop 10 10.10

ATR72, Turbo prop 10 10.10

28.27
A320neo 28

B737-800 15 15.15

B 737 – 900 10 10.10

6.06
B 737 -900 ER 6

A321 16 16.15

B757 1 1.01

1.01
B787-900 1

B777-300 ER 1 1.01

A350-900 1 1.01

Marginal percentage 0.04

B777-900
ensuring 52 movements

6.3.2.3 Annual Average Aircraft Traffic

Considering the Year wise ATMs and Aircraft fleet mix, each aircraft traffic movements are
calculated. It is assumed that annual arrivals equals annual departures for each type of aircraft
as well as for the entire fleet mix. The average annual arrivals and average annual departures
are presented in Table 16 and Table 17 for Code –C and Code D/E aircraft respectively.

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 Table 16: Annual Average Traffic – Code C Aircraft

Aircraft Q400 ATR72 A320neo B737-800 B737–900 B737 -900ER A321

Annual
Average 6048 6048 16935 9072 6048 3629 9677
Arrival
Annual
Average 6048 6048 16935 9072 6048 3629 9677
Departure

Table 17: Annual Average Traffic – Code D/E Aircraft

Aircraft B787- B777-300 B777-300 ER A350- A350-900 B777-

B757
900 ER (Reduced wt.) 900 (Reduced wt.) 900
Annual
Average 605 605 181 423 181 423 26
Arrival

Annual
Average 605 605 181 423 181 423 26
Departure

Above fleet mix is split into different categories of aircraft based on their wheel base and wing
span for the purpose of Traffic design. Aircraft are assigned codes ‘C’, ‘D’/ ‘E’ as per ICAO
guidelines for this purpose.
Considering that the traffic is predominantly domestic and short range, the long range aircraft
may not prove to be critical. For design purposes, 30% A350-900 and B777-300ER movement
indicated in the fleet mix shall be considered at MTOW and 70% A350-900 and B777-300ER
movement indicated in the fleet mix shall consider range upto London. The other Code D and
E aircraft indicated in the fleet mix should be taken at MTOW.
6.3.3 Design Traffic
The aircraft fleet mix provides a distribution of aircraft that are expected to utilize the airfield
during the design life. Traffic forecast presented above for year 2020 onwards has been
adopted as the basis for estimating the future airport traffic for pavement design. Since only
one runway 09/27 and one apron are proposed, the airfield pavements will be used by the above
fleet mix to full or partial extent.
6.3.3.1 Runway
The proposed runway 09/27 would be utilized for both take-off and landing purposes from both
the ends. There will be four modes of operations namely, 09 Arrival; 09 Departure; 27 Arrival
and 27 Departure.

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Runway Direction Usage factors – As per the employer’s requirements, 60% of the air traffic
has been considered to arrive on/depart from Runway 09 and 60% has been considered to arrive
on/depart from Runway 27. This gives a total of 120%, which is conservative considering the
aggregate aircraft traffic for the runway.
The runway in the present project is proposed to be a transversely variable (keel) section which
consists three sections- High Strength (central portion), Low Strength (outer runway) and a
Transition between central and outer portion which is explained in section 5.4.
Design Traffic for High Strength Runway - Design traffic on the central portion of the runway
shall be considered as 100% of the total runway departure traffic as per FAA Advisory Circular
150/5320-6F.
Design Traffic for Low Strength Runway - Design traffic on the outer third of the runway
shall be considered as 1% of the runway departure traffic as per FAA Advisory Circular
150/5320-6F.
6.3.3.2 Taxiways
Taxiways Design traffic is calculated considering the combinations of all modes of airport
operations, the representative scenarios that occur with consideration of likely circulation
patterns. The circulation patterns are largely dependent on location of terminals and parking
aprons. Therefore, for apportioning the traffic to various taxiways, all possible taxiway
circulation patterns have been considered in context of proposed location of apron and their
usage. The Design traffic of Taxiways is estimated based on Taxiway Utilization Model and
Aggregate Usage Factor.
i. Taxiway Utilization Model (TUM)
All airfield pavements (runway and all taxiways) of Goa International Airport will be utilized
to full extent or at least up to a certain extent by the fleet mix. All airfield pavements may not
be used by 100% of the fleet mix due to many reasons. Taxiway utilization factors are derived
based on the location of the taxiways, types of taxiways, location of the parking spaces and
types of aircraft for a realistic estimate of actual utilization.
The Taxiway Utilization Model (TUM) is represented as a percentage usage of the respective
taxiways by the arriving and departing aircraft, considering the following factors:
 Four (4) runway modes of operation for Runway 09/27.
 Apron usage pattern for different parts of the apron area considering type of aircraft stands.
 The percentage taxiway usage split between alternative routes, with an overlap so that the
total is greater than 100% in order to provide a degree of conservatism as accurate
prediction of taxi routing for the airport is not possible at this stage.
 The taxiway layout based on realistic expected level of development.
TUM is explained for the case of arrival of code C aircrafts at Runway 09 end as an example
to demonstrate the proportion of aircrafts that will use each part of the airfield pavements in
the Figure 14 below.

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 Figure 14: Taxiway Utilization Model for Code C Aircrafts Arrivals at Runway 09 End
Figure 14 indicates that 100% code C aircrafts arriving at RWY 09 end will utilize the Parallel
Taxiway-2A and RET F2. Similarly the proportions of other taxiways are represented.

ii. Aggregate Usage Factors

Runway usage factors and TUMs are aggregated to find the aggregate usage factors for each
of the Taxiways. An example for Code C aircraft is presented below.

Aggregate Usage Factor of Taxiway C2 for Departure =

((TUM for Taxiway C2 for Runway 09 Departure) * (Runway 09 Departure Usage Factor)) +
((TUM for Taxiway C2 for Runway 27 Departure) * (Runway 27 Departure Usage Factor))

Calculation of aircraft arrival volume for Aircraft A-321 (Code C) aircraft type on taxiway C2
is explained in APPENDIX-A as an example.
Design Traffic for Isolation Bay - Design traffic on the isolation bay shall be considered as
1% of the runway traffic as considered for the Outer portions of Runway

Design Traffic for Authority Apron - Design Traffic for Authority Taxiway is considered as
per Employer’s requirements i.e. 10 Code C aircraft movements/day.

