BERGEN AIRPORT FLESLAND

Transcription

1 PROJECT 11. REPORT BERGEN AIRPORT FLESLAND EXTENSION. CARLOS DE MIGUEL 18ECTS DANIEL MARTINEZ 18ECTS SUPERVISOR: KATRINE STEENBACH

2 PROJECT 11 REPORT INDEX 1. OVERVIEW PROJECT PRECEDENT & AIM PROBLEM FORMULATION LOCATION INTRODUTION TO NEW TERMINAL T-3 REAL PROJECT COWI PROJECT AVINOR MASTERPLAN PHASES FROM 2012 TO WEATHER & WIND CONDITIONS INTRODUCTION WIND CONDITIONS WEATHER STATISTICS PRECIPITATION TEMPERATURE SUNLIGHT WINTER OPERATIONS. SNOW AND AIRCRAFT OPERATION SNOW PLAN MECHANICAL EQUIPMENT FOR SNOW AND ICE REMOVAL CHEMICAL FOR RUNWAY DE-ICING AIRCRAFT DE-ICING BERGEN AIRPORT FLESLAND ANALYSIS BERGEN AIRPORT FLESLAND EXISTING RUNWAY CONDITIONS AERODROME REFERENCE CODE RUNWAY LENGTH RUNWAY WIDTH RUNWAY SHOULDERS RUNWAY TURN PADS EXISTING RUNWAY STRIPS & OTHER AREAS CONDITIONS RUNWAY STRIPS RUNWAY END SAFETY AREA EXISTING TAXIWAY CONDITIONS ANALYSIS OF CURRENT TAXIWAY SYSTEM AIRLINES AND DESTINATIONS BERGEN AIRPORT FLESLAND DESIGN FUTURE DEMANDS ANALYSIS NEW TAXIWAY REQUIREMENTS FOR CODE E AIRPLANES NEW TAXIWAY PROPOSAL FOR CODE E AIRPLANES NEW TERMINAL AND APRON AREA TAXIWAY GEOMETRY BRIDGE CONNECTED STANDS

3 4.7 DRAINAGE SYSTEM MARKINGS TAXIWAY MARKINGS APRON AREA MARKINGS PAVEMENT DESIGN CALCULATION DATA AND METHOD SOIL CONDITIONS FINAL CALCULATION AND PAVEMENT DESIGN BERGEN AIRPORT PROJECT MANAGEMENT MACHINERY PRODUCTIVITY CONSTRUCTION PHASE PLANNING BERGEN AIRPORT FLESLAND COST ESTIMATION SAFETY SIGNAGE DURING CONSTRUCTION PHASES REFLECTION AND REFLECTION ABOUT THE PROJECT INDIVIDUAL PROJECT EVALUATION DANIEL MARTINEZ CARLOS DE MIGUEL REFERENCES OVERVIEW, LOCATION, AIRLINES AND DESTINATIONS EXPECTED NEED FOR BERGEN AIRPORT RUNWAY SUGGESTION PAVEMENT COSTS AND MACHINERY PRODUCTIVITY SAFETY AND SIGNAGE

4 1. OVERVIEW 1.1 PROJECT PRECEDENT & AIM Bergen International Airport, located in Flesland, is currently the second busiest airport in Norway. Airport management is planning to build a new terminal for national flights south-east to the original terminal which will allow and additional capacity of 7.5 million passengers per year and offer the airport 6 new gates. Upon completion, the airport will have 30 aircraft stands of which 15 have direct access from the terminal, while the remaining 15 stands will have remote access. In order to integrate the future new terminal and the additional demand of incoming flights, it will be necessary to re-design the runway and taxiway system of the airport in order to accommodate the needs of code E aircraft. The whole runway system will have an airport reference code 4E. 1.2 PROBLEM FORMULATION The aim of this academic project is to work as a consultant engineer in order to give recommendations to solve the following topics at Bergen airport: Will it be possible to operate the RWY when a code-e aircraft is using the TWY Y? Will code E aircrafts be able to use all taxiways? How will management solve the problem of operating the airport while the new TWY Y system is under construction? How will the building site be organised in order to not affect the operating RWY and TWY systems? Does the RWY fulfil the demands of reference code 4-E? 3

5 1.3 LOCATION The airport facilities are located in Flesland, an area near the largest city in Hordaland (IMAGE 1.3.2), named Bergen. Hordaland is located on the west coast of Norway, in the Peninsula of Bergenshalvoyen (IMAGE 1.3.1). IMAGE IMAGE IMAGE Bergen fjords. The area is known as the only Gateway to the Fjords as it is the easiest, fastest and best-located entry point to them. 4

6 Bergen Airport, Flesland is more specifically located 20 kilometres south-west of Bergen city centre as shown in IMAGE It is possible to reach the city from the airport by car, bus or taxi, via the connecting road RV508. The average journey time is around 30 minutes or just over 30 minutes during rush hours. IMAGE Bergen and Flesland airport location in Europe The airport is the primary aviation hub for the two west coast areas of Hordaland and Sogn & Fjordane, home to an estimated population of 594,000 (data from 1st of January 2010). The region of Hordaland has an extremely strong and diverse economic scene, which revolves around the oil and gas industry, banking, TV manufacturing, deep-sea fishing, shipyards, academia, hospitability and tourism. 5

