Cox's Bazar Airport - Detailed Design Report

GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH
MINISTRY OF CIVIL AVIATION AND TOURISM
Civil Aviation Authority of Bangladesh
Development of Cox’s Bazar Airport (Phase-I), Stage-I
Design Report
Presented by FEB. 2011

DEVELOPMENT OF COX’S BAZAR AIRPORT (PHASE-I), STAGE-I
DEVELOPMENT
OF
COX’S BAZAR AIRPORT (PHASE-I), STAGE-I
CONTENTS
1. INTRODUCTION ............................................................................................................... 1
1.1 BACKGROUND ................................................................................................................................ 1
1.2 OBJECTIVES ................................................................................................................................... 1
1.3 SCOPE OF WORKS ........................................................................................................................ 1
1.3.1 Review of Existing Condition Survey for Design ...................................................................... 1

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1.3.2 Design Plan for 1 Phase Development ................................................................................... 2
1.3.3 Design of Civil Works ................................................................................................................ 2
1.3.4 Design of Airfield Lighting Systems .......................................................................................... 2
1.3.5 Design of Air Navigation Systems............................................................................................. 2
2. REVIEW OF EXISTING CONDITION SURVEY FOR DESIGN ......................................... 3

2.1 TOPOGRAPHICAL SURVEY ........................................................................................................... 3
2.1.1 Primary Control Point ................................................................................................................ 3
2.1.2 Level Survey ............................................................................................................................. 4
2.1.3 Deference between AIP and Actual Result of Survey ............................................................... 4
2.1.4 Deputed Area for Topo Survey .................................................................................................. 5
2.2 SOIL INVESTIGATION ..................................................................................................................... 6
2.2.1 Stability of ground ..................................................................................................................... 6
2.2.2 Stability of Slope ....................................................................................................................... 7
2.2.3 Evaluating Liquefaction Potential.............................................................................................. 9
3. BASIC PLAN FOR 1ST PHASE DEVELOPMENT .......................................................... 14

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3.1 THE CONSTRUCTION ITEMS FOR 1 PHASE ..........................................................................14
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3.2 AIRPORT LAYOUT PLAN FOR 1 PHASE ..................................................................................16
3.2.1 General ................................................................................................................................... 16
3.2.2 Design Aircraft ......................................................................................................................... 16
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3.2.3 Runway ................................................................................................................................... 17
3.2.4 Taxiway ................................................................................................................................... 25
3.2.5 Turn Pad ................................................................................................................................. 26
3.2.6 Apron....................................................................................................................................... 27
4. DESIGN OF CIVIL WORKS ............................................................................................ 32

4.1 GENERAL.......................................................................................................................................32
4.2 EARTHWORKS ..............................................................................................................................32
4.2.1 Applicable codes and standards ............................................................................................. 32
4.2.2 Design conditions and parameters ......................................................................................... 32
4.2.3 Elevations ............................................................................................................................... 33
4.3 SURFACE TREATMENT ................................................................................................................34
4.3.1 The filling area for runway extension ...................................................................................... 34
4.4 PAVEMENT ....................................................................................................................................35
4.4.1 General ................................................................................................................................... 35
4.4.2 Pavement Design Criteria ....................................................................................................... 35
4.4.2.1 Flexible Pavement Design .......................................................................................................... 36
4.4.2.2 Rigid Pavement Design............................................................................................................... 40
4.4.2.3 Overlay Design ............................................................................................................................ 43
4.4.2.4 ACN-PCN .................................................................................................................................... 45
4.4.3 Pavement Design .................................................................................................................... 46
4.4.3.1 Airplane Traffic mix ...................................................................................................................... 46
4.4.4 Pavement Design for Satisfying PCN 70 ................................................................................ 49
4.4.5 GSE road ................................................................................................................................ 56
4.4.6 Security & Service Road ......................................................................................................... 57
4.4.7 Conclusion .............................................................................................................................. 58
4.5 STORM WATER DRAINAGE .........................................................................................................60
4.5.1 Applicable Codes and Standards ........................................................................................... 60
4.5.2 Design Conditions and Parameters ........................................................................................ 60
4.5.3 Planning Area.......................................................................................................................... 62
4.5.4 System Concept...................................................................................................................... 63
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4.5.5 Typical Structures ................................................................................................................... 65
4.6 EMBANKMENT PROTECTION......................................................................................................66
4.6.1 Object ...................................................................................................................................... 66
4.6.2 River Data Analysis ................................................................................................................. 66
4.6.3 Result of Site Survey .............................................................................................................. 67
4.6.4 Review of Dike Section ........................................................................................................... 67
4.6.5 Consideration for construction ................................................................................................ 68
4.7 MISCELLANEOUS WORKS ..........................................................................................................69
4.7.1 Marking ................................................................................................................................... 69
4.7.2 Fence ...................................................................................................................................... 73
5. DESIGN OF AIRFIELD LIGHTING SYSTEM ................................................................. 75

5.1 GENERAL.......................................................................................................................................75
5.1.1 General Description of ALS Works ......................................................................................... 75
5.1.2 Design Standard and Criteria ................................................................................................. 76
5.2 SCOPE OF ALS WORK .................................................................................................................76
5.2.1 Airfield Lighting Facilities ........................................................................................................ 76
5.2.2 Electrical Power Supply System ............................................................................................. 76
5.2.3 Electrical Duck bank and Manhole ......................................................................................... 76
5.3 AIRFIELD LIGHTING SYSTEM’S AIDS .........................................................................................76
5.3.1 General Requirements for ALS ............................................................................................... 76
5.3.2 Airfield Lighting Facilities Plan ................................................................................................ 78
5.3.3 Configuration for Airfield Lighting Circuit................................................................................. 89
5.3.4 AFL System Equipments ........................................................................................................ 91
5.4 Duck Bank and Manhole ................................................................................................................97
6. DESIGN OF AIR NAVIGATION SYSTEM ...................................................................... 98

6.1 GENERAL.......................................................................................................................................98
6.1.1 Objectives ............................................................................................................................... 98
6.1.2 Scope of Works ....................................................................................................................... 98
6.1.3 Design Standard and Criteria ................................................................................................. 98
6.2 DEFINITION OF RUNWAY OPERATION CATEGORY..................................................................99
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6.2.1 The Runway Operation Category Standard ........................................................................... 99
6.2.2 INSTRUMENT APPROACH AND LANDING OPERATIONS ............................................... 100
6.2.3 Facility Requirements for Runway Operation Category ....................................................... 101
6.2.4 Power supply switch-over time ............................................................................................. 101
6.3 INSTRUMENT LANDING SYSTEM .............................................................................................102
6.3.1 Siting Criteria for Instrument Landing System (ILS): ............................................................ 102
6.3.2 Instrument Landing System Configuration and Layout Plan ................................................ 105
6.4 DVOR/DME ..................................................................................................................................105
6.4.1 Siting Criteria for DVOR/DME ............................................................................................... 105
6.4.2 DVOR/DME System Configuration and Layout Plan ............................................................ 106
6.5 Air Traffic Control Communication System ...................................................................................107
6.5.1 Siting Criteria for Air Traffic Control Communication System ............................................... 107
6.5.2 Air Traffic Control Communication System Configuration and Layout Plan ......................... 108
6.6 Automatic Meteorological Observation System (AMOS) .............................................................109
6.6.1 Siting Criteria for AMOS ........................................................................................................ 110
6.6.2 Automatic Meteorological Observation System Configuration and Layout Plan .................. 111
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INDEX OF TABLES
Table 2.1 Primary Control Point (BM & TBM) ................................................................................ 4
Table 2.2 Reference Benchmark (PWD) ....................................................................................... 4
Table 2.3 Deference coordinates of the threshold of runway ......................................................... 5
Table 2.4 Settlement on sandy soil laye .......................................................................................... 6
Table 2.5 Standardized slope angle by material and height ............................................................ 7
Table 2.6 Slope angle for design .................................................................................................... 7
Table 2.7 Applied factor of safety by authorities .............................................................................. 8
Table 2.8 Applied factor of safety for fill .......................................................................................... 8
Table 2.9 Strength parameter ......................................................................................................... 9
Table 2.10 Safe and Unsafe area for liquefaction .......................................................................... 10
Table 2.11 Borehole : SB-6 / Ground water level : GL. -1.0m ......................................................... 12
Table 2.12 Borehole : SB-9 / Ground water level : GL. -0.5m ........................................................ 12
Table 2.13 Borehole : SB-10 / Ground water level : GL. -0.45m..................................................... 12
Table 3.1 The construction work items for 1st Phase Development of Cox’s Bazar Airport ........... 14
Table 3.2 ICAO Reference Code .................................................................................................. 17
Table 3.3 A310-300 Aircraft Compensation ................................................................................... 18
Table 3.4 Required Runway Length (Code D aircraft) ................................................................... 19
Table 3.5 Required Runway Length(Code E aircraft) .................................................................... 19
Table 3.6 Runway Geometry ........................................................................................................ 20
Table 3.7 ICAO Longitudinal Slope Standards .............................................................................. 20
Table 3.8 Transverse slope by each code..................................................................................... 21
Table 3.9 Runway strip installation standards by each division ..................................................... 21
Table 3.10 Transverse slope of a runway strip .............................................................................. 22
Table 3.11 Overrun criteria of UFC .............................................................................................. 22
Table 3.12 Taxiway Application Standards .................................................................................... 25
Table 3.13 Taxiway transverse slope standards ............................................................................ 26
Table 3.15 Required Number of Parking Positions (Cox’s Bazar) ................................................. 28
Table 3.16 Clearances between Parking Aircraft in Apron............................................................. 29
Table 3.17 Minimum separation distance...................................................................................... 29
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Table 4.1 Design Elevation ......................................................................................................... 33
Table 4.2 Layer Types in FAARFIELD Base ................................................................................ 37
Table 4.3 Minimum Aggregate Base Course Thickness ................................................................ 39
Table 4.4 Subgrade Compaction Requirements For Flexible Pavements ..................................... 42
Table 4.5 Airplane Traffic .............................................................................................................. 46
Table 4.6 Test-CBR ...................................................................................................................... 46
Table 4.7 Airplane Traffic ............................................................................................................ 49
Table 4.8 Flexible ACN at Indicated Gross Weight and Strength .................................................. 51
Table 4.9 Applied Design Criteria.................................................................................................. 56
Table 4.10 TA and Target Value of Total Thickness ....................................................................... 57
Table 4.11 Each Pavement Calculated layers ............................................................................... 58
Table 4.12 Main Coefficient by Catchment Area ........................................................................... 63
Table 4.13 Frequency of Water level ............................................................................................ 66
Table 4.14 Marking Details ........................................................................................................... 70
Table 4.15 Fence Type ................................................................................................................. 74
Table 5.1 Aeronautical lights installation for each Categories........................................................ 75
Table 5.2 Current Choice of AFL................................................................................................... 90
Table 6.1 Facility requirements for Operation Category .............................................................. 101
Table 6.2 Power supply switch-over time .................................................................................... 102
Table 6.3 Siting Criteria for ILS ................................................................................................... 102
Table 6.4Instrument Landing System Requirement and Layout Plan .......................................... 105
Table 6.5 Siting Criteria for DVOR/DME ..................................................................................... 106
Table 6.6 DVOR/DME System Requirement and Layout Plan .................................................... 107
Table 6.7 Siting Criteria for ATC COMMUNICATION SYSTEM ................................................... 107
Table 6.8 Air Traffic Communication System Requirement and Layout Plan ............................... 108
Table 6.9 Siting Criteria for AMOS .............................................................................................. 109
Table 6.10 AMOS System Requirement and Layout Plan ........................................................... 110
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INDEX OF FIGURES
Figure 2.1 Disputed Area for Topo Survey ...................................................................................... 5
Figure. 2.2 Change of stress reduction factor by depth................................................................. 11
Figure. 2.3 Evaluating result of liquefaction potential .................................................................... 13
Figure 3.1 Take-off runway length requirement (A310, ISA+15℃) ................................................ 18
Figure 3.2 Graded portion of a strip .............................................................................................. 21
Figure 3.3 Overrun Cut Profile ...................................................................................................... 23
Figure 3.4 Runway End Area Plan................................................................................................ 24
Figure 3.5 LLZ Critical Area beyond the end of 17 Runway .......................................................... 25
Figure 3.6 ICAO Typical Turn Pad for 180-degree Turn ................................................................ 27
Figure 3.7 Apron Layout Plan ....................................................................................................... 30
Figure 3.8 Existing Apron Layout Plan .......................................................................................... 30
Figure 3.9 Cox’s Bazar Airport Layout Plan for 1st Phase ............................................................. 31
Figure 4.1 Earthwork Typical Section ........................................................................................... 33
Fiqure 4.2 Layout-Profile of Surface Treatment Area .................................................................... 34
Figure 4.3Typical Overlay Pavements .......................................................................................... 44
Figure 4.4 Input the Airplane Traffic in FAARFIELD ...................................................................... 47
Figure 4.5 Calculated design layer in FAARFIELD(Runway) ........................................................ 47
Figure 4.6 Calculated ACN&PCN in COMFAA .............................................................................. 48
Figure 4.7 Input the Airplane Traffic in FAARFIELD.................................................................... 50
Figure 4.8 Calculated design layer in FAARFIELD(Runway) ........................................................ 50
Figure 4.9 Calculated ACN&PCN in COMFAA .............................................................................. 51
Figure 4.10 Calculated design layer in FAARFIELD(Runway Overlay) ......................................... 52
Figure 4.11 Designed Interlocking Pavement ............................................................................... 53
Figure 4.12 ILP AT NORTHOLT AIRPORT, UNITED KINGDOM ................................................... 53
Figure 4.13 ILP - PARKING APRONS AT HONG KONG INTERNATIONAL AIRPORT ................. 54
Figure 4.14 Input the Airplane Traffic in FAARFIELD(Shoulder) .................................................... 55
Figure 4.15 Calculated design layer in FAARFIELD(Shoulder) ..................................................... 55
Figure 4.16 Pavement Layout Plan............................................................................................... 59
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Fiqure 4.17 Rainfall Intensity – Duation time ................................................................................ 60
Fiqure 4.18 Catchment area of the Cox’s bazaar airport............................................................... 61
Fiqure 4.19 Drainage Layout Plan ................................................................................................ 63
Fiqure 4.20 Embankment Top Level Plan ..................................................................................... 66
Fiqure 4.21 River Dyke Typical Cross Section .............................................................................. 67
Figure 5.1 Runway Edge Lights Configuration.............................................................................. 77
Figure 5.2 Runway Threshold/End lights Configuration(Include Wing Bar lights) .......................... 78
Figure 5.3 Precision Approach Lighting System Configuration...................................................... 79
Figure 5.4 Simple Approach Lighting System Configuration ......................................................... 80
Figure 5.5 Precision Approach Path Indicator Configuration ......................................................... 81
Figure 5.6 Runway Guard Lights Configuration ............................................................................ 82
Figure 5.7 Runway Distance Marker Sign Configuration............................................................... 82
Figure 5.8 Stopway Lights Configuration ...................................................................................... 83
Figure 5.9 Taxiway Edge Lights Configuration .............................................................................. 84
Figure 5.10 Taxiway Guidance Sign Configuration ....................................................................... 84
Figure 5.11 Aerodrome Beacon .................................................................................................... 85
Figure 5.12 Wind Direction Indicators ........................................................................................... 86
Figure 5.13 Apron Floodlighting .................................................................................................... 87
Figure 5.14 Obstacle Lighting .......................................................................................................
Figure 5.15 Singleline Diagram for AFL Substation..................................................................... 124
Figure 5.16 Constant Current Regulators ................................................................................... 124
Figure 5.17 UPS ......................................................................................................................... 124
Figure 5.18 AFL Control and Monitoring ..................................................................................... 124
Figure 5.19 Manhole .................................................................................................................. 124
Figure 6.1 Typical Localizer Critical and Sensitive areas dimension variations ........................... 124
Figure 6.2 Typical Glide Path Critical and Sensitive areas dimension variations ......................... 124
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ABBREVIATION
AASHTO American Association of State Highway and Transportation Officials
ACN Aircraft Classification Number
ALS Approach Lighting System
AMOS Automatic Meteorological Observation System
BAF Bangladesh Air Force
BTM Bangladesh Traverse Mercator
CXB Cox’s Bazar Airport
CAAB Civil Aviation Authority of Bangladesh
CBR California Bearing Ratio
DME Distance Measuring Equipment
DVOR Doppler VHF Omni-directional Range Station
FAA Federal Aviation Administration of U.S.A.
FBO Fixed Base Operator
GP Glide Path
GSE Ground Service Equipment
ICAO International Civil Aviation Organization
ILS Instrument Landing System
IPS Interlocking Pavement Surface
ISA International Standard Atmosphere
IATA International Air Transportation Association
HSIA Hazrat Shahjalal International Airport in Dhaka
HMA Hot Mix Asphalt
MET Meteorological Facility
LLZ Localizer
NDB Non Directional radio Beacon
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OLS Obstacle Limitation Surface
PCN Pavement Classification Number
PWD Public Works Department of Bangladesh
RESA Runway End Safety Area
SSALF Simplified Short Approach Lighting System with Sequenced Flashing Lights
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1. INTRODUCTION
1.1 BACKGROUND
One of the most important aspects of the Consulting Services of Cox’s Bazar
Airport(CXB) Development Project is to assure that the project assists the
Bangladesh Government in achieving its goal of spreading tourism industry and
cargo flights to all over the world with high potential for development.
In keeping with this policy, the GOB approved the Cox’s Bazar’ Special
Development Project which aims to contribute to the international development by
attracting new tourist and investments to Cox’s Bazar. The focus of the project is to
contribute to the country’s national promotion of the tourism industry.
An essential element for the development of the corridor into an industrial/tourism

center is the improvement of air transportation facilities.
1.2 OBJECTIVES
The project aims to develop the airport to fulfill all the above objectives.
The main objective of the project is to enhance operational facilities of the airport ,
which is the one of development of infrastructure for Cox’s Bazar Tourism.
The following indicates the project objectives the consultant team will achieve during
the course of the project:
 To improve the facilities for the wide-body aircraft operation
 To install the saftey facilities for Cat-I operation (precision instrument approach)
 To extend the facilities to meet air traffic demand
 To adjust the facilities for satisfying ICAO standard
 To add the facilities for achieving above objectives
1.3 SCOPE OF WORKS
1.3.1 Review of Existing Condition Survey for Design
 Topographical Survey
 Soil Investigation
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1.3.2 Design Plan for 1st Phase Development
 The Construction Items for 1st phase