6.3.3.3 Shoulders
Runway and Taxiway shoulders are designed to accommodate 15 fully loaded passes of the
most demanding aircraft, as per FAA Advisory Circular 150/5320-6F (10). Therefore, 15
passes of critical aircraft shall be taken as the Design traffic for all Runway and Taxiway
shoulders.

35
6.4 Keel Section Pavement
Several researches on swept path analysis and simulation models reported that most of the
aircraft landing and take-off operations are carried out in the central portion of the runway and
the outer portions are being unutilized, that lead to overdesigned pavement section making it
uneconomical.
Since traffic on runways is distributed with majority of traffic in the center portion of the
runway (Figure 15), the runways may be constructed with a transversely variable (keel)
section (10). Variable sections permit a reduction in the quantity of materials required for the
upper pavement layers of the runway.
Salient Features of Keel Section (Figure 16) adopted in this project:
a. High Strength Pavement - The central portion (7.5 m each side of runway centerline) design
is based on 100% Annual Departures of the aircraft mix.
b. Low Strength Pavement - The extreme outer edges of the runway where pavement is
required but traffic is unlikely, the pavement thickness is designed using the departure
weights and 1 percent of estimated frequency.
c. Transition Section – This portion is not designed but is provided as a transition between
High Strength pavement and Low Strength pavement sections.

Figure 15: An example representing maximum load repetitions in Central Portion

36
 Figure 16: A typical Keel Section - (a) Sectional View (b) Plan View

6.5 Structural Design of Airfield pavements

The airfield pavements are typically designed in layers, each layer having a sufficient thickness
adequate to withstand the applied loads without any failures/distresses. This section details the
design of flexible and rigid airfield pavement structures, designed in accordance with FAA AC
150/5320-6F (10), being the specified design code for this project. FAARFIELD software as
prescribed in this design code has been utilized for design of the airfield pavements.
In this project, the Runway, Taxiways and Isolation bay pavements will be provided with a
flexible pavement having a design life of 20 years. The Apron pavements will be provided with
a rigid pavement with a design life of 20 years.

6.5.1 Pavement Design Using FAARFIELD

The FAARFIELD software provides standard pavement thickness designs meeting structural
requirements for all airfield pavements. FAARFIELD design assumes that all standard pavement
layers meet the applicable requirements of AC 150/5370-10 (11) for materials, construction, and
quality control. Mix design requirements for HMA and PCC materials are covered in Items P-
401/403 and P-501 respectively.

37
6.5.1.1 Overview of FAARFIELD Program
FAARFIELD consists of five main forms namely Startup, Structure, Aircraft, Notes and Options;
as schematically represented in Figure 17. The “Startup” establishes which job and section to be
evaluated. “Structure” establishes the pavement structure to be analyzed. “Aircraft” establishes the
aircraft operating weight and their respective annual departures. “Notes” contains output data and
other section information. “Options” contains analysis and output options.

Figure 17: Overview of FAARFIELD Program

FAARFIELD Pavement Design Process

Pavement Design with FAARFIELD is an iterative process for both flexible and rigid design,
explained in detailed in section 5.5.2 and 5.5.3 for flexible and rigid design respectively. The
basic FAARFIELD design steps include:
Step 1: From Startup, create a new job and add the basic sections to analyze.
Step 2: From Structure, modify the pavement structure to be analyzed.
Step 3: From Airplane, add Airplane Load and Traffic Data.
Step 4: Return to Structure and Design Pavement Structure.
Step 5: Adjust Layer Thicknesses, Change Layer Types. Repeat Step 4.
Step 6: Select Life/Compaction, print out design report.
Step 7: Return to Startup and view pavement design report.
Step 8: Print pavement design report to be included in engineer’s report.

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6.5.1.2 Cumulative Damage Factor
FAARFIELD is based on the Cumulative Damage Factor (CDF) concept in which the contribution
of each aircraft type in a given traffic mix is summed to obtain the total cumulative damage from
all aircraft operations in the traffic mix, unlike the earlier method that considers only the “design
aircraft”.
6.5.1.3 Pass-to-Coverage Ratio
In general, an airplane doesn’t travel along a pavement in a perfectly straight path or along the same
path each time. An airplane may take several trips or passes along a taxiway or runway at a specific
point on the pavement to receive a full-load application. The ratio of the number of passes required
to apply one full load application to a unit area of the pavement is expressed in terms of pass-to-
coverage (P/C) ratio. It is easy to observe the number of passes an airplane may make on a given
pavement, but the number of coverages is mathematically derived internally in FAARFIELD. One
coverage is said to be occurred when a unit area of the pavement experiences the maximum
response induced by a given airplane. For flexible pavements, coverages are a measure of the
number of repetitions of the maximum strain occurring at the top of subgrade layer. For rigid
pavements, coverages are a measure of repetitions of the maximum stress occurring at the bottom
of the PCC layer.
6.5.1.4 Annual Departures
In many cases, airplanes arrive at an airport at a significantly lower weight than at take-off due to
fuel consumption. During touchdown, remaining lift on the wings and the landing gear shock
absorber alleviates most of the dynamic vertical force that is transmitted to the pavement through
the landing gears. Therefore, FAARFIELD only considers departures and ignores the arrival traffic
when determining the number of airplane passes.
6.5.1.5 FAARFIELD Material Properties
In FAARFIELD, pavement layers are assigned a thickness, elastic modulus and Poisson’s ratio. In
both in flexible and rigid analysis, same layer properties are used. Layer thicknesses can be varied
satisfying the minimum thickness requirements. Poisson’s ratio is fixed for all materials and the
elastic moduli are either fixed or variable depending upon the material.
Rigid pavement analysis requires a minimum of three layers (PCC Surface, base and subgrade) but
allows up to a total of five layers. A flexible design may have as few as 2 layers (HMA surface and
subgrade), however an unlimited number of layers can be added.
Table 18 specifies the allowable modulus values and Poisson’s Ratio for different layer types
which are used in FAARFIELD.