7 In addition, Bergen city itself is one of the most important commercial cities in Norway and the region has the second highest Gross Regional Product in Norway. This dynamic business community is heavily export-orientated and is prone to international travel demand. Last but not least, Hordaland s fjord and mountain scenery attracts large numbers of tourist visitors, which is also a determining factor for the growth in aviation demand. IMAGE Hordaland, Sogn & Fjordane 6

8 1.4 INTRODUTION TO NEW TERMINAL T-3 REAL PROJECT COWI PROJECT COWI is an engineering consultancy which was contracted by Bergen Airport to carry out a major redesign of taxiways due to not-compliance with ICAO standard requirements. This expansion also incorporates the modification of the existing terminal and new infrastructure, with new road and rail connections. The integration of a light rail into the new terminal is a major task, which will connect the airport to the city of Bergen (not to be done in this academic project). Regarding the aerodrome, one of the main challenges of this project consists in relocating TWY Y and TWY W along a total distance of approximately 3,000 m and 1,000 m respectively. In addition, it also includes upgrading the intersecting perpendicular TWY s. Not only does the project include the design of a new 65,000 m 2 terminal T-3 building, but COWI and partners are also engaged in a major extension for the existing passenger terminal building and will also oversee the renovation of the apron area and access roads AVINOR MASTERPLAN PHASES FROM 2012 TO 2016 Currently, the airport s apron area offers a total of 21 stands for stationed aircraft. The team has researched into the Avinor Master-plan which shows the theoretical calculations and estimated demand of aircraft stands adding up to a total of 26 stands in 2016, 31 stands in 2026 and 43 stands in Despite this, the real demand is considered to probably end up being lower than these estimations. This Master-plan is divided into five different phases (1, 2, 3A, 3B & 3C), which cover from 2010 to The left picture of IMAGE shows phase 1 design with a new central terminal and its new pier apron area concept in the southern premises of the airport. This new apron area will be designed to accommodate 6 more stands for code C aircraft. When phase 1 is done, the apron area will have a total capacity of 26 airplanes in the year

9 IMAGE Phase 1 (left) and Phase 2 (right). A slightly extended version of the pier is shown in phase 2 is shown on the right half of image and will also include stands on its eastern façade. This design could give room for 14 more code C aircrafts increasing the total apron area capacity to 32 airplanes after The rest of the phases 3A and final 3C are presented below on IMAGE IMAGE Phase 3A and 3C with final airplane capacity. 8

10 IMPORTANT NOTE: This project will be based on the new terminal T-3 taking its location and conditions into account in order to design the upgrade a RWY and TWY system suitable for real future demands. The design will mainly focus on phase 1 in order to design a new apron area that will have a total capacity of 15 aircraft stands with bridge connections. The RWY and TWY system will be designed to meet the requirements for the capacity estimations for

11 2. WEATHER & WIND CONDITIONS 2.1 INTRODUCTION Despite the location s latitude, Flesland has warmer weather conditions that one would suggest. The area features an oceanic climate with cool winters and mild summers. These conditions are mainly due to the Gulf Stream. The main weather features the location has are its high amount of sunlight hours during the summer accompanied by dark winters and the plentiful annual precipitation, which measures around 2000 mm on average. The location is prone to below zero temperatures during the colder months which result in snowfalls during this period. 2.2 WIND CONDITIONS Flesland experiences good wind conditions for airport operations which will rarely result in cancellations due to crosswinds, especially if taking the runway orientation into account. IMAGE Wind Direction and Distribution in Flesland The wind speed is also favourable during the whole year and, unless singular events occur, will have little to no effect whatsoever for airport or construction operations. 10

12 IMAGE Wind Statistics Flesland 2.3 WEATHER STATISTICS The following graphs give an insight on which months may be more complicated when constructing and what to have in mind during the construction process of Bergen Airport s new taxiway system PRECIPITATION Given the graphs shown below ( & ), the conditions suggest that rainfall may become problematic during the later autumn months. This precipitation may also result in snow if temperatures reach below zero. IMAGE Monthly Precipitation Averages in Flesland 11

13 IMAGE Average number of days with precipitation in Flesland TEMPERATURE As mentioned before, the temperatures in Flesland do not reach extreme levels. However, temperatures below zero are common during the winter months. This means that snow is to be expected during these months if taking precipitation data into account. IMAGE Temperatures in Flesland 12

14 2.3.3 SUNLIGHT Sunlight is also important when planning the construction process as it may require previous lighting gearing-up and additional operational costs during the darker winter months. The summer season would result in the most favourable season to work in when analysing the sunlight hours however, it is also the season with peak air traffic and therefore when the construction works would disturb normal daily operations most. IMAGE Sunlight hours in Flesland 13

