Bole International Airport Old Runway and

Taxiways Rehabilitation Project

ENGINEERING DESIGN REPORT

Ethiopian Airports Enterprise

TABLE OF CONTENTS
1.1.1.1.1.1.1 Page
1 INTRODUCTION............................................................................................................................ 3
1.1 PROJECT BACKGROUND............................................................................................................................................3
1.2 OBJECTIVES OF THE CONSULTANCY SERVICE..............................................................................................................4
1.3 DATA COLLECTION................................................................................................................................................4
1.4 CONTENT OF THE ENGINEERING REPORT..................................................................................................................6
1.5 SALIENT FEATURE OF THE CONSULTANCY SERVICE......................................................................................................7

2 TOPOGRAPHICAL SURVEY............................................................................................................ 8
2.1 GENERAL............................................................................................................................................................ 8
2.2 METHODOLOGY...................................................................................................................................................8
2.3 SUMMARY OF THE TOPOGRAPHIC SURVEY WORK.......................................................................................................9
2.4 PERSONNEL AND EQUIPMENT ENGAGED....................................................................................................................10

3 PAVEMENT INVENTORY.............................................................................................................. 12
3.1 PAVEMENT CONDITION SURVEY...................................................................................................................12
3.2 CORING, TEST PITTING AND SAMPLING.......................................................................................................14
3.3 LABORATORY TESTING AND ANALYSIS........................................................................................................16
3.3.1 General.........................................................................................................16
3.3.2 Analysis of Test Results for the Core Samples.....................................................16
3.3.2.1 Runway: km 0 + 060 – 0 +130.............................................................................................................................17
3.3.2.2 Runway: km 0 +130 – 1 + 000.............................................................................................................................17
3.3.2.3 Runway: km 1 + 000 – 2 + 000............................................................................................................................18
3.3.2.4 Runway: km 2 + 000 – 3 + 800............................................................................................................................20
3.3.2.5 Taxiway (Alpha): km 0 + 000 – 0 +150................................................................................................................21
3.3.2.6 Taxiway (Bravo): km 0 + 000 – 0 +930................................................................................................................22
3.3.2.7 Taxiway (Charlie): km 0 + 000 – 0 +320..............................................................................................................23
3.3.2.8 Taxiway (Echo): km 0 + 000 – 0 +194..................................................................................................................24
3.3.3 Conclusions and Recommendations...................................................................25
3.3.3.1 Test results......................................................................................................................................................... 25
3.3.3.2 Required Measures............................................................................................................................................26
3.4 PAVEMENT REHABILITATION PLAN.................................................................................................................28

4 PAVEMENT DESIGN AND EVALUATION...................................................................37

4.1 TRAFFIC ANALYSIS........................................................................................................................................37
4.1.1 Data Collection and Manipulation......................................................................37
4.2 PAVEMENT STRUCTURE DESIGN AND PERFORMANCE EVALUATION..........................................................41
4.3 PAVEMENT CONSTRUCTION MATERIALS SPECIFICATION............................................................................49
4.3.1 P-154 Uncrushed Aggregate → Subbase Course..................................................49
4.3.1.1 Gradation...........................................................................................................................................................49

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5 HYDROLOGY, HYDRAULICS AND STRUCTURE OBSERVATION.......................................................65

6 GEOMETRIC DESIGN................................................................................................................... 69
6.1 INTRODUCTION..................................................................................................................................................69
6.2 DESIGN STANDARDS.....................................................................................................................................70
6.3 FUNCTIONAL CLASSIFICATION OF RUNWAY.................................................................................................70
6.4 ELEMENTS OF GEOMETRIC DESIGN..............................................................................................................71
6.4.1 Horizontal Geometry.......................................................................................71
6.4.1.1 Length of Runway...............................................................................................................................................71
6.4.1.2 Width of Runway................................................................................................................................................72
6.4.2 Vertical Alignment..........................................................................................73
6.4.2.1 Longitudinal Slope..............................................................................................................................................73
6.4.3 Transverse Slope............................................................................................74
6.4.4 Geometry of Taxiways.....................................................................................75
6.4.4.1 Width of taxiways...............................................................................................................................................75
6.4.4.2 Slopes on Taxiways.............................................................................................................................................77
6.4.5 Conclusion and Recommendation......................................................................78
ANNEX 1- DATA ON TOPOGRAPHIC SURVEY...........................................................................................................................81
ANNEX 2- PAVEMENT INVENTORY, PAVEMENT DESIGN AND EVALUATION................................................................................82
Annex 3 – Geometric Design.........................................................................................................................................83

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2 INTRODUCTION

2.1 Project Background

The federal Democratic Republic of Ethiopia as part of its Air Transport Sector
Development program, through Ethiopian Airports Enterprise, plans to improve the surface
irregularities of the existing Old Runway and Taxiways of Bole International Air port by
scarifying/milling part or the whole bituminous pavement layer and rehabilitation. And the
FDRE has allocated sufficient budget for the design and construction of the subject
project.

Accordingly, the Ethiopian Airports Enterprise, acting as duly authorized representative of

the government has intended to utilize part of the fund to finance the construction and
Rehabilitation of the subject project.

Based on this, CRBC Addis Engineering Plc has entered into an agreement with the EAE
for construction and Rehabilitation of the same.

And thus, CORE consulting Engineers Plc in Joint Venture (JV) with Beacon consulting
Engineers Plc, as Design sub-contractor has signed a Sub-contract agreement with the
CRBC Addis Engineering Plc to “prepare Sound and economical design proposal which is
approved by the Employer (EAE) and the supervision consultant (TCDSCo). The Design
service includes the tasks and methodologies described below.

The advisory circular for Airport pavement Design and Evaluation Manual of the Federal
Aviation Administration will be used to carry out the investigation and Rehabilitation Design

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2.2 Objectives of the Consultancy Service

The main objectives of the Consultancy services are:

I. Carryout existing pavement condition survey, take core samples, perform the

necessary tests and prepare a complete design for rehabilitation of Old Runway

and Taxiway (Lot III) to improve the riding quality

II. Pavement Design.

III. Detailed ground surveying, Geometric design and Quantity estimate and

IV. Assessment of the existing drainage structures and hydrologic study

2.3 Data Collection

The consultant has collected and reviewed all existing reports, maps, previous design and
pertinent data required for the proposed project.

The following data (documents and information) were collected and subsequently studied
and reviewed.

These are;

 EMA ground control points

 Coordinates and elevations of National trigonometric stations and
benchmarks;

 Ethiopian Airports Enterprise (Recent Ground Control points and Design Data)
 Previous Design Data
 Tams in Association with National Consultants and TCDE
 Transport Construction Enterprise (Overlay)

 Maps
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 Topographic maps at scale of 1:50,000 [from Ethiopian Mapping Agency]

 Aerial photos at scale of 1:50,000
 Climatic and rainfall data [from Ethiopian Meteorological Services Agency]
 Geological maps for the area: Geological Map of Ethiopia 1:2,000,000 (1996)
 Geological, Hydro-geological, Geomorphology & Soils and Land Use & Land
Cover Maps of Ethiopia
 National Atlas of Ethiopia
 Standard manuals & Specifications

 Aerodrome Design Manual (Doc 9157-AN/901)

 International Standards and Recommended Practices
 (Annex 14 to the Convention on International Civil Aviation Fourth Edition
July 2004)
 Federal Aviation Administration, FAA

 Softwares (Engineering design softwares)

MS-Office
Eagle point
12D
Civil Designer
Eagle point
Inroads
AutoCAD
 GIS –Soft ware
Global Mapper
Map Source
Arc GIS

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2.4 Content of the Engineering Report

This report is composed of summary of the work undertaken by the Consultant on all
technical aspects of the project and give summaries of all the assumptions criteria used in
the analysis and design of the work together with details of all standards used. The report
is structured to include various important design elements under the following Sections.

These sections are:

Section 1 Introduction
Section 2 Topographic Survey
Section 3 Pavement Inventory
Section 4 Pavement Design and Evaluation
Section 5 Hydrology, Hydraulics and Structure Observation
Section 6 Geometric Design

Annex 1- Data on Topographic Survey

Annex 2- Pavement Inventory, Pavement Design and Evaluation
Annex 3 – Geometric Design
Annex 4 – Hydrology and structures

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2.5 Salient Feature of the Consultancy Service

CONSULTANCY SERVICES FOR BOLE

Name of the
INTERNATIONAL AIR PORT OLD RUNWAY
Consultancy services
REHABILITATION PROJECT

Client ETHIOPIAN AIR PORTS ENTERPRISE

Consultant CORE Consulting Engineers Plc.

Type of services ENGINEERING DESIGN

Length of Project -

Project Location ADDIS ABABA REGION

FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

Funding
(FDRE)

Date of Contract
Feb. 15th 2011
Agreement

Commencement date Feb. 15th 2011

Planned Duration 1 months

Planned Completion
-
Date

Project Cost: 1,246,634.50 ETB

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3 TOPOGRAPHICAL SURVEY

3.1 General

The topographic survey work includes Data collection, Desk top study, establishment of
control traverse points, detailed ground survey and detailed topographic works on culvert
sites.

Detailed ground surveys along the length of the Old runway, and all taxiways have been
carried out using the most up-to-date surveying equipment such as Total Stations and
GPS to examine the alignment, cross sections and drainage and channel sites that are
considered necessary to complete the design and the estimation of quantities.

The following section presents undertaking of the detailed topographic surveys conducted
for the Bole International Air port Old Runway Rehabilitation Project.

3.2 Methodology

Survey crews led by chief surveyor were mobilized to undertake detailed topographic
surveying along the old Runway and all taxiways.

Detailed ground surveys have been carried out using the most up-to-date surveying
equipment to examine the alignment, cross sections, drainage and channel sites that are
necessary to complete the detailed design.

Since the project design is to be carried out utilizing CADD, a Digital Terrain Model (DTM)
approach is used, which is essential to organize the topographic surveys as the first step
of a coherent data collection - design chain. Therefore, the whole topographic surveys
have been done using total stations in which it directly records the alignment, profile, and
cross section data on memory sticks of large memory size which will be retrieved by the
CADD system during the design stage. A control traverse has been established using GPS
coordinated and tied into the National Grid System. These points have been referenced in
the field in permanent concrete posts.