39
 Table 18: Allowable Modulus Values and Poisson’s Ratios Used in FAARFIELD
(Source: AC 150/5320-6F, Airport Pavement Design and Evaluation)

6.5.2 Flexible Pavement Design

Flexible pavements consist of a HMA wearing surface placed on a base course and a sub-base
to protect the subgrade. In a flexible pavement structure, each pavement layer must protect its
supporting layer.
Hot Mix Asphalt (HMA) Surfacing
The HMA surface or wearing course limits the penetration of surface water into the base course,
providing a smooth and skid resistant surface. It also resists the shearing stresses induced by
airplane wheel loads. To meet these requirements, the surface must be composed of a mixture
of aggregates and asphalt binders which will produce a uniform surface of suitable texture
possessing maximum stability and durability.
Items P-401 and P-403 are used as surface course for flexible pavements as specified in Table
18. P-401 is to be used in case of aircrafts weighing more than 12,500 pounds (5,670 kg) and
P-403 may be used in case of aircrafts weighing 12,500 pounds (5,670 kg) or less.

40
Minimum HMA surface thickness that should be adopted in case of aircrafts having Maximum
Airplane Gross Weight Operating on Pavement more than 12,500 pounds (5,670 kg) is 4 inches
(100 mm) and 3 inches (75 mm) if less than 12,500 pounds (5,670 kg).
Base Course
The base course distributes the imposed wheel loads to the pavement sub-base and/or subgrade.
The quality and thickness of the base course must prevent failure in the support layers,
withstand the stresses produced in the base, resist vertical pressures that may produce
consolidation and distortion of the surface course, and resist volume changes caused by
fluctuations in moisture content. Base courses are classified as either stabilized or un-stabilized.
If aircraft in the design traffic mix have gross loads of 100,000 pounds (45,359 kg) or more
then use of a stabilized base is required. The materials that can be used as base courses:
stabilized (P-401, P-403, P-306, P-304) and un-stabilized (P-209, P-208, P-219, P-211).
The minimum base course thickness that should be adopted in case of aircrafts having
Maximum Airplane Gross Weight Operating on Pavement more than 12,500 pounds (5,670
kg) is 6 inches (150 mm) and 3 inches (75 mm) if less than 12,500 pounds (5,670 kg).
Sub-base
A sub-base is required as part of the flexible pavement structure on subgrades with a CBR
value less than 20. The standard sub-base layer (P-154) provides the equivalent bearing
capacity of a subgrade with a CBR of 20. Sub-bases may be aggregate or treated aggregate.
The minimum thickness of sub-base is 4 inches (100 mm).
Subgrade
Subgrade stresses decrease with depth, and the controlling subgrade stress is usually at the top
of the subgrade. In FAARFIELD, the subgrade thickness is assumed to be infinite and is
characterized by either a modulus (E) or CBR value. The elastic modulus can also be entered
directly in FAARFIELD as flexible thickness design is sensitive to the strength of subgrade.
FAARFIELD Flexible Pavement Design Failure Mode
The design process for flexible pavement considers two failure modes: vertical strain in the
subgrade and horizontal strain in the asphalt layer. Limiting vertical strain in the subgrade
guards against failure by subgrade rutting, and limiting horizontal strain at the bottom of the
asphalt layer guards against pavement failure initiated by cracking of the asphalt layer. For the
horizontal strain mode, FAARFIELD considers horizontal strain in all asphalt layers in the
structure, including asphalt stabilized base layers and asphalt overlays. By default,
FAARFIELD computes only the vertical subgrade strain for flexible pavement thickness
design. However, the user has the option of enabling the asphalt strain computation by selecting
the “HMA CDF” checkbox in the FAARFIELD options screen. In most cases, the thickness
design is governed by the subgrade strain criterion. However, it is a good engineering practice
to perform the asphalt strain check for the final design.

41
Flexible Pavement Design – Methodology
The design methodology adopted for the FAARFIELD analysis is as follows:
Step 1: Input traffic data, including aircraft type, operating weights and number of annual
movements.

Figure 18: FAARFIELD Flexible Pavement Design - Step 1

Figure 19: FAARFIELD Flexible Pavement Design - Step 1a, 1b, 1c

Step 2: Set design life equal to 20 years.

Step 3: Define pavement structure.
Step 4: Modify structure to match proposed section.
Step 5: Perform Design Analysis.

42
 Figure 20: FAARFIELD Flexible Design Steps 2-5
The FAARFIELD output of the above analysis is described in APPENDIX-B which states the
thickness of each layer to be considered for the design of High Strength Runway Pavement (as
an example) in this project.
6.5.3 Rigid Pavement Design
In airports, rigid pavements are mostly composed of Plain Cement Concrete (PCC) as the top
most layer, over a base course supported on a subgrade. Granular Sub-base layer may or may
not be provided above the subgrade depending upon the meteorological conditions in the site.
Concrete Surface Layer
The functions of a PCC surface layer are to provide non-skid texture, prevention of infiltration
of surface water into the underlying layers, and providing adequate structural support for the
aircrafts using the pavement. In FAARFIELD, item P-501 is recommended as a PCC surface
course based on the quality of the concrete, acceptance and control tests, methods of
construction and handling, and quality of workmanship.
The minimum PCC layer thickness that should be adopted in case of aircrafts having Maximum
Airplane Gross Weight Operating on Pavement more than 12,500 pounds (5,670 kg) is 6 inches
(150 mm) and 5 inches (125 mm) if less than 12,500 pounds (5,670 kg).
Base Layer
The main purpose of a base layer is to provide a uniform, stable support for the rigid pavement
slabs. It is required to provide a stabilized base for pavements designed to serve airplanes over
100,000 pounds. In FAARFIELD, item P-304 Cemented Treated Base / DLC is recommended
as a base course.
The thickness of Base layer (Dry Lean Concrete) to be adopted in FAARFIELD design is 6
inches (150 mm).

43
Sub-base Layer
The primary function of a sub-base layer is to provide adequate facilities for drainage of sub-
surface water. In case of rigid pavements designed to serve airplanes weighing 30,000 pounds
(13,610 kg) or less, Sub-base may be provided in place of a base layer. The following materials
are acceptable for use under rigid pavements: stabilized base (P-401, P-403, P-306, P-304) and
un-stabilized base/sub-base (P-209, P-208, P-219, P-211, P-154).

The thickness of Sub-base (GSB) layer to be adopted in FAARFIELD design is 6 inches (150
mm).