15 2.4 WINTER OPERATIONS. SNOW AND AIRCRAFT OPERATION. This chapter is considered as important because of the weather conditions during the winter at Bergen, where the airport is placed. The high percentage of precipitations during the winter should be taken into account to adopt special measures against the snowfall. Snow means a source of problems for airports. Snow on the runways or icing on the aircraft may decrease utilisation and disruption of the flight schedule. Bergen airport has to: - Provide an effective snow plan. - Provide regularity of flight operation in the winter despite adverse meteorological conditions. A layer of snow on the RWY surface causes: - Resistance action on the aircraft s wheels when taking-off. - Increase of drag and decrease of lift during the take-off run due to snow being throw up from the wheels. - Decrease of breaking effect when landing. Icing on aircraft change the aerodynamic characteristics and it can block flight controls and increase the weight of the aircraft. Iced sensor can cause the pilot to receive wrong information about speed or engine conditions SNOW PLAN The preparation of the whole Bergen Airport for the winter is very important. It includes not only full preparation of equipment, training of new workers and retraining of full time personnel, but also maintenance of movement area. The order of priority for clearing movement areas are: Runway Taxiways Apron - Holding bays - Other areas As Bergen airport has only one RWY, it is necessary to use equipment which enables the snow to be cleared at high speed. For other areas with lower priority it is possible to use normal procedures of clearing snow and ice. 14

16 2.4.2 MECHANICAL EQUIPMENT FOR SNOW AND ICE REMOVAL. The airport area is flat and the RWY is 45m width. The terrain behind the RWY, which is not paved, must also be cleared. The snow layer on the airport RWY is usually not deep, but the time for clearing the RWY must be substantially shorter than for roads. Equipment and winter service vehicles are used on larger airports are air blower machines, ploughs, sand trucks, chemical spreaders, tankers and loaders. IMAGE Snow ploughs working on an airport. Two ploughs should be included into the work group in front of each snow blower. The airport should be equipped by one snow blower capable of throwing snow of a specific weight 400kg.m-3 at least 15m. The snow layer 2.5cm thick must be removed within two hours at airport in which or more movements a year are operated such as Bergen Flesland. The equipment should ensure the removal of 2.5 cm snow layer from one runway, taxiway connecting the RWY and apron and 20% of the apron. DETERMINATION OF SNOW BLOWER CAPACITY PAVEMENT AREA TO BE CLEARED RWY x 45m m 2 TWY Y 2990 x 23m m 2 TWY W 1200 x 23m m 2 TWY connections A0-A7 148,5 x 23m x m 2 Apron 20% m m 2 Total area to be cleared m 2 15

17 OTHER PARAMETERS SNOW REMOVAL 30 min TEMPERATURE -4ºC SNOW DENSITY 400 kg.m -3 DEPTH OF SNOW 2.5cm DETERMINATION OF SNOW BLOWER CAPACITY SNOW VOLUME x m 3 SNOW MASS 6950 x kg SNOW BLOWER CAPACITY PER HOUR kg SNOW BLOWER CAPACITY PER HOUR (t) t TABLE Snow blower capacity for Flesland CHEMICAL FOR RUNWAY DE-ICING Chemicals used for removing ice must meet a number of requirements: - Cheap and effective. - Not damage neither the aircraft nor the RWY. - Not be toxic. Reduced harmful effect on the environment. One of the most used chemicals at the airport is urea CO (NH2)2, which is a non-toxic substance, and its shelf life is unlimited. The advantage of the urea is that it can be used as a de-icing or as a preventative anti-icing chemical. The urea application should be done after cleaning the runway with mechanical equipment and it takes around 30 minutes to take effect. After the ice is softened it is necessary to complete the cleaning of the runway mechanically AIRCRAFT DE-ICING It is dangerous for an aircraft to take off while it is contaminated by snow or ice. Research has shown that even a layer 0.5mm thick covering the whole upper area of the wing can decrease the maximum lift coefficient by up to 33%. This means that even a small layer of ice is no insignificant. De-icing is a procedure by which frost, ice or snow is removed from an aircraft in order to provide clean surfaces. Fluids based on glycol are mostly used for the de-icing procedures. 16

18 IMAGE Aircraft de-icing. There are several types of de-icing fluids but operators from Scandinavian countries seem to be using Type I on a longer scale. Type I de-icing fluids are used for removing ice from the aircraft surface and they contain more than 90% glycol. In a two-step procedure the aircraft is cleaned by the type I fluid first and them within 3 minutes, the surface should be treated by the type II fluid. 17

19 3. BERGEN AIRPORT FLESLAND ANALYSIS 3.1 BERGEN AIRPORT FLESLAND Norwegian Armed Forces and Avinor AS (a state-owned limited company that operates most of the civil airports in Norway) share the ownership of Bergen Airport. Avinor s properties at the airport are shown in the picture below. On the other hand, the Armed Forces own a bigger area, including parallel taxiways and North-Eastern larger areas. The Defence area is a network of taxiways (TWY) and other operational facilities for Flesland airbase. The Air Base is closed, but the Armed forces still have some business there, mainly warehousing. All military operations have ceased, and it is not expected that the Air Base will be operational again. However, there are military operations in several buildings including some hangars, technical workshops and storage facilities which are sometimes used for pre-planned exercises. The orange coloured area belongs to the Norwegian Armed Forces and the blue one represents the property of Avinor SA. IMAGE Avinor and Armed Forces properties. 18