The topographic surveying have been carried out as follows with different but logically
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interconnected sub-tasks:

 Identification of National Grid points in the close vicinity to the project.

 Establishment of geodetic control points using the most important technological
advanced in surveying that is the Global Positioning System (GPS)
 Setting up of permanent beacons to serve as a reference system during
construction
 Development of control traverse-line and geometric level-line
 Detailed field survey
 Preparation of monograph for control points with triangulation, photographic and
other location description data has been prepared.

3.3 Summary of the topographic Survey work

Along the Old Runway and Taxiways sufficient points have been determined by Global
Positioning System (GPS) observations. The Consultant has established a paired
(coupled) inter-visible horizontal control points at least 50-100m apart from each other.
The detail survey points have been recorded in a series of strings (referred to as string
Digital Ground Models (DGM) or by cross sections linked to a horizontal alignment.

The secondary control points have been referenced in the field on permanent concrete
posts with the interval of 200-300m.
 In order to tie the project horizontal coordinate (Easting and Northing) with the
Ethiopian National Grid System, the Control points and bench marks of the grid
system are tied with EMA point. The observations have been carried out with at
least 3 units of GPS-System 300 Dual-frequency receivers using Static Mode with
at least 5 satellites tracking per site in order to determine 3-D WGS84 co-ordinates.
 Primary and secondary closed control traverse along the entire length of the old
runway have been established and coordinated to the National Grid System.
 Sufficient GPS points have been determined by Global Positioning System (GPS)
observations.
 Benchmarks are established on an average interval of 200-300m. Accordingly, 15
Benchmarks are established.

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The list of GPS points and Benchmarks (B.M) with their respective number,
chainage, direction and offset from the centerline and coordinates is presented in
Annex-1
 Detailed ground survey along the Old Runways and Taxiways was carried out to
examine the alignment and cross-section and any drainage site that are necessary
to complete the design and the estimation of the quantities of the required
construction work.
Finally, the data was downloaded to laptop computers and sent to office for editing and
design work.

3.4 Personnel and equipment engaged

The following personnel were engaged in the field and office works in the topographical
works

 1 Chief Surveyor
 1 GPS crew
 1 total station crew
 Two level men
 4 Chainmen

No. Name Position

1. Daniel Denbel Chief Surveyor
2. Ashenafi G/ Tsadik Surveyor
3. Tewodrose Alemu Level Man
4. Tesfaye G/Michael Level man
5. Zekarias Tekola Chain man
6. Getu Terefe Chain man
7. Adane Assefa Chain man
8. Mulugeta Andarge Chain man

The survey work has been conducted using the following equipment:

 3 PROMARK 2 GPS receivers

 1 SOKKIA power set total station
 1 SOKKIA AUTOMATIC LEVEL

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 1 Dell Laptops
Software used

 Ashtech solution
 Prolink
 Terramodel, Autocad etc.
 SDR Mapping

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4 PAVEMENT INVENTORY

4.1 Pavement Condition Survey

The pavement condition survey was carried out based on the Standard Test
Method for Airport Pavement Condition Surveys (ASTM D 5340-98). The method
allows the determination of airport pavement condition through visual surveys of
asphalt surfaced pavements. In this method, the Pavement Condition Index (PCI)
is computed based on the survey data so as to quantify and evaluate the
pavement condition.

The PCI is a numerical indicator that rates the surface condition of the pavement.
The PCI cannot measure the structural capacity. It, however, provides an
objective and rational basis for determining maintenance and repair needs and
priorities. The type and severity of the distresses encountered are assessed by
visual inspection and the distress data are used to calculate the PCI for each
sample unit. In the case of the subject project, each sample unit is taken at an
interval of 20.0mts for the whole stretch of the old runway and the four taxiways.
The PCI of the pavement section is determined based on the PCI of the inspected
sample units.

The PCI of each sample units of the runway were analyzed using the CUSUM
method to delineate homogenous sections. Accordingly, the ratings based on the
PCI values generally indicate the following:-
- The runway sections from 0+000-0+060 and from 1+000-2+000 are rated as
good having PCI values more than 55.
- The runway sections from 0+380-1+000 and from 3+620-3+800 are rated as
fair with PCI Values between 40 and 55.

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- The runway sections from 0+060-0+380 and from 2+000-3+620 are rated as
poor having PCI value less than 40. Part of the runway from 0+060-0+130
(around the junction between old runway and beginning of Alpha Taxiway)
has failed and needs reconstruction.
- Bravo taxiway has failed and needs reconstruction.
- Alpha, Charlie and Echo taxiways are generally rated good to very good and
need only minor preventive maintenance.

The significant distresses encountered during the condition survey are alligator
cracks, patching, rutting, longitudinal and transverse cracking and raveling.

High severity alligator cracks, patching and rutting are the main distress types
observed on Bravo taxiway and part of the runway from 0+060-0+130. Swelling is
also observed on the runway section of 0+060-0+130.

Low to medium severity alligator cracks, medium to high severity patching, low to
medium severity longitudinal and transverse cracks and medium to high severity
raveling are the main distress types observed on the poor sections of the runway.

Low severity alligator cracks, low to medium severity longitudinal and transverse
cracks and low to medium severity raveling are the main distress types observed
on the fair section of the runway.

The raveling is generally manifested on the porous friction course layer.

In general terms, pavements with PCI of 60 to 100 are not exhibiting significant
load-related distress and will benefit from preventive maintenance actions. Such is
the case for Alpha, Charlie and Echo Taxiways.

Pavements with PCI of 40 to 60 may require major rehabilitation, such as an

overlay. When the PCI is less than 40, reconstruction is the only viable alternative
due to the substantial damage to the pavement structure.
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In the case of the runway, except for the section from 1+000-2+000, the rating is
fair to poor and would, therefore, need major rehabilitation and reconstruction.

4.2 Coring, Test Pitting and Sampling

As mentioned earlier, a total of 32 cores were taken from the old runway and
taxiways. The thicknesses of the recovered cores vary from 12cm to 40cm. Most
of the cores have more than three layers and laboratory tests are conducted on
each layer.

Stability, flow, air voids content, bitumen content and gradation tests are
conducted on most of the core samples. The locations, from which the cores were
cut, are shown in the following scheme.

Test pitting was also done at three locations (two on Bravo Taxiway and one on
the Apron) for logging the profile of the pavement layers up to the natural
subgrade level. Samples were taken from the selected fill layer and the black
cotton soil. Atterberg Limit, Modified Proctor, 3-Point CBR and gradation tests are
conducted.

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FIG 3.1 CORE RECOVERY POINTS AND EXTRACTED CORE THICKNESS

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4.3 Laboratory Testing and Analysis

4.3.1General

To investigate the existing condition of the old runway and taxiways, 33 core
samples were collected varying in layer thickness from 1st to 7th. Moreover to
verify the underlying materials, i.e. unbound pavement layers, embankment and
sub grade test pits were excavated at three points and 9 (nine) samples were
collected, 5 (five) from the sub base, 2(one) from the embankment material and 2
(two) from the native sub grade.

The collected samples were submitted to CORE central laboratory for different
quality tests. The AC core samples are tested for stability, flow, air void, gradation,
bitumen content and unit weight. While the sub base, embankment materials and
sub grade materials are tested for natural moisture content, CBR, PI and
classification.

The laboratory test results are summarized and analyzed based on the location
and depth and finally recommendations were made based on the analysis.

4.3.2 Analysis of Test Results for the Core Samples

Based on the condition survey assessment, (PCI – value) the runway is divided
into four different sections. Besides, the taxiways are divided based on their
segment, i.e. Alpha, Bravo, Charlie and Echo. Accordingly the laboratory test and
analysis is made based on the sections divided with PCI – value rating.

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4.3.2.1 Runway: km 0 + 060 – 0 +130

Since this section is severely deteriorated, only one sample is collected for
laboratory testing. And from the test result, it is observed that the stability is
acceptable; but the flow is very high. The air void of both 1 st and 2nd layers is very
high. The binder content of all three consecutive layers is very low, 2.2% - 3.2%.
The unit weight of the wearing course is relatively low to acceptable. The
gradation of all layers is wearing course, passing 100% through 19mm sieve.
From the test results, the bituminous layer does not fulfill all the requirements,
especially high air void and high flow will lead to permanent deformation, including
rutting and shoving.

Based on the test results, the existing wearing course and underlying binder
courses are found in poor condition that may lead to failure and consequent
interruption of the traffic thus requires immediate intervention.

4.3.2.2 Runway: km 0 +130 – 1 + 000

For this section, all the required tests were conducted on the collected samples
starting from the wearing course (1st) layer up to the 5th layer. Accordingly the
stability of the wearing course is good to very high; however the stability of the 2 nd
layer for most sections is low, which affects the performance of the wearing
course. The 3rd layer is characterized by very low to acceptable stability, which is
not good. The fourth layer has acceptable to good stability; but the 5 th layer has
low stability. AC layers with high stability are prone to brittleness and cracking
while low stability is prone to permanent deformation if found at the surface or
affects the performance of the overlying layer if found as binder course.

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The flow for the wearing course through the 4 th layer is high to very high for most
sections; however it is acceptable for the 5 th layer. Usually after long service life
flow is expected to be low.

The air void is very high (>9.2 % for both the 1 st and 2nd layers, which is usually
expected for AC served for a certain years.

The bitumen content for the wearing course is within acceptable range, 5% -
7.5%; however for the 2nd layer it is very low or on the higher side, > 7%. Both
higher and lower binder content are not good and affects the performance of the
wearing course.

The unit weight for most section of the wearing course is over 2200kg/m 3, which is
acceptable after a certain service period; however the sections with lighter unit
weight are prone to failure. However the unit weight for the 2 nd layer through the
5th layer have acceptable to very good value, which gives sufficient support for the
overlying layers.

The gradation of all samples taken from different layers passes 100% through
19mm sieve, which indicates that series of wearing course is used for overlying.