 Airport Layout Plan for 1st phase
1.3.3 Design of Civil Works
 Earthwork
 Pavement
 Storm Water Drainage
 Embankment Protection
 Surface Treatment
 Miscellaneous Works
1.3.4 Design of Airfield Lighting Systems
 ALS
 AGL
 Power Supply & Control/Monitoring System
1.3.5 Design of Air Navigation Systems
 ILS
 DVOR/DME
 Aeronautical Telecommunication System
 AMOS
2
2. REVIEW OF EXISTING CONDITION SURVEY FOR DESIGN
2.1 TOPOGRAPHICAL SURVEY
According to the AIP of Bangladesh, the existing Cox’s Bazar Airport is situated 2km
from the town of Cox’s Bazar at the coordinates of N 21° 26’ 59.13” / 91°57’ 53.31
E and occupies a land area of 88.73 hectares. The elevation of the airport is 3.66m
(12ft) above mean sea level.
The coordinates 17 Runway threshold is N 21° 27’ 40.75” / 91°57’ 44.92 E, and 35
runway threshold is N 21° 26’ 34.78” / 91°57’ 58.22 E
However, the result of topographical survey, some differences is found between AIP
and Survey.
2.1.1 Primary Control Point
Total survey area is 583 acre including river & land area, 9 BM (3 permanent BM, 6
temporary BM) are established in the airport site.
These BMs will act as control points, X, Y co-ordinate data collected by DGPS.
The coordinates system is based on BTM which is Bangladesh Practice.
Description of BTM:
 Tentative name: Bangladesh Transverse Mercator
 Projection: Transverse Mercator
 Ellipsoid: Everest 1830
 Scale factor :0.9996
 Central Meridian:90 (E)
 Latitude of Origin: 0(Equator)
 False Easting:500,000
 False Northing:-2,000,000
3
Table 2.1 Primary Control Points (BM & TBM)
BTM Coordinate WGS-84

BM
X Y Z Lat. Lon.
BM-01 704220.330 372059.151 7.287 21°26’31.37” 91° 58’04.29
BM-02 704067.482 373009.873 6.745 21°27’ 02.34” 91°57’59.40”
BM-03 704025.503 373137.256 6.950 21°27’06.50” 91°57’57.99”
TBM-01 704069.052 372014.986 6.998 21°26’30.00” 91°57’59.02”
TBM-02 704054.328 372424.699 6.585 21°26’43.32” 91°57’58.68”
TBM-03 703832.469 373082.357 6.417 21°27’4.79” 91°57’51.27”
TBM-04 703731.005 373899.496 6.615 21°27’31.40” 91°57’48.10”
TBM-05 703601.441 374208.490 6.474 21°27’41.49” 91°57’43.73”
TBM-06 703618.706 374439.532 6.562 21°27’49.00” 91°57’44.43”
2.1.2 Level Survey
In order to connect the site levels to the national leveling network, a double-run level
survey was conducted between the nearest national benchmark (PWD). PWD is
situated on the approximately 1km northern area from CXB, BWDB rest
house.datum of PWD RL =7.81m.
Table 2.2 Reference Benchmark (PWD)
BM LEVEL (m) Location Remark

BWDB rest house 7.81 1km from CXB BWDB rest house
2.1.3 Deference between AIP and Actual Result of Survey
During topographical survey is conducted, the runway centerline should be setting

out, but the threshold or end of runway point is not matched between the
coordinates of the threshold of runway and actual pavement centerline of the
threshold. Level of threshold of runway also has almost 3m gap.
For setting out the runway centerline, the thresholds of runway are adjusted to
actual one of runway as following;
Final coordinates of runway threshold points shall be amended to the AIP after
completing this project.
4
Table 2.3 Deference coordinates of the threshold of runway
BTM Coordinate WGS-84

BM
X Y Z Lat. Lon.
17 R/W AIP 703635.90 374186.10 3.66 21°27’40.75” 91°57’44.92”
threshold Survey 703639.00 374187.30 6.605 21°27’40.79” 91°57’45.03”
35 R/W AIP 704044.30 372161.80 3.66 21°26’34.78” 91°57’58.22”
threshold Survey 704047.40 372163.10 6.752 21°26’34.82” 91°57’58.33”
2.1.4 Deputed Area for Topo Survey
At present, the planned area for new apron and taxiway have a lot of villages and
now the government is looking for the new area for these villages’ residences, so
that the topographical survey couldn’t be conducted in that area within the stage-I
period of this project.
Therefore, consultant will design for the new apron and taxiway as assuming the
topographical shape with around area which is already surveyed.
It should be changed to the result of design for this area before construction.
Figure 2.1 Disputed Area for Topo Survey
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2.2 SOIL INVESTIGATION
2.2.1 Stability of ground
1) General
The ground stability of proposed site was examined by predicting a settlement
which could be hazardous to structure foundation.
The examination was conducted to the loose sandy soil layer partially detected in
the site.
2) Settlement on sandy soil layer

The settlement on sandy soil layer is normally immediate settlement occurring right
after banking load applied. There are several method to calculate immediate
settlement suggested by Meyerhof, Peck, De Beer and etc.
The De Beer method, predict settlement on sandy soil layer using N-value, was
applied in this study because mechanical properties of soil are hard to be tested due
to difficulties in undisturbed soil sampling from sandy soil.
( De Beer method )
where, Po : effective load P : load increment(kgf/cm2)
N : N-value H : thickness of soil layer(cm)
Table 2.4 Settlement on sandy soil layer
Po ΔP Settlement
No. H(cm) N
(kgf/cm2 ) (kgf/cm2 ) (cm)
SB-06 150 6 0.150 0.768 2.95
SB-09 225 9 0.090 1.216 1.05
SB-10 150 8 1.080 1.081 2.44
3) Result
The proposed site is mostly consist of dense sandy soil layer and has good
condition for structure foundation. Although some settlement was predicted on loose
6
sandy soil layer, this would not be hazardous to structure in service stage because it
is immediate settlement that is occurred during banking process.
There would be no problem to secure degree of compaction on subgrade by step

compaction because the construction plan is doing banking work prior to pavement.
The loose sandy soil layer partially detected in the site and clayey soil and organic
material existing on surface should be removed before banking work.
2.2.2 Stability of Slope
1) General
The analysis for stability of slope needs to consider subsurface structure, soil
characteristics, height of slope and topography of site.
The applied analysis method should well reflect the movement of slope.
2) Standardized slope angle

a. Standardized slope angle for fill
Table 2.5 Standardized slope angle by material and height
Filling material Height(m) Angle Classification Bum
Well graded sand over 5m 1:1.5 GW, GP, SW

Gravel, Sand with gravel 6~15m 1:1.8 GM, GC
Poorly graded sand 0~10m 1:1.8 SP
0~6m 1:1.5 1m of bum in

Rock block, Crushed rock SW, GP, GM every 6m of
over 6m 1:1.8
height
Sandy soil, Hardened cohesive 0~6m 1:1.5
soil, Hardened clay (diluvial SM, SC, CL
soil, cohesive soil, clay etc) over 6m 1:1.8
CH, OH, ML,

Weak cohesive soil 0~6m 1:1.8
MH
Table 2.6 Slope angle for design
Item Height(m) Applied slope angle Bum
7
1m of bum in every 5m of
Fill 0~5m 1:2.5
height
3) Standardized factor of safety for slope stability
a. Applicable minimum factor of safety for Fill
Table 2.7 Applied factor of safety by authorities
Authorities Minimum factor of safety
Ministry of Land, Transport Design Manual for Slope in

Fs ≥ 1.1
and Maritime Affairs Construction(2006)
Korea
Korea expressway
Road Design Method(2001) Fs ≥ 1.3
corporation
Fs ≥ 1.1 ~
Japan Ministry of construction Standardized factor of safety
1.3
Table 2.8 Applied factor of safety for fill
Division F.S Note
Dry season (no ground water

Fs 1.5
applied)
Fill
Wet season Fs 1.3 normal condition
4) Strength parameters of soil

The proposed site consists of typical sandy soil deposits formed around estuary and
it can be divided 3 layers by N-value, surface layer having N-value of 6~9, middle
layer having N-value of 10~20 and the other layer having N-value of over 20~30.
The aspect of subsurface was general fluvial deposit that thickness of each layer
was hard to be divided and it only showed difference of N-value depending on the
deposit time and conditions. Hence, there were deeper layers having lower N-value
than shallower layer but generally the surface layer had comparably loose condition.
The shear strength was decided considering N-value, relative literature and
empirical information and etc.
8
Table 2.9 Strength parameter
Item Strength parameter Note
Original ground
Soil Fill
SM(N < 10) SM(N > 10)
Unit weight(tf/㎥) 1.8 1.9 1.9
Cohesion(tf/㎡) 0.0 0.0 0.5
Friction angle() 25 30 30
5) Result
Representative section (STA.2+520)
Dry season Fs = 1.615 > 1.5 OK Wet season Fs = 1.374 > 1.3 OK
There could be no specific problem on stability of slope because height of the

slopes are mostly less than 3m.
2.2.3 Evaluating Liquefaction Potential
1) General
The purpose of this study is to evaluate liquefaction potential of the proposed site
and to make a safe construction.
9
Table 2.10 Safe and Unsafe area for liquefaction
Safe area Unsafe area
‧ Soils above ground water level

‧ Sand layer having ground water
‧ N-value > 20
‧ Existence of loose silty sand, sand
‧ Total depth > 20m
with gravel layer
‧ PI > 10 and clay content > 20%
‧ PI < 10 and Clay content < 20%
‧ Content of fine particle > 35%
‧ Content of Fine particle < 35%
‧ Relative density > 80%
2) Evaluation of liquefaction potential
a. Seed's method
The method of evaluating liquefaction could be divided as simplified method using

empirical way and detailed method employing cyclic triaxial test data.
- Simplified method : Seed & Idriss' method, Reference for road bridge of Japan,
Ishihara's method and etc
- Detailed method : employing Cyclic Triaxial Test data
The Seed & Idriss' method simply evaluates liquefaction potential comparing ratio of
resistance strength against liquefaction from N-value and shear stress from
earthquake based on observation of field performance in previous earthquakes.
 Cyclic stress ratio developed in the soil due to earthquake
where, : peak acceleration at the ground surface
g : acceleration due to gravity
: overburden pressure at the depth under consideration
: stress reduction factor (referring Figure 1.)
10
Figure. 2.2 Change of stress reduction factor by depth
 Necessary Cyclic stress ratio for liquefaction ( )
where, : cyclic stress ratio
: effective overburden pressure
 SPT resistance
where, : measured SPT value
 Evaluation
There is a potential of liquefaction.
3) Result
The evaluation results by Seed & Idriss' simplified method are as follow.
11
a. Liquefaction potential by depth
Table 2.11 Borehole : SB-6 / Ground water level : GL. -1.0m
Depth N Result
1.5 6 2.70 2.20 1.51 9.06 0.98 0.242 0.100 0.22 0.91 NG
3.0 6 5.40 3.40 1.36 8.16 0.97 0.475 0.090 0.31 0.64 NG
4.5 16 8.10 4.60 1.26 20.16 0.95 0.700 0.222 1.02 1.46 OK
6.0 19 10.80 5.80 1.18 22.42 0.93 0.917 0.247 1.43 1.56 OK
7.5 50 13.50 7.00 1.12 56.00 0.92 1.126 0.616 4.31 3.83 OK
9.0 46 16.20 8.20 1.07 49.22 0.90 1.327 0.541 4.44 3.35 OK
Depth N Result
1.5 9 2.70 1.70 1.59 14.31 0.98 0.242 0.157 0.27 1.11 OK
3.0 12 5.40 2.90 1.42 17.04 0.97 0.475 0.187 0.54 1.14 OK
4.5 32 8.10 4.10 1.30 41.60 0.95 0.700 0.458 1.88 2.68 OK
6.0 35 10.80 5.30 1.21 42.35 0.93 0.917 0.466 2.47 2.69 OK
7.5 33 13.50 6.50 1.15 37.95 0.92 1.126 0.417 2.71 2.41 OK
Depth N Result
1.5 10 2.70 1.65 1.60 16.00 0.98 0.242 0.176 0.29 1.20 OK
3.0 11 5.40 2.85 1.42 15.62 0.97 0.475 0.172 0.49 1.03 OK
4.5 17 8.10 4.05 1.30 22.10 0.95 0.700 0.265 1.07 1.53 OK
6.0 19 10.80 5.25 1.22 23.18 0.93 0.917 0.255 1.34 1.46 OK
7.5 17 13.50 6.45 1.15 19.55 0.92 1.126 0.215 1.39 1.23 OK
9.0 29 16.20 7.65 1.09 31.61 0.90 1.327 0.348 2.66 2.00 OK
10.5 24 18.90 8.85 1.04 24.96 0.88 1.519 0.275 2.43 1.60 OK
12.0 23 21.60 10.05 1.00 23.00 0.87 1.704 0.253 2.54 1.49 OK
12
The liquefaction potential of proposed site is illustrated in Figure.2.3.
Factor of Safety
Range of liquefaction
Depth (m)
Standard
Figure. 2.3 Evaluating result of liquefaction potential
As presented in Figure 2, the evaluation result shows liquefaction potential on loose

sandy soils of surface layer.
Hence, the loose sandy soils on surface layer are suggested to be excavated and
filled up again by step compaction to prevent liquefaction.
13
3. BASIC PLAN FOR 1ST PHASE DEVELOPMENT
3.1 THE CONSTRUCTION ITEMS FOR 1ST PHASE
As the master plan of CXB, the items of construction work for the 1st phase
development is decided and summarized as shown below. According to the
following table, the consultant team will conduct to design for Phase-I of the 1st
Phase Development
Table 3.1 The construction work items for 1st Phase Development of Cox’s
Bazar Airport
1st Phase
Construction items
Phase-I Phase-II
A. Civil Works
1) Overlay of the existing runway ○
2) Widening of the existing runway & shoulders ○
3) Extension of runway to 678m from end of R/W 17 ○
4) Provision of overruns (150m) ○
5) Provision of runway end safety areas ○
6) Securing Radio Altimeter Operation Area for LLZ ○
7) Relocation of Fence for securing Runway Strip and
○
installation of gate
8) Construction of turning pad, two connecting taxiways ○
9) Construction of New apron ○
10) Upgrading existing apron for cargo aircrafts ○
11) Removal of existing buildings ○
12) Construction of security road and airport services road ○
13) Construction Access Road ○
14) Construction Car Parking Area ○
15) Embankment for extension area ○
16) Earthwork, storm water drainage work for airside area ○
17) Earthworks, storm water drainage works and landscaping
○
for landside area
18) Provision of marking and sign board for airside ○
19) Construction duct and manhole ○
20) Removal of obstacles in airside ○
14
1st Phase
Construction items
Phase-I Phase-II
B. Building Works
1) Passenger Terminal Building ○
2) Cargo Terminal Building ○
3) Operation and Control Tower ○
4) Administration Building ○
5) Fire Fighting Station ○
6) Power House ○
7) Pump House ○
8) Transmitter Building ○
9) VIP Building ○
10) GSE Maintenance Building ○
11) Quarters ○
C. Utility Works
1) Power Supply Systems ○
2) Water Supply Systems ○
3) Sewage treatment Systems ○
4) Fuel Farm ○
D. NAVAIDs Works
1) Installation of CAT-I ILS system for R/W 17 ○
2) Installation of DVOR ○
3) Air Traffic Control Communication System ○
4) Automatic Meteorological Observation System (AMOS) ○
E. Airfield Lighting Works
1) Installation of Approach Lighting System for R/W17 ○
2) Installation of SSALF for R/W35 ○
3) Installation of Aeronautical Beacon ○
4) Installation of Ligths for Runway, Taxiway and Apron ○
5) Installation of power supply system for airfield lighting ○
6) Installation of control and monitoring system for airfield
○
lighting
15
3.2 AIRPORT LAYOUT PLAN FOR 1ST PHASE
3.2.1 General
1) Purpose
The main purpose of this Design is to investigate and utilize the safest, the most
efficient, and economical layout of the master plan based on ICAO and FAA
standards.
2) Project Implementation Plan
Project implementation will begin by analyzing the requirements of proposed

facilities, the layout plan, and the detailed geometric design of the master plan.
Consequently, we will recommend a layout plan considering the aircraft flight safety,
the efficiency and quality of the proposed airport facilities, and the corresponding
economical value and benefits of CXB
3) Facility Division
 Runway system : Runway, Runway Strip, Overrun, etc.
 Taxiway system : Two Taxiways connecting Apron
 Apron system : Passenger Apron, Existing Cargo Apron
 Landside facilities : This not scope of phase-I, so the master plan layout will be
applied
3.2.2 Design Aircraft
1) Geometric Design
The airport layout is influenced by the obstacle separation distances required to
meet the ICAO Standards and Recommended Practices to reflect the size code of
the critical aircraft type for which the airfield design is intended to cater. The
International Civil Aviation Organization (ICAO) categories aircraft both in terms of
the runway reference field length required for operations and the size of the aircraft
reflecting principally the wingspan of the aircraft.
Under this classification system as like table 3.1, the largest type of aircraft
expected to operate into CXB after completing this project on a regular basis is a
Code 4E aircraft, represented by the B747 and B777, which are designated as the
critical aircraft types for geometric design.
16
Table 3.2 ICAO Reference Code
Code Wing Span(W) Outer main gear wheel span(D)
A W < 15m D < 4.5m
B 15m ≤ W < 24m 4.5m ≤ D < 6m
C 24m ≤ W < 36m 6m ≤ D < 9m
D 36m ≤ W < 52m 9m ≤ D < 14m
E 52m ≤ W 9m ≤ D < 14m
However, the runway length, new apron and turn pad are applied to the standard
Code 4D aircraft, A310 which is assumed as the largest aircraft for 1st phase.
2) Pavement Design
According to latest FAA standard, pavement design is not depend on the heaviest
aircraft, but the annual aircraft fleet mix.
Each class of aircrafts currently operational and proposed new class of aircrafts to
be operational in the future will be considered in pavement structure design.
Therefore, annual flights of each class of aircrafts should be calculated based on
the Aircraft Demand Forecast.
According to Air traffic demand forecast, Code E aircraft is not operated until 2035.
So the pavement will be constructed in accordance with the fleet mix of Code D and
C aircrafts for economic efficiency.
However, the main objective of this project is to strengthen of pavement to PCN 70

for accommodation of heavy aircraft such as B 747-400. So the special design
aircraft will be not decided, and the pavement structure will be design in accordance
with PCN 70.
3.2.3 Runway
1) Length of Runway
The length of a runway must be designed on the basis of the aircraft that requires
the longest runway out of those that will use the runway.
To determine the length, the aircraft specification manual published by the
manufacturers need to be referred.
The runway length must conform to the minimum requirement needed for take-off
and landing. This condition depends on the maximum official take-off weight,
17
standard atmospheric condition, and aircraft type and engine arrangement under
the no wind and no longitudinal slope of the runway. Aircraft manufacturers specify
the compensation of runway length by elevation, temperature and effective runway
slope.
Runway lengths will be computed based on the existing longest runway length
requirement among ICAO Code D class aircrafts. Future expansion of airport
runways is being considered to accommodate Code E aircrafts.
Figure 3.1 Take-off runway length requirement (A310, ISA+15℃)
Following table shows the compensation of runway length of 2,560m based on A-