20 3.2 EXISTING RUNWAY CONDITIONS AERODROME REFERENCE CODE Bergen airport has a reference code 4E as the reference field length of the RWY is more than 1800 metres, and thereby the first code element is 4. The second code element is based on the geometrical characteristics of the code E critical airplane RUNWAY LENGTH The RWY at Flesland is oriented approximately in a north-south direction and designated as 17 (Southern end) and 35 (Northern end). The total RWY length is 2990 metres. By measuring the drawing provided by COWI, the following declared distances are withdrawn: TRACK TORA ASDA TODA LDA TRACK m 2720 m 2990 m 2490 m 35 Table Bergen RWY dimensions RUNWAY WIDTH The minimum runway width should not be less than the appropriate dimension for code 4E aircraft which is established in the ICAO standards, and defined as not less than 45 metres. The current airport Runway meets the width requirements for 4E aircraft RUNWAY SHOULDERS RWY shoulders should be provided for a RWY where the code letter is E so that the overall width of the RWY and its shoulders is not less than 60 m. Bergen airport s RWY meets the ICAO requirements as its RWY shoulders are 8 m width on each side of the RWY. The shoulders must consist in turf over stabilised earth, but are usually designed as light asphalt pavements with a load bearing capacity that supports the loads of the ground equipment and reduce the probability of damage to an aircraft running off the RWY. 19

21 3.2.5 RUNWAY TURN PADS Currently Bergen Airport s RWY has a RWY turn pad in the northern end where track 17 is located. There is no direct connection between the RWY and TWY Y at that point, which makes it necessary for there to be a turn pad for larger aircraft that require longer take off distances to turn around 180 degrees. IMAGE Avinor and Armed Forces properties. The shape, location and placement of turn pads are not obligatory. There are no compulsory requirements for turn pads to exist on runway ends. 3.3 EXISTING RUNWAY STRIPS & OTHER AREAS CONDITIONS RUNWAY STRIPS Each RWY should be surrounded by a RWY strip. The RWY strip is intended to ensure the safety of the airplane and its occupants. The required width of a RWY depends on the degree of approach to the RWY and on the RWY reference code number (4E in this case). The width for Bergen RWY strip should extend laterally to a distance of at least 150 meters on each side of the CL of the RWY. The surface of the RWY strip is grass in this project. It is intended that, the airplane should sink into the RWY strip, thereby providing deceleration when the airplane is running-off the RWY. Regarding the length of the RWY strips, it should extend themselves 60 meters beyond each end of the RWY. 20

22 RWY STRIPS WIDTH LENGTH 150 m both sides of CL 60 m beyond end RWY TABLE RWY strips The TABLE shows the required dimensions for Bergen RWY strips. Both dimensions are correct at Bergen airport. The surface of a RWY strip does not have the same quality over all its area. The first 75 m from the CL of the RWY should be able to provide safety and less possible damage for an airplane veering-off the RWY. IMAGE RWY & Displacement at Bergen Airport RUNWAY END SAFETY AREA Statistics data of accidents have shown that the 30 to 60 m portion of the RWY strip does not provide sufficient protection for the aircraft which landed short or overshot a RWY. For that reason a RESA (Runway End Safety Area) should be at least 90m long at each end of a code 4 RWY. The recommendation of ICAO is to provide a 240 m RESA, when possible, to code 4 RWYs. This, together with the RWY strip (60 m,) will make a total extra distance of 300 m available to contain aircraft overrunning. Further enlargement of RESA is impossible because of the ILS antenna location at the majority of airports (300 m beyond RESA). In some cases as Bergen Airport, there is not enough space to provide RESA. It is possible to build arrestor beds from Engineered Material Arresting System (EMAS), which is a soft ground that consists of a crushable cellular cement material. It is a form 21

23 of artificial stone or artificial gravel which has a certain depth. These arrestor beds decelerate an aircraft when during emergencies. IMAGE EMAS system. IMAGE Suggested EMAS system at Bergen Airport. This solution would ensure security in case of aircraft overruns. It is much more effective than friction breaking. The system can stop every type of aircraft in a very short period of time no matter what the conditions of the RWY are. This system has been installed at Rjevik Airport in Norway and a surface of 90x90m was deployed, which is the exact available space on each end of Bergen Airport s runway. The estimated costs for this system is around 60 million Danish crones. 22

24 3.4 EXISTING TAXIWAY CONDITIONS ANALYSIS OF CURRENT TAXIWAY SYSTEM IMAGE Existing conditions of Taxiway. The taxiway (TWY) system is distinguished by 2 letters: - The TWY which is located parallel to the RWY is marked as Y. (red in IMAGE ) - The TWY which is located between TWY Y and Terminal is marked as W and serves as an apron taxiway (green in IMAGE ) - The 7 connections between the RWY and TWY Y are marked A1 A7 from north to south. - 7 connections between TWY Y and TWY W are marked B1 B7 from north to south. When the new TWY system is completed, a total capacity of up to 40 movements per hour under good weather conditions is expected. Because of difficult conditions and slow moving aircraft (helicopters), the capacity can be estimated to be 34 movements per hour. 23