To summarize, the wearing course requires immediate intervention. Moreover

most of the underlying layers fail to meet the basic requirements, except the unit
weight. Therefore it is recommended to scarify a certain part of the existing
bituminous layer and replace with new AC layers(wearing course and binder
course)

4.3.2.3 Runway: km 1 + 000 – 2 + 000

For this section of the runway, representative samples taken from different parts
up to the 6th layer were tested for different quality tests. Thus based on the test
results, the wearing course is characterized by acceptable to high stability; but the
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2nd layer has very low to acceptable stability, which may affect the performance of
the wearing course. The layers from 3 rd to 6th are mostly characterized by
acceptable to very low stability. As expected some part of the wearing course
shows very high stability, (> 15kN) which is affected by age hardening and may
lead to cracking; however the 2nd layer is in acceptable state except very
low(4.4kN) is recorded at one spot. Therefore scarifying the 1 st layer and
resurfacing seems necessary. However it may not be necessary to scarify the
underlying layers having very low to acceptable stability.

The wearing course shows high to very high flow (4.5 – 9mm), which is not
expected from aged asphalt layer. Nevertheless the layers starting from the 2 nd to
6th have acceptable to high flow(3.4 – 6.9mm), which can be considered
acceptable to avoid permanent flow, provided that stable wearing course is
provided.

The air void is very high (>8%) for all layers, thus it is necessary at least to reseal
or scarify the wearing course to avoid age hardening.

The binder content is acceptable to good for the 1 st and 2nd layers(about 5%);
however for the underlying layers it is very low(2.8% - 4.3%). Since lower bitumen
content is observed on the underlying layers, the effect may not be felt on the
surface.

The unit weight of almost all layers is acceptable to good, i.e. about 2200kg/m 3,
except for most section of the wearing course it is < 2200kg/m 3. Thus replacement
only the wearing course is necessary to avoid deterioration of the surface.

The gradation of all samples taken from different layers passes 100% through
19mm sieve, which indicates that series of wearing course is used for overlying.

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From the test results, it is evident that most sections of the wearing course fails to
meet the criteria, whereas the underlying layers are found in a better condition,
thus it seems necessary to replace the wearing course.

4.3.2.4 Runway: km 2 + 000 – 3 + 800

Samples taken from this section of the runway includes layers from the 1 st to 7th
layer, which are tested for different quality tests.

Based on the test results, as expected the wearing course has very high stability,
about 20kN, except a sample with 7.7kN. And the underlying layers up to the 7 th
layer shows variable stability, very low to high, 3.8kN – 17.5kN, which results in
non- uniform section, especially for the 2nd and 3rd layers.

The flow of all layers (1st – 7th) varies from acceptable to high, 3mm – 6.6mm; flow
as high as 7.7 and 9mm are recorded for 1 st and 2nd layers and 8mm is read for
the 4th and 6th layers. The presence of high flow at the lower layers may not affect
the performance of the runway; however high flow and variability of the flow value
for the wearing course and immediate underlying binder courses may result in
permanent deformation.

The air void of all layers varies from 6.4% - 9.1%, which can be considered as
high to very high. However the 2nd layer has exceptionally very high value, i.e.
11.3%, which definitely affected the performance of the wearing course.

The binder content of most of the wearing course varies from 3.2% - 4.6%, which
is low compared to the requirement(5% - 7.5%) however binder content as low as
2.4% and 6.7% are recorded for a single test. Wearing course with low binder
content are prone to raveling and gradual deterioration of the layer. Likewise most
of the 2nd layer is characterized by low binder content, (< 5%), which includes
2.8%; but at two spots, about 7% binder content is recorded, which is high and
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can cause permanent deformation. For the 3 rd layer the binder content varies
between 3.9% - 5.9%, which ranges from low to acceptable. And for the 4 th layer it
is 4.2%. For the underlying layers, especially below the 3 rd layer the effect of
binder content may not be significant.

The unit weight for the wearing course mostly falls below, 2200kg/m 3, which is
low; however at three spots over 2200kg/m 3 are recorded. Similarly low to good
values are recorded for the 2nd and 3rd layers. However for the 4th to 6th layers,
higher values are recorded > 2300kg/m 3. From the test results, it is evident that
the top three(3) layers are found in a relatively poor state that needs replacement.

The gradation of samples taken from each layers passes 100% through 19mm
sieve, which indicates that series of wearing course is used for overlying.

Finally, based on analysis of the test results, it is evident that the wearing course
requires immediate rehabilitation. Moreover the 2 nd and 3rd layers are also
observed to have inconsistent results that endanger the overlying layers.
Therefore it seems reasonable to excavate and replace the three layers with
binder and wearing courses.

4.3.2.5 Taxiway (Alpha): km 0 + 000 – 0 +150

A core sample taken from this section having thickness of 106mm is tested for
different quality tests. And based on the test results, the stability is very high, over
20kN, which is expected after a certain service level. However high stability has
adverse effect in the performance, due to brittleness surface crack can develop.

The flow is very high, i.e. 9mm, which is contrary to expected after long service
life of the wearing course. The bitumen content is 5.3%, which is good and
acceptable. The air void is 5.3%, which is marginally higher than the upper limit;
but it is acceptable.

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The unit weight is 2378kg/m 3, which is good for a wearing course that served for a
certain year. The gradation test result shows that all the aggregates 100% pass
through 19mm sieve. From the test results, the bituminous layer fulfills most
requirements, except that high stability and flow, which is not good sign. Thus the
wearing course needs resealing or where require replacing the top 50mm.

4.3.2.6 Taxiway (Bravo): km 0 + 000 – 0 +930

On the core samples collected from different stations, laboratory tests were
conducted on core samples starting from the wearing course (1 st layer) to the 5th
layer. Since the surface is severely affected with different distresses, which in turn
made it difficult to get good samples for testing, only two wearing course samples
are tested for stability. Accordingly the stability became high to very high, 14.4kN
and 23.4kN. However the 2 nd layer is mostly characterized by low stability, < 7kN,
but only at one point 10kN is obtained. The stability of the underlying three layers
is acceptable to very high, (11.6kN – 23.4kN) that can give sufficient support to
the overlying layers.

For the wearing course and 5 th layer the flow is about 8mm, which is very high and
for the 2nd to 4th layers, it falls in the range of 2.4mm – 7mm, which can be
considered as good to very high that can affect the performance of the overlying
layers.

Due to sample shortage it was not possible to conduct air void test on the wearing
course; however the air void of the 2 nd - 4th layers vary between 5.5% - 8.9%,
which is higher. Bitumen content of the wearing course falls in the range of 2.6% -
4.4%, which is very low; but 6.1% is recorded at one spot. Such low bitumen
content definitely resulted in raveling and gradual cracking. The 2 nd layer has
binder content in the range of 2.7% - 4%, which is low; but 5% is recorded for a
single test. The 3rd and 4th layers have binder content in the range of 5% - 6.2%,
which is acceptable.
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The unit weigh of all layers, 1 st – 5th is good, falls in the range of about 2300kg/m 3
– 2500kg/m3, which can be considered acceptable after giving some service
period; nevertheless immediate rehabilitation seems mandatory for wearing
course and immediate underlying binder courses. The gradation test shows that
all the aggregates pass 100% through 19mm sieve, which is indicative of
sequences of wearing course overlay.

To conclude, the test result shows that the first two layers(1 st and 2nd ) layers are
severely affected and thus needs to be removed and replaced with new HMA.
However for the remaining layers, which partially fulfill the requirements, it can be
decided based on the structural pavement design requirement.

4.3.2.7 Taxiway (Charlie): km 0 + 000 – 0 +320

Samples were collected from two different stations to the 4 th layer and tested for
quality tests. Based on the test results, the stability of the each layer is good,
10.6kN – 113.6kN, and stability of 15.7kN recorded only for a single test, which is
acceptable. The flow for the wearing course varies between 1.3mm – 4.6mm,
which is very low to acceptable. Low flow may lead to cracking, thus needs
resealing or overlaying. The 2nd and 3rd layers have flow in the range of 2mm –
5.5mm, which is acceptable to high. High flow may lead to permanent
deformation, however due their location the effect is minimized. The 4 th layer
shows acceptable flow, which is good.

The bitumen content of the wearing course is 2.5%, which is low and may
facilitate raveling and gradual fracturing. Thus immediate resealing or overlay is
necessary. And for the subsequent layers, the binder content varies between
4.8% - 6.4%, which is acceptable. The unit weight of the wearing course varies
between 2107kg/m3 – 2409kg/m3, which is low to very good. And for the
underlying layers it falls in the range of 2317kg/m 3 – 2420kg/m3, which is good;
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however 2164kg/m3 is recorded for a single test for the 4the layer, which is low;
but due to its deep location it does not have effect on the overlying layers.

The gradation test result shows that all the aggregates 100% through 19mm
sieve, which indicates only series of wearing course layers are used. To conclude,
except the low flow value and binder content of the wearing course, other
requirements are found acceptable for the whole binder layer. Therefore it is
possible to conclude that this section can be left without maintenance or simple
resealing or localized maintenance is sufficient.

4.3.2.8 Taxiway (Echo): km 0 + 000 – 0 +194

Sample is collected only from one station to the 4 th layer and tested for its quality
in the central laboratory. Accordingly the stability of all layers is good, which falls
in the range of 10.2kN – 16.8kN; but for the 3 rd layer it is 6.5kN, which is low.
However due to the overlying stable layers the effect of the low stability layer (3 rd
layer) can be considered not significant. The high stability value of the wearing
course, 16.9kN indicates that it is becoming brittle due to age hardening and
traffic loading, thus it may require resealing or overlaying.

The flow all layers is over 4mm, which is higher; but for the 2 nd layer it 6.4mm,
which is very high. Such high flow may lead to permanent deformation. Thus to
avoid such problem it may be necessary to reseal or overlay. The air void of the
wearing course is 7.3%, which is higher; but usually expected after a certain
service period. The binder content of the wearing course is 7.4%, which is on the
higher side, which may result in bleeding and permanent deformation. However
for the 2nd layer, it is 5.6%, which is acceptable. The unit weight of all layers is
good, which falls in the range of 2302kg/m 3 – 2381kg/m3, however for the wearing
course it is 2448kg/m3. As usual the gradation of all layers pass 100% through
19mm sieve, which indicates series of wearing course is used. From the test

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results, it is observed that the pavement is found in acceptable condition, however
to extend the service life of the wearing course, resealing or overlaying is
recommended.