310 aircrafts for airport environment factors.
Table 3.3 A310-300 Aircraft Compensation
Division Calculation Remark

2,560 × 0.07 × 7/300 + 2,560 =
Elevation Compensation
2,564m
2,564 × (34-30) × 0.01 + 2,564 =
Temperature Compensation
2,667m
18
For referring, the required runway length of other aircrafts which is expected to
operate at CXB in the future are reviewed.
Table 3.4 Required Runway Length (Code D aircraft)
Required Runway Length (m)

Type of Aircraft Maximum Take-off Load(kg)
At the sea level, 34
A310 150,900 2,667
B767-300 186,880 2,870
A300 150,000 2,550
Note): 1. Altitude of the Airport: Sea Level, Weight: full payload

2. Reference temperature: 34 at MSL, Zero runway gradient, zero wind
3. Calculation of runway length is based on aircraft characteristics data issued by Boeing/Airbus
Table 3.5 Required Runway Length(Code E aircraft)
Maximum Take-off Required Runway Length (m)

Type of Aircraft
Load(kg) At the sea level, 34
B-747-400 397,000 3,450

B-777-200 254,000 2,650
B-777-200 ER 278,000 3,650
A-380-800 560,000 3, 000
A-340-300 254,000 2,800
As result of analysis for runway length, the length of runway should be extended
to 2,743m (9,000ft) to accept the wide-body such as A310, A300 and B777-200
without limitation of weight, and the other wide-body such as B767-300, A340-300
and DC-10-30 should be operated this runway with limited take-off weight.
2) Width of Runway
According to the ICAO standard, the width of a runway should be not less than the
appropriate dimension specified in the following tabulation.
19
Table 3.6 Runway Geometry
Division ICAO(Code E) FAA(Group IV) Applications
Runway width 45.0 45.0 45.0

Runway
(m) 7.5
Shoulder width 10.5 7.5
(including runway, 60.0)
As shown in Table 3.6, this Design will consider 45m and 7.5m width for runway
and shoulder, respectively, based on ICAO standards; and 45m and 10m width for
runway and shoulder, respectively, based on FAA standards.
The width of runway should be extended to 60m including shoulder to accept
Code 4E aircraft for ultimate phase, therefore, main runway width should be widen
to 45m and added to 7.5m on each side.
3) Slopes on Runways
Runway longitudinal slope
Table 3.7 shows the maximum allowed slope change. The specification concerning
the sight distance presents another constraint to the allowed longitudinal slope.
If the slope needs to be changed, it must be designed not to obstacle the view.
Table 3.7 ICAO Longitudinal Slope Standards
Code Numbers
Division
1 2 3 4
Maximum slope 2.0% 2.0% 1.5% 1.25%
Maximum Average Slope 2.0% 2.0% 1.0% 1.0%
Maximum Slope Change 2.0% 2.0% 1.5% 1.5%
Maximum curved surface
0.4% per 30m 0.4% per 30m 0.2% per 30m 0.1% per 30m
change rate
(7,500m) (7,500m) (15,000m) (30,000m)
(minimum radius of curvature)
It is recommended that runways will be designed as flat as possible.

Longitudinal slope of the runway was planned to have less than 0.5% taking into
consideration the economical efficiency of the earthwork.
According to design, the existing runway will be planned to level as like existing
status and the extension area will be -0.1% to the new end of runway considering
dike height.
20
Runway transverse slope

Runway transverse slope was planned as 1.5% on the basis of ICAO Code E.
Table 3.8 Transverse slope by each code
Code Letter
Division
A B C D E F
Maximum
2% 2% 1.5% 1.5% 1.5% 1.5%
Transverse Slope
4) Runway Strip
Based on ICAO standard, Table 3.2 is a summary of runway strip width

corresponding to its division and code numbers (1,2,3 &4). The maximum width is
150m, measured from the centerline of the runway strip, for code 3&4. Accordingly,
both ends of a runway strip will be extended by not less than 60m as required in
ICAO standard.
Table 3.9 Runway strip installation standards by each division
Code numbers
Division
1 2 3 4
length Length extended more than 60m from both ends of the
runway
precision approach
75m 75m 150m 150m
runway
Width non-precision
75m 75m 150m 150m
approach runway
non-instrument 30m 40m 75m 75m
runway
Graded area provides an area clear of objects which may endanger aircrafts. The
strip includes a graded portion which should be so prepared as to not cause the
collapse of the nose gear if an aircraft should leave the runway.
Figure 3.2 Graded portion of a strip
21
Moreover, the standard transverse slope of a runway strip is shown Table 3.10
transverse slope of the runway area was planned to have 1.5%~2.5%
corresponding according to the existing site condition.
Table 3.10 Transverse slope of a runway strip
Code numbers
Division
1 2 3 4
Transverse slope 3% 3% 2.5% 2.5%
5) Overrun
Runway overruns keep the probability of serious damage to an aircraft to a
minimum in the event that the aircraft runs off the runway end during a takeoff or
landing, or lands short during a landing. Overruns are required for the landing and
takeoff area. Table 3.11 shows the dimensional requirements for overruns. Overrun
profiles are shown in Figure 3.3
Table 3.11 Overrun criteria of UFC
Class A Runway Class B Runway

Item Remarks
Requirement
Army & Air Force Airfields. For Air
60m 300m
Length Force the pave the entire length
(Paved and Navy and Marine Corps Airfield.
Unpaved) 300m At outlying fields for T-34 aircraft, the
required overrun is 150m
Width Same as width of runway Center on runway centerline extended
First 90m same
as last 900m of
Lon. Centerline Same as last
runway
Grade 300m of runway
Remainder:
1.5% Max.
Min. 2.0% ~ Max. 3.0%
Traverse Grade 40mm Drop off at the edge of paved
overrun +- 13mm
22
Figure 3.3 Overrun Cut Profile
Actually the overrun required 300m length, but the CXB airport is used to temporary
operation by BAF, so that overrun will be installed 150m with consideration of the
difficulty of extending to riverside.
Overrun will also be functioned of Blast Pad.
6) Runway End Safety Areas (RESA)
Runway end safety area should be installed at the an additional area beyond the
ends of the runway strip and it should be required to extend from the end of a
runway strip for as great a distance as practicable, but at least 90m.
Runway end safety area should, as far as practicable extend from the end of the
runway strip to a distance of at least 240m where the code number is 3 or 4.
REAS of 17 runway will be paved additionaly to the approximately 50m from the end
of paved area for securing 150m and more 150m can be secured in front of LLZ.
23
However, if the RESA of 36 runway is extended to 300m from the end of runway, it
should be considered the environmental impact for embankment protection, so the
runway end safety areas will be secured 90m which is mandatory criteria of ICAO
standard for minimizing the impact of river environment.
Figure 3.4 Runway End Area Plan
The longitudinal slopes of a runway end safety area should not exceed a downward
slope of 5%.
7) LLZ Critical Area
The 17 runway will be installed ILS for precision approach runway.
The localizer is one of the ILS equipment, it should be installed within the 300m
from the end of 17 runway. And the critical area for localizer should be established
around localizer as shown Figure 3.5
For securing that area, the end of south area should be extended to approximately
300m more from existing fence.
24
Figure 3.5 LLZ Critical Area beyond the end of 17 Runway
3.2.4 Taxiway
1) Taxiway width, shoulder width and taxiway strip width
ICAO Standards will be applied for the design of taxiway. Table 3.12 shows the
taxiway width, shoulder width and taxiway strip width based on ICAO and FAA
standards.
Table 3.12 Taxiway Application Standards
Division ICAO(Code E) FAA(Group V) Application
Taxiway width 23.0 23.0 23.0

10.5
Taxiway shoulder width (including the taxiway, 10.5 10.5
(m) 44)
Taxiway strip 95.0(47.5x2)
65.0 95.0
width (Graded 44.0)
25
2) Slopes on Taxiways
Taxiway transverse slope based on ICAO standards are as follows:
Table 3.13 Taxiway transverse slope standards
Code Letter
Division
A B C D E F
Maximum
3% 3% 1.5% 1.5% 1.5% 1.5%
Slope
Maximum
curved
Grade surface 1% per 1% per 1% per 1% per 1% per 1% per
change rate 25m 25m 30m 30m 30m 30m
(minimum (2,500m) (2,500m) (3000m) (3,000m) (3,000m) (3,000m)
radius of
curvature)
Maximum transverse
2% 2% 1.5% 1.5% 1.5% 1.5%
slope
Applying 1.5% transverse slope for taxiway
3.2.5 Turn Pad
Turn pad is designed according to “ICAO Design Manual Part 1: Runways,

Appendix 4”.
1) Method
The typical trapezoid turn pad recommended by ICAO is adapted. The dimension is
determined to comply with the minimum edge clearance of 4.5 m by tracing aircraft
gear tracks where an aircraft completes 180-degree turn as shown in Figure 3.6.
The assumptions for producing the gear tracks are:
- At the entry of aircraft to the turn pad from the runway, the aircraft turns left 30
degrees.
- The nose wheel steering angle is 45 degrees, and complete 180-degree turn
within turn pad.
26
Figure 3.6 ICAO Typical Turn Pad for 180-degree Turn
2) Conditions for Tracing
- Design aircraft: MD 11 (The biggest aircraft for Code D)
- Dimensions of aircraft: referred to Airplane Characteristics for Airport Planning,
MD-11
- Runway width: 45m
- Radius of nose gear: 26.9 m
- Nose gear steering degree: 70 degrees

- Turn pad for MD-11 is shown in Figure 3.5
- Pavement structure will be the same as the runway.
3.2.6 Apron
1) Facility Capacity Calculation
The capacity of the present passenger apron is one of the critical issues for the
present demand level. Several airlines have requested to increase their flights
to/from the airport, but due to the limited capacity of parking stands of aircraft, such
request is limited.
27
Therefore, expansion of the passenger apron is considered to be one of the high

priority works.
The required number of parking positions for both passenger and cargo apron is
estimated based on the demand forecast for 2010 as shown in Table 3.15
Table 3.15 Required Number of Parking Positions (Cox’s Bazar)
- (unit : stands)
Number of st
Apron Class Type 1 Phase
Stands Present
Medium Jet B-737 class - -
International Large Jet A310 class - 1
Total - 1
Medium
Dash-8 class 1 -
Turbo-prob
Large
Domestic ATR 72-class - -
Turbo-prob
Large Jet B737 class - 4
Total 1 4
Medium
HS-748X class 5 5
Cargo Turbo-prob
Total 5 5
Total 6 10
2) Layout Plan
New apron and existing apron expansion are designed based on the following
principles:
- New apron is planned to accommodate Code E aircraft in the future.

- Existing apron is expanded temporary to park Code C aircraft for cargo.
New designed plan is shown in Figure 3.6. The concept for new design is that the
parking location for A310-300 at the center of the apron and each two stands beside
Code D stand The necessary clearance in accordance with FAA and ICAO
standards are confirmed.
28
Table 3.16 Clearances between Parking Aircraft in Apron
Code letter
Distribution
A B C D E F
Clearances 3.0m 3.0m 4.5m 7.5m 7.5m 7.5m
Location of aircraft stand taxilanes and apron taxiways should provide separation
distance between the centre line of these taxiways and an aircraft at the stand not
less than the dimensions given in table 3.17 below
Table 3.17 Minimum separation distance
Aircraft stand taxilane centre line Apron taxiway centre line to

Aerodrome Reference Code
to object(m) object(m)
ICAO FAA ICAO FAA ICAO FAA
A Ⅰ 16.25 13.50 12.00 12.00

B Ⅱ 21.50 20.00 16.50 17.50
C Ⅲ 26.00 28.50 24.50 24.50
D Ⅳ 40.50 39.50 36.00 34.00
E Ⅴ 47.50 48.50 42.50 42.00
F Ⅵ 57.50 59.00 50.50 51.00
New Passenger Apron Arrangement Standards are as follows:

1) Entire surface of the terminal ~ GSE road : 5m
2) Width of the GSE road : 10m
3) Code D-Code C aircraft Separation : Width 51.5m(Wingspan 52m/2+ Wingspan

36m/2 + 7.5m), Depth 72.5m
4) Code C -Code C aircraft Separation: Width 40.5m(Wingspan 36m+4.5m), Depth

72.5m
5) Width of the backside GSE road : 10m (if necessary)
6) Backside GSE road ~ Clearance Line : 42.5m (Class D standards) is applied.
29
Figure 3.7 Apron Layout Plan
Existing Cargo Apron Arrangement Standards are as follows:
1) Runway ~ Taxilane : 168m
2) Taxilane ~ Objects: 24.5m (Class C standards) is applied.
3) Class C aircraft separation : Width 45m(Wingspan 36m+4.5m 2), Depth 32m
4) Aircraft ~ Clearance Line(fence): 10m

5) Fence ~ Road :10m
Figure 3.8 Existing Apron Layout Plan
30
DEVELOPMENT OF COX’S BAZAR AIRPORT (PHASE-I), STAGE-1
Figure 3.9 Cox’s Bazar Airport Layout Plan for 1st Phase
31
4. DESIGN OF CIVIL WORKS
4.1 GENERAL
Analysis of the market outlook for the air transport sector serving Cox’s Bazar
suggests that the market is in the early stages of development. Partly as a result of
the operating limitations of the existing airport, a high potential for growth appears to
exist in all present market sectors served by the airport. A significant opportunity
exists to develop new routes, and better serve some of the existing longer sectors,
particularly with development of the existing airport that would not be restricted in
terms of runway length or capacity.
4.2 EARTHWORKS
4.2.1 Applicable codes and standards
The following codes and standards will be used for design of runway, taxiway and
apron design.
International Standards and Recommended Practices, Aerodromes, Annex14,

Volume 1 Aerodrome Design and Operations, Fifth Edition, July 2009, International
Civil Aviation Organization(ICAO)
International Standards and Recommended Practices, Aeronautical
Telecommunication Annex10, Volume 1 Radio Navigation Aids, Sixth Edition, July
2006, ICAO
4.2.2 Design conditions and parameters
1) Aerodrome Reference Code
Aerodrome Reference Code for the New Airport is ICAO Code 4E as stated in
Chapter 3.
2) Runway Strip
Runway Strip will be 2,863 meter long and 300 meter wide surrounding the runway.
The maximum slopes of the runway strip are as follows;
a. Longitudinal slope: 0.01% ~ -0.2%
b. Transverse slope within 75m from the runway centerline: 2.5%

c. Transverse slope outside 75m from the runway centerline: 5.0%.
32
3) Taxiway Strip
The width of taxiway strip will be 47.5m both sides measured form the centerline of
the taxiway. The maximum slopes of the taxiway strip are as follows
a. Transverse slopes within 22m from the taxiway centerline: 2.5%
b. Transverse slopes outside 22m from the taxiway centerline: 5.0%
4) Apron
Apron will be 259m wide and 164m long. The maximum slope of the apron will be
0.75% .
4.2.3 Elevations
Elevations of the proposed graded areas will be designed considering the

construction economy(minimizing bulk earthworks) and a efficient drainage system
as shown in the Table 4.1
Table 4.1 Design Elevation
Ground Level
Location Remarks
Highest Point Lowest Point
Runway 7.150 6.345
Taxiway 6.588 5.385
Passenger Apron 7.450 6.397 Average 0.738%
Passenger Interface line with Terminal is

7.450
Terminal Level
Figure 4.1 Earthwork Typical Section
33
4.3 SURFACE TREATMENT
4.3.1 The filling area for runway extension
According to the result of soil investigation, there are some layers which N value is
under 10 on the filling area for runway extension as shown in the Figure 4.1
This loose sand layer should be replaced to the sequential lifts capable of being
compacted to the required density and re-compacted for runway pavement.
The area for re-compaction is calculated concerning runway geometric
Fiqure 4.2 Layout-Profile of Surface Treatment Area
34
4.4 PAVEMENT
4.4.1 General
1) Purpose
The design procedure presented in this chapter provides a method of design based
on layered elastic and three-dimensional finite element-based structural analysis
developed to calculate design thicknesses for airfield pavements. The design method
is computationally intense, so the FAA developed a computer program called
FAARFIELD to help pavement engineers implement it.
2) Application
The procedures and design software identified in this Project are intended to provide
pavement thickness design standards for all airfield pavements.
3) Design Program
FAARFIELD is based on the cumulative damage factor (CDF) concept, in which the
contribution of each airplane in a given traffic mix to total damage is separately
analyzed. Therefore, the FAARFIELD program should not be used to compare
individual airplane pavement thickness requirements with the design methods
contained in previous versions of the AC that are based on the “design aircraft”
concept. Likewise, due care should be used when using FAARFIELD to evaluate
pavement structures originally designed with the thickness design curves in previous
versions of this AC. Any comparison between FAARFIELD and the design curve
methodology from previous versions of this AC must be performed using the entire
traffic mix.
4.4.2 Pavement Design Criteria
(1) Design Life.

The FAA design standards for airport pavements use the 20 year structural design
life criteria as a policy. FAARFIELD is capable of considering design life timeframes
other than the 20 year life criteria, but they are considered a deviation from FAA
standards.
(2) Traffic Mix.

Input the complete air traffic mix into FAARFIELD.
35
4.4.2.1 Flexible Pavement Design
(1) Hot Mix Asphalt Surfacing.

Hot mix asphalt surfacing should meet the requirements of FAA Item P-401. A
minimum thickness of 4 inches (102 mm) of hot mix surfacing is required. A fixed
modulus value for hot mix surfacing is set in the program at 200,000 psi (1 380 MPa).
This modulus value was conservatively chosen and corresponds to a pavement
temperature of approximately 90 ºF (32ºC).
Two types of asphalt surface layers are available in FAARFIELD: asphalt surface and
asphalt overlay. Both have the same properties, with modulus fixed at 200,000 psi (1
380 MPa) and Poisson’s ratio fixed at 0.35. The asphalt overlay type can be placed
over asphalt surface or PCC surface types. The asphalt surface type can only be
placed on the top of a structure, or under an asphalt overlay.
The Asphalt Binder Performance grade recommendations are altered somewhat for
the distinctive climates of the Coxbazar Airport region. For the Runway surface, PG
76-16 and PG 82-16 are recommended.
(2) Base Course.
Two types of base courses are defined: stabilized and unstabilized (aggregate). A
stabilized base course may be required as described in paragraph 317.
(3) Stabilized Base Course.