Subgrade Layer

The strength of the subgrade layer is expressed in terms of the subgrade modulus. The subgrade
modulus can be input into FAARFIELD either as the modulus of subgrade reaction (k) or as
the elastic (Young’s) modulus E. If the subgrade modulus is input as a k-value it is
automatically converted to the equivalent E value using the following equation:
ESG = 20.15 × k 1.284
Where, ESG = Elastic modulus (E-modulus) of the subgrade, psi
k = Modulus of Subgrade Reaction of the subgrade, pci
The following formula can be used to convert CBR to an approximate k-value for the subgrade:

k = 28.6926 × CBR0.7788

FAARFIELD Rigid Pavement Design Failure Mode

Currently, only one mode of failure for rigid pavement, bottom up cracking of the concrete slab
is considered in the FAARFIELD design process in order to control the cracks by limiting the
horizontal stress at the bottom of PCC slab without considering the failure of sub-base and
subgrade layers. The design is said to be satisfied until the CDF value of 1.0 is reached for the
iterated concrete layer thickness. If minimum thickness is reached the design process will abort
with a CDF < 1.0 and the design report will indicate “Minimum layer thickness was reached.”

Rigid Pavement Design – Methodology

The design methodology adopted for the FAARFIELD analysis is as follows:

1. Input traffic data, including aircraft type, operating weights and number of annual
movements.
2. Set design life equal to 20 years.
3. Define pavement structure.
4. Define pavement layer thicknesses
5. Design PCC surface thickness.

The FAARFIELD output of the analysis and design of rigid pavement is provided in
APPENDIX-C considering Code-C Apron Pavement (as an example) in this project.

44
6.6 ACN-PCN Analysis
Aircraft Classification Number (ACN) is a number that expresses the relative effect of an
aircraft at a given configuration on a pavement structure for a specified standard subgrade
strength.

Pavement Classification Number (PCN) is a number that expresses the load-carrying capacity
of a pavement for unrestricted operations.

The ACN-PCN system is structured so a pavement with a particular PCN value can support an
aircraft that has an ACN value equal to or less than the pavement’s PCN value. This is possible
because ACN and PCN values are computed using the same technical basis.

FAA Advisory Circular AC 150/5335-5C (12), Standardized Method of Reporting Airport

Pavement Strength – PCN, states “The ACN-PCN system is only intended as a method of
reporting relative pavement strength so airport operators can evaluate acceptable operations of
aircraft. It is not intended as a pavement design or pavement evaluation procedure, nor does it
restrict the methodology used to design or evaluate a pavement structure.”

To facilitate the use of the ACN-PCN system, the FAA developed a software application called
COMFAA that calculates ACN values using the procedures and conditions specified by ICAO
and can be used to determine PCN values following the procedures in AC 150/5335-5C (12).

6.6.1 Determination of PCN Value using COMFAA

The COMFAA software is a general purpose program that operates in two computational
modes: ACN Computation Mode and Pavement Thickness Mode.
a. ACN Computation Mode:
 Calculates the ACN number for airplanes on flexible pavements.
 Calculates the ACN number for airplanes on rigid pavements.
 Calculates flexible pavement thickness based on the ICAO procedure (CBR method) for
default values of CBR (15, 10, 6, and 3).
 Calculates rigid pavement slab thickness based on the ICAO procedures (Portland
Cement Association method, interior load case) for default values of k (552.6, 294.7,
147.4, and 73.7 lb/in3 [150, 80, 40, and 20 MN/m3]).

b. Pavement Thickness Mode:

 Calculates total flexible pavement thickness based on the FAA CBR method specified in
AC 150/5320-6F (10), Airport Pavement Design and Evaluation, for CBR values and
coverage levels specified by the user.
 Calculates rigid pavement slab thickness based on the FAA Westergaard method (edge
load analysis) specified in AC 150/5320-6F (10) for k values and coverage levels
specified by the user.

45
Using the COMFAA Program:
Using the COMFAA program to calculate ACN values to determine PCN is visually interactive
and intuitive.

ACN Computation:
Step 1: Select the desired aircraft,
Step 2: Confirm the physical properties of the aircraft. Only gross weight, percent gross weight
on main gear, and tire pressure are changeable. All other properties are fixed by the
ICAO standard.
Step 3: Click on the “MORE” button.
Step 4: Click on the ACN Flexible or ACN Rigid button to determine the ACN for the four
standard subgrade conditions.
Step 5: Click on the “Details” button to view parameters used to compute ACN.

PCN Computation:
Step 1: Add the runway traffic mix aircraft to an external file and input annual departures or
coverages of each aircraft.

Step 2: Confirm the physical properties of each individual aircraft in the traffic mix,

Step 3: Input the evaluation thickness (Obtained from Support Spreadsheet for COMFAA) and
the subgrade support strength.

Step 4: Input the concrete strength if analysing a rigid pavement.

Step 5: Click on the “LESS” button to activate the PCN Batch computational mode.

Step 6: Click on the PCN Flexible Batch or PCN Rigid Batch button to determine the PCN of
the pavement.

Step 7: Click on the “Details” button to view the Results Tables.

Figure 21 and Figure 22 summarize the operation of the COMFAA program.

46
Figure 21: COMFAA Support Spreadsheet for Computing Equivalent Thickness

Figure 22: Operation of the COMFAA Program in PCN Mode

47
6.6.2 Reporting the PCN Value
The PCN for a pavement is reported as a five-part number where the following codes are orders
and separated by forward slashes.

i. Numerical PCN value,

ii. Pavement Type,
iii. Subgrade category,
iv. Allowable Tire Pressure, and
v. Method used to determine the PCN
Numerical PCN value: The PCN numerical value is a relative indication of the load-carrying
capacity of a pavement in terms of a standard single wheel load at a tire pressure of 181 psi
(1.25 MPa).
Pavement Type: For the purpose of reporting PCN values, pavement types are considered to
function as either flexible or rigid structures. Table 19 lists the pavement codes for the purposes
of reporting PCN.
Table 19: Pavement Codes for Reporting PCN

Subgrade Strength Category: The ACN-PCN method adopts four standard levels of subgrade
strength for rigid pavements and four levels of subgrade strength for flexible pavements. These
standard support conditions are used to represent a range of subgrade conditions as shown in
Table 20 and Table 21.

Table 20: Standard Subgrade Support Conditions for Rigid Pavement ACN Calculation

48
 Table 21: Standard Subgrade Support Conditions for Flexible Pavement ACN Calculation
Subgrade
Subgrade Support
Strength Represents Code Designation
CBR-Value
Category

High 15 CBR > 13 A

Medium 10 8<CBR<13 B

Low 6 4<CBR<8 C

Ultra Low 3 CBR<4 D

Allowable Tire Pressure: Table 22fi lists the allowable tire pressure categories identified by
the ACN-PCN system. The tire pressure codes apply equally to rigid or flexible pavement
sections; however, the application of the allowable tire pressure differs substantially for rigid
and flexible pavements.