4.3.3 Conclusions and Recommendations

4.3.3.1 Test results

From the test results, higher air voids are recorded. This is usually expected on
AC layers that served a certain period. The reason is that MTD of the samples is
higher, which can be related to change of properties during the service period. If
the original MTD values are available, different air void values can be obtained.

Usually the unit weight of AC fresh mix used in AA area is over 2400kg/m 3, which
is related to the use of sound basaltic rock sources in the AA area. However most
of the AC core samples tested have less than specified for the fresh mix, which is
believed to be due to the effect of traffic and weather. Thus the unit weight is
compared based on the data collected in other road projects, which is about
2200kg/m3.

From the test results it is observed that the wearing course for almost all sections
is characterized by high to very high stability and high flow, which calls for
immediate intervention. For the runway, the 2 nd and 3rd layers show highly variable
results that mostly fails to meet the basic requirements, however the section
between km 1 + 000 – km 2 + 000, shows relatively better results.

Moreover test result of the layers from 4 th layer to 7th layer shows inconsistent
results in stability, flow and binder content. As a result a layer that fulfills all the
requirements is not obtained. However test result of Charlie taxiway, shows
relatively better uniformity of the test results. The high variability of the test result

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can be ascribed to specifications used, workmanship and supervision activities
during construction.

4.3.3.2 Required Measures

Based on the test results, assessment of the condition of the core samples is
made, summarized and included in this report. As a result the required measures
include the following:

 Reconstruction
 Partial removal of the AC layer and replace with binder course and wearing
course
 Resealing or overlaying

Table 3.1: Summary of the Test Results and Recommended Measures

Station Length
Branch Test results Required measures
(km) (m)
0+000- Very poor Reconstruction
60
0+120
Inconsistent and Remove top 3 (three)
120+000- does not meet the layers and replace
880
1+000 requirements for with binder and
most tests wearing course
Inconsistent test
Runway result, but the The wearing course
1+000-
1000 wearing course is needs to be scarified
2+000
found in more worst and replaced
condition
Inconsistent and Remove top 3 (three)
2+000- does not meet the layers and replace
1800
3+800 requirements for with binder and
most tests wearing course

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Station Length
Branch Test results Required measures
(km) (m)
Resealing of the
Taxiway- 0+000- Acceptable for most
153 wearing course or
Alpha 0+153 cases
overlaying required
Poor at the surface
Requires partial
Taxiway- 0+000- and highly variable
930 reconstruction or total
Bravo 0+930 for the underlying
reconstruction
layers
Acceptable to good
for most cases Resealing or
Taxiway- 0+000- except low binder overlaying of the
320
Charlie 0+320 content and high wearing course is
stability of the required
wearing course
Most of the test
results are To extend the service
acceptable; but the life of the wearing
Taxiway- 0+000-
194 wearing course course resealing or
Echo 0+194
shows high flow, overlaying may be
binder content and required
stability

4.4 Pavement Rehabilitation Plan

Based on the results of pavement condition survey, the laboratory test results of
the core samples and visual observations taken during the pavement inventory,
two options of rehabilitation plan were set to strengthen and subsequently extend
the serviceability of the old runway pavement. These options are described in the
table 5.1 below. Similarly, the rehabilitation plans recommended for the four
taxiways (Alpha, Bravo, Charlie and Echo) are presented in table 5.3 below.

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These rehabilitation measures should be considered as short term heavy
maintenance intervention, and long term solutions should be considered in the
future.

After the recommended rehabilitation measures are taken the pavement should
be monitored closely and required routine maintenance should be undertaken
before observed defects develop in to serious pavement damage.

Table 3.2 Rehabilitation Option-1 for the Old Runway

Branch Section Station Rehabilitation Option-1

Removing the central 25m strip of the

pavement and replacing it with Hot Mix
Alpha-Bravo 0+120-1+000 Asphalt. The inner 15m of the 25m
strip shall be removed up to a depth of
150mm, and the remaining- left and
right- outer 5m bands shall be
scarified/milled up to a depth of 50mm.
Charlie-Echo 2+000-3+800 (refer to the schematic representation
R
from Fig 3.2)
U
Scarifying/Milling the top 50mm of the
N central 20m strip of the existing
pavement and replacing it with Hot Mix
W Bravo-Charlie 1+000 – 2+000 Asphalt.
A (refer to Fig 3.2 for the schematic
representation)
Y
Alpha-Bravo 0+060-0+130 Reconstruction

Maintenance/Rehabilitation is not
Alpha-Bravo 0+000-0+060
required

The existing friction course shall be removed from the entire length and width of
the runway and constructed again.

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Fig 3.2- Schematic representation of the rehabilitation option-1 for old runway

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Table 3.3 Rehabilitation Option-2 for the Old Runway

Branch Section Station Rehabilitation Option-2

Placing 50mm mat of Hot Mix Asphalt

Overlay over the full width of the
Alpha-Bravo 0+120-1+000 pavement. The top 50mm of the central
20m strip of the existing pavement shall
be scarified/milled prior to overlaying so
that the thickness of the overlay within
the central 20m strip becomes 100mm.
R Charlie-Echo 2+000-3+800 (refer to plate 5.2 for the schematic
representation)
U

N Placing a uniform mat of 50mm Hot Mix

Asphalt Overlay on the top of the
W Bravo-Charlie 1+000 – 2+000 existing pavement.

A (refer to plate 5.2 for the schematic

representation)
Y
Alpha-Bravo 0+060-0+130 Reconstruction

Maintenance/Rehabilitation is not
Alpha-Bravo 0+000-0+060
required

The existing friction course shall be removed from the entire length and width of
the runway before overlaying the surface.

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Fig 3.3- Schematic representation of the rehabilitation option-2 for old runway

Comparison between the Two Runway Rehabilitation Options

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Option-1: This alternative is more economical than the second alternative, Option-
2. There will be a saving of ≈10% of the total runway pavement
rehabilitation cost if this option is implemented in lieu of option-2.

Option-2: This option is economically costlier but performance wise better than
rehabilitation option-1. The pavement strengthened by this plan will serve
twice the life of the pavement rehabilitated by the plan under option-1.

It is the client’s discretion to select and implement from the two alternative
rehabilitation plans.

Table 3.4 Rehabilitation Plans for the Taxiways

Rehabilitation/Maintenance
Branch Section Station Plan

Only the first 20m of the taxiway at the

Old runway – Alpha taxiway junction
T require immediate treatment. The rest
130m does not require present
A maintenance.

X
Alpha 0+000-0+150 For the first 20m, i.e., 0+000 – 0+020,
I the top 50mm of the existing asphalt
concrete shall be removed and replaced
W
by Hot Mix Asphalt.
A

Y (Refer to plate 5.3 for the schematic

representation.)
S

Bravo 0+000-0+911 Reconstruction

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Rehabilitation/Maintenance
Branch Section Station Plan

Charlie 0+000 – 0+320 Present maintenance is not required

Echo 0+000-0+194 Present maintenance is not required

Fig 3.4- Schematic representation of the rehabilitation plan for Alpha: 0+000-
0+020

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Fig 3.5 - Existing Pavement Rehabilitation Plans

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5 PAVEMENT DESIGN AND EVALUATION

5.1 Traffic Analysis

The traffic mix, in which the Addis Ababa Bole International Airport will serve in
the coming five to twenty years, was forecasted by consulting mainly the
Technical Report entitled Airport Development Study for the City of Addis
Ababa Medium and Long Term Proposal. This report was prepared by the
Ethiopian Airports Enterprise in February 2011. It appended the 10 years traffic
forecast data (2011-2020, Ethiopian Calendar) and the 15 years (2010/11 –
2024/25, G.C) operating fleet plan of Ethiopian Airlines. These data were
collected and manipulated to determine the traffic mix data for the purpose of
pavement design. Specific technical information of each of the aircrafts in the
traffic mix was retrieved from their manufacturers’ website. The procedure
followed in determining the traffic mix is discussed as follows.

5.1.1 Data Collection and Manipulation

The ten years forecast of Ethiopian Airlines flight schedule along with its fleet plan
was used to estimate the aircraft mix and their respective departures within the
design period. These data were obtained from Table 2 and Table 4 of the
aforementioned Development Study Report. The data in these tables were
arranged orderly to simplify the steps in the determination of the design traffic mix.
The maximum gross take-off weight of each aircraft, on the other hand, was
obtained from the product information list of their manufactures’ website. The
traffic forecast data collected and organized for the subject work are presented in
the following two tables.

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Table 4.1 Aircraft Planning Table

Aircraft Type 2015/2016 2031/2032

International Service
B737-700 5 11
2016/2017 2031/2032
B737-800 15 21
B767-300
Total International Passenger Flights5 28,274 0
92,324
B787-8 14 21
Total Domestic Passenger Flights 18,281 71,756
B777-200LR 5 5
A350-9 Total Cargo Flights5 2,340 23
6,000
Subtotal 49 81
Domestic/Regional Service
Q400 Bombardier 8 21
RJ1-190 2 18
Subtotal 10 39
Cargo Service
B757-200 1 1
B757-300 1 2
B777-Freighter 1 15
B747-200F 2 0
MD11F 4 3
Subtotal 9 21
Total 68 141

Table 4.2 Traffic Forecast over 5 years and 20 years

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These data were then processed to estimate the annual departure of each aircraft
in the traffic mix. In doing so, Q400 Bombardier was converted to equivalent B737
and the impact of RJ1-190 was neglected. This is because, FAARFIELD does not
know Q400 Bombardier, and the damaging effect of RJ1-190 is trivial.

The design traffic mixes to be used for pavement design and evaluation over the
five years and twenty years design periods are shown in the table below.