FAARFIELD includes two types of stabilized layers, classified as stabilized (flexible)
and stabilized (rigid). Variable modulus types are provided as well as fixed modulus
types corresponding to standard material items. The two stabilized flexible base
options are designated P-401/P-403 and Variable. The word flexible is used to
indicate that these bases have a higher Poisson’s ratio (0.35), act as flexible layers
as opposed to rigid layers, and are not likely to crack. The standard FAA bituminous
base is P-401/P-403, which has a fixed modulus of 400,000 psi (2 760 MPa). The
variable stabilized flexible base can be used to characterize a stabilized base, which
does not conform to the properties of P-401/P-403. It has a variable modulus ranging
from 150,000 to 400,000 psi (1 035 to 2 760 MPa). Stabilized (rigid) bases, P-304,
and P-306 may also be used as base courses in flexible pavements. Item P-301, Soil
Cement Base, is not acceptable for use as a stabilized base course for flexible
pavements. The properties of the various stabilized base layer types used in
FAARFIELD are summarized in table 4.2.
36
Table 4.2 Layer Types in FAARFIELD Base
Modulus,
Layer Poisson’s Ratio
psi (MPa)
Stabilized (flexible)
150,000 (1 035)
Variable Minimum
400,000 (2 760) 0.35
Variable Maximum
400,000 (2 760)
P-401/403 Asphalt
Stabilized (rigid)
250,000 (1 720)
Variable Minimum
700,000 (4 830)
Variable Maximum 0.20
500,000 (3 450)
P-304 Cement Treated Base
700,000 (4 830)
P-306 Econocrete Subbase
The above minimum and maximum modulus values were determined on the basis of
producing thickness designs comparable with the CBR design procedures. Therefore,
typical laboratory test data for stabilized materials should not be used in preparing
input data for FAARFIELD designs. If it is necessary to establish a modulus for a
variable base layer the following guidance should be used:
For flexible pavement design, the minimum modulus value of 150,000 psi (1 034
MPa) corresponds to a base course equivalency factor of 1.2 and the maximum
value of 400,000 psi (2 758 MPa) corresponds to a base course equivalency factor of
1.6 previously used in CBR method. The equivalency factor represents the ratio of
the thickness of a standard aggregate base layer (Item P-208) to a base layer of
higher quality in the CBR method. The choice of base course modulus value can
have a significant effect on total thickness of a flexible pavement.
When a variable modulus layer is first created, the modulus is automatically set to the
minimum value.
(4) Unstabilized (Aggregate) Base Course.
The standard aggregate base course for flexible pavement design is Item P-209,
Crushed Aggregate Base Course. In FAARFIELD, P-209 Crushed Aggregate
corresponds to the standard material. Item P-208, Uncrushed Aggregate, is not
suitable as a base course material. Item P-208, when used as a base course is
subject to the restrictions in paragraph 310. The modulus of aggregate layers is
computed automatically and cannot be changed manually.
To compute the modulus of non-stablized layers, the “Modulus” procedure developed

by the U.S. Army Corps of Engineers Waterways Experiment Station is followed with
sublayering performed automatically (maximum sublayer thicknesses are 8 inches
(203 mm) for uncrushed aggregate and 10 inches (254 mm) for crushed aggregate).
37
The modulus values of the sublayers decrease with increasing depth of a sublayer
within the aggregate layer and are also dependent on the modulus of the layer below
the aggregate layer.
Aggregate layers can be placed anywhere in the pavement structure except at the
surface or subgrade. The following additional restrictions also apply:
Only one crushed layer and one uncrushed layer may be present in a structure. This
is for compatibility with the “Modulus” procedure. (Sublayering by the “Modulus”
procedure accounts for thick layers, and multiple layers of a single aggregate type
are not necessary.) The maximum number of aggregate layers that may be present
in a structure is therefore two, one of each type.
If crushed and uncrushed layers are adjacent, the crushed layer must be above the
uncrushed layer (to be compatible with the “Modulus” procedure).
The modulus value displayed in the structure table for an aggregate layer is the
average value of the sublayer modulus values. The only exception is for newly
created layers, in which case the modulus values of 75,000 psi (517 MPa) and
40,000 psi (276 MPa) are displayed for crushed and uncrushed respectively. These
default modulus values are never used in calculations.
(5) Minimum Base Course Thickness.
FAARFIELD, by default, computes the structural thickness required for the base
course. Since it is assumed that the subbase layer provides the equivalent bearing
capacity of a CBR 20 subgrade, the structural base course thickness is computed as
the thickness required to protect a subgrade of CBR 20.
For traffic mixtures with airplanes exceeding 100,000 pounds (45 400 kg), a
stabilized base course is required. The minimum stabilized base thickness is 5
inches (127 mm). When a stabilized base is used, an additional step is added to the
automated base thickness design procedure. After the thickness of the aggregate
base structurally required to protect a CBR 20 subgrade is computed (step 1 above),
the required thickness of the stabilized base is obtained by dividing by 1.6. The
required stabilized base thickness thus obtained is compared with the 5 inch (127
mm) minimum requirement, and the larger of the two values is selected as the design
stabilized base course thickness.
38
Table 4.3 Minimum Aggregate Base Course Thickness
*Values are listed for reference. However, when the traffic mixture contains airplanes
exceeding 100,000 lbs. (45 400 kg) gross weight, a stabilized base is required.
(6) Subbase Course.
Subbases may be aggregate or stabilized materials. The minimum thickness of

subbase for structural purposes is 4 inches (102 mm). Additional thickness might be
required for practical construction limitations. Acceptable aggregate and stabilized
materials are defined in paragraphs 309, 310, and 311. Use of Item P-301 is limited
to locations not subject to freeze-thaw cycles. More than one layer of subbase
material may be used, i.e., P-209 over a layer of P-154. Layering must be done so as
not to produce a sandwich (granular layer between two stabilized layers) section and
to assure that material quality increases toward the top of the pavement section.
For traffic mixtures with airplanes exceeding 100,000 pounds (45 359 kg), a
stabilized base course is required. When a stabilized base course is required, it is
recommended that a higher quality material be used for the subbase. Acceptable
materials for use as subbase with a stabilized base layer are:
P-208 – Aggregate Base Course

P-209 – Crushed Aggregate Base Course
In addition, any material suitable for use as a base course can also be used as a
subbase course with a stabilized base layer.
39
(7) Subgrade.
The subgrade is assumed to be infinite in thickness and is characterized by either a
modulus or CBR value. Subgrade modulus values for flexible pavement design can
be determined in a number of ways. The procedure that will be applicable in most
cases is to use available CBR values and substitute in the relationship:
CBR = 1500ⅹE, (E in psi)
This method will provide designs compatible with the previous FAA design procedure
based on the CBR equation. Although FAARFIELD requires input of the material
elastic modulus, direct input of CBR values is also acceptable
4.4.2.2 Rigid Pavement Design
The concrete surface must provide a texture of nonskid qualities, prevent the
infiltration of surface water into the subgrade, and provide structural support to the
airplanes. The quality of the concrete, acceptance and control tests, methods of
construction and handling, and quality of workmanship are covered in Item P-501,
Portland Cement Concrete Pavement.
(1) SUBBASE.
The purpose of a subbase under a rigid pavement is to provide uniform stable

support for the pavement slabs. A minimum thickness of 4 inches (102 mm) of
subbase is required under all rigid pavements.
(2) SUBBASE QUALITY.
The standard FAA subbase for rigid pavements is 4 inches (100 mm) of Item P-154,
Subbase Course. In some instances, it may be desirable to use higher-quality
materials or thicknesses of P-154 greater than 4 inches (102 mm). The following
materials are acceptable for use as subbase under rigid pavements:
Item P-154 – Subbase Course

Item P-208 – Aggregate Base Course
Item P-209 – Crushed Aggregate Base Course

Item P-211 – Lime Rock Base Course
Item P-301 – Soil Cement Base

Item P-304 – Cement Treated Base Course
Item P-306 – Econocrete Subbase Course
40
Item P-401 – Plant Mix Bituminous Pavements

Item P-403 – HMA Base Course
Rubblized Portland cement concrete can also be used as a subbase for rigid
pavements.
High-quality materials meeting state highway specifications can be substituted.

Materials of higher quality than P-154 and/or greater thicknesses of subbase are
considered in the design program FAARFIELD. The costs of providing the additional
thickness or higher-quality subbase should be weighed against the savings in
concrete thickness.
(3) STABILIZED SUBBASE.

Stabilized materials are required for subbase under rigid pavements serving
airplanes weighing 100,000 pounds (45 359 kg) or more. Acceptable stabilized
materials are P-304 (Cement Treated Base Course), P-306 (Econocrete Subbase
Course), and P-401 and P-403 (Plant Mix Bituminous Pavements). The minimum
thickness of subbase is 4 inches (102 mm). More than one layer of subbase may be
used, i.e., P-306 over a layer of P-209. Layering must be done so as not to produce a
sandwich (granular layer between two stabilized layers) section.
(4) SUBGRADE.
Subgrade materials under a rigid pavement must be compacted in accordance with

table. Specification Item P-152, Excavation and Embankment, covers the
construction and density control of subgrade soils. Swelling soils require special
considerations.
41
Table 4.4 Subgrade Compaction Requirements For Flexible Pavements
Gross NoN-Cohesive soils, in Cohesive soils, inch

GEAR TYPE Weight
(lb) 100% 95% 90% 85% 95% 90% 85% 80%
30,000 8 8-18 18-32 32-44 6 6-9 9-12 12-17

S 50,000 10 10-24 24-36 36-48 6 6-9 9-16 16-20
75,000 12 12-30 30-40 40-52 6 6-12 12-19 19-25
50,000 12 12-28 28-38 38-50 6 6-10 10-17 17-22
100,000 17 17-30 30-42 42-55 6 6-12 12-19 19-25
D (incls. 2S)
150,000 19 19-32 32-46 46-60 7 7-14 14-21 21-28
200,000 21 21-37 37-53 53-69 9 9-16 16-24 24-32
100,000 14 14-26 26-38 38-49 5 6-10 10-17 17-22
2D (incls. B757, B767, 200,000 17 17-30 30-43 43-56 5 6-12 12-18 18-26
A-300, DC-10-10, 300,000 20 20-34 34-48 48-63 7 7-14 14-22 22-29
L1011) 400,000
23 23-41 41-59 59-76 9 9-18 18-27 27-36
600,000
2D/D1, 2D/2D1 (incls.
500,000
MD11, A340, DC10- 23 23-41 41-59 59-76 9 9-18 18-27 27-36
800,000
30/40)
2D/2D2 (incls. B747 800,000 23 23-41 41-59 59-76 9 9-18 18-27 27-36
series) 975,000 24 24-44 44-62 62-78 10 10-20 20-28 28-37
550,000 20 20-36 36-52 52-67 6 6-14 14-21 21-29
3D (incls. B777 series) 650,000 22 22-39 39-56 56-70 7 7-16 16-22 22-30
750,000 24 24-42 42-57 57-71 8 8-17 17-23 23-30
2D/3D2 (incls. A380 1,250,000 24 24-42 42-61 61-78 9 9-18 18-27 27-36
series) 1,350,000 25 25-44 44-64 64-81 10 10-20 20-29 29-38
(5) DETERMINATION OF MODULUS (E VALUE) FOR RIGID PAVEMENT

SUBGRADE.
In addition to the soils survey and analysis and classification of subgrade conditions,
the determination of the foundation modulus is required for rigid pavement design.
The foundation modulus should be assigned to the subgrade layer; i.e., the layer
below all structural layers. The foundation modulus can be expressed as the modulus
of subgrade reaction k or as the elastic (Young’s) modulus E and can be input into
the program directly in either form. However, all structural computations are
performed using the elastic modulus E. If the foundation modulus is input as a k-
value it is automatically converted to the equivalent E value using the following
equation:
42
where:
ESG = Resilient modulus of the subgrade, in psi

k = Foundation modulus of the subgrade, in pci
For existing pavements the E modulus can be determined in the field from non-
destructive testing (NDT) such as falling-weight deflectometer (FWD) tests and this
may be necessary if direct testing of the subgrade is impractical. If the subgrade is
accessible then the k-value can be determined directly by plate-load testing. If the k-
modulus can be determined by plate load testing, or is otherwise available, then the
k-value should be input directly into the FAARFIELD program without first converting
to E modulus.
The preferred method of determining the subgrade modulus is by testing a limited

section of representative subgrade, which has been constructed to the required
specifications. The plate bearing test procedures are given in AASHTO T 222,
Nonrepetitive Static Plate Load Test of Soils and Flexible Pavement Components, for
Use in Evaluation and Design of Airport and Highway Pavements. If the construction
and testing of a test section of embankment is impractical, the conversion from CBR
to k-value for the subgrade can be achieved using the following formula:
The designer is cautioned that the obtained values are approximate and engineering
judgment should be used in selecting a design value.
4.4.2.3 Overlay Design
The remainder of this chapter is devoted to the design of overlay pavements. As

previously mentioned, the design of reconstructed pavements is essentially the same
as for new construction.
(1) Typical Overlay Cross Sections and Definitions. Typical overlay pavement cross
sections are shown in figure 4.l. Definitions applicable to overlay pavements are as
follows:
 Overlay Pavement. Pavement that is constructed on top of an existing pavement.
 Hot Mix Asphalt Overlay. Hot mix asphalt pavement placed on an existing
pavement.
 Concrete Overlay. Portland cement concrete pavement placed on an existing
pavement.
43
 Sandwich Pavement. Overlay pavement sections containing granular separation

courses between the old and new impervious surfaces are called sandwich
pavements.
(2) Sandwich Pavements.
Regardless of the type of overlay, FAA criteria do not permit the construction of
sandwich overlay pavements. They are not allowed because the granular separation
course usually becomes saturated with water and provides poor or, at best,
unpredictable performance. Saturation of the separation course can be caused by
the infiltration of surface water, ingress of ground or capillary water, or the
condensation of water from the atmosphere. In any event, the water in the separation
course usually cannot be adequately drained. The trapped water drastically reduces
the stability of the overlay. However, where an existing concrete surface layer over a
stabilized
subbase is rubblized prior to placement of a HMA or PCC overlay, the overlaid

structure should not be considered sandwich construction.
Figure 4.3 Typical Overlay Pavements
44
4.4.2.4 ACN-PCN
In 1977, ICAO established a Study Group to develop a single international method of

reporting pavement strengths. The study group developed and ICAO adopted the
Aircraft Classification Number - Pavement Classification Number (ACN-PCN) method.
Using this method, it is possible to express the effect of an individual aircraft on
different pavements with a single unique number that varies according to aircraft
weight and configuration (e.g. tire pressure, gear geometry, etc.), pavement type,
and subgrade strength. This number is the Aircraft Classification Number (ACN).
Conversely, the load-carrying capacity of a pavement can be expressed by a single
unique number, without specifying a particular aircraft or detailed information about
the pavement structure. This number is the Pavement Classification Number (PCN).
(1) Definition of ACN.
ACN is defined as a number that expresses the relative effect of an aircraft at a given
weight on a pavement structure for a specified standard subgrade strength.
(2) Definition of PCN.
PCN is a number that expresses the load-carrying capacity of a pavement for

unrestricted operations.
(3) System Methodology.
The ACN-PCN system is structured so a pavement with a particular PCN value can
support, without weight restrictions, 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.
45
4.4.3 Pavement Design
4.4.3.1 Airplane Traffic mix
Table 4.5 Airplane Traffic
International Cargo
Flights Domestic Passenger Flights General Aviation
Passenger Flights Flights
Aircraft B737-800 A-310 Dash-8 ATR-72 B737/MD82/MD83 HS-748 General Aviation
2015 99 18 4,081 262 149 1,291 59

2020 160 30 8,858 569 323 1,357 113
2025 257 48 15,582 1,001 568 1,426 189
2030 414 77 24,433 1,569 891 1,499 289
2035 667 123 32,827 2,109 1,197 1,575 385
Average 319 59 17,156 1,102 626 1,430 207
Departure 160 30 8,578 551 313 715 104
4.4.3.2 Design CBR
1) TP-4, TP-7 CBR data was excepted because test data curve was incorrected
2) Calculated CBR was below
 d2 = 3.18 (number of data > 10)
 Average = 9.9
 Standard deviation = (CBRmax - CBRmin) / d2 = (15.6-6.7)/3.18 = 2.8
 Design CBR = Average - Standard deviation = 9.9 - 2.8 = 7.1(≒7)
Table 4.6 Test-CBR
Test Test Test Test Test Test Test Test Test Test Test Test Test Test Test
-1 -2 -3 -4 -5 -6 -7 -8 -9 -10 -11 -12 -13 -14 -15
10.7 6.7 15.6 3 10.7 10.9 5.8 8.4 9.5 6.9 10.8 8 11.3 9.6 9.3
Incorrect Incorrect
4.4.3.3 New Runway & Taxiway
1) Design variable
 Design life = 20 years
 Pavement Type = Asphalt
46
 Traffic mix.
As the FAARFIELD, flexible pavement is to be designed for the airplane traffic mix in
table 4.4.
The subgrade CBR is 7 (E=10,500 psi). Since the traffic mix includes jet airplanes
weighing 100,000 pounds (45 359 kg) or more, an asphalt stabilized base will be
used.
Figure 4.4 Input the Airplane Traffic in FAARFIELD
2) Calculated Pavement layer
Figure 4.5 Calculated design layer in FAARFIELD(Runway)
47
New Runway & Taxiway pavement was designed as follows:

 Surfaces course(P-401 Asphalt pavement) : 10cm
 Base course(P-403 Asphalt pavement) : 20cm
 Subbase(P-209 Crushed Aggregate) : 30cm
4.4.3.4 ACN-PCN
ACN - PCN was calculated using the COMFAA 3.0 developed by FAA.
Figure 4.6 Calculated ACN&PCN in COMFAA
 Evaluation pavement type is flexible and design procedure is CBR

 CBR = 7.00 (Subgrade Category is C)
 Pass to Traffic Cycle (PtoTC) Ratio = 1.00
 Maximum number of wheels per gear = 4
 Maximum number of gears per aircraft = 2
Because of that operating aircrafts gross weight is light, PCN value was calculated
42.3. For satisfying PCN 70, Airplane traffic mix have to change include heavy weight
aircraft.
48
4.4.4 Pavement Design for Satisfying PCN 70
4.4.4.1 Airplane Traffic mix for satisfying PCN 70
For satisfying PCN 70, Assumed the traffic mix include B747-400ER(ICAO, Category
E)
Table 4.7 Airplane Traffic
International Cargo General Future