25 EXISTING APRON AREA CONDITIONS. The existing apron area at Bergen airport is considered as a variation of linear concept which can accommodate 11 passenger bridges. The linear concept provides ample space for aircraft servicing, especially around the circular satellite. The push-back operations are simple and safe. However, this type of apron area requires a larger space. It is necessary to transport passengers between terminal building and the satellites with the automated people-mover. Depending on the size and the shape of the satellite, aircraft can be parked radially or parallel to the sides of the satellite. All eleven terminal gates have jet bridges, numbered from 21 to 30 and including number 32. The terminal is constructed so that all stands can be used for domestic national traffic, but if Gate 21 is used for this traffic, all the others must too. In normal usage, 21 and 22 are used only for international traffic, gates 23 to 27 are used for either, and 28 to 32 are used only for domestic national flights. Gate 24 (highlighted in blue IMAGE ) has the largest parking space and is the only stand which can accommodate code E airplanes. The rest are designed for code C airplanes, although gates 21 and 22 can handle the Boeing 757 under certain circumstances. De-icing platforms (De-ice W and De-ice E) are located south-west of the Terminal in front of TWY B6 (marked in red on IMAGE 3.7). The de-icing capacity is often too small so there is no room for pending aircrafts, directly affecting the TWY capacity. The terminal building is 21,000m 2 of which 14,200m 2 are public spaces. The functions of the terminal are mostly security, check-in, baggage, arrival and departure halls. It is a necessity to expand this terminal in the near future. 24

26 IMAGE Existing de-icing area & Terminal. 25

27 AIRPORT FACILITIES. 1. Terminal. 2. Helicopter terminal. 3. Control Tower. 4. Security building. 5. Approach control 6. Operations building, fire station and Avinor s administration. 7. SAS operations 8. Helicopter hangar. 9. Avinor. 10. Helicopter hangar. 11. Hangar GA. 12. Hangar GA. 13. Hangar GA. 14. Hangar GA. 15. Hangar GA. 16. Hangar GA. 17. SAS Hangar. 18. Hangar BAT. 19. Helicopter hangar. 20. SAS building. 21. Freight. 22. Catering. 23. Avinor office. 24. Hotel. 25. Electric central. 26. Armed forces. 27. Housing. 28. Clearing St. 29. Glycol storage. 30. Fuel. 31. Power. 32. Helicopter hangar. IMAGE Airport zones & uses. 26

28 The tower control is situated approximately 100 metres east from the helicopter terminal. It is 160m 2 and was built in 1991 according to very good building standards (IMAGE ). IMAGE Bergen airport Flesland tower control. The hotel Clarion Hotel Bergen Airport is located in the parking 200 meters northeast of the terminal. The walkway between hotel and terminal is under security control. The hotel opened in 2008 and is owned by Flesland Property AS (subsidiary of Avinor). It is 10,800 m2 and has 200 rooms and a large conference centre. IMAGE Clarion Hotel at Bergen airport. 27

29 SECURITY AT THE AIRPORT. Avinor take preventative measures in order to prevent unwanted situations regarding to aviation security problems. The airport will be ready to undertake response to emergency situations such as natural disasters, aviation accidents, terrorism, sabotage, emergency and war. 28

30 3.5 AIRLINES AND DESTINATIONS Bergen Airport, Flesland is Norway s second busiest commercial airport. In 2013, the airport welcomed 6.213,960 passengers, aircraft movements and tonnes of cargo. The passenger numbers consisted of 3.605,101 domestic scheduled flights, 2.181,317 international scheduled flights and 168,090 transit passengers. Bergen has 10% of the international air traffic in Norway. TABLE below shows the number of passengers at Bergen Airport from 2005 to Table Number of passenger throughout last eight years. Flesland serves 63 destinations, of which 19 are domestic, 34 are international and 16 are charter. In addition, offshore oil platforms are served from the helicopter terminal. The largest airlines at Flesland are Scandinavian Airlines, Norwegian Air Shuttle and Wideroe. Several international carriers connect the airport to their hubs: SAS flies 6 times a day to Copenhagen and once a day to Stockholm. KLM flies to Amsterdam 4 times per day, and Lufthansa flies to Frankfurt 3 times a day. 29

31 Graph and Percentage of domestic and international flights according to main airlines operating at Bergen airport. 30

32 As shown in the GRAPH 3.5.3, the main international destinations from the airport are London Gatwick and Heathrow, Copenhagen, Amsterdam, Frankfurt, Stockholm, Paris, Barcelona, Berlin, Aberdeen and Reykjavik. Graph International destinations. 31

33 4. BERGEN AIRPORT FLESLAND DESIGN 4.1 FUTURE DEMANDS ANALYSIS FORESEEN NUMBER OF OPERATIONS In 2010 there were a total of 96,505 aircraft movements spread over 71,031 scheduled flights (73%), cargo and charter, 15,948 (16%) helicopter movements and 9,526 (11%) other traffic. A study of Massachusetts Institute of Technology (MIT) estimated the number of movements per peak hour according to the overall number of movements per year. Graph MIT study. Today s RWY system has a practical capacity of 34 movements per hour. One RWY can accommodate about 40 aircraft movements per hour in optimal conditions and if the airplanes are at about the same speed category. Assumption: Total number of operations will increase a 20% in The reason of this assumption is because the number of movements during peak hour increased around a 20% between 2010 and The overall number of passengers also increased by 20% from 2010 to The estimated number of aircraft movements in 2015: 32