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Table 4.3 Design Traffic Mix

Annual Departure Maximum Take-off

Aircraft Type Weight
2016/2017 2031/2032

B737-700 10,199 31,857 70.08

B737-800 8,656 23,936 79.01

B767-300 2,886 0 186.88

B787-8 8,079 23,936 227.93

B777-200LR 2,886 5,700 347.45

A350-9 2,886 26,216 238.30

B757-200 120 300 115.68

B757-300 120 300 123.60

B777-Freighter 300 4,500 347.81

B747-400ER 300 0 412.78

B747-400 Freighter 300 0 396.90

MD11F 1,200 900 285.99

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5.2 Pavement Structure Design and Performance Evaluation

The design and evaluation of the pavement structures were expedited with the
recent version of FAARFIELD software. The software is released in 2010 and
accompanied FAA’s Advisory Circular 150/5320-6E.

For taxiway-Bravo and for Alpha-Bravo (0+060-0+130) section of the runway, new
pavement structures were designed for design period of 20 years and 5 years
respectively.

For Bravo taxiway, specifically, both flexible and rigid pavement structures were
designed. For 0+060-0+130 segment of the runway, however, only flexible
pavement was designed for the sake of uniformity.

The pavement design, in both cases, was carried out using subgrade CBR value
of 2% and design traffic mix forecasted for 5 and 20 years. For rigid pavement
design, the subgrade modulus, k-value, was estimated using the following
relation, which is recommended by the FAARFIELD software developer(s).

0.7788
 (1500 * CBR ) 
k 
 26

The flexural strength of the Portland Cement Concrete [PCC] is taken as 4.5MPa.
In the new design of Bravo and 0+060-0+130~ruwnay pavements, the top 2m of
the black cotton subgrade soil shall be removed and replaced with rockfill material
so as to alleviate the detrimental impact of the black cotton soil.

On the other hand, the performance of the runway pavement which is going to be
strengthened by either of the rehabilitation plans was assessed making use of
design traffic mix forecasted for six years and design subgrade CBR value of
4.5%. The design CBR value of 4.5 is used conservatively considering that the
subgrade is at equilibrium moisture content.
The designed pavement structures are presented below and the output of
FAARFIELD software is appended at the end of the report.

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I-PERFORMANCE EVALUATION OF STRENGTHENED PAVEMENT

REHABILITATION OPTION-1
Old Runway~[Alpha-Bravo: 0+130-1+000] and [Charlie-Echo: 2+000-3+800] Sections

FAARFIELD DESIGN SCREEN

Pavement Structure
Hot Mix Asphalt Overlay 150mm
Existing Asphalt Concrete 600mm
Existing Crushed Stone Base Course 225mm
Existing Selected Material Subbase Course 450mm
Subgrade CBR 4.5%

REHABILITATION OPTION-1 ctd

Old Runway~[Bravo-Charlie: 1+000-2+000] Section

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FAARFIELD DESIGN SCREEN

Pavement Structure
Hot Mix Asphalt Overlay 50mm
Existing Asphalt Concrete 700mm
Existing Crushed Stone Base Course 225mm
Existing Selected Material Subbase Course 450mm
Subgrade CBR 4.5%

REHABILITATION OPTION-2
Old Runway~[Alpha-Bravo: 0+120-1+000] and [Charlie-Echo: 2+000-3+800] Sections
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FAARFIELD DESIGN SCREEN

Pavement Structure

Hot Mix Asphalt Overlay 50mm

Existing Asphalt Concrete 750mm
Existing Crushed Stone Base Course 225mm
Existing Selected Material Subbase
Course 450mm
Subgrade CBR 4.5%

REHABILITATION OPTION-2 ctd

Old Runway~[Bravo-Charlie: 1+000-2+000] Section

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FAARFIELD DESIGN SCREEN

Pavement Structure
Hot Mix Asphalt Overlay 50mm
Existing Asphalt Concrete 750mm
Existing Crushed Stone Base Course 225mm
Existing Selected Material Subbase Course 450mm
Subgrade CBR 4.5%

II-NEWLY DESIGNED PAVEMENT STRUCTURES

OLD RUNWAY
Old Runway~[Alpha-Bravo: 0+060-0+120]
FAARFIELD DESIGN SCREEN

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Pavement Structure
Asphalt Concrete 125mm
Bitumen Treated Base Course 130mm
Crushed Aggregate 150mm
Selected Material Subbase Course 220mm
Rock Fill
2000mm
(refer typical section drawing for the detail)
Subgrade CBR 2%

TAXIWAY: BRAVO
Bravo ~ Flexible Pavement
FAARFIELD DESIGN SCREEN

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Pavement Structure
Asphalt Concrete 125mm
Bitumen Treated Base Course 180mm
Crushed Aggregate 330mm
Selected Material Subbase Course 240mm
Rock Fill
2000mm
(refer typical section drawing for the detail)
Subgrade CBR 2%

TAXIWAY: BRAVO
Bravo ~ Rigid Pavement
FAARFIELD DESIGN SCREEN

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Pavement Structure
Portland Cement Concrete 400mm
Cement Treated Base Course 200mm
Crushed Aggregate 250mm
Rock Fill
2000mm
(refer typical section drawing for the detail)
Subgrade CBR 2 %→k≈11

5.3 Pavement Construction Materials Specification

5.3.1 P-154 Uncrushed Aggregate → Subbase Course

The Subbase material shall consist of hard and durable particles or fragments of
granular aggregates. This material shall be mixed or blended with fine sand, clay,
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stone dust, or other similar binding or filler materials produced from approved
sources. The mixture must be uniform and shall comply with the grading
requirement of this specification and shall be capable of being compacted into a
dense and stable Subbase. The material shall be free from vegetable matter,
lumps or excessive amounts of clay, and other objectionable or foreign
substances. Pit-run material may be used, provided the material meets the
requirements specified.

5.3.1.1 Gradation

The gradation of the Subbase material, when tested as per ASTM C 136, shall be
within the following band of the specification.

Table 4.4 Gradation Requirement

Sieve Size (mm) Percentage by weight passing sieves

75.0 100
2.0 20-100
0.450 5-60
0.075 0-8

4.3.1.2 The fraction of the material passing 0.425mm sieve shall have a liquid limit
of not more than 25% and a plasticity index of not more than 6 when tested
in accordance with ASTM D 4318.

4.3.1.3 The minimum soaked California Bearing Ratio (CBR) shall be 30% when
determined in accordance with the requirements of AASHTO T-193. The
California Bearing Ratio (CBR) shall be determined at a density of 95% of
the Maximum Dry Density when determined in accordance with the
requirements of AASHTO T-180.
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4.3.1.4 The minimum dry density of the compacted material shall be at least 100%
of the maximum dry density determined in the laboratory in accordance with
AASHTO T 180.

4.3.2 P-209 Crushed Aggregate → Base Course

Aggregate shall consist of clean, sound, durable particles of crushed stone,

or crushed gravel and shall be free from coatings of clay, silt, vegetable
matter, and other objectionable materials and shall contain no clay balls.
Fine aggregate passing 4.75mm sieve shall consist of fines from the
operation of crushing the coarse aggregate. If necessary, fine aggregate
may be added to produce the correct gradation. The fine aggregate shall be
produced by crushing stone or gravel that meet the requirements for wear
and soundness specified for coarse aggregate.

4.3.2.1 The coarse aggregate portion, defined as the material retained on 4.75mm
sieve and larger, shall contain not more than 15%, by weight, of flat or
elongated pieces when tested in accordance with BS 812, Part 105 and
shall have at least 90 percent by weight of particles with at least two
fractured faces and 100 percent with at least one fractured face.

4.3.2.2 The percentage of wear shall not be greater than 45 percent when tested in
accordance with ASTM C 131.

4.3.2.3 The sodium sulphate soundness loss shall not exceed 12 percent, after 5
cycles, when tested in accordance with ASTM C 88.

4.3.2.4 The fraction passing the 0.425mm sieve shall have a liquid limit no greater
than 25 percent and a plasticity index of not more than 4 when tested in
accordance with ASTM D 4318. The fine aggregate shall have a minimum
sand equivalent value of 35 when tested in accordance with ASTM D 2419.

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4.3.2.5 The gradation (job mix) of the final mixture shall fall within the design range
indicated in the table below, when tested in accordance with ASTM C 117
and ASTM C 136. The final gradation shall be continuously well graded from
coarse to fine and shall not vary from the low limit on one sieve to the high
limit on an adjacent sieve or vice versa. The fraction of the final mixture that
passes the 0.075mm sieve shall not exceed 60 percent of the fraction
passing 0.60mm sieve.

Table 4.5 Requirements for Gradation of Aggregate

Percentage by weight
Sieve Size (mm) passing sieves Job Mix Tolerances (%)
50 100 0
37 95-100 ±5
25 70-95 ±8
19 55-85 ±8
4.75 30-60 ±8
0.60 12-30 ±5
0.075 0-8 ±3

4.3.2.6 The maximum depth of a compacted layer shall be 150mm. If the total depth
of the compacted material is more than 150mm, it shall be constructed in
two or more layers. In multi-layer construction, the base course shall be
placed in approximately equal-depth layers.

4.3.2.7 Each layer of the base course shall be compacted to at least 100 percent of
the maximum dry density, which is determined in accordance with AASHTO
T 180.

4.3.3 P-304 Cement Treated Base

4.3.3.1 Aggregate: The aggregate shall be select granular materials, comprised of

crushed or uncrushed gravel and/or stone. The material shall be free of
roots, sod, and weeds. The crushed and uncrushed aggregate shall consist
of hard, durable particles of accepted quality, free from excess of soft, flat,
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elongated, or disintegrated pieces, and objectionable matter. The method
used in producing the aggregate shall be such that the finished product is as
consistent as practicable. All stones and rocks of inferior quality shall be
wasted.

4.3.3.1.1 The percentage of wear of the crushed aggregate retained on the 4.75mm
sieve shall not be greater than 40 percent when tested in accordance with
ASTM C 131.

4.3.3.1.2 The sodium sulphate soundness loss shall not exceed 10 percent, or the
magnesium sulphate soundness loss shall not exceed 13 percent, after five
cycles, when tested in accordance with ASTM C 88.

4.3.3.1.3 When tested in accordance with ASTM C 136, the aggregate shall
conform to the gradation shown in the table below. The aggregate shall be
well graded from coarse to fine within the limits designated in the table
and shall not vary from the low limit on one sieve to the high limit on
adjacent sieves, or vice versa.