Flights Domestic Passenger Flights
Passenger Flights Flights Aviation Aviation
Dash- ATR- General B47-
Aircraft B737-800 A-310 B737/MD82/MD83 HS-748
8 72 Aviation 400ER
2015 99 18 4,081 262 149 1,291 59 1,000
2020 160 30 8,858 569 323 1,357 113 2,000
2025 257 48 15,582 1,001 568 1,426 189 4,000
2030 414 77 24,433 1,569 891 1,499 289 6,000
2035 667 123 32,827 2,109 1,197 1,575 385 7,000
Average 319 59 17,156 1,102 626 1,430 207 4,000
Departure 160 30 8578 551 313 715 104 2,000
4.4.4.2 New Runway & Taxiway
1) Design variable
 Traffic mix.
table 4.6.
The subgrade CBR is 7 (E=10,500 psi). Since the traffic mix includes jet airplanes
weighing 100,000 pounds (45 359 kg) or more, an asphalt stabilized base will be
used.
49
Figure 4.7 Input the Airplane Traffic in FAARFIELD
2) Calculated Pavement layer
Figure 4.6 Calculated design layer in FAARFIELD(Runway)
New Runway & Taxiway pavement was designed as follows:

50
4.4.4.3 ACN-PCN
ACN - PCN was calculated using the COMFAA 3.0 developed by FAA.
Figure 4.9 Calculated ACN&PCN in COMFAA
 Evaluation pavement type is flexible and design procedure is CBR

 CBR = 7.00 (Subgrade Category is C)
 Pass to Traffic Cycle (PtoTC) Ratio = 1.00
 Maximum number of wheels per gear = 4
 Maximum number of gears per aircraft = 4
PCN code is 71.6/F/C/W/T with 71.6 expressing the PCN numerical value, F for Flexible
pavement, C for Low strength subgrade, W for high allowable tire pressure, and T for a
PCN value obtained by a technical evaluation.
Table 4.8 shows traffic parameters and the ACN of the traffic aircraft for all subgrade
categories. All traffic aircraft were added using the aircraft library embedded in
COMFAA. ACN code is 77.8/F/C
Table 4.8 Flexible ACN at Indicated Gross Weight and Strength
Gross % GW on Tire
No. Aircraft Name A(15) B(10) C(6) D(3)
Weight Main Gear Pressure
1 B747-400ER 913,000 93.6 230 56.7 63.4 77.8 99.8
2 DualWheel75 72,000 95 90 19.2 21.2 22.5 23.9
3 DualWheel60 64,500 95 90 16.7 18.6 19.9 21.3
4 DualWheel45 46,499 95 90 10.4 12.4 13.7 15
5 DualWheel45 41,006 95 90 8.7 10.6 11.7 13.1
6 MD83 161,000 94.76 195 42.4 45.9 50 53.1
7 A310-200 315,041 93.2 192.9 37.1 41.1 49.5 64.8
8 B737-800 174,700 93.56 205 42.8 45.3 50.3 55.2
51
4.4.4.4 Runway Overlay
1) Design variable
 Overlay Pavement Type = Asphalt
table 4.4.
The subgrade CBR is assumed 10(E=15,000 psi).
2) Calculated Overlay layer(Assumed CBR 7)
Figure 4.10 Calculated design layer in FAARFIELD(Runway Overlay)
Runway Overlay pavement was designed as follows:

4.4.4.5 New Apron
New Apron designed by Interlocking Pavement.
1) Prepolymer sealant.
2) 80mm IPS concrete block paving with mechanical interlock.
3) 10 mm laying course sand (compacted thickness).
52
4) A layer of geotextile and asphaltic tack coat.

5) 175mm cement treated base.
6) 530mm crushed aggregate sub base.
Figure 4.11 Designed Interlocking Pavement
Figure 4.12 ILP AT NORTHOLT AIRPORT, UNITED KINGDOM
53
Figure 4.13 ILP - PARKING APRONS AT HONG KONG INTERNATIONAL AIRPORT
4.4.4.6 Existing Apron Expanding
Existing Apron will be used temporary for standing of cargo aircrafts (Code C) until
constructing of new cargo apron.
So this area should be expanded for standing 5 cargo aircrafts.
Actually, existing apron area is divided two part, one is rigid pavement and other is
asphalt overlay on the rigid pavement, so expanding area may construct by same
type and thickness.
However, the expanding area is not big and the only one area for rigid pavement, so
this area is suggested to construct flexible pavement by calculated thickness of new
taxiway by air traffic demand for more efficiency and easiness of construction.
Existing apron expanding area was designed as follows:

4.4.4.7 Shoulder
1) Design variable
 Traffic mix.
For designing Shoulder, Use 1% Departure Traffic of Maximum gross weight airplane
54
Figure 4.14 Input the Airplane Traffic in FAARFIELD(Shoulder)
2) Calculated Shoulder(Assumed CBR = 7)
Figure 4.15 Calculated design layer in FAARFIELD(Shoulder)
Shoulder pavement was designed as follows:

55
4.4.4.8 Overrun
Overrun pavement may be constructed of bituminous or Portland Cement concrete

materials. The minimum bituminous concrete surface thickness, constructed on an
aggregate base, is 2inches(51mm) for shoulder and 3 inches(76mm) for Overrun.
These thickness should be increased by 1inch(25mm) for Airplane Design Groups V
and VI. Aggregate base thicknesses should be used 0.5 runway base thickness.
Cox`s bazaars airport operate B747-400ER. So, Overrun pavement minimum

Thickness is 4inches(100mm) and use 6inches bituminous base.
Overrun pavement was designed as follows:
4.4.5 GSE road
Traffic condition applicable to design is based on the traffic volume of large vehicles
which run to one way per day. There is no the detailed traffic volume for the landside.
In this design, Traffic B based on 250~1,000 vehicles per day is applied.
Table 4.9 Applied Design Criteria
Traffic Volume Type Traffic Volume for Large Vehicle (car/day, one way)
L Below 100
A 100 ~ 250 below
B 250 ~ 1,000 below
C 1,000 ~ 3,000 below
D Above 3,000
Note : Large vehicle indicates freight car, bus, and special automobiles.
Design CBR applies CBR=10% equal to that of airside pavement.

Determination of Pavement Section
In Traffic B road, if Design CBR for subgrade soil is 7%, the target value is set to
TA=21cm and total thickness(H)=38cm. Compute the pavement thickness, and verify
TA and H as shown below:
TA = (1.0 × 5) + (0.8 × 15) + (0.25 × 20) = 22 > 21cm
H= 5 + 15 + 20 = 40 > 38 cm ∴ O.K
56
Asphalt Surface Course 5cm

Asphalt Base Course 15cm
Subbase Course 20cm
Total 40cm
Table 4.10 TA and Target Value of Total Thickness

Division Target Value (cm)
Traffic L Traffic A Traffic B Traffic C Traffic D
Design T Thickness T Thickness T Thickness T Thickness T Thickness
CBR
2 17 52 21 61 29 74 39 90 51 105
3 15 41 19 48 26 58 35 70 45 83
4 14 35 18 41 24 49 32 59 41 70
6 12 27 16 32 21 38 28 47 37 55
8 11 23 14 27 19 32 26 39 34 46
12 - - 13 21 17 26 23 31 30 36
20 or
- - - - - - 20 23 26 27
more
Note : 1. TA is the thickness converted pavement into hot asphalt mixture for surface course .
2. Design CBR 4 means more than 4 and under 6
4.4.6 Security & Service Road
The Security & service road is a road of which the traffic is very small. It is based on
Traffic L which one-way traffic per day is under 100 vehicles.
Design CBR applies CBR=7% equal to that of apron pavement.
Determination of Pavement Section

In Traffic L road, if Design CBR for subgrade soil is 10%, the target value is set to
TA=9cm and total thickness(H)=32cm. In consideration of the minimum thickness of
surface course and base course, and the thickness(20cm)of subbase course
compacted, compute the pavement thickness, and verify TA and H as shown below:
TA = (1.0 × 5) + (0.8 × 5) + (0.25 × 20) = 14 > 12cm
H = 5 + 5 + 20 = 30 > 27 cm ∴ O.K
Asphalt Surface Course 5cm
Asphalt Base Course 5cm
Subbase Course 20cm
Total 30cm
57
4.4.7 Conclusion
Table 4.11 Each Pavement Calculated layers
Division New Runway & Taxiway Runway Overlay Overrun

Pavement Type Asphalt Asphalt Asphalt
P-401 Aspahlt:13cm P-401 Aspahlt:13cm P-401 Aspahlt : 10cm
Calculated Layer
P-403 Aspahlt:24cm P-403 Aspahlt:27cm P-403 Aspahlt : 15cm
Thickness
P-209 CrAg:48cm P-209 CrAg : 60cm
Total Thickness 85cm 40cm 85cm
Existing Apron
Division New Apron
Expanding
Pavement Type ILP Concrete(refer) Concrete
Refer to Figure 4.12 PCC : 46cm P-401 Aspahlt:10cm
Calculated Layer
P-304 C.T.B : 10cm P-403 Aspahlt:20cm
Thickness
P-209 CrAg : 10cm P-209 CrAg:30cm
Security & Service
Division Shoulder GSE Road
Road
Pavement Type Asphalt Asphalt Asphalt
P-401 Aspahlt : 10cm Aspahlt Surface : 5cm Aspahlt Surface : 5cm
Calculated Layer
P-403 Aspahlt : 10cm Aspahlt Base : 15cm Aspahlt Base : 5cm
Thickness
P-209 CrAg : 65cm Subbase : 20m Subbase : 20cm
58
Figure 4.16 Pavement Layout Plan
59
4.5 STORM WATER DRAINAGE
4.5.1 Applicable Codes and Standards
The FAA design practice will be applied for the design of storm water drainage of the
entire airport. Some of the applicable standards are published in the following manuals:
 "Airport Drainage" (A/C 150/5320-5C) published by U.S Department of Transport,
Federal .Aviation Administration (FAA), 2006
 "Design Guideline of Airport Drainage Facility, Underground Roads and
Common Utility Trenches" published by the Civil Aviation Bureau, Ministry of
Land, Infrastructure and Transport of Japan, 2005
4.5.2 Design Conditions and Parameters
1) Return Periods
In accordance with the FAA Standards, 5-year storm frequency is applied ;
a. Return Period of Airside area : 5 years
b. Return Period of Landside area : 5 years
2) Runoff
Runoff is calculated using this Rational Method or equivalent in accordance with this
formula:
1
Q C  I  A
360
Q = Runoff (m3/sec)
C = Runoff Coefficient
I = Rainfall Intensity(mm/hr)
A = Catchment Area(ha)
Runoff Coefficient C will be based on the retention characteristics of the surface under
consideration. The following values will be used and will be weighted according to area in
the case of multiple classifications;
Application:
a. Asphalt/Concrete pavement 0.80
b. Sandy soils, with turf (below 2% slope) 0.13
c. Cultivated Area 0.60
60
3) Rainfall Intensity
The rainfall intensity-duration pattern shown in Figure 4.16 is used in cox-bazar area( i.e
Chittagong)
I = 4180 / t +18
Where, I = Rainfall Intensity (mm/hr)
t = inlet time(min)
Fiqure 4.17 Rainfall Intensity – Duation time
4) Inlet velocity
In accordance with the FAA Standards, inlet time would be used as flows
V = 1/n × R2/3 × I1/2
Where, n : Manning's roughness factor

( Concrete, Pipe : 0.015, Open channel : 0.030),
R : Hydraulic gradient (m),
I : Invert incline
5) Concentration time
In accordance with the FAA Standards, inlet time would be used as flows
61
a. Inlet Time : t1
(FAA formula)
Where, D : Sur.Flow distance(m)

C : Runoff coefficient,
S = Slope of Surface
b. Traveling Time : t2
6) Calculation of discharge
The manning’s formula shown below is applied
Q=AXV
So, the comparison with runoff and discharge would be needed to evaluate the drainage
design
4.5.3 Planning Area
The airport drainage system will be divided into two areas as shown in Figure 4.4.2.
This general layout has been designed to minimize box culvert or pipe culvert and
crossing underneath the runway and taxiways.
62
Fiqure 4.18 Catchment area of the Cox’s bazaar airport
Table 4.12 Main Coefficient by Catchment Area
4.5.4 System Concept
The catchment areas of drainage system of Cox’s bazaar airport will be designed
according to the catchment area. However, the runoff will be increased due to the
development of the airport (new buildings and pavements will increase the runoff
coefficient, and the new drainage system will concentrate the discharge in a shorter
period of time). In order to minimize the charge of flow volume and to avoid flooding
and irrigation problems downstream, outfall of each drainage system will be attached to
designed flow lines, as shown in Figure 4.18.
63
Fiqure 4.19 Drainage Layout Plan
64
4.5.5 Typical Structures
1) Type of Structure by application

a. Surface water collector
 Open Channel
Runway strip and other areas
Along the fence
 U type Drain
Between the fence and dike
b. Culvert
 Concrete Box Culvert:
Underneath taxiway; where two open channels should be connected.(AIR)
Through the dike to outside.(DB)
c. Pipe
 Concrete pipe (600mm)
Connect open channel and catch basin
 PVC porous pipe (200mm)
Underneath runway shoulder pavement
 PVC porous pipe (150mm)
Between porous pipe and open-channel
d. Catch Basin
Connect between Concrete pipe and U drain
e. Shaft
Connect between Box Culvert
The final target year (Ultimate), a B747 aircraft (gross weight : 350ton) will be
considered for the design of culverts under taxiways. Other drainage structures will
be designed concerning DB load.
65
4.6 EMBANKMENT PROTECTION
4.6.1 Object
○ Secure the airport extension area

○ Resolve of Embankment Protection facility which can be maintained safety
against weather and natural condition
○ Propose the embankment section concerning of workability and economical
efficiency section
4.6.2 River Data Analysis
○ Water Level Observation Data - Moheshkhali Channel (1988～2009)

 Max W.L(1989) : (+) 4.20m
 Min W.L(1992) : (-) 2.17m
Table 4.13 Frequency of Water level
Unit : m
F/q Max W.L Min W.L
1 in 10 4.16 -0.50
1 in 20 4.42 -0.08
1 in 50 4.76 0.46
1 in 100 5.01 0.86
○ Moheshkhali Channel(River) Velocity

 Max : 3 m/sec
There are no data for actual velocity of the riverside for embankment protection
facility , so consultant refer to Max. velocity of that river and assumed the river width
is 4 km.
The possibility of erosion by flood velocity may be low because the water level
distribution around dike just 0.0m～2.0m for high tide.
○ Surge
The possibility of big surge which is caused serious impact by weather condition such
as Cyclon is low because the water level is shallow as like 0～2.0m, and the distance
66
of each riverside is 4 km.
4.6.3 Result of Site Survey
The end of runway extension area is located on the river bank of Moheshkhali River
which is changed the water lever frequently by the ebb and flow of the tide.
In the estuary, the vast open sedimentary field is made up, and several natives live
around that area.
According to the result of site survey, special embankment protection such as sea
wall may be not economical, so general embankment protection of dike is proposed
to the reclamation area for the runway extension.
4.6.4 Review of Dike Section
○ Resolution of Top level of Dyke

 Final threshold elevation of 17 runway : (+) 6.345m
 The top level of dike: (+) 6.0m
(+)6.0m
(+) 6.345
Runway Overrun E.L. (+)6.00
1 : 1 : 2.5
2
Sand Reclaim
Fiqure 4.20 Embankment Top Level Plan
○ Resolution of dike slope

 Sand is assumed as main reclamation materials because sand is easy to get
around site
 According to the soil investigation for stability of slope, slope angle for design is
proposed to 1:2.5 and this slope may be more workable and economic.
○ Slope protection
 As main material for dike is fine sand, breaking down by cyclone and flood is
concerned.
 Pre-fabricating concrete block is treated to finishing work for protecting slope
and appearance.
67
0.5
E.L. (+)6.00
0.2
Cap Con'c
400¡ ¿
400¡ ¿
1 50(È £
¾Èº í· Ï)
1 1 : 2.5
:2
H.W.L. (+) 4.00
Sand Reclaim
G.L
Mat(º ÎÁ ÷
Æ÷)
0.5
M.S.L. (+) 2.00
0.5
± â
Ã ÊCon'c 0.5
Fiqure 4.21 River Dyke Typical Cross Section
4.6.5 Consideration for construction
○ The proposed dike protection design is based on site condition of surveying time
and limited data.
○ Later, the embankment protection should be considered reinforcement of section by
changing of reclamation method and materials and careful investigation of natural
condition.
68
4.7 MISCELLANEOUS WORKS
4.7.1 Marking
Permanent pavement markings will be applied at completely paved taxiways and

runways that will safely direct any in-coming or out-going aircraft during operation.
These markings will also function as boundary line that will separate each facilities or
sections of the airport.
 Runway
Runway markings have three types of visual runway, non-precision instrument
runway and precision-instrument runway. A precision-instrument approach runway
marking type is selected on this project.
 Taxiway
Taxiway marking divides a runway and the ground operation section, and the holding
position marking establishes considering the coverage of NAVAIDS when an aircraft
approach to the runway.
 Apron
Pavement markings to be applied at apron area will direct an aircraft safely as it
positioned itself to a parking space or as it operates in the ground.
69
Table 4.14 Marking Details
Items
Figures Characteristics & Colors
Type
- White Line of 30m spaced

Center line
stripes and gaps.
marking
- W : 90cm.
- White line (W : 90cm)

Side strip - Except right angle and rapid
marking exit taxiway
- Yellow line of 30m spaced

striped and gaps.
Shoulder
- W : 90cm
marking
- At 45° angle from runway
side strip marking
Runway
- W : 1.8m, Gap : 1.8m,

Threshold L: 30m (Pair)
marking - Commence 6m from the
threshold
- Magnetic azimuth
Designation (Direction 05, 23)
marking
- White Color
- Distance between
threshold : 900m
- Longitudinal spacing : 150m
from the threshold
Touchdown
- Pairs of marking
zone
3 pairs : 2EA
marking
2 pairs : 2EA
1 pair : 2EA
- Width : 1.8m, Gap : 1.5m,
Length : 30m , White line
70
Items
Type
- Distance between
threshold : 40m
Aiming point
- W : 10m, L : 60m
- White line
Runway
- Reverse V shape by
Pre-threshold Aircraft approach direction
marking - W : 90㎝, G : 30m
- Yellow line
Center line - W : 15㎝

marking - Yellow line
SMGCS - W : 30㎝
Center line - Yellow line with 15cm Black
marking line at both sides.
- Between end of paved

taxiway
Side strip - Two pairs of yellow line :
Taxiway
marking 15cm width 15cm gap