34 Total number of movements in % = 96, % = 115,806 movements. TABLE Number of operations in TOTAL NUMBER OF OPERATIONS 20% EXPECTED INCREASE TOTAL NUMBER OF OPERATIONS Scheduled flights 73% Helicopter 16% Other 11% The overall number of schedules flights in 2015 is estimated to be flights. Assumption: Domestic flights represents the 80% of the overall scheduled flights. On the other hand, international flights will be a 20% of scheduled flights. This assumption has been decided by checking daily departures and arrivals at Bergen Airport from 17/11/2014 to 23/11/2014. Table Total estimation of scheduled flights in TOTAL ESTIMATION OF SCHEDULED FLIGHTS IN DOMESTIC FLIGHTS BY COMPANIES 80% INTERNATIONAL FLIGHTS BY COMPANIES 20% SAS 46% Norwegian Airlines 36% Norwegian Airlines 38% SAS 23% Wideroe 15% KLM 18% Other airlines 1% 676 Lufthansa 9% Other airlines 15% Table Fleet shuttle of main companies operating at Bergen airport. Norwegian Airlines SAS Wideroe DOMESTIC FLIGHTS FLEET SHUTTLE BY COMPANIES Boeing Norwegian Airlines INTERNATIONAL FLIGHTS Boeing 787 Dreamliner 3043 Boeing Boeing Airbus Boeing SAS Airbus Boeing Airbus AT F DH8A 5072 KLM Boeing DH8D 5072 Boeing

35 4.2 NEW TAXIWAY REQUIREMENTS FOR CODE E AIRPLANES It is often difficult to design an optimal system of taxiways. The TWY may have a decisive influence on the RWY capacity, and thereby on the overall capacity of Bergen airport. Considering that the load bearing strength of TWY should be equal to or greater than the load bearing strength of a RWY, the construction of the TWY represents and important percentage in the total costs. Following considerations should be taken when designing a TWY: - Should allow safe and fluent movement of aircrafts. - Should provide the shortest connection between RWY and apron and other airport areas. - Short connections should be designed in order to minimise time and thereby fuel consumption of the airplanes, which also has a positive environmental effect. As the number of movements during the peak hour exceeds 12 (currently 30 for Bergen RWY), a parallel TWY to the RWY should be considered, together with right angle connecting TWYs at each end of the RWY. When the design peak hour traffic density is approximately less than 25 operations (landings and take-off), the right angle exit TWY may be sufficient. At Bergen airport the expected peak hour traffic density is over 30 movements. Rapid exit taxiways are would be a recommendable option for such a capacity according to ICAO. 34

36 4.2.1 PERPENDICULAR EXIT TAXIWAY Currently, there are 7 perpendicular exit taxiways along Bergen s runway. The proper location of these exits according to the different types of aircraft is studied in this part. Firstly, the appropriate distance to turn-off at a perpendicular exit is calculated for code A and B airplanes. The critical speed for these airplanes when crossing the threshold is not higher than 120 knot, according to ICAO standards for code B fastest airplane. It has been considered that the taxiways are normally used at a speed not higher than 10 knot. Therefore, the necessary distance between thresholds and perpendicular exit taxiways is calculated with the following formula: IMAGE Sketch to calculated appropriate distances for perpendicular exits. Thus, the breaking distance for code C and D airplanes at perpendicular exit taxiways is also calculated by considering a speed of 152 knot over the threshold. 35

37 4.2.2 RAPID EXIT TAXIWAY The expected number of movements at Bergen RWY is 30 movements in the peak hour in 2015 and thereby one or more rapid exit (high speed exit) TWYs should be taken into account during design phase in order to improve the further capacity. The final design of high-speed exit TWY will depend also on the RWY slope, aerodrome elevation and reference temperature. The dimensions and geometrical characteristics for rapid exit TWY are standardised in the Annex 14, part 2 from ICAO. The purpose of this standardisation is to allow the pilot to anticipate the conditions of a less familiar aerodrome in order to avoid long time occupation of the RWY when a short time occupation is possible. The parameters of a high speed TWY at a reference code 4E like Bergen airport, particularly the radius of the turn-off curve, should permit to turn off the RWY at a maximum speed of 93km/h (50knt). The correct location of the beginning of the rapid exit TWY from the landing threshold of the RWY depends on: - Speed of the airplanes crossing the threshold of the RWY. For category D airplanes the airplane speed overhead the threshold is 261km/h (141KT) or more but less than 307km/h (166KT). - Deceleration of the airplane after touch-down the RWY - Initial speed of turn-off the RWY NUMBER OF RAPID EXIT TWYs The number of exit taxiways will depend on the type of aircraft and number of each type that operate during the peak hour. For example, at a very large aerodrome, most aircraft will be in group C or D. Only two exits may be required in that case. On the other hand, an aerodrome like Bergen having a balanced mix of all four groups of aircraft may require 4 exits (recommendation of ICAO Design Manual Part 2.) The three segment method is used to calculate the total distance required from the landing threshold to the point of turn-off. The total S distance is the sum of the three different distances S1, S2 and S3. 36