Table 4.6 Aggregate Gradation for CTB material

Percentage by Weight
Passing Sieves

Sieve Size (mm) Gradation A

25 100

4.75 45-100

1.80 37-80

0.45 15-50

0.21 0-25

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4.3.3.1.4 The portion of the aggregate blend passing 0.425mm sieve shall have a
liquid limit of not more than 25 percent and a plasticity index of not more
than 6 when tested in accordance with ASTM D 4318.

4.3.3.2 Cement: Type I or Type III Portland Cement which conform to the
requirements of ASTM C 150 shall be used.

4.3.3.3 Water: Water used in mixing or curing shall be clean and free of oil, salt, acid,
alkali, sugar, vegetable or other deleterious substances injurious to the
finished product. Water shall be tested in accordance with the requirements of
AASHTO T 26. Water known to be potable quality may be used without
testing.

4.3.3.4 Curing Materials: for curing cement stabilized base placed under PCC
pavement, use white pigmented, liquid membrane-forming compound
conforming to ASTM C 309, Type 2, Class A or Class B (wax based).

4.3.3.5 Composition of Mixture: the cement treated base material shall be

composed of a mixture of aggregate, Portland cement, and water. The mix
design shall utilize a cement content that, when tested in the laboratory
according to ASTM D 1633, produce a 7-day compressive strength meeting
the following requirement:

a. For Cement Treated Base placed under PCC pavement: 3,447kPa minimum
and 6,895kPa maximum.

4.3.3.6 Density Testing: Cement Treated Base samples shall be taken from each
sublot and used to create laboratory test specimens representing the various
sublots. The specimens shall be compacted and tested for density and

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moisture content in accordance with ASTM D 558. Using the density results
for each sublot comprising a lot, an average density for the lot shall be
determined, which will serve as the basis for acceptance of the lot with regard
to density.

Within each sublot in the field, one in-place density test shall be performed in
accordance with ASTM D 1556, ASTM D 2167, or ASTM D 2922 and ASTM
D 3017. The location of the test shall be randomly selected in accordance
with the procedures contained in ASTM D 3665. The in-place density results
for each sublot comprising the lot shall be averaged and compared with the
corresponding lot density. Each lot of compacted material will be accepted
without adjustment if the average in-place density of the lot is equal to or
greater than 98 percent of the average density determined for the lot. Each lot
of compacted cement treated base shall be accepted and payment adjusted
in accordance with the following table.

Table 4.7 Sliding pay scale factors for density

Average Dry Density (%) Payment (%)

98.0 and greater 100

97.0 – 97.9 95

96.0 – 96.9 90

95.0 – 95.9 75

Less than 95.0 Reject

4.3.4 P-401/ P-403 Stabilized (flexible) Bituminous Base Course

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4.3.4.1 Coarse Aggregate: shall consist of sound, tough, durable particles, free
from adherent films of matter that would prevent though coating and
bonding with the bituminous material and be free from organic matter and
other deleterious substances.

4.3.4.1.1 The percentage of wear shall not be greater than 40 percent when tested
in accordance with ASTM C 131.

4.3.4.1.2 The sodium sulphate soundness loss shall not exceed 10 percent, or the
magnesium sulphate soundness loss shall not exceed 13 percent, after
five cycles, when tested in accordance with ASTM C 88.

4.3.4.1.3 The aggregate shall not contain more than a total of 8 percent, by weight,
of flat, elongated, and flat and elongated particles, when tested in
accordance with BS 812, Part 105.

4.3.4.2 Fine Aggregate: shall consist of clean, sound, durable, angular shalped
particles produced by crushing stone or gravel that meets the requirements
for wear and soundness specified for coarse aggregate. The aggregate
particles shall be free from coatings of clay, silt or other objectionable matter
and shall contain no clay balls.

4.3.4.2.1 The fine aggregate, including any blended material for the fine aggregate,
shall have a plasticity index of not more than 6 and a liquid limit of not
more than 25% when tested in accordance with ASTM D 4318.

4.3.4.2.2 Natural sand may be used to obtain the gradation of the aggregate blend
or to improve the workability of the mix. The amount of sand to be added
shall not be more than 15 percent by total weight of the total aggregate. If
used, the natural sand shall meet the requirements of ASTM D 1073 and
shall have a plasticity index of not more than 6, and liquid limit of not more
than 25% when tested in accordance with ASTM D 4318.

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4.3.4.2.3 The fine aggregate shall have sand equivalent values of 45 percent when
tested in accordance with ASTM D 2419.

4.3.4.3 Mineral Filler: If filler, in addition to that naturally present in the aggregate,
is necessary, it shall meet the requirements of ASTM D 242.

4.3.4.4 Bituminous Material: Penetration grade bitumen 85/100 that meet the
requirements of AASHTO M 20 shall be used.

4.3.4.5 Composition of Mixture: the bituminous mixture shall be designed using

the procedures contained in Chapter 5, MARSHAL METHOD OF MIX
DESIGN, of the Asphalt Institute’s Manual Series No. 2. The mixture shall
meet the following requirements:

Table 4.8 Marshall Design Criteria

Test Property Specification

Number of Blows 75*2

Stability, (N) 8006
Flow, (mm) 2-4
Air voids (%) 2-5
Min. VMA (%) 13

4.3.4.6 The mineral aggregate shall be of such size that the percentage
composition by weight, as determined by laboratory sieves, will conform to
the gradation specified in the table below when tested in accordance with
ASTM C 136 and ASTM C 117.

Table 4.9 Aggregate Gradation-Bituminous Pavement

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Percentage by Weight Passing

Sieve Size (mm) Sieves

37.5 100

24.0 86 – 98

19.0 68 – 93

12.5 57 – 81

9.5 49 – 69

4.75 34 – 54

2.36 22 – 42

1.18 13 – 33

0.600 8 – 24

0.300 6 – 18

0.150 4 – 12

0.075 3-6

Asphalt Content (%) 4.5 – 7.0

4.3.5 P-401/ P-403 HMA Surface and P-401/ P403-HMA Overlay→ Wearing
Course

4.3.5.1 Coarse Aggregate: shall consist of sound, tough, durable particles, free
from adherent films of matter that would prevent though coating and
bonding with the bituminous material and be free from organic matter and
other deleterious substances.

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4.3.5.1.1 The percentage of wear shall not be greater than 40 percent when
tested in accordance with ASTM C 131.

4.3.5.1.2 The sodium sulphate soundness loss shall not exceed 10 percent, or
the magnesium sulphate soundness loss shall not exceed 13 percent,
after five cycles, when tested in accordance with ASTM C 88.

4.3.5.1.3 The aggregate shall not contain more than a total of 8 percent, by
weight, of flat, elongated, and flat and elongated particles, when tested
in accordance with BS 812, Part 105.

4.3.5.2 Fine Aggregate: shall consist of clean, sound, durable, angular shalped
particles produced by crushing stone or gravel that meets the
requirements for wear and soundness specified for coarse aggregate.
The aggregate particles shall be free from coatings of clay, silt or other
objectionable matter and shall contain no clay balls.

4.3.5.2.1 The fine aggregate, including any blended material for the fine
aggregate, shall have a plasticity index of not more than 6 and a liquid
limit of not more than 25% when tested in accordance with ASTM D
4318.

4.3.5.2.2 Natural sand may be used to obtain the gradation of the aggregate
blend or to improve the workability of the mix. The amount of sand to be
added shall not be more than 15 percent by total weight of the total
aggregate. If used, the natural sand shall meet the requirements of
ASTM D 1073 and shall have a plasticity index of not more than 6, and
liquid limit of not more than 25% when tested in accordance with ASTM
D 4318.

4.3.5.2.3 The fine aggregate shall have sand equivalent values of 45 percent
when tested in accordance with ASTM D 2419.
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4.3.5.3 Mineral Filler: If filler, in addition to that naturally present in the
aggregate, is necessary, it shall meet the requirements of ASTM D 242.

4.3.4.4 Bituminous Material: Penetration grade bitumen 85/100 that meet the
requirements of AASHTO M 20 shall be used.

4.3.5.5 Composition of Mixture: the bituminous mixture shall be designed using

the procedures contained in Chapter 5, MARSHAL METHOD OF MIX
DESIGN, of the Asphalt Institute’s Manual Series No. 2. The mixture shall
meet the following requirements:

Table 4.10 Marshall Design Criteria

Test Property Specification

Number of Blows 75*2

Stability, (N) 9564
Flow, (mm) 2.5 – 3.5
Air voids (%) 2.8 – 4.2
Min. VMA (%) 15

4.3.5.6 The mineral aggregate shall be of such size that the percentage
composition by weight, as determined by laboratory sieves, will conform
to the gradation specified in the table below when tested in accordance
with ASTM C 136 and ASTM C 117.

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Table 4.11 Aggregate Gradation-Bituminous Pavement

Percentage by Weight Passing

Sieve Size (mm) Sieves

19.0 100

12.5 79 – 99

9.5 68 – 88

4.75 48 – 68

2.36 33 – 53

1.18 20 – 40

0.600 14 – 30

0.300 9 – 21

0.150 6 – 16

0.075 3-6

Asphalt Content (%) 5.0 – 7.5

4.3.6 P-401/ P-403 HMA Surface and P-401/ P403-HMA Overlay→ Binder
Course

4.3.6.1 Coarse Aggregate: shall consist of sound, tough, durable particles, free
from adherent films of matter that would prevent though coating and

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bonding with the bituminous material and be free from organic matter and
other deleterious substances.

4.3.6.1.1 The percentage of wear shall not be greater than 40 percent when
tested in accordance with ASTM C 131.

4.3.6.1.2 The sodium sulphate soundness loss shall not exceed 10 percent, or the
magnesium sulphate soundness loss shall not exceed 13 percent, after
five cycles, when tested in accordance with ASTM C 88.

4.3.6.1.3 The aggregate shall not contain more than a total of 8 percent, by
weight, of flat, elongated, and flat and elongated particles, when tested
in accordance with BS 812, Part 105.

4.3.6.2 Fine Aggregate: shall consist of clean, sound, durable, angular shalped
particles produced by crushing stone or gravel that meets the requirements
for wear and soundness specified for coarse aggregate. The aggregate
particles shall be free from coatings of clay, silt or other objectionable matter
and shall contain no clay balls.