15cm from end of paved
taxiway.
- Distance from runway

center line : 90m
- Consist two line and two
broken line
Holding - The line is 30㎝ width with
position 30cm in gap
marking - The broken line consist of
90cm line at 90cm gap
- Yellow line with black line at
both sides
71
Items
Type
Non- Dotted line
movement - Dotted line with 1m width of
area 1m gap
boundary Line = 15cm - Yellow color
Dotted line
marking
- Width : 15㎝
Equipment - Red line
restraint - It should be marked to be
area marking able to stand GSE
equipments
Apron
- Width : 15㎝
Equipment - White dotted line ; 1m long
staging area at 1m gap
- It should be marked to be
marking
able to stand GSE
equipments
Stop line
- Stop line by aircraft type is
marking by
marked on surface of Gate.
A/C
72
4.7.2 Fence
As an international airport, CXB should be required a very effective fencing facility

that will protect the entire airport area against for the unlawful interference. Based on
international security standards, fencing facilities will include “boundary fence” that
will isolate the entire airport from the adjacent areas; “Screening Gate” to control the
people and vehicles from entering to security restricted area.
1) Security Facility Standards
The consideration for an airport boundary security facility is an important element in

planning an airport layout, and the security standards and criteria were applied to the
safety operating in the airport.
Security standards were based in the recommendation of ICAO Annex 17 (Security
and Document 8973).
2) Security Facilities Type
A. Fence, wall, and other barriers
A fence or other suitable barrier should be provided on the airport to deter the
inadvertent or premeditated access of an unauthorized person onto a non-public area
of the airport.
B. Screening Gate
The gate installed on the road for going in and out of airport operating area shall be
controlled by guard.
3) Security Facility Plan

The installation of the security fence is planned to be able to satisfy at the same time
the functions of an aesthetic and a security fence by considering the regional
characteristics.
 Airside/Landside Fence
- Installing a security trapezium net fence to block up outsiders' access
- Selection of zinc hot dip plating material with strong resistance to corrosion
 Airside/Adjacent Area Fence
- Installing a security block fence to block up outsiders' access
- Selection of concrete block material with strong resistance from outer impact.
73
Table 4.15 Fence Type
Type Materials Pictures Note
Airside/Adjacent
1 Wire
area
Split Block +
Airside/Terminal
2 Chain-Link
& Landside area
fence
74
5. DESIGN OF AIRFIELD LIGHTING SYSTEM
5.1 GENERAL
5.1.1 General Description of ALS Works
The scope of these design criteria is to provide a minimum requirement for the
airfield lighting system design of the Cox’s Bazer Airport.
Airfield Lighting System(hereinafter “ALS”) consists of light and colour is the facility
which helps airports to take off and land safely.
ALS for each category is following as Table 5.1

Cox’s Bazer Airport is planned to ALS of runway operation CAT-Ⅰ.
ALS shall be planned accordance to ICAO and FAA.
Table 5.1 Aeronautical lights installation for each Categories
Non- Instrument Runway

Aeronautical
Instrument Non-
Lights CAT- CAT- CAT-
Runway precision
Aeronautical Beacon ○ ○ ○ ○ ○
Approach Lighting System ○ ○ ○ ○
Precision Approach Path Indicator ○ ○ ○ ○ ○
Runway Edge Lights ○ ○ ○ ○ ○
Runway Threshold & Wing bar Lights ○ ○ ○ ○ ○
Runway Center Line Lights ○ ○
Runway Touch down Zone Lights ○ ○
Runway End Lights ○ ○ ○ ○ ○
Taxiway Edge Lights ○ ○ ○ ○ ○
Taxiway Center Line Lights ○
Intermediate holding Position Lights ○
Stop Bars ○ ○
Runway Guard Lights ○ ○ ○
Illuminated Wind Direction Indicator ○ ○ ○ ○ ○
Lights Gun ○ ○ ○ ○ ○
Stopway Lights ○ ○ ○ ○ ○
Taxiway Guidance Sign ○ ○ ○ ○ ○
Runway Turn pad Lights ○
75
5.1.2 Design Standard and Criteria
All works specified will be in accordance to all applicable sections of the latest edition
of the following codes and standards:
 ICAO Annex 14 Volume Ⅰ, Aerodrome Design and Operations – Fifth
Edition(July 2009)
 ICAO 9157-AN/901 Aerodrome Design Manual, Part 4, Visual Aids – Third
Edition, 1993
 ICAO 9157-AN/901 Aerodrome Design Manual, Part 5, Electrical System – Third
Edition, 1983
 FAA Advisory Circulars 150/5340, 5345
 IEC - International Electro-technical Commission
 IEEE - Institute of Electrical & Electronics Engineer
 NEC - National Electrical Codes
5.2 SCOPE OF ALS WORK
5.2.1 Airfield Lighting Facilities
 Airfield lighting for Runway, Taxiway and Aprons

 Ducts and Underground cable
 Airfield lighting Control and Monitoring System
5.2.2 Electrical Power Supply System
 Power supply for ALS and NAVIDS

 Standby Power Supply Facility
5.2.3 Electrical Duck bank and Manhole
 Concrete Ducts and Manhole

 Power supply and Control Cable pooling for Distribution System
5.3 AIRFIELD LIGHTING SYSTEM’S AIDS
5.3.1 General Requirements for ALS
The airfield lighting system will fully conform to ICAO Annex14 Standard and
76
recommended practices for category-Ⅰ operation
The airfield lighting layout, operational performance, and requirement will be strictly
in accordance with the current edition of ICAO Annex14 Volume 1 (Aerodromes),
Aerodrome Design Manual Part 4 (Visual Aids) and Part 5 (Electrical System) and
other applicable ICAO standard, Airfield lightings to be provided will consist of
following systems for this category-Ⅰ of runway/taxiway and apron operations;
1) Runway Edge Lights,
2) Runway Threshold and wing bars lights,
3) Runway End Lights,
4) Precision Approach Lighting System(CAT-Ⅰ) for runway 17
5) Simple Approach Lighting System(SSALF) for runway 35
6) Precision Approach Path Indicator for runway 17 and 35
7) Runway Guard Lights
8) Runway Distance Marker Sign
9) Stopway Lights
10) Taxiway Edge Lights
11) Taxiway Guidance Sign
12) Aerodrome Beacon
13) Light Gun
14) Illuminated Wind Direction Indicator
15) Apron Floodlightings
16) Obstruction lights
17) Associated equipments/material necessary for a complete AFL systems.
All elevated equipments installed within runway and taxiway obstacle limitation zones
will be light-weight on frangible mounted bases ;
Airfield lighting fixtures will be equipped with prefocus halogen lamps of rated life not
77
less than 1000 hours at full intensity; and

All airfield lighting equipment will be suitable to operate on 6.6A and 20A, constant
current series-circuit.
5.3.2 Airfield Lighting Facilities Plan
1) Runway Edge Lights
Runway edge lights will be elevated fixed lights showing variable white in accordance
with ICAO specifications of Annex14, Vol.1, para.5.3.9, including Appendix 2, Figure
A2.9. The lighting will be shown at all angles in azimuth necessary to provide
guidance to a pilot landing or taking off in either direction.
The edge lights will be placed along the full length of the Runway, uniformly spaced
in to rows at intervals of not more than 60 m. Inset high intensity bi-directional runway
edge lights are to install at intersections of runway and taxiway.
600m
60m
3m
Runway
Threshold
Runway Edge
: Runway Edge Light (W/Y)
: Runway Edge Light (W/W)
Figure 5.1 Runway Edge Lights Configuration
2) Runway Threshold and Runway End Lights(include wing bar Lights)
Runway threshold lighting will be inset unidirectional lights showing green in the
direction of approach to the runway. Runway threshold lights will be in accordance
with the ICAO specifications of Annex14, Vol.1, para.5.3.10, including Appendix 2,
Figure 2.3.
Runway end lights will be fixed unidirectional lights showing red in the direction of the
runway. The runway end lights will be in accordance with ICAO specifications of
Annex14, Vol.1, para5.3.11, including Appendix 2, Figure 2.3.
Combined high intensity bi-directional threshold / end, green/red is to provide the
78
ICAO photometric for use in runway operation conditions.

Configuration of lights for runway threshold and end lights will be as follows.
Threshold lights and runway end lights will be installed at the extremity of the runway;
Threshold lights will be uniformly spaced between the rows of the runway edge lights
at intervals of not more than 3m. Runway end lights will consist of eight lights
symmetrically disposed about the runway center line in two groups with the lights
uniformly spaced in each group.
Elevated threshold high intensity unidirectional wing bar green light is to provide the
ICAO photometric performances for use in runway operation conditions.
Wing bar lights shall be symmetrically disposed about the runway centre line at the
threshold in two groups, i.e. wing bars. Each bar shall be formed by at least 10m
outward from, and at right angles to, the line of the runway edge lights, with the
innermost light of each wing bar in the line of the runway edge lights.
Figure 5.2 Runway Threshold/End lights Configuration(Include Wing Bar lights)
3) Precision Approach Lighting System with Capacitor Discharge Lights (Runway 17,
CAT-Ⅰ)
Approach lights will be fixed unidirectional high intensity light is to provide the ICAO
photometric performance for use in category Ⅰconditions. The lights will be in
accordance with ICAO specifications of Annex14, Vol.1, para.5.3.4, including
Appendix 2, Figures A2.1 (white light).
The approach lighting system will consist of a row of lights on the extended center
line of the runway, extending over a distance of 900m from the runway threshold and
placed at longitudinal intervals of 30m. In addition the system will have at 300m from
79
the threshold. The center line of the approach system will consist of four lights,
showing variable white, forming a barrette of 4.5m length.
The crossbar provided at 300m from the threshold will extend on both aides of center
line to a distance of 15m from the center line.
Each barrette beyond 300m should be supplemented by a capacitor discharge light.

Each capacitor discharge light shall be flashed twice a second in sequence,
beginning with the outmost light and progressing toward the threshold to the
innermost light of the system.
The land surveying will precede the construction about the installation location of
approach lighting system. The concrete foundation for approach lighting system on
the river will be installed after all exact data estimation and all sorts of meteorological
data by bathymetric survey and bathymetric boring are reviewed.
900m±15m
300m Cross bar
300m±15m
10.5m
30m±3m
30m
Runway
Centerline
4m
10.5m
Centerline Barret (30mInterval)
Runwat Threshold Lights & Wing Bar Lights

1.5m
4.5m
Centerline Barret
1.5m 2.25m 1.5m
10.5m 2.25m
300m Cross bar Centerline Barret 300m Cross bar
Figure 5.3 Precision Approach Lighting System Configuration
80
4) Simple Approach Lighting System with Capacitor Discharge Lights (Runway 35,
SSALF)
The lights will be in accordance with ICAO specifications of Annex14, Vol.1,
para.5.3.4, including Appendix 2, Figures A2.1 (white light).
Center line barrette lights shall be placed at longitudinal of 60m on the extended
center line of the runway extending over a distance of 420m from the threshold.
Crossbar lights shall be placed at 300m from the threshold, as nearly as practicable
in horizontal straight line at right angles to, and bisected by, the line of the center line
lights. The lights of the crossbar shall be spaced so as to produce a linear effects,
expect that, when a crossbar of 18m is used, gaps may be left on each side of the
center line. These gaps shall be kept to a minimum to meet local requirements and
each shall not exceed 6m.
270m±15m
300m Cross bar
150m±15m
10.5m
30m±3m
30m
Runway
Centerline
10.5m
Runwat Threshold Lights & Wing Bar Lights

1.5m
4.5m
Centerline Barret
1.5m 2.25m 1.5m
10.5m 2.25m
300m Cross bar Centerline Barret 300m Cross bar
Figure 5.4 Simple Approach Lighting System Configuration
81
5) Precision Approach Path Indicator System (Runway 17 and 35)
The PAPI system will be in accordance with ICAO specifications of Annex14, Vol.1,
para.5.3.5 and ICAO Aerodrome Design Manual, Part 4, Chapter 8.4. The system will
consist of a wing bar of four sharp transition multi-lamp units located on the left side
of the runway spaced 9m apart with the inner light unit being 15m from the runway
edge. The system will be suitable for both day and night operation. The light intensity
distribution of the light units will be as per Annex14, Vol.1, Appendix 2, figure A2-23.
Each light will project a beam of light having white color in its upper part and a red
color in its lower part. The light units will be arranged in such manner that a pilot of
aircraft during approach, will see: four white light units when 3.0° above the approach
slope; three white and one red light units when 10° above the approach slope; two
white and two red when on the approach slope; one white and three red when 10°
below the approach slope; four red when 3.0° below the approach slope.
The distance of the PAPI from the runway threshold will be suitable to provide
adequate wheel clearance over the threshold for all types of aircraft landing on the
runway and will be harmonized with the Instrument Landing System (ILS) glide path.
Obstacle Protection Surface (OPS) will also be considered in determining the
optimum PAPI location.
About 400m
Runway
15m 9m 9m 9m
Runway Runway Edge

Threshold
Approach
Figure 5.5 Precision Approach Path Indicator Configuration
82
6) Runway Guard Lights

The purpose of runway guard lights is to warn pilots, when they are operating on
taxiways, that they are about to enter an active runway.
Runway guard lights shall be installed in accordance with ICAO Annex14, Vol.Ⅰ,
para 5.3.22
Taxiway
4m
90m
Figure 5.6 Runway Guard Lights Configuration
7) Runway Distance Marker Sign
Runway Distance Remaining Marker Sign will be in accordance with FAA AC

150/5340-30
Runway Distance Remaining Marker Signs are used to provide distance remaining
information to pilots during take-off and landing operation.
Runway distance remaining Marker Signs are located along the sides of runway, to
indicated the runway distance remaining increment 300m.
300m 300m(TYP.)
20m
Runway Distance Marker
Figure 5.7 Runway Distance Marker Sign Configuration
83
8) Stopway Lights
Stopway Lights shall be placed along the full length of the stopway and shall be in
two parallel rows that are equidistance from the center line and coincident with the
row of the runway edge lights.
Stopway Lights shall also be provided across the end of a stopway on the line at right
angles to the stopway axis as near to the end of the stopway as possible and, in any
case, not more then the end.
Stopway Lights will be in accordance with the ICAO specifications of Annex14, Vol.Ⅰ,
para 5.3.15.
less than 60m
3m
3m
Runway
Threshold
Stopway
1.5m
Runway Edge
Figure 5.8 Stopway Lights Configuration
9) Taxiway Edge Lighting
Taxiway Edge Lights shall be provided at the edge of a runway turn pad, holding bay,
apron, etc., intended for use at night and on a taxiway not provided with taxiway
center line lights and intended for use at night.
The lights on a straight section of a taxiway will be spaced at uniform longitudinal
interval of not more than 60m. The lights on a curve will be spaced at interval less
than 60m so that a clear indication of the curve is provided.
Taxiway Edge Lights shall be fixed lights showing blue. The lights shall show up to at
least 75˚ above the horizontal and at all angles in azimuth necessary to provide
guidance to a pilot taxiing in either direction.
Taxiway edge Lights will be in accordance with the ICAO specifications of Annex14,
Vol.Ⅰ, para 5.3.17.
84
TAXIWAY EDGE LIGHT

BOUNDARY
"Z"
"Z"
"R" RADIUS "R"
(UNIT : m)
RADIUS (R) DISTANCE (Z) RADIUS (R) DISTANCE (Z)
4.5 6.0 90.0 24.0
7.5 8.0 120.0 28.5
15.0 10.5 150.0 33.0
22.5 12.0 180.0 36.0
30.0 15.0 210.0 43.5
45.0 16.5 240.0 49.5
60.0 18.0 270.0 55.5
75.0 21.0 300.0 60.0
Figure 5.9 Taxiway Edge Lights Configuration
10) Taxiway Guidance Sign
Mandatory and information guidance signs will be in accordance with ICAO Annex 14,
Vol.1, para,5.4, including Appendix 4, and IACO Aerodrome Design Manual, Part 4,
Chapter 11.
Signs shall be frangible. Those located near a runway or taxiway shall be sufficiently
low to preserve clearance for propellers and the engine pods of jet aircraft.
Information signs will be provided to indicate a specific location or destination on a

movement area, and to provide other information. An information sign will consist of
black description on a yellow background.
Figure 5.10 Taxiway Guidance Sign Configuration
85
11) Aerodrome Beacon

The aerodrome beacon will be in accordance with ICAO specifications of Annex 14,
Vol.1, para,5.3.3. The beacon’s color and number of flashes per minute will be
determined during the detail design.
The beacon will be located on the aerodrome in a location such that the beacon is
not shielded by objects in significant directions and does not dazzle approaching
pilots.
Figure 5.11 Aerodrome Beacon
12) Signalling Lamp
A signaling lamp shall be provided at a controlled aerodrome in the aerodrome

control tower.
13) Illuminated Wind Direction Indicator
The wind direction indicators will be in accordance with ICAO specification Annex 14,
Vol.1, para.5.1.1. The wind cone will provide a clear indication of the direction of
surface wind and a general indication of the wind speed.
The wind cone will be in a form of fabric cone installed on a mast. The cone will be
3.6m long and 0.9m diameter at larger end. Its color will be international orange or
red-and-white, as required. The mast will be approximately 6m high and its
construction will allow servicing of the cone from The ground. Swivel mechanism will
be sealed type, maintenance free.
The location of at least one wind direction indicator should be marked by a circluer
band 15m in diameter and 1.2m wide.
Wind cones will be illuminated.
86
Figure 5.12 Wind Direction Indicators
14) Apron Floodlighting
Adequate illumination is required to help pilots taxi aircraft into and out of terminal
parking rates, to facilitate loading and unloading of passengers and cargo, fuelling
and other general activities, to service vehicle movement and to maintain overall
security.
Apron flood lightings will be provided for the 6 passenger terminal gates and at the
two westerly remote aircraft stands. The flood lightings will be in accordance with
ICAO recommendations of Annex 14, Vol.1, Paragraph 5.3.21 and ICAO Aerodrome
Design Manual, Part 4, Chapter 13.
The average illuminate will be as follow:
Aircraft stands:
 Horizontal illuminate ─ 20 lux with a uniformity ratio (average to minimum) of not
more than 4 to 1;
 Vertical illuminate ─ 20 lux at a height of 2m above the apron in relevant
direction; and
 Horizontal illuminate ─ 50 percent of the average illuminate on the aircraft
stands with a uniformity ratio (average to minimum) of not more than 4 to 1.
Fifty percent (50%) of lights at the Apron and westerly remote aircraft parking
positions will be supplied from the main substation emergence power system. High
Intensity Discharge (HID) lamps of 1,000W will be stylized. Additional 1,000W quartz
will be installed at each aircraft stand and bus loading/unloading area. They will
provide reduced illumination during the time of restarting of HID lamps upon a normal
power failure.
Luminaries will be of a high cut-off to pervert glare affecting pilots and nearby air
traffic controllers. Fixtures will be mounted on up-down poles. Lighting will be
87
controlled from the Airfield Lighting substation and control tower. Power for apron
floodlighting will be supplied from the Airfield Lighting substation power distribution
system.
Figure 5.13 Apron Floodlighting
15) Obstacle Lighting
Obstacle lights will be in accordance with ICAO Annex 14, Vol. 1, para.6.3. The
obstacle lights will be provided at specified locations such as airside pad transformer,
and apron floodlighting poles, field equipment towers, etc. It is anticipated that the
use of low intensity obstacle lights will be adequate. The low intensity lights will be
fixed red incandescent. Obstacle lights will be supplied from emergency power
source and operated by photocells.
88
Figure 5.14 Obstacle Lighting
5.3.3 Configuration for Airfield Lighting Circuit
1) Circuits and Specific Requirements
All circuits will be basically interleaved and have a primary constant current maximum
of 6.6A or 20A. Each element of the system will be separately circuited and
individually controlled
2) Applicable Standards
ICAO Aerodrome Design Manual, Part 5, Paragraph 3.2
ICAO ANNEX 14, Paragraph 5.3
3) Review of Standards
The requirements for circuits configuration in ICAO Aerodrome Design Manual Part 5,
Chapter 3 are as follows :
Generally for a precision approach runway, the electrical circuits will be designed so
that the failure of one circuit will not leave the pilot without visual guidance and will
not result in a misleading pattern.
Approach lights should be on two separate circuits interleaved over two circuits.
Threshold lights should be on two separate circuits interleaved over two circuits.
PAPI should be interleaved over two circuits.