Table 22: Tire Pressure Codes for Reporting PCN

Method used to Determine PCN: Two pavement evaluation methods are recognized in the PCN
system. If the evaluation represents the results of a technical study, the evaluation method
should be coded T. If the evaluation is based on “using airplane” experience, the evaluation
method should be coded U.

An example of a PCN code is 80/R/B/W/T, which means the PCN value is 80, pavement type
is rigid, subgrade category is medium strength category, no tire pressure limit and T represents
results of a technical study.

Determination of PCN value using technical evaluation method for flexible pavement and rigid
pavements in this project is provided in APPENDIX-D and APPENDIX-E respectively.

49
 CHAPTER 7: DESIGN OF LANDSIDE AND AIRSIDE ROAD PAVEMENTS

7.1 General
This chapter includes pavement design for all airside and landside roads included in the Goa
International Airport Project. Airside roads include Perimeter Roads, Head of Stands (HOS)
Road, CFR Roads, Road to Navigational aids and Road to Meteorological installation.
Landside roads include Loop Roads and Service Roads.

7.2 Pavement Types and Materials

All the roads designed as flexible pavements are provided with Bituminous Concrete (BC)
surfacing with VG-30 or VG-40 Bitumen binder, Dense Bituminous Macadam (DBM) with
VG-30 or VG-40 grade Bitumen, Un-stabilized base (WMM) and Granular Sub-base
(GSB)/Stabilized sub-base (CTSB) courses over prepared subgrade. Technical specifications
of all pavement materials shall be followed as per MoRTH (13).

Strength parameters of pavement materials

The strength parameters for various pavement layers in pavement design are adopted as per
IRC:37-2012 (14) and are provided in Table 23.
Table 23: Strength Parameters for Road pavement materials

Poisson’s
Pavement Layers Poisson’s ratio Elasticity Modulus
Ratio

BC (VG 30) E=1700 MPa 0.35

BC (VG 40) E=3000 MPa 0.35

DBM (VG 30) E=1700 MPa 0.35

DBM (VG 40) E=3000 MPa 0.35

WMM with CTSB as Subbase E=350 MPa 0.35

Depends on Subgrade modulus and

WMM with GSB as Subbase 0.35
Granular thickness

CTSB E=600 MPa 0.25

Depends on Subgrade modulus and

GSB 0.35
Granular thickness

Subgrade E=86.34 MPa 0.35

7.3 Geotechnical Investigations

From the geotechnical investigations in the site area, the soil available was observed to be non-
cohesive laterite soil with CBR value of 12%.

50
7.4 Design Traffic
Design traffic (in million standard axles or MSA) of different airside and landside roads are
considered as per Employer requirements.
7.5 Structural Design of Landside and Airside Road Pavements
All landside and airside pavements are designed as flexible pavement in accordance with IRC
37-2012 (14). A flexible pavement is modelled as an elastic multilayer structure. The stresses
and strains at critical locations as shown in Figure 23 are computed using a linear layered elastic
model. Tensile strain, εt at the bottom of the bituminous layer and the vertical subgrade strain,
εv on the top of the subgrade are conventionally considered as critical parameters for pavement
design to limit cracking and rutting in the bituminous layers and non-bituminous layers
respectively.
Firstly, the allowable strains in pavement layers are calculated in terms of two primary
pavement distress criteria: fatigue cracking and rutting. After that, the actual strains arising in
the pavement layers due to traffic loading are calculated using IITPAVE software, assuming
suitable trial pavement layer thicknesses. The assumed pavement crust is deemed to be safe for
the design loads if the actual strains are less than the allowable strains.

Figure 23: Critical strain locations in flexible pavement

Allowable Strains in the Pavement Structure

The allowable strains in the pavement layers were calculated primarily on the basis of two
pavement distress criteria: fatigue cracking and rutting.

A. Fatigue Model

Due to repetition of load, tensile strain develops cracks at the bottom of the bituminous layer
which is a problem for the long-term serviceability. The phenomenon is called fatigue of the
bituminous layer and the number of load repetitions in terms of standard axles that cause fatigue
denotes the fatigue life of the pavement. Fatigue equation of 90 per cent reliability equation is
used for the pavements with design traffic more than 30 MSA (where richer bituminous mixes
with stiffer VG 40 binder should be used) and 80 percent reliability equation is used for the
pavements with design traffic less than 30 MSA (where normal bituminous mixes with VG 30
bitumen can be used).

51
The allowable tensile strains are calculated using the fatigue criteria equation as outlined in the
clause 6.2 of IRC: 37-2012. The equations are as follows:

Nf = 2.21 x 10 -4 (εt)-3.89 (E1)-0.854 (80% reliability)

Nf = 1.43 x 10 -4 (εt)-3.89 (E1)-0.854 (90% reliability)

Where, Nf = fatigue life in terms number of standard load repetitions, εt = Tensile strain at the
bottom of bituminous layer, E1 = Elastic modulus of bituminous layer.

The equation with 90% reliability is modified by considering 90 per cent reliability with air
voids around 3.5 percent and the volume of bitumen of about 12.5 percent (Refer eqn. 6.3,
IRC:37-2012).

B. Rutting Model

Rutting is the permanent deformation in pavement usually occurring longitudinally along the wheel-
path. The 90 per cent reliability equation is used for the pavements with design traffic more than 30
MSA and 80 percent reliability equation is used for the pavements with design traffic less than 30 MSA.
The rutting model considers the vertical strain in subgrade. The allowable compressive strains were
calculated using the rutting criteria equation as outlined in the clause 6.3 of IRC: 37-2012 (14).

Nd = 4.1656 x 10 -8 (εv)-4.5337 (80% reliability)

Nd = 1.41 x 10 -8 (εv)-4.5337 (90% reliability)

Where, Nd = Rutting life in terms number of standard load repetitions, εv = Compressive strain
on top of the sub-grade.

Actual Strains in the Pavement Structure

The actual tensile strains were calculated using the various pavement design parameters as
inputs in the IITPAVE program. The inputs are tyre pressure, standard axle load, wheel
configuration, Elastic moduli of each layers. The actual strains are computed using various trial
pavement structural layer combinations.