4.3.6.2.1 The fine aggregate, including any blended material for the fine
aggregate, shall have a plasticity index of not more than 6 and a liquid
limit of not more than 25% when tested in accordance with ASTM D
4318.

4.3.6.2.2 Natural sand may be used to obtain the gradation of the aggregate blend
or to improve the workability of the mix. The amount of sand to be added
shall not be more than 15 percent by total weight of the total aggregate. If
used, the natural sand shall meet the requirements of ASTM D 1073 and
shall have a plasticity index of not more than 6, and liquid limit of not
more than 25% when tested in accordance with ASTM D 4318.

4.3.6.2.3 The fine aggregate shall have sand equivalent values of 45 percent when
tested in accordance with ASTM D 2419.

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4.3.6.3 Mineral Filler: If filler, in addition to that naturally present in the aggregate,
is necessary, it shall meet the requirements of ASTM D 242.

4.3.6.4 Bituminous Material: Penetration grade bitumen 85/100 that meet the
requirements of AASHTO M 20 shall be used.

4.3.6.5 Composition of Mixture: the bituminous mixture shall be designed using

the procedures contained in Chapter 5, MARSHAL METHOD OF MIX
DESIGN, of the Asphalt Institute’s Manual Series No. 2. The mixture shall
meet the following requirements:

Table 4.12 Marshall Design Criteria

Test Property Specification

Number of Blows 75*2

Stability, (N) 8006
Flow, (mm) 2-4
Air voids (%) 2-5
Min. VMA (%) 14

4.3.6.6 The mineral aggregate shall be of such size that the percentage
composition by weight, as determined by laboratory sieves, will conform to
the gradation specified in the table below when tested in accordance with
ASTM C 136 and ASTM C 117.

Table 4.13 Aggregate Gradation-Bituminous Pavement

Percentage by Weight Passing

Sieve Size (mm) Sieves

25.0 100

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Percentage by Weight Passing

Sieve Size (mm) Sieves

19.0 76 - 98

12.5 66 – 86

9.5 57 – 77

4.75 40 – 60

2.36 26 – 46

1.18 17 – 37

0.600 11 – 27

0.300 7 – 19

0.150 6 – 16

0.075 3-6

Asphalt Content (%) 4.5 – 7.0

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6 HYDROLOGY, HYDRAULICS AND STRUCTURE OBSERVATION

Addis Ababa Bole international Airport serves in the city of Addis Ababa, Ethiopia.
The airport is located in the Bole Area, 6km (3.7mi) south east of Addis Ababa city
Center and 65km (40mi) north of Debre Zeyit. Formerly known as Haile Selassie I
International Airport, it is the main hub of Ethiopian Airlines, the national Airline
which has service to designations in Ethiopia and throughout the African
Continent, as well as nonstop service to Asia, Europe, and North America. Bole
international is also served by BMI, Daallo Airlines, Djibouti Airlines, Egypt Air,
Emirates Airline, Gulf Air etc. Bole international airport has been viewed by many
carriers as a gateway to Africa, thus making it a potential connecting airport to
other parts of Africa via Ethiopian Airlines’ African network. It is a hub for many
local chartered flights. It is also one of the main pilot training and aircraft
maintenance centers in Africa.

Bole International Airport is one of the busiest airports in Africa with 3,497,847
passengers recorded in 2009. To accommodate the growing traffic volume, Bole
airport has become the third largest airport in Africa by area. By 2009, the airport
had become the 5th busiest airport in the Africa by cargo traffic, registering
1,420,997 tones.

In 2003, a new international passenger terminal opened, one of the largest on the
continent. This accompanied the completion of a new 3,800 m (12,467 ft) runway.
The old runway has been left for taxi way. Bole international airport is now on a
continuous expansion and upgrading work and one of the improvement works is
the maintenance of the old run way.

Accordingly different filed of investigation has to be carried out in order to make

the design sustainable and the construction effective in terms of cost and function.
So one of the different filed is the study of Hydrology, Hydraulics and structure.

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The objective of a hydrological study and hydraulic design are to identify the
stream forces that may cause harm to the runway and to provide safe level of
design acceptable to the needs of the service it is intended for.

Investigation of the impacts of surface water on the old runway and the
surrounding land is an integral part of the Hydrologic and hydraulic study. The end
product of this investigation is a design, included in the plans, that provides an
economical means of accommodating surface water to minimize adverse impacts
in accordance with the design procedures.

Storm water management is an increasingly important consideration in the design

of runway drainage systems. Confining the flood water may cause excessive
backwater or overtopping of the runway, or it may result in damage to the
adjacent land and endanger the runway.

It is important to conduct an actual visit to the project area prior to any design,
accordingly during the site visit the high water marks or profiles and related
frequencies, geomorphic relationships and soil conditions and the state of the
existing drainage structures examined. Throughout the course of the condition
survey an attempt made to identify the state of the existing crossing structure their
inlet and outlet channels, paved waterways, wing walls, barrels and ancillary
components.

The natural location of the old runway is well situated to drain storm water to the
natural channels left and right side of it; that is the runway is the water dividing
line. In addition the location of the existing structures, the channel geometry in the
vicinity of the crossing structures and channel morphology are physically fit.
Fortunately majority of the runway are on the ridge this is one of the factors to
have a good drainage profile moreover the existing crossing structures and their
right positioning well assisted the drainage system. However this does not mean
the drainage system is absolutely perfect. The followings are problems which has
to be solved urgently

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The edge of the runway at Alpha (Sta. -0+384) has no Side ditch or paved water
way which collects surface runoff from the runway, and the taxi way adjacent to
the runway as a result the natural ground has scored slightly. Therefore the
provision of paved water way is necessary in order to protect the edge of the
runway and the natural ground.

Even though the runway is on the ridge, water may not easily flow to the sides as
a result of the slight level difference between the shoulder and the adjacent area.
This difference has formed as a result of the accumulation of silt right at the edge
of the shoulder and the growth of bushes and grasses on it. This is observed for
all stretch of the runway and taxi ways. Lacking to clean and form smooth surface
may cause water to accumulate on the shoulder and result deterioration and
score. Therefore the sides should be cleared and form smooth surface for easy
Water flow.

Utility line Boxes are silted to some level and accumulates water therefore they
need to be cleaned and the line of waters towards them shall be leveled.

The edge of the runway at Echo(Sta. 3+430) has masonry paved water way for its
half length and it should be extended to 25m to the left and 20m to the right and
needs cheek dam at ditch turn out positions.

These are overall remarks of the existing drainage pattern of the project area. The
other concern of the site visit was the existing crossing structures. An automated
system for maintenance or replacement action requires information on the current
condition and future need of the structure. This information is provided by
condition survey of the crossing structures elements. The scale of actions, from
minor maintenance, to repair and rehabilitation, to replacement, is incidental from
such surveying. Therefore the extent of deterioration must be known, together
with its type. The extent of deterioration determines the quantity of maintenance
actions to be applied.

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Accordingly the general situations of the crossing structures are assessed in
concern for future use of them in one way or another.

The structures are well constructed at the right position however the following
defects are observed.

The structure located at Taxiway A1(box culvert 1.5x1.5m) has serious water
leakage at the top slab of the culvert which has to be grouted with Portland
cement and on the wing walls on the downstream sides cracks has been
observed which also needs to be sealed. More over the upstream side vegetation
should be cleared.

All the remaining structures needs clearing works in addition the fill above the top
slab is not properly compacted and leveled as a result the water that comes
erodes the fill and penetrate into the top slab therefore leveling work shall be done
to protect the ingress of water.

The reasons that we maintain the structures are to create a good drainage
environment in the vicinity of the runway; more over the failure of the structures to
function well may cause the runway to be affected with backwater effect, erosion,
score or other damage. Therefore the above mentioned damage shall be rectified
just because it is with in the area of the project.

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7 GEOMETRIC DESIGN

7.1 Introduction

As mentioned in the introductory section of this report CORE Consulting Engineers Plc in
joint venture with BEACON Consulting Engineers Plc. Has entered an agreement with
CRBC Addis Engineering Plc to carryout overlay design for Bole International Air Port Old
Runway Rehabilitation project. As part of the overlay design the consultant carried out
geometric design which includes assessment of existing geometric condition of old runway
and taxiways and make analysis and check its conformity as per latest acceptable
standard including sufficiency, safety, and economy and check the effect of overlay on the
existing geometry; and set recommendations as regards to the geometry of the overlay as
per the results of the assessment.
Runway is defined as rectangular area on a land aerodrome prepared for the landing and
take-off of aircraft. Maximum capacity and efficiency of an aerodrome are realized only by
obtaining the proper balance between the needs for runway, passenger and cargo
terminals, and aircraft storage and servicing areas. These separate and distinct aerodrome
functional elements are linked by the taxiway system. The components of the taxiway
system therefore serve as the transitional media between the aerodrome functions and are
necessary to develop optimum aerodrome utilization.