For taxiway edge lights, single circuit should be used and the design should allow
selective lighting of segments for economic reasons.
89
4) Current Choice of AFL
According to ICAO Aerodrome Design Manual Part 5, Section 3, most airfield lighting
series circuits are either 6.6A or 20A at rated intensity. Applications of Series circuits
are as show in the following table.
Table 5.2 Current Choice of AFL
Classification Applications Remarks

For smaller load
6.6A
Standard For longer cable
Current For larger load
20A
For shorter cable
All airfield
Choice Lighting Except 6.6A
Current of AFL Circuit
ALS Circuit 20A
5) Air Field Wiring Configuration
Airfield lighting systems will be supplied from independent circuits as follows :
Runway edge lights 2 circuits

CAT-1 Approach lighting system (Runway 17) 2 circuits
Simple Approach lighting system (Runway 35) 2 circuits
PAPI (17/35) 2 circuits
Taxiway edge lights & Signs 1 circuits
Runway distance marker lights 2 circuits

Runway threshold Lights (Runway 17/35) 2 circuits
Runway end lights will be supplied from the runway edge lighting circuits.
Signage lighting circuits shall not be permitted to be combined with any other circuit.
Aerodrome beacon will be supplied from 240V, main s/s power supply with
emergency back-up.
Field wiring will utilize series lighting circuits operated at up to 5 kV AC with a
constant current of 6.6A and 20A. All lamps will operate airfield lighting isolating
transformers. Wiring and isolating transformers will be installed underground.
90
5.3.4 AFL System Equipments
1) AFL Substation
Airfield circuits will originate from a field AFL Substations. The AFL substation will
contain power distribution equipment and Constant Current Regulators (CCRs)
specially designed for series lighting circuits
The substations will be comprised of, but not limited to, a number of equipments.
The will be, install, wire, connect, terminated, commission, and start up these items
which include:
 UPS, transfer switches, batteries, control cabinets and auxiliaries;
 Transformers;
 High voltage/Low voltage switchgears;
 CCR (Constant Current Regulator) ;
 Communications interface equipments; and
 Control and monitoring equipments for AFL
91
Electric Power Single line Diagram
11KV CNCV 1C/60㎟×3×2LINE (SPARE 포함)
EH
1
ALTS
(VACUUM CIRCUIT BREAKER) (AUTOMATIC TRANSFER)
EH
2
LBS,12KV (AIR CIRCUIT BREAKER) (POTENTIAL TRANSFORMER)
LA×3
(LIGHTNING ARRESTER) (CURRENT TRANSFORMER)
EH
3 (MOLDED-CASE CIRCUIT BREAKER) (CONSTANT CURRENT REGULATOR)
PF,12KV
(FUSE) (UNINTERRUPTABLE POWER SUPPLY

MOF DM UPS
SYSTEM) - STATIC
EH G (GENERATOR) (3 PHASE TRANSFORMER)

4 PFx3 PTx2
(GENERATOR CONTROL PANEL) ELD EARTH LEAKAGE DETECTER
VCB,12KV
DIPM
V, A, kW 51
CTx2
PF,F,27 51G
EH PFx3 PTx2 EH PFx3 PTx2 EH PFx3 PTx2 EH PFx3 PTx2

5 6 7 8
VCB,12KV VCB,12KV VCB,12KV VCB,12KV
92
DIPM DIPM DIPM DIPM
V, A, kW 51 V, A, kW 51 V, A, kW 51 V, A, kW 51
CTx2 PF,F,27 51G CTx2 PF,F,27 51G CTx2 PF,F,27 51G CTx2 PF,F,27 51G
TR TR
1 2
PAD TR#1 PAD TR#2 PAD TR#3 PAD TR#4

E2 E2
LV LV
1 2
1A PTx2 1A PTx2
FROM : LV-4 FROM : LV-5 FROM : LV-4

INTERLOCK
ACB ACB
DIPM DIPM
V, A, kW 51 V, A, kW 51 LV LV LV
CTx2 CTx2 6 MCCB 4P 7 MCCB 4P 8 MCCB 4P
PF,F,27 51G PF,F,27 51G
LV
3 G
GCP
ATS
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
MCCB 2P
LV
5
ELD
ZCT
UPS
Figure 5.15 Singleline Diagram for AFL Substation

3Φ4W 380/220V
100kVA
LV
4 PTx2 PTx2 PTx2
1A 1A 1A
CUT OUT
ACB ACB ACB SWITCH 20CCT
DIPM DIPM DIPM

V, A, kW 51 V, A, kW 51 V, A, kW 51
CTx2 CTx2 CTx2
PF,F,27 51G PF,F,27 51G PF,F,27 51G
ALS 01L
ALS 02L
ALS 03L
ALS 04L
SPARE
SPARE
TEDL
RTH 01L
RTH 02L
RED 01L
RED 02L
DMS 01L
DMS 02L
SPARE
SPARE
SPARE
SPARE
SPARE
SPARE
SPARE
PAPI 01L
PAPI 02L
Circuit Name
15KW
4KW
4KW
10KW
10KW
15KW
15KW
5KW
5KW
20KW
15KW
10KW
5KW
5KW
4KW
4KW
7.5KW
7.5KW
20KW
20KW
7.5KW
20KW
BEACON LIGHT
SFL CONTROL PNAEL#1
SFL CONTROL PNAEL#2
WIND CONE #1
WIND CONE #2
AIR CONDITIONER #1
AIR CONDITIONER #2
PLC & INTERFACE PANEL
CONTROL PC
APRON FLOOD LIGHT #1
2) Power Supply
Electrical power for airfield lighting will be provided from the AFL substation.
Dedicated feeders will be provided for individual circuits as required. Emergency
power will be obtained from the stand-by diesel generator.
Upstream switch board. Power supply under Cat-Ⅰ conditions will be from a
selected generator with the utility power as “stand-by”. This arrangement will satisfy
15 sec power switch over requirements between the two source as specified by
ICAO
3) Constant Current Regulators (CCR)
The design of CCR is to provide appropriate light intensity settings and control for
safe aircraft operations in various ambient/meteorological conditions. CCR’s
provision are to ensure such purpose. All the Light intensity of AFLS will be follow
international standards. The maximum rating of any CCR should not exceed 30kw.
Provisions are to be made to ensure that the CCR input/output power factor shall not
be less than 0.9. For ease of maintenance, all CCRs will be divided into two separate
compartments. Low Voltage (LV) and High Voltage(HV). The LV side provides the
control and the HV side provides the power to the lighting circuits. The LV panels will
be rack-mounted and the units will be housed in withdrawal drawers. All control units
will be of the plug and socket type. Any specialize equipment or tool will be included
with the equipment. The CCR will be designed for direct interconnection with a
computer-based network.
Description and Capacitor
380 volts, 1-phase 2wire 50Hz
 Runway edge lights : 2 circuits 6.6/6.6A×15 KW;
 CAT-1 Approach lighting system (17) : 2 circuits 6.6/20A×20 KW ;
 Simple Approach lighting system (35) : 2 circuits 6.6/20A×7.5 KW ;
 PAPI (17/35) : 2 circuits 6.6/6.6A×4 KW;
 Taxiway edge lights & Signs : 1 circuits 6.6/6.6A×15 KW;
 Runway distance marker lights : 2 circuits 6.6/6.6A×7.5 KW; and
 Runway threshold Lights (Runway 17/35) :2 circuits 6.6/6.6A×10 KW;
 ILS :2 circuits 6.6/6.6A×10 KW;
93
Figure 5.16 Constant Current Regulators
4) UPS and Generator System
It is required that all the airfield lighting and control systems including, but not limited
to, AFL and NAVAIDS system be supplied from a clean-AC power supply at all times.
This power supply will be completely free from harmonic, be of true sinusoidal wave
shape, isolated and independent of utility switching, voltage & frequency
disturbances and also free from load fluctuation, unbalances, and single phasing.
Converters, inverters and filters will be required. The system shall gave 15minutes
back-up dual stationary battery including fuses, installed on a battery rack. The UPS
back-up (battery and diesel) will be supplied ten (10) to fifteen(15) times full-fated
current within 1/2 cycle to facilitate the clearing of an output load fault. The UPS will
be completed with by-pass switches and self monitoring capability suitable for local
and remote annunciation.
The system should include a day & storage fuel tanks as well as batteries, switches,
battery chargers, generator & other control modules, fusses, racks, circuits breakers,
panels, full load automatic transfer switches, control modules capable of automatic
and manual synchronization with both live and dead bus, frequency, voltage, power,
power factor and current sensors, meters, ATC or other local/remote locations. The
generator shall be able to cold start, reach system voltage and frequency within 10
seconds, synchronize and supply a full load within 30 seconds. All interlocking
schemes between the generator bus and substation switch gears will be included.
System power factor through normal or generator power will be 90% or higher.
94
Figure 5.17 UPS
5) AFL Controls and Monitoring
Each lighting circuit will be individually controlled from the air traffic control tower
console. On-off and light intensity select switches will be provided. The switches will
illuminate to indicate status of each lighting system. Moreover, local switches will be
installed at the regulators to allow manual override of controls from the ATC.
The control of the AFLS will be accessed via mouse equipped touch screen monitors
at suitable locations. However, the Tower Integration System will be developed by the
other contractor (Tower System Integration Contractor). The Airfield lighting control
and monitoring system will be full interfaced with the Tower Integration System.
The field devices/sensors, where fitted, will be powered from single phase electrical
source. Control input/output signal shall manually activate the sensors from various
“touch screen or mouse” monitors located in the ATC tower and AFL substations.
However, with the exception of ATC location, these functions at the remaining
locations will be inhibited or suppressed by ATC.
System Configuration and equipment:

 Main AFL Panel board;
 Local control Desk;
 PLC Panel;
 Monitoring and Operation Panel board;
 Relay Panel and Switching Equipment;
 DC Power supply;
95
 UPS Phase-3, 4wire 50HZ;

 Battery charger; and
 AFL Time Recording system
Figure 5.18 AFL Control and Monitoring
6) Power Cabling and Isolation Transformers
All primary cable will be installed in duck bank constructed by the Electrical and AFLS.
Details of the duck bank requirement including sizing and location are to be In
addition to the duct laying conduct system, isolation transformer and associated
fixture as well as identification of primary circuits will be adequately provided as
shown drawings.
Each system will be grounded separately. Electrical resistance of the earth/grounding

between any light fittings/components and the physical earth more than one ohm(1 ).
The earth/grounding electrical resistance of entire system more than ten ohms(10 ).
AFL Series cable: 6/10KV 8SQ HV Cable
7) AFL Ground Wires (Counterpoise system)

We will apply counterpoise wire to project the electrical and control cables from high
ground current surges caused by lighting strikes in accordance with ICAO Aerodrome
Design Manual part 4.5.
In accordance with ICAO Annex 14 and Aerodrome Design Manual, part 5,

para.5.1.2.6, the insulated, stranded copper conductor (BC wire) will be used and the
size of this ground wire will be 16SQ, not less than the size of the largest conductor
(16SQ) which it protects.
Ground rod (Ø18X2,400 m/m) will be installed at the intervals of 300m of the series
circuits and the earth resistance more than 10 (not more than 1 for CCR)
96
5.4 Duck Bank and Manhole
Duct bank for AFL System, security lighting, street lighting , ILS, flood lighting, and
each building power distribution
Review of standards:
ICAO Annex14 Aerodromes design manual Part 5(electrical system) para, 4.3.3 and
4.4 and other applicable ICAO standard;
Designed concept for duct bank:
 PVC 100 m/m (earth section);
 HD Steel conduit 100m/m (pavement section),
 25 ~ 50 percent spare conduits(less than 4 lines: 25 percent),
 Conduit laying slop 1 percent ~1.5 percent; and
Manhole installation distance:
 Straight: less than 200m,
 Curve: less than 100m.
Figure 5.19 Manhole
97
6. DESIGN OF AIR NAVIGATION SYSTEM
6.1 GENERAL
6.1.1 Objectives
The objective of this task is to establish the design with the reasonable and affective
air navigation system; in order to have the safety flight, departure & arrival and the
reduced flight cancellation rate due to the low visibility weather condition.
6.1.2 Scope of Works
Air Navigation System include Radio Navigation Aids, Air Traffic Control
Communication System and Automatic Meteorological Observation System should
be provided to allow precision approach Category I operation. The major facilities are
as follows.
 Instrument Landing System
 DVOR/DME (Doppler VHF Omni-direction Range / Distance Measurement
Equipment)
 Air Traffic Communication System
 AMOS (Automatic Meteorological Observation System)
6.1.3 Design Standard and Criteria
Design criteria on the Air Navigation System for Cox’s Bazar Airport shall take the
conditions of surrounding site and facilities into account incorporating with the
standards of ICAO, FAA and Bangladesh Law and Regulations as follows:
1) ICAO Standards
The following documents to ICAO Standards used for the plan and design of airport
and support facilities, in addition to applicable technical publications, circulars and
manuals issued by ICAO will also be utilized where appropriate:
 Annex 3 Meteorological Service for International Air Navigation
 Annex 10 Aeronautical Telecommunications Vol.1, 2, 3, 4 & 5
 Annex 11 Air Traffic Services
 Annex 14 Aerodrome Design & Operation
 Annex 15 Aeronautical Information Services
 Doc. 9184 Airport Planning Manual Part 1
98
 Doc. 8896 Manual of Aeronautical Meteorological Practice
2) FAA Standards
 Order 6750.16D Siting Criteria for Instrument Landing Systems

 Order 6820.10 VOR, VOR/DME, AND VORTAC Siting Criteria
 Order 6580.3A REMOTE COMMUNICATIONS FACILITIES INSTALLATION
STANDARDS HANDBOOK
 Order 6560.20B SITING CRITERIA FOR AUTOMATED WEATHER
OBSERVING SYSTEMS (AWOS)
 Order 8260.3B United States Standard for Terminal Instrument Procedures
(TERPS)
 AC 150/5300-13 Airport Design
3) Bangladesh Law and Regulations
 ANO (COM) A.1 Air Navigation Order (ANO) For Radio Navigation Aids
 ANO (COM) A.2 Air Navigation Order (ANO) For Aeronautical Communication
Procedures
 ANO (COM) A.3 Air Navigation Order (ANO) For Communication Systems
 ANO (COM) A.5 Air Navigation Order (ANO) For Aeronautical Radio frequency
Spectrum Utilization
6.2 DEFINITION OF RUNWAY OPERATION CATEGORY
Each runway direction has “The runway operation category” which decides the
weather minima1) and decision height2) limit. These limitations help the arrival and
departure airplane safe.
1)
“Weather minima” is the weather limit around the airport base on the runway
category.
2)
“Decision height” is the height which decides the landing or not.
6.2.1 The Runway Operation Category Standard
The runway operation category is base on the runway length & width, the air
navigation system (radio navigation aids), meteorological observation system and the
aeronautical ground lighting system type (visual aids). If the airport meet all the basic
requirements mention above, base on the supply of radio information or not, the
runway classify as the instrument runway and non-instrument runway.
The instrument runway uses the radio wave such as LLZ, GP and DME which supply
99
the radio information. The non-instrument runway does not supply radio information
however the aviation light system provide visual information.
ICAO classifies the runway as following:

 Non-instrument runway
 Non-precision approach runway
 Precision approach runway Category I
 Precision approach runway Category Ⅱ
 Precision approach runway Category Ⅲa, Ⅲb, Ⅲc
6.2.2 INSTRUMENT APPROACH AND LANDING OPERATIONS
Instrument approach and landing operations are classified as follows:

 Non-Precision Approach and Landing Operations : Instrument approaches and
landings which do not utilize electronic glide path guidance.
 Precision Approach and Landing Operations : Instrument approaches and
landings using precision azimuth and glide path guidance with minima as
determined by the category of operation.
Runway operation category is base on the Runway Visual Range3) (RVR) and the
Decision Height 4) (DH) to pass the runway threshold crossing height.
3)
Runway Visual Range (RVR): The distance which accounted the visual range
extension of runway due to the visibility meter and the aeronautical light facility.
4)
Decision Height (DH) : The height which the pilot decides whether to land or go
around
Categories of Precision Approach and Landing Operations are:
 Category I (CAT Ⅰ) operation. A precision instrument approach and landing

with a decision height not lower than 200 ft and a visibility not less than 800m, or
a RVR not less than 550m.
 Category Ⅱ (CAT Ⅱ) operation. A precision instrument approach and landing

with a decision height lower than 200 ft but not lower than 100 ft, and a runway
visual range not less than 350m.
 Category Ⅲa (CAT Ⅲa) operation. A precision instrument approach and

landing with a decision height lower than 100 ft, or no decision height and a
runway visual range not less than 200m.
 Category Ⅲb (CAT Ⅲc) operation. A precision instrument approach and landing

with a decision height lower than 50 ft, or no decision height and a runway visual
100
range not less than 50m.
 Category Ⅲc (CAT Ⅲc) operation. A precision instrument approach and landing

with no decision height no runway visual range limitations. This category is not
yet in operation anywhere in the world, as it requires guidance to taxi in zero
visibility as well. Category Ⅲb is currently the best available system.
6.2.3 Facility Requirements for Runway Operation Category
Table 6.2 Facility requirements for Operation Category
Precision Approach Runway