Using the above explained procedure, the structural design of Loop Roads in the present
project, considering design traffic of 50 MSA (As per ER) is presented in APPENDIX-F as an
example.

52
 CHAPTER 8: PRE-MONSOON PROTECTIVE WORKS

Goa experiences heavy rainfall during the Monsoon period starting from 1 st week of June till
end of September. The excavated earth could not be utilized completely for filling. As a result,
these heaps/stock piles of earth has potential to contaminate the natural streams during rains.
Hence, it is necessary to protect these stock piles by containing the base (toe) of the stock piles
with sand bags. It is also necessary to construct sedimentary bunds at intervals within the airport
boundary to protect the flow of surface runoff free from mud before entering into the natural
channels.

The Following works were proposed and executed to protect the natural streams from mud
flow:

1. Construction of four number of temporary Bunds within the Airport boundary.

2. Construction of two number of temporary Bunds outside the Airport boundary.
3. De-silting and cleaning of channels within the Airport boundary.
4. Protection of Toe and Base of stock piles of earth.
5. Epoxy protective coatings to the exposed reinforcement bars for Passenger Terminal
building and Admin building.
6. Protection of the exposed steel in stock yard by duly wrapping the same with tarpaulin.
7. Backfilling of the exposed footings for PTB and Admin building to avoid chances of
falling of cattle in these pits
8. As the Passenger Terminal building (PTB) footings are in a cut area, during the monsoon
period the rain water will result in ponding the area. There is a need to install the
dewatering pumps to drain the impounded water and to protect the foundations of PTB.

The detailed methodology for the Construction of Sedimentary bunds and Protection of Stock
Piles Toe are explained in this chapter.

8.1 Methodology for Construction of Sedimentary Bunds

1. The site is cleared of vegetation and any other extraneous matter by manually picking up
the matter or with the help of a dozer.
2. The area is excavated up to the required depth as per approved drawings with the help of
an excavator. The excavated soil is then dumped away from the working area by a tipper.
3. Boulders of size 300-500 mm are then placed in the pit excavated such that they form a
barrier of interlocked boulders and slopes are filled with boulder material.
4. Bund is constructed in a slope of 1 vertical to 2 horizontals according to the approved
sketches/drawings.
5. The surface voids are filled with smaller sized materials (crushed material).
6. Geo-Grid is wrapped around the bund at upstream side and is extended till the downstream
side.
7. Geo-synthetic (Geo-Textile) of appropriate size is then wrapped around the bund at
upstream side for filtration purpose and to arrest flow of mud, suspended particles and soil
from water in sedimentary basin of bund.

53
Figure 24 shows the typical cross-sectional details of the sedimentary bund adopted as part of
pre-monsoon protective work. Figure 25 shows the construction procedure of temporary bunds
in site.

Figure 24: Typical Bund Section Details

Figure 25: Construction of Bunds

54
 Figure 26: Use of Geo-grid in Bunds

8.2 Methodology for Protection of Stock Piles Toe

1. Boulders are placed along the perimeter of the stock pile toe for a height of 1m.
2. Empty gunny bags are filled with available granular laterite material at site.
3. The filled bags are placed along the toe of stock piles to prevent erosion of soil during
monsoon.
4. Bags are kept up to a height of 0.3 m to 0.5m.
5. The protection work are carried out to the all-stock piles, wherever the stock pile toe is
near natural streams.

Figure 27: Protection of Stock Piles Toe

55
 DISCUSSION AND CONCLUSION
FAARFIELD Method was adopted over CBR method for design of Airfield pavements as it
gives conservative layer thicknesses making it economical. The Following are the advantages
of FAARFIELD method over CBR method of design:
a. FAARFIELD takes the actual aircraft mix and wheel configuration for the design,
whereas CBR method considers Design aircraft for the design purpose.
b. FAARFIELD is based on Elastic layered Design while CBR is based on empirical method.
c. FAARFIELD considers material properties (modulus and Poisson's ratio) while CBR
method is based on CBR values of different layers only (except asphalt layer).
d. FAARFIELD can analyze the Cumulative Fatigue Damage (CFD) for asphalt layer also.
e. FAARFIELD considers stabilized layers in case of granular layers.

In this project, the runway and parallel taxiway are designed as transversely varying (keel)
section based on several researches on swept path analysis of aircrafts and simulation model.
The main purpose of providing a keel section is to make it economical solution by permitting
a reduction in the quantity of materials required for the different pavement layers. The major
challenge associated with keel section is the complexity in construction which requires highly
skilled supervision and systematic execution of different layers. In case of an inaccurate execution
process, the cost incurred in the construction of keel section may negate any savings realized from
reduced material quantities that would result into a costlier section as compared to Full depth
pavement section.
Hence, it can be concluded that the accuracy in the execution process is the deciding factor for
evaluating the feasibility of a keel section that forms the future scope of the project.

56
 APPENDIX-A
Calculation of Design Traffic for Taxiway

Calculation of aircraft arrival volume for Aircraft A-321 (Code C) aircraft type on taxiway C2
is explained below.

Considering the following as inputs:

Runway Usage Factor for 09 Departure = 60%
Runway Usage Factor for 27 Departure = 60%

TUM for Taxiway C2 for Runway 09 Departure = 30% (From Figure 14)
TUM for Taxiway C2 for Runway 27 Departure = 80% (From Figure 14)

Aggregate Usage Factor of Taxiway C2 for Departure =

((TUM for Taxiway C2 for Runway 09 Departure) * (Runway 09 Departure Usage Factor)) +
((TUM for Taxiway C2 for Runway 27 Departure) * (Runway 27 Departure Usage Factor))

= (30% * 60%) + (80% * 60%) = 66%

Average annual departure volume of A-321 aircraft = 9677 aircraft per year (from Table 16)

Departure volume of A-321 aircraft on C2 = 66% * 9677 = 6387 aircraft per year

57
 APPENDIX-B
FAARFIELD Output for Flexible Pavement Design
FAARFIELD v 1.42 - Airport Pavement Design

Section RunwayHS in Job goaflexible.

The structure is New Flexible. Asphalt CDF = 1.8581.

Design Life = 20 years.
A design for this section was completed on 05-28-19 at 10:58:48.