The following geometric parameters of the runways and taxiways were assessed

 Width of runways and taxiways

 Minimum distance between parallel runways and taxiways
 Slopes on runways and taxiways
1. Longitudinal slopes
2. Longitudinal slope changes
 Transverse slopes
 Sight distance
 Distance between slope changes
 Runway and taxiways shoulders
 Width of runway and taxiways shoulders
 Slopes on runway and taxiways shoulders

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7.2 Design Standards

The design of the overlay geometry of the runway and taxiways is done considering the
cost impact of correcting the existing geometry to the required standard. Design and
checking of the existing geometry is undertaken as per the design parameters and
standards set out in latest Aerodrome Design Manuals and also as per the methodologies
and technical specifications established in the documents listed below:
 Aerodrome Design Manual (Doc 9157-AN/901)
 International Standards and Recommended Practices
(Annex 14 to the Convention on International Civil Aviation Fourth Edition
July 2004)
 Federal Aviation Administration, FAA

7.3 Functional Classification of Runway

The intent of the reference code is to provide a simple method for interrelating the
numerous specifications concerning the characteristics of aerodromes so as to provide a
series of aerodrome facilities that are suitable for the aeroplanes that are intended to
operate at the aerodrome
The code letter or number within an element selected for design purposes is related to the
critical aeroplane characteristics for which the facility is provided

Table 7-3.1 Aerodrome reference code

Code element 1   Code element 2
Aeroplane
Code Code Outer main gear
reference Wing span
number letter wheel spana
field length (4)
(1) (3) (5)
(2)
1 A Up to but not Up to but not
Less than 800 m including 15 m including 4.5 m
2 800 m up to but not B 15 m up to but not 4.5 m up to but not
including 1 200 m including 24 m including 6 m
1 200 m up to but
3 not C 24 m up to but not 6 m up to but not
including 1 800 m including 36 including 9 m

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Code element 1   Code element 2
Aeroplane
Code Code Outer main gear
reference Wing span
number letter wheel spana
field length (4)
(1) (3) (5)
(2)
D 36 m up to but not 9 m up to but not
including 52 m including 14 m
4
52 m up to but not 9 m up to but not
1 800 m and over E
including 65 m including 14 m

  F 65 m up to but not 14 m up to but not

including 80 m including 16 m

7.4 Elements of Geometric Design

7.4.1 Horizontal Geometry

7.4.1.1 Length of Runway

Runway is defined as rectangular area on a land aerodrome prepared for the landing and
take-off of aircraft. Maximum capacity and efficiency of an aerodrome are realized only by
obtaining the proper balance between the needs for runway, passenger and cargo
terminals, and aircraft storage and servicing areas. These separate and distinct aerodrome
functional elements are linked by the taxiway system. The components of the taxiway
system therefore serve as the transitional media between the aerodrome functions and are
necessary to develop optimum aerodrome utilization.

The actual runway length to be provided for a primary runway should be adequate to meet
the operational requirements of the aeroplanes for which the runway is intended and
should be not less than the longest length determined by applying the corrections for local
conditions to the operations and performance characteristics of the relevant aeroplanes.

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Table 7.4.1 Assessment of Existing Geometry

No Name Length (Km) Width (m) Shoulder Radius (m)

Old
1 3.815 -
Runway Runway 2x22.5 7.5

2 Alpha 0.226 -
11.5 + 19.5 10.5

3 Bravo 0.42+ 0.93 = 1.35 25

Variable 10.5

4 Charley Taxiways 0.21+0.335=0.545 -

Variable 10.5

5 Delta 0.42 -
Variable 10.5

6 Echo 0.272 -
Variable 10.5

             

6.628
Total      

As shown in the table above the length of Old runway is 3.815 and according to Annex
14 to the Convention on International Civil Aviation classification the old runway categorized
coded to the higher standard of Code number 4 and Code letter D or F.

7.4.1.2 Width of Runway

The width of a runway should be not less than the appropriate dimension specified in the
following tabulation:
Table 7.4.2 Recommended width of a runway
Code letter
Code
A B C D E F
number
1 18 m 18 m 23 m - -  
2 23 m 23 m 30 m - -  
3 30 m 30 m 30 m 45 m -  
4 - - 45 m 45 m 45 m 60 m

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The existing width of old runway is 45m which is acceptable and makes the runway to be
categorized to the higher standard.

7.4.2 Vertical Alignment

7.4.2.1 Longitudinal Slope

Longitudinal slope is the slope computed by dividing the difference between the maximum
and minimum elevation along the runway centre line by the runway length should not
exceed

— 1 per cent where the code number is 3 or 4; and

— 2 per cent where the code number is 1 or 2.

Along no portion of a runway should the longitudinal slope exceed:

— 1.25 per cent where the code number is 4, except that for the first and last
quarter of the length of the runway the longitudinal slope should not exceed 0.8
per cent;
— 1.5 per cent where the code number is 3, except that for approach runway
category II or III the longitudinal the first and last quarter of the length of a
precision slope should not exceed 0.8 per cent; and
— 2 per cent where the code number is 1 or 2.

Table 7.4.2 Existing vertical geometry of old runway

Pvi Sta Pvi Elev Pvc Sta Pvc Elev Pvt Sta Pvt Elev Lvc Grade in Grade out

-376 2318.680              

-346 2319.148 -366.289 2318.838 -326.289 2319.599 40 1.55 2.25

-317 2319.809 -319.945 2319.742 -313.945 2319.831 6 2.25 0.73

-182 2320.794 -221.832 2320.502 -141.832 2321.18 80 0.73 0.96

-001 2322.537 -21.192 2322.344 18.808 2322.668 40 0.96 0.66

00+066 2322.975 00+046 2322.844 85.674 2323.139 40 0.66 0.82

00+188 2323.976 00+148 2323.648 227.903 2324.081 80 0.82 0.26

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Pvi Sta Pvi Elev Pvc Sta Pvc Elev Pvt Sta Pvt Elev Lvc Grade in Grade out
00+370 2324.457 00+300 2324.351 410.26 2324.411 80 0.26 -0.11

00+581 2324.219 00+521 2324.287 640.505 2324.257 120 -0.11 0.06

01+006 2324.493 00+886 2324.416 1126.329 2325.189 240 0.06 0.58

01+453 2327.084 01+303 2326.215 1603.455 2326.596 300 0.58 -0.32

01+862 2325.755 01+712 2326.243 2012.381 2324.181 300 -0.32 -1.05

02+409 2320.020 02+259 2321.594 2558.769 2319.397 300 -1.05 -0.42

03+364 2316.055 03+3 3 4 2316.18 3 3 93.769 2315.425 60 -0.42 -2.1

As shown in the above table the Maximum vertical grade = 2.25 % which is above the allowable
value.

7.4.3 Transverse Slope

To promote the most rapid drainage of water, the runway surface should, if practicable, be
cambered except where a single crossfall from high to low in the direction of the wind most
frequently associated with rain would ensure rapid drainage. The transverse slope should
ideally be:
— 1.5 per cent where the code letter is C, D, E or F; and
— 2 per cent where the code letter is A or B;

But in any event should not exceed 1.5 per cent or 2 per cent, as applicable, nor be less
than 1 per cent except at runway or taxiway intersections where flatter slopes may be
necessary.
For a cambered surface the transverse slope on each side of the centre line should be
symmetrical.

The transverse slope should be substantially the same throughout the length of a runway
except at an intersection with another runway or a taxiway where an even transition should be
provided taking account of the need for adequate drainage.

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The existing transverse slope of the old runway is so variable and to construct the runway with
the standard slope is uneconomical and beyond the scope and hence it is advisable to maintain
the existing slope.

7.4.4 Geometry of Taxiways

Sufficient entrance and exit taxiways for a runway should be provided to expedite the
movement of aeroplanes to and from the runway and provision of rapid exit taxiways
considered when traffic volumes are high.

The design of a taxiway should be such that, when the cockpit of the aeroplane for which the
taxiway is intended remains over the taxiway centre line markings, the clearance distance
between the outer main wheel of the aeroplane and the edge of the taxiway should be not less
than that given by the following tabulation:

7.4.4.1 Width of taxiways

A straight portion of a taxiway should have a width of not less than that given by the following
tabulation:

Code
Taxiway width
letter
A 7.5 m
B 10.5 m
15 m if the taxiway is intended to
be used by aeroplanes with a wheel
base less than 18 m;
C
18 m if the taxiway is intended to
be used by aeroplanes with a wheel
base equal to or greater than 18 m.
18 m if the taxiway is intended to
D be used by aeroplanes with an
outer main gear wheel span of less
than 9 m;

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Code
Taxiway width
letter
23 m if the taxiway is intended to
be used by aeroplanes with an
outer main gear wheel span equal
to or greater than 9 m.
E 23 m
F 25 m

Existing width of taxiways

No Name Length (Km) Width (m) Shoulder Radius (m)

1 Old Runway Runway 3.815 2x22.5 7.5 -

2 Alpha 0.226 11.5 + 19.5 10.5 -

3 Bravo 0.42+ 0.93 = 1.35 Variable 10.5 25

4 Charley Taxiways 0.21+0.335=0.545 Variable 10.5 -

5 Delta 0.42 Variable 10.5 -

6 Echo 0.272 Variable 10.5 -

Total 6.628

7.4.4.2 Slopes on Taxiways

Longitudinal Slopes

The longitudinal slope of a taxiway should not exceed:

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— 1.5 per cent where the code letter is C, D, E or F; and

— 3 per cent where the code letter is A or B.

Pvi Elev Pvc Sta Pvc Elev Pvt Sta Pvt Elev LVC Grade in % Grade out %

2324.339

2323.357 14.023 2324.077 94.023 2323.697 80 -1.8 -1.8

2326.082 333.928 2325.742 413.928 2325.706 80 0.85 0.85

2325.025 446.48 2325.4 526.48 2324.875 80 -0.94 -0.37

2323.252

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Transverse slopes

The transverse slopes of a taxiway should be sufficient to prevent the accumulation of water on
the surface of the taxiway but should not exceed:

— 1.5 per cent where the code letter is C, D, E or F; and

— 2 per cent where the code letter is A or B.

Existing slopes on Taxiways

The existing geometry of all taxiways is good and within the standard and transverse slope of
all taxiways is variable and the riding quality is so good except for Bravo taxiway and hence no
modification of geometry on taxiways is recommended.

7.4.5 Conclusion and Recommendation

According to the geometrical investigation of existing Old Runway and Taxiways the
longitudinal and transverse slopes are irregular and have no defined standard pattern for
economical overlay design. Improving the existing geometry to the standard implies
reconstruction which is uneconomical Hence, to be economical

 Previous / existing geometry should be maintained

 The overlay for the old runway should be flashed with adjacent
taxiways at reasonable distance before and after the junction point so
that the vertical geometry of other taxiways is not affected

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Annexes

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Annex 1- Data on Topographic Survey

A. Traverse Computation Sheet

B. Tabulation of Control points

i. List of Primary Control Points (GPS Points)

ii. List of Secondary Control Points (BM – Points)

C. GPS Monograph

D. Ethiopian Mapping Authority EMA Bench Mark Position and Elevation

E. Certificate of Authentication

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Annex 2- Pavement Inventory,

Pavement Design and Evaluation

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Annex 3 – Geometric Design

A. Typical Sections
B. Quantities

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