38 IMAGE Three segment method The following calculations are done for a 4 rapid exit taxiway design which is not taken into account because of the high budget and long duration of the construction works. Moreover, the 4 rapid exit taxiways are not necessary for Bergen airport and this design would create many conflicts when organizing the works. The deceleration should not exceed 1, 5 m.s-2 in order to avoid passenger discomfort when slowing down. The intersection angle of a high-speed exit TWY with the RWY 37

39 should preferably be 30 degrees. Thus, the high speed exit TWY should include a sufficient straight portion after the turn-off curve. A rapid exit taxiway should include a straight portion of 75m after turn-off curve for code 4 airports when the intersection angle is 30 degrees. IMAGE Rapid exit taxiway geometry. Intersection Angle 30 degrees. In order to relocate the new exit taxiways, only two rapid exit taxiways will be constructed to facilitate rapid exits for code E airplanes and reduce landing times for big aircraft. This information is shown in the next chapter

40 4.3 NEW TAXIWAY PROPOSAL FOR CODE E AIRPLANES TAXIWAY EXITS PROPOSAL. Moreover, the existing perpendicular exits are analysed on the TABLE by calculating distances from both sides of the RWY (using the AutoCAD file) and measuring their width, thereby defining the ICAO code. The aim of this project is to have all code E exits. In order to view the Existing conditions and names given to the taxiways, please view Drawing 02 Annex 01. EXISTING PERPENDICULAR EXIT DISTANCE FROM THRESHOLD 17 (m) DISTANCE FROM THRESHOLD 35 (m) TWY WIDTH TWY CODE A ,5 D A2 447, F A3 819, F A E A ,5 E A ,5 D A ,5 F Suitable for rapid exit TWY Code C&D Not suitable for code E aircraft TABLE Analysis of existing perpendicular exits. As the minimum distance to locate the rapid exit taxiways from the threshold is around 1690 metres as calculated in chapter 4.2.2, the table included before shows in green colour the easiest perpendicular exits that can be change into rapid exit taxiways, thereby to accommodate code E aircraft. A3 and A5 exits can be changed easily into rapid exit taxiways and low cost. Those exits are located approximately at the same distance as the rapid exits should be located according to the previous calculations. IMAGE Code A and B suitable perpendicular e xits. The IMAGE above shows the suitable perpendicular exits for code A and B aircraft when landing from threshold 17 and 35 respectively. All of them are suitable 39

41 for these types of airplanes except from A7 exit that will never be used at normal conditions of the RWY. The IMAGE below shows the appropriate exits to turn-off for code C and D aircraft. When landing from threshold 17 the only suitable exit is A6. A1 and A2 exits can be used when landing from the south (threshold 35). IMAGE Code C and D suitable perpendicular exits. Furthermore, the perpendicular exits that do not fulfil code E requirements are marked in red on TABLE A1 and A6 are 22,5m wide and should be at least half a meter wider to meet ICAO requirement for code E taxiways. As shown in the pictures, there is not an exit/access to the northern end of the RWY. A new A0 perpendicular exit will be included in the design in order to eliminate the turn pad at threshold 17. IMAGE Sketch of the new TWY design. Finally the layout for the new exit taxiways is represented in IMAGE In this image the A0 perpendicular taxiway is included as the rapid exit taxiways A3 and A5. IMAGE Sketch of the new TWY design. 40

42 4.3.2 SECONDARY PERPENDICULAR TAXIWAY SECONDARY TWY WIDTH (m) CURRENT CODE B1 21,5 D B2 35 F B3 27,3 F B4 22,55 D B5 43 F B6 55,8 F B7 42,5 F TABLE Secondary perpendicular TWY W. TABLE Secondary perpendicular TWY W drawing. Only perpendicular TWY B1 and B4 in red do not meet ICAO requirements for code E TWY. However, the perpendicular exits from TWY Y, B1 and B4, will not be redesigned due to these TWYs are only operated by code C airplanes around the current circular terminal. New terminal T-3 will accommodate code E aircraft and this big airplanes will circulate around B6 and B7 in order to park on stands designed for that aim. 41

43 4.3.3 TAXIWAY MINIMUM SEPARATION DISTANCES All distances on the TABLE have been calculated from the AutoCAD file provided by COWI. As the project formulation says, all perpendicular and rapid taxiways should be able to handle code E airplanes. Thus, it must be possible to operate the RWY when a code E aircraft is taxiing on TWY Y. PARALLEL DISTANCES RWY CL TWY Y CL PARALLEL TAXIWAYS TWY Y CL TWY W CL TWY W CL STAND BOUNDARY TWY W OBSTACLE TO AIRCRAFT STAND TAXILANE SECTION DISTANCE (m) MINIMUM DISTANCE REQUIRED FOR CODE TYPES (m) A1 A2 135,1 A2 A3 135,1 A3 A4 135,1 A4 A5 135,1 A5 B6 134,89 B6 A6 175,68 A6 A7 175,66 B3 B4 116,69 64,5 B4 B5 116,46 B5 B6 110,85 B6 B7 67 B4 B5 (STAND 48) B4 B5 (STAND 27) B4 B5 (STAND 26) B4 B5 (STAND 24) 26 33,61 36,68 37,91 NORTH 24,87 SOUTH 36,33 TABLE Minimum distances for TWY 182,5 Calculated to operate the RWY with a code E airplane at the same time as taxiing a code E airplane at TWY Y. Calculated to operate code E aircraft on TWY Y and code C aircraft on TWY W. 80 New apron for T-3 new Flesland terminal which accommodates only code E aircraft. 26 The existing linear apron area will accommodate only code C airplanes. Distances between B3 B4 are not taken into account because this area is for helicopters. 24,5 This area will be only operated by code C airplanes. 42,5 New T-3 terminal will operate code E aircraft. Do not fulfil ICAO requirements ICAO requirements already fulfilled. 42