Pavement Structure Information by Layer, Top First

Thickness Modulus Poisson's Strength

No. Type
mm MPa Ratio R,MPa
1 P-401/ P-403 HMA Surface 225.0 1,378.95 0.35 0.00
2 P-209 Cr Ag 220.0 427.54 0.35 0.00
3 P-154 UnCr Ag 101.6 142.17 0.35 0.00
4 Subgrade 0.0 124.11 0.35 0.00

Total thickness to the top of the subgrade = 619.1 mm

Airplane Information

Gross Wt. Annual % Annual

No. Name
tonnes Departures Growth
1 D-50 22.500 7,258 0.00
2 A320-200 Twin std 73.900 10,161 0.00
3 B737-800 79.243 5,444 0.00
4 B737-900 79.243 3,629 0.00
5 B737-900 ER 85.366 2,178 0.00
6 A321-200 std 89.400 5,807 0.00
7 B757-300 124.058 363 0.00
8 B787-9 (Preliminary) 251.744 363 0.00
9 B777-300 ER 352.441 109 0.00
10 B777-300 ER 315.000 255 0.00
11 A350-900 272.904 109 0.00
12 A350-900 250.000 255 0.00
13 B777 Freighter (Preliminary) 348.722 16 0.00

Additional Airplane Information

Subgrade CDF
CDF CDF Max P/C
No. Name
Contribution for Airplane Ratio
1 D-50 0.00 0.00 1.58
2 A320-200 Twin std 0.00 0.00 1.30
3 B737-800 0.00 0.00 1.32
4 B737-900 0.00 0.00 1.32
5 B737-900 ER 0.00 0.00 1.32
6 A321-200 std 0.00 0.01 1.29
7 B757-300 0.00 0.00 1.34
8 B787-9 (Preliminary) 0.47 0.48 1.57
9 B777-300 ER 0.10 0.10 1.49
10 B777-300 ER 0.01 0.01 1.49
11 A350-900 0.26 0.26 1.77
12 A350-900 0.14 0.14 1.77
13 B777 Freighter (Preliminary) 0.01 0.01 1.49

58
HMA CDF
CDF CDF Max P/C
No. Name
Contribution for Airplane Ratio
1 D-50 0.00 0.01 2.08
2 A320-200 Twin std 0.51 0.52 2.18
3 B737-800 0.32 0.37 2.10
4 B737-900 0.21 0.25 2.10
5 B737-900 ER 0.18 0.21 2.10
6 A321-200 std 0.51 0.52 2.09
7 B757-300 0.02 0.02 1.12
8 B787-9 (Preliminary) 0.05 0.07 1.29
9 B777-300 ER 0.01 0.03 0.81
10 B777-300 ER 0.01 0.04 0.81
11 A350-900 0.02 0.03 1.44
12 A350-900 0.02 0.05 1.44
13 B777 Freighter (Preliminary) 0.00 0.00 0.81

User is responsible for checking frost protection requirements.

Figure 28: Screenshot of FAARFIELD Flexible Pavement Design Output

59
 APPENDIX-C
FAARFIELD Output for Rigid Pavement Design

FAARFIELD output (Considering Design Traffic)

FAARFIELD v 1.42 - Airport Pavement Design

The structure is New Rigid.

Subgrade CBR = 15%
Design Life = 20 years.

Pavement Structure Information by Layer, Top First

Thickness Modulus Poisson's Strength

No. Type
mm MPa Ratio R,MPa
1 PCC Surface 368.3 27,579.03 0.15 4.83
2 P-304 CTB 150.0 3,447.38 0.20 0.00
3 P-154 UnCr Ag 150.0 165.97 0.35 0.00
4 Subgrade 0.0 155.12 0.40 0.00

Total thickness to the top of the subgrade = 668.3 mm

Airplane Information

Gross Wt. Annual % Annual

No. Name
tonnes Departures Growth
1 D-50 22.500 462 0.00
2 A320-200 Twin std 73.900 646 0.00
3 B737-800 79.243 346 0.00
4 B737-900 79.243 231 0.00
5 B737-900 ER 85.366 139 0.00
6 A321-200 std 89.400 369 0.00
7 B757-300 124.058 0 0.00
8 B787-9 (Preliminary) 251.744 0 0.00
9 B777-300 ER 352.441 0 0.00
10 B777-300 ER 315.000 0 0.00
11 A350-900 272.904 0 0.00
12 A350-900 250.000 0 0.00
13 B777 Freighter (Preliminary) 348.722 0 0.00

Additional Airplane Information

CDF CDF Max P/C

No. Name
Contribution for Airplane Ratio
1 D-50 0.00 0.00 3.73
2 A320-200 Twin std 0.01 0.01 3.70
3 B737-800 0.05 0.06 3.52
4 B737-900 0.03 0.04 3.52
5 B737-900 ER 0.15 0.17 3.53
6 A321-200 std 0.76 0.78 3.46
7 B757-300 0.00 0.00 3.95
8 B787-9 (Preliminary) 0.00 0.00 4.05
9 B777-300 ER 0.00 0.00 3.87
10 B777-300 ER 0.00 0.00 3.87
11 A350-900 0.00 0.00 2.25
12 A350-900 0.00 0.00 2.25
13 B777 Freighter (Preliminary) 0.00 0.00 3.89

User is responsible for checking frost protection requirements.

60
 Figure 29: Screenshot of FAARFIELD Rigid Pavement Design Output-1

FAARFIELD output (Traffic as per P/C Ratio)

FAARFIELD v 1.42 - Airport Pavement Design

The structure is New Rigid.

Subgrade CBR = 15%
Design Life = 20 years.