Facility
CAT- CAT- CAT-
1. Instrument Landing System ○ ○ ○
2. DVOR/DME ○ ○ ○
3. Air Traffic Communication System ○ ○ ○
4. ASR/MSSR △ △ ○
5. ASDE - ○ ○
6. AMOS ○ ○ ○
6.2.4 Power supply switch-over time
The power supply switch-over times for air navigation and air field lighting systems
are dependent on the type of runway and aircraft operations to be supported. Table
6.2 indicates representative switch-over times which may be met by power supply
systems currently available.
101
Table 6.2 Power supply switch-over time
Category
CAT-Ⅰ CAT-Ⅱ CAT-Ⅲ Remarks
Facility
Localizer 10 sec 0 sec 0 sec
Glide Path 10 sec 0 sec 0 sec
Air Navigation Inner Marker - 1 sec 1 sec ICAO Annex 10

System Middle Marker 10 sec 1 sec 1 sec Attachment C
Outer Marker 10 sec 10 sec 10 sec

VOR 15 sec 15 sec 15 sec
6.3 INSTRUMENT LANDING SYSTEM
The Instrument Landing System (ILS) is a ground-based instrument approach system

which provides precision guidance to an aircraft approaching a runway. ILS is made
out of Localizer, Glide Path, Distance Measurement Equipment and below is detail
explanation of each system’s function.
 Localizer (LLZ): Provide the directional guidance information to the landing
aircraft.
 Glide Path (GP): Provide the vertical guidance information to the landing aircraft
 Distance Measurement Equipment (DME): Provide the continuous distance
information to the landing aircraft. The DME that is co-located with the Glide
Path.
6.3.1 Siting Criteria for Instrument Landing System (ILS):
Siting Criteria for Instrument and Landing System in ICAO Annex 10 and FAA Order
6750.16D are compared as given to the below table.
Table 6.3 Siting Criteria for ILS
Siting Criteria
Item Description Remarks
ICAO FAA
Outside distance from the end of
Minimum 300m 300m～600m
runway
LLZ
Both side distance from the On the On the
centerline of runway centerline centerline
Internal distance from the end of

Minimum 300m 225~375m
runway
G.P
Both side distance from the
120m 75m ~195m
centerline of runway
DME LLZ/DME or GP/DME - -
102
1) Critical and Sensitive areas
The Cox’s Bazar Airport will be operated with CAT-I. The occurrence of interference
to ILS signals is dependent on the total environment around the ILS antennas, and
the antenna characteristics. Any large reflecting objects, including vehicles or fixed
objects such as structures within the radiated signal coverage, will potentially cause
multipath interference to the ILS course and path structure. The location and size of
the reflecting fixed objects and structures in conjunction with the directional qualities
of the antennas will determine the static course or path structure quality whether
Category I, II or III. Movable objects can degrade this structure to the extent that it
becomes unacceptable. The areas within which this degradable interference is
possible need to be defined and recognized. For the purposes of developing
protective zoning criteria, these areas can be divided into two types, i.e. critical areas
and sensitive areas:
 The ILS critical area is an area of defined dimensions about the localizer and
glide path antennas where vehicles, including aircraft, are excluded during all
ILS operations. The critical area is protected because the presence of vehicles
and/or aircraft inside its boundaries will cause unacceptable disturbance to the
ILS signal-in-space;
 the ILS sensitive area is an area extending beyond the critical area where the
parking and/or movement of vehicles, including aircraft, is controlled to prevent
the possibility of unacceptable interference to the ILS signal during ILS
operations. The sensitive area is protected against interference caused by large
moving objects outside the critical area but still normally within the airfield
boundary.
Typical examples of critical and sensitive areas that need to be protected are shown
in Figures 6.1, 6.2. To protect the critical area, it is necessary to normally prohibit all
entry of vehicles and the taxiing or parking of aircraft within this area during all ILS
operations.
103
Figure 6.1 Typical Localizer Critical and Sensitive areas dimension variations
Figure 6.2 Typical Glide Path Critical and Sensitive areas dimension variations
104
6.3.2 Instrument Landing System Configuration and Layout Plan
As the Instrument Landing System is an essential facility to lead the safe landing of
the aircraft on the runway, one unit of the System will be installed at ends of the
runway 17 direction of Cox’s Bazar Airport as is described at Table 6.3.
 The localizer of Dual Frequency, glide path and unidirectional DME are installed
for runway operation Category-I, RVR 550m or above to be suitable for the
operation. RCSU is installed for remote controlling and monitoring the equipment
on the site is installed at the ILS/VOR Monitoring room.
 The shelter to be installed at the field to accommodate the navigational aids and
communication equipment shall be made of frangible material which is easily
breakable against a certain impact in accordance with the standard of ICAO
DOC 9157.
 Control and power parts of the navigational aids and communication equipment
shall be composed of the main and stand-by redundant system to build up stable,
reliable and non interrupt able operation system.
Table 6.4 Instrument Landing System Requirement and Layout Plan
No Items Qty Layout Plan Remarks

• 295m from end of runway 35
Dual
1 Localizer 1 Lot and on the extended of the
Equipment
runway centreline
• 300m inward from end of
Dual
2 Glide Path 1 Lot runway 17 and 120m from
Equipment
runway centreline
Dual
3 DME 1 Lot • Install together with Glide Path
Equipment
Monitoring and • ILS/VOR Monitoring room
4 1 Lot
Control System (Inside architecture)
6.4 DVOR/DME
DVOR/DME sends the azimuth angle and the distance information to the
approaching aircraft using the DVOR and DME for safe trip to the final destination.
 Doppler VHF Omni-directional Range (DVOR): Send the azimuth angle
information to the approaching aircraft for safe trip to the final destination.
 Distance Measurement Equipment (DME): Send distance information to the
approaching aircraft for safe trip to the final destination.
6.4.1 Siting Criteria for DVOR/DME
Siting Criteria for Instrument and Landing System in ICAO Annex 10 and FAA Order
105
6820.10 are compared as given to the below table.
Table 6.5 Siting Criteria for DVOR/DME
Siting Criteria
Item Description Remark
ICAO FAA
Distance from the centerline of
- Minimum150m
runway
Distance from the centerline of
- Minimum75m
taxiway
Antenna radio disturbance distance Min. 150m
Min.300m
from surrounding ground buildings Vertical angle1.2°
DVOR/ Antenna radio disturbance distance

DME Min.150m
from surrounding steel fence Vertical angle1.5°
Horizontal angle
Antenna radio disturbance distance 0.5°
from surrounding aerial line and Min.300m
communication line
Antenna radio disturbance distance Min.300m

Min.300m
from surrounding trees Vertical angle 2°
6.4.2 DVOR/DME System Configuration and Layout Plan
DVOR/DME is to provide the aircrafts using the airport facilities with the information
on the direction and distance and to support the non-precision instrument approach
and it can be used for the aircraft with non precision approach to the runway of Cox’s
Bazar Airport.
 This equipment provides the information on the direction (0～360°) and distance
of the aircrafts. Departure flight route is provided to the take off aircrafts while
approach flight route is given to the landing aircrafts. So the system is utilized for
the airport approach, take off and landing as well.
 Due to the limited coverage of radio emitted by ILS, all the approaching
aircrafts should make use of VOR/DME during flight (homing, holding and
initial approaching stage) before they enter the space (extended zone of the
landing runway) where ILS signal can be used . The system is a very important
facility that should be operated with non interruption during the aircraft operation
hours and also it is an essential facility for CAT-I operation grade.
106
Table 6.6 DVOR/DME System Requirement and Layout Plan

• 1,643m from end of runway 35
and 1,100m from end of runway Dual
1 DVOR/DME 1 Lot
17 Equipment
• 215m from runway centerline
Monitoring and • ILS/VOR Monitoring room
2 1 Lot
Control System (Inside architecture)
6.5 Air Traffic Control Communication System
Air Traffic Control Communication System use frequencies band such as HF,
VHF(118.0MHz～136.975MHz) and UHF(225MHz～ 400MHz) to send the voice and
data information between the pilot and the controller for the safe aviation traffic
control using the receiver transmitter and the control system.
 Radio equipment : Send the voice and data information between the pilot and
the controller
 STVS : VHF Radio equipment and control equipment control many wire system
which help smooth communication service.
 Multi-transceiver : In case of VHF Radio equipment have trouble, multi-
transceiver is use as the emergency equipment
 ATIS : Broadcast the airport runway condition, the weather condition, the
NOTAM information
6.5.1 Siting Criteria for Air Traffic Control Communication System
Transmitting and receiving center for control communication shall be located at the
area without surrounding obstacles, having broad visual range and free from radio
disturbance.
Table 6.7 Siting Criteria for ATC COMMUNICATION SYSTEM
Item Siting Criteria Remarks
• Transmitting and receiving centers shall be

Air Traffic Control separated from each other by more than
Communication 120FT(36.6m)
System • Distance between transmitting antennas shall
keep more than 8 FT(2.4 m)
107
6.5.2 Air Traffic Control Communication System Configuration and Layout Plan
ATC communication system for air traffic control is to provide the Air to Ground (A/G
and G/G) communication between air traffic controller and pilot to support the safe
operation and control.
 VHF Tx/Rx
The dual way wireless transmitting and receiving equipment will be selected
among the most suitable facilities for approach control, departure control, ground
movement control and the apron. Duplexing system will be built for non
interrupted operation against disaster and obstacle to provide the air traffic
control with high efficiency.
- Aviation control communication, wireless transceiver channels are
Aerodrome Control, Approach Control, Ground Control, ATIS and
Emergency Control.
- The transmitting and receiving channels for the air traffic control
communication consists of Tower Control (1), Ground Control (1), ATIS (1)
and Emergency (1) and Spare (1).
- Multi Transceiver shall be portable type to be connected with external

antenna at emergency.
 HF Equipment
HF equipment will be installed for area control.
 Automatic Terminal Information Service (ATIS)
ATIS for the airport information is to broadcast the information on the airport and
the weather to the aircrafts automatically for the pilots to understand the runway
operational status and situation enabling them to seek safe operation of the
aircraft.
 STVS
STVS is to provide the remote control of transceivers of air traffic control
communication for the control tower and approaching control unit,
communication between the control units, interphone between the operation and
maintenance sites and exchange of flight information between outside aviation
related organizations.
 AFTN
AFTN will be installed and connected at the main system in the Dhaka ACC.
Now CAAB has replacement plan of the new AFTN system for the Bangladesh.
In this case Cox’s Bazar AFTN system must be same system as the main AFTN
system in Dhaka ACC for interface and save budget.
108
 Recording and Playing Device

The recorder for air traffic control communication is to record the wireless
communication between the aviation control unit and the aircraft, the
communication and information exchange between the aviation control
organization and control unit, wired communication between the aviation
control authorities and the ATIS. The recording system consists of the main
part, recording control device and playing control system.
Table 6.8 Air Traffic Communication System Requirement and Layout Plan
1 VHF Transmitter (25W) 10 EA Equipment Room 5 Channel

2 VHF Transmitter Antenna 6 EA Roof of ATCT Spare : 1 EA
3 VHF Receiver 10 EA Equipment Room 5 Channel
4 VHF Receiver Antenna 6 EA Roof of ATCT Spare : 1 EA
5 HF Transceiver 2 EA Equipment Room
6 HF Transceiver Antenna 1 EA Beside of ATCT
7 STVS 1 Lot Equipment Room
8 AFTN 1 Lot Equipment Room
9 ATIS 1 Lot Equipment Room
10 Multi-Transceiver 1 Lot Roof of ATCT
11 Recorder and Reproducer 1 Lot Equipment Room
6.6 Automatic Meteorological Observation System (AMOS)
AMOS collect the weather information of runway such as the wind direction, the wind
speed, the temperature, the moisture, the pressure, the visibility and the ceiling in
real time and send to the pilot for safe takeoff and landing using the sensor, DCP,
DPU, other equipment and software and see below for more detail.
 Runway Visual Range: measurement of runway visibility
 Wind speed & direction sensor: measurement of wind direction and speed
 Temperature sensor: measurement of temperature
 Humidity sensor: measurement of humidity
 Atmospheric Pressure sensor: measurement of air pressure
 Ceilometer sensor: measurement of cloud height
109
6.6.1 Siting Criteria for AMOS
ICAO and FAA standards require one unit of the AMOS for CAT-I to be installed at
both ends of the runway and Table 6.9 gives the guides for selecting the location
complying with the standards.
Table 6.9 Siting Criteria for AMOS
Item Siting Criteria Remarks

• Within 120m from the centerline of the
ICAO DOC
runway
8896-AN
• At 300m inside the end point of the runway
893/3
Runway Visual • Central parts of the runway
Range • At 225～ 300 m inside the end points (both
<RVR> direction) of the runway
FAA AC
150/5300-13 • Usually at the back of G.S. antenna
• RVR in the middle shall be within 75m from
the centerline of the runway
ICAO DOC • At the area of middle marker
Cloud Ceilometer 8896-AN • Around the runway (excluding Obstacle
893/3 Free Zone)
Temperature/ • Around the runway excluding obstacle free
Atmospheric ICAO DOC zone
pressure, 8896-AN • The area that does not intrude on the
Anemoscope/ 893/3 internal transition surface of the take-off
Anemometer and landing area of the aircraft.
110
6.6.2 Automatic Meteorological Observation System Configuration and Layout Plan
Automatic Meteorological Observation System (AMOS) including the Runway Visual

Range (RVR) analyzes the low data collected at the site at the data process device,
fabricates and treats them to transmit them to the pilot , controller and aviation traffic
control authority in real time for ensuring the safe operation of the aircraft and
passenger.
 The basic facilities composing AMOS are RVR to measure the visual range, the
Cloud Ceilometer to measure the height of the bottom cloud, DCP and DPU to
collect and treat the meteorological observation data, data process device to
fabricate and distribute the data transmitted and the terminal to display the
treated meteorological data (text diaply, graphic W/S).
 The data process device collects the meteorological observation data from
AMOS and treat them to supply to ATCT, flight information room and each airline
company and also it transmits and receives the meteorological data to and from
the outside relevant authorities through Aeronautical Fixed Telecommunication
Network (AFTN).
 The data process device consists of a disk array to save and treat the data,
graphic W/S to display the treated data, text display and the software to treat the
data and operate the terminal.
Table 6.10 AMOS System Requirement and Layout Plan

1 RVR Sensor 1 set Behind the GP antenna
2 Wind speed & direction sensor 1 set Behind the GP antenna
3 Temperature sensor 1 set Behind the GP antenna
4 Humidity sensor 1 set Behind the GP antenna
5 Atmospheric Pressure sensor 1 set Behind the GP antenna
6 Ceilometer sensor 1 set Inside runway strip
7 Range Gauge 1 set Behind the GP antenna
Data Collecting and
7 1 set Behind the GP antenna
Processing Unit
Main Processing and
8 1 set Equipment Room
Accessory Unit
9 Remote display terminal 1 Lot End user
111

Cox's Bazar Airport - Detailed Design Report

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GOVERNMENT OF THE PEOPLE’S REPUBLIC OF BANGLADESH

MINISTRY OF CIVIL AVIATION AND TOURISM

Civil Aviation Authority of Bangladesh

Development of Cox’s Bazar Airport (Phase-I), Stage-I

Presented by FEB. 2011

1.2 OBJECTIVES ................................................................................................................................... 1

1.3 SCOPE OF WORKS ........................................................................................................................ 1

1.3.1 Review of Existing Condition Survey for Design ...................................................................... 1

1.3.3 Design of Civil Works ................................................................................................................ 2

1.3.4 Design of Airfield Lighting Systems .......................................................................................... 2

1.3.5 Design of Air Navigation Systems............................................................................................. 2

2. REVIEW OF EXISTING CONDITION SURVEY FOR DESIGN ......................................... 3

2.1.1 Primary Control Point ................................................................................................................ 3

2.1.2 Level Survey ............................................................................................................................. 4

2.1.3 Deference between AIP and Actual Result of Survey ............................................................... 4

2.1.4 Deputed Area for Topo Survey .................................................................................................. 5

2.2 SOIL INVESTIGATION ..................................................................................................................... 6

2.2.1 Stability of ground ..................................................................................................................... 6

2.2.2 Stability of Slope ....................................................................................................................... 7

2.2.3 Evaluating Liquefaction Potential.............................................................................................. 9

3. BASIC PLAN FOR 1ST PHASE DEVELOPMENT .......................................................... 14

3.2.1 General ................................................................................................................................... 16

3.2.2 Design Aircraft ......................................................................................................................... 16

3.2.3 Runway ................................................................................................................................... 17

3.2.4 Taxiway ................................................................................................................................... 25

3.2.5 Turn Pad ................................................................................................................................. 26

4. DESIGN OF CIVIL WORKS ............................................................................................ 32

4.2 EARTHWORKS ..............................................................................................................................32

4.2.1 Applicable codes and standards ............................................................................................. 32

4.2.2 Design conditions and parameters ......................................................................................... 32

4.2.3 Elevations ............................................................................................................................... 33

4.3 SURFACE TREATMENT ................................................................................................................34

4.3.1 The filling area for runway extension ...................................................................................... 34

4.4 PAVEMENT ....................................................................................................................................35

4.4.1 General ................................................................................................................................... 35

4.4.2 Pavement Design Criteria ....................................................................................................... 35

4.4.2.1 Flexible Pavement Design .......................................................................................................... 36

4.4.2.2 Rigid Pavement Design............................................................................................................... 40

4.4.2.3 Overlay Design ............................................................................................................................ 43

4.4.2.4 ACN-PCN .................................................................................................................................... 45

4.4.3 Pavement Design .................................................................................................................... 46

4.4.3.1 Airplane Traffic mix ...................................................................................................................... 46

4.4.4 Pavement Design for Satisfying PCN 70 ................................................................................ 49

4.4.5 GSE road ................................................................................................................................ 56

4.4.6 Security & Service Road ......................................................................................................... 57

4.4.7 Conclusion .............................................................................................................................. 58

4.5 STORM WATER DRAINAGE .........................................................................................................60

4.5.1 Applicable Codes and Standards ........................................................................................... 60

4.5.2 Design Conditions and Parameters ........................................................................................ 60

4.5.3 Planning Area.......................................................................................................................... 62

4.5.4 System Concept...................................................................................................................... 63

4.5.5 Typical Structures ................................................................................................................... 65

4.6 EMBANKMENT PROTECTION......................................................................................................66

4.6.1 Object ...................................................................................................................................... 66

4.6.2 River Data Analysis ................................................................................................................. 66

4.6.3 Result of Site Survey .............................................................................................................. 67

4.6.4 Review of Dike Section ........................................................................................................... 67

4.6.5 Consideration for construction ................................................................................................ 68