Pavement Structure Information by Layer, Top First

Thickness Modulus Poisson's Strength

No. Type
mm MPa Ratio R,MPa
1 PCC Surface 382.6 27,579.03 0.15 4.83
2 P-304 CTB 150.0 3,447.38 0.20 0.00
3 P-154 UnCr Ag 150.0 166.00 0.35 0.00
4 Subgrade 0.0 155.19 0.40 0.00

Total thickness to the top of the subgrade = 682.6 mm

Airplane Information

Gross Wt. Annual % Annual

No. Name
tonnes Departures Growth
1 D-50 22.500 1,724 0.00
2 A320-200 Twin std 73.900 2,391 0.00
3 B737-800 79.243 1,218 0.00
4 B737-900 79.243 814 0.00
5 B737-900 ER 85.366 491 0.00
6 A321-200 std 89.400 1,277 0.00
7 B757-300 124.058 0 0.00
8 B787-9 (Preliminary) 251.744 0 0.00
9 B777-300 ER 352.441 0 0.00
10 B777-300 ER 315.000 0 0.00
11 A350-900 272.904 0 0.00
12 A350-900 250.000 0 0.00
13 B777 Freighter (Preliminary) 348.722 0 0.00

61
Additional Airplane Information

CDF CDF Max P/C

No. Name
Contribution for Airplane Ratio
1 D-50 0.00 0.00 3.73
2 A320-200 Twin std 0.01 0.01 3.70
3 B737-800 0.05 0.06 3.52
4 B737-900 0.03 0.03 3.52
5 B737-900 ER 0.15 0.17 3.53
6 A321-200 std 0.77 0.79 3.46
7 B757-300 0.00 0.00 3.95
8 B787-9 (Preliminary) 0.00 0.00 4.05
9 B777-300 ER 0.00 0.00 3.87
10 B777-300 ER 0.00 0.00 3.87
11 A350-900 0.00 0.00 2.25
12 A350-900 0.00 0.00 2.25
13 B777 Freighter (Preliminary) 0.00 0.00 3.89

User is responsible for checking frost protection requirements.

Figure 30: Screenshot of FAARFIELD Rigid Pavement Design Output-2

62
 APPENDIX-D
Determination of PCN value by technical evaluation method for flexible pavement using
COMFAA

Step 1: A flexible runway pavement with a subgrade CBR of 15% and a total thickness of 545 mm
(225mm asphalt surface layer, 225mm of base layer and 100mm of sub-base layer). The traffic mix
is the same as in the APPENDIX-B. The pavement is designed for a life of 20 years. The designed
pavement thickness is converted to equivalent thickness using the COMFAA support spreadsheet
as shown in Figure 31.

Figure 31: Screenshot of PCN Worksheet in COMFAA Support Spreadsheet for Computing
Equivalent Thickness for the designed Flexible Runway Pavement
Step 2: In COMFAA software, Input the Traffic mix, CBR value and Equivalent Thickness and
Click on “PCN Flexible Batch”. Copy the Summary Output and Paste Into the Support Spreadsheet.
Step 3: Report the PCN Value from the COMFAA Output as shown in Figure 32.

Figure 32: COMFAA output for Flexible Runway Pavement

The recommended PCN value for this flexible runway pavement is 69/F/A/W/T adopting the
maximum ACN in the fleet mix.

63
 APPENDIX-E
Determination of PCN value by technical evaluation method for rigid pavement using
COMFAA
Step 1: A rigid pavement with a subgrade k-value of 64.2 MN/m3 and a total thickness of 685 mm.
The traffic mix is the same as in the APPENDIX-B. The designed pavement thickness is converted
to equivalent thickness using the COMFAA support spreadsheet as shown in Figure 33.

Figure 33: Screenshot of PCN Worksheet in COMFAA Support Spreadsheet for Computing
Equivalent Thickness for the designed Rigid Pavement
Step 2: In COMFAA software, Input the Traffic mix, k-value value and Equivalent Thickness and
Click on “PCN Rigid Batch”. Copy the Summary Output and Paste Into the Support Spreadsheet.
Step 3: Report the PCN Value from the COMFAA Output as shown in Figure 34.

Figure 34: COMFAA output for Rigid Runway Pavement

The recommended PCN value for this flexible runway pavement is 86/R/B/W/T adopting the
maximum ACN in the fleet mix.

64
 APPENDIX-F
Structural Design of Loop Roads at Mopa Airport

Type of Pavement – Flexible

Design Traffic – 50 MSA
Number of layers – 4 Layers
Tyre Pressure – 0.56 MPa

Trial Poisson’s
Pavement Layers Poisson’s ratio Elasticity Modulus
Thickness Ratio
BC (VG 40) E=3000 MPa 50 mm 0.35
DBM (VG 40) E=3000 MPa 50 mm 0.35
WMM with CTSB as Subbase E=350 MPa 125 mm 0.35
CTSB E=600 MPa 200 mm 0.25
Subgrade E=86.34 MPa - 0.35

Allowable Strains calculated as per IRC: 37-2012

 Allowable Tensile Strain at Bottom of Bituminous Layer = 0.0001857
 Allowable Vertical Strain on Top of Subgrade = 0.0003717

Actual Strains obtained from IITPAVE program (IITPAVE Output is shown in Figure
35)
 Tensile Strain at Bottom of Bituminous Layer = 0.0001819
 Vertical Strain on Top of Subgrade = 0.0003702
From the above strain value calculations, tensile strain at the bottom of bituminous layer and
vertical strain on top of subgrade are within the allowable limits as per fatigue and rutting
criteria. Hence, the pavement sections are safe for design traffic operation.

Figure 35: Screenshot of IITPAVE Output for Design of Loop Roads

65
 APPENDIX-G
Phase-1 Development Masterplan

66
 REFERENCES
1. Horonjeff, R., F. X. Mckelvey, W. J. Sproule, and S. B. Young. Planning and Design of
Airports. MC Graw Hill, US, 2010.
2. Lance Sherry. Introduction to Airports Design and Operations. 2009.
3. IBEF. Indian Aviation Industry. https://www.ibef.org/industry/indian-aviation.aspx.
4. UDAN. https://en.wikipedia.org/wiki/UDAN.
5. Aviation In India. https://en.wikipedia.org/wiki/Aviation_in_India.
6. International Civil Aviation Organization. Aerodromes. 2018.
7. Dabolim Airport. https://en.wikipedia.org/wiki/Dabolim_Airport.
8. International Civil Aviation Organization. Aerodrome Design Manual. ICAO, 2005.
9. Federal Aviation Administration. Advisory Circular- 150/5300-13A. 322.
10. Federal Aviation Administration. Advisory Circular 150/5320-6F. 173.
11. Federal Aviation Administration. Advisory Circular 150/5370-10H. 727.
12. Ferderal Aviation Administration. Advisory Circular 150/5335-5C. 113.
13. Ministry of Road Transport and Highways. Specifications for Road and Bridge Works.
2013, p. 902.
14. IRC:37-2012. Tentative Guidelines for Design of Flexible Pavements. 2012, p. 102.

67