44 IMAGE Displacement of TWY Y in order to achieve ICAO standards for code E. This sketch on IMAGE shows the solution adopted in order to fulfil ICAO standards for code E aircraft. The solution is to displace TWY Y to the east around 7, 5 or 50m depending on the stretch of the TWY. The northern distance between TWY Y and RWY is 135m while the southern distance is 175m. As shown in the TABLE 4.2 above, the minimum required distance for code E airplanes is 182,5m. DISTANCES BETWEEN PARALLEL TWY Y AND TWY W IMAGE Displacement of TWY W for new T-3 area to accommodate code E aircraft. In order to ensure that aircraft taxiing on TWY W allows aircraft to circulate on TWY Y, it is important to calculate the minimum separation required between these. The section of TWY W in front of the satellite old terminal will only be expecting smaller code C aircraft circulating on it and the minimum distance required between taxiways is fulfilled (view image and the corresponding calculations.) The section of Taxiway W between perpendicular taxiways B6 and B7 is to be displaced in order to allow code E aircraft to circulate on both taxiways. The reason why only this section is to be displaced is because it is the only section of TWY W which will be expecting code E aircraft on it. The distance between this section of TWY W and TWY Y must be 80m (view table ) 43

45 The main principle governing TWY separation distances is that the wing tip of a taxiing aeroplane should not penetrate the strip of the other associated TWY. This principle is especially relevant when it is planned to operate new aircraft with greatly increased wingspans at existing airports which are not designed to accommodate such aircraft like the case of Bergen airport. The aim is to create adequate clearances on an existing airport in order to operate a new larger aircraft, code E in this case, with the minimum risk. As the distance between RWY and TWY Y should be at least 182, 5 meters the TWY Y is displaced 50 metres in order to achieve ICAO requirements for code E aircraft. Therefore, the minimum distance between parallel taxiways at Bergen is calculated for code E airplanes operating at TWY Y and code C airplanes operating at TWY W simultaneously. Separation distances for code C E operations is: C: Clearance wheel to pavement edge is 4, 5 m for code C, D, E and F by ICAO. Zf: Safety Margin for code E is 10, 5 m. The minimum distance between RWY and TWY Y is corrected by displacing the TWY Y about 50 meters to the east. Thereby, the future distance between centre lines of TWY Y and TWY W is at most meters after displacing the TWY Y (calculated on TABLE 4.2). The new available distance is suitable for redesigned parallel taxiways and operates code E and code C aircraft at the same time, as shown in the IMAGE below. 44

46 IMAGE Clearance distance between a code E airplane operating TWY Y on the left and a code C airplane operating the apron TWY W on the right. The reason why the distance between both parallel taxiways has been calculated for code E and C aircraft to operate simultaneously is because only code C airplanes are expected to operate on the critical stretch on TWY W. The existing terminal will only handle code C aircraft and code E aircraft stands will be located at the new terminal building in the southern areas of the apron. 45

47 4.3.4 NEW TAXIWAY FINAL CHARACTERISTICS The final characteristics for the new TWY Y and TWY W are summarize in the tables below. The TWY W is divided into two main areas according to the position within the airport. The first stretch of TWY W from B1-B6 will be generally operated by code C aircraft while the second and new stretch from B6-B7 is designed in order to accommodate code E aircraft. TWY Y The new TWY Y is geometrically designed according to ICAO standards as well. Reference code 4E is taken into account in order to obtain the following design data: DESIGN DATA WIDTH TWY Y Width 23 m TWY Y clearance 4,5 m TWY Y shoulders 44 m TWY Y strip 95 m TWY Y graded strip 44m TABLE TWY Y geometry The longitudinal slope of a taxiway should not exceed 1.5 per cent where the code letter is E and the surface of the strip should be flush at the edge of the TWY, and the graded portion should not have an upward transverse slope exceeding 2.5 per cent. TWY W B1-B6 CODE C AIRCRAFT DESIGN DATA WIDTH TWY Width 23 m TWY clearance 4,5 m TWY shoulders 44 m TABLE TWY W B1-B6 geometry TWY W B6-B7 CODE E AIRCRAFT DESIGN DATA WIDTH TWY Width 23 m TWY clearance 4,5 m TWY shoulders 44 m TABLE TWY W B6-B7 geometry 46

48 DISTANCES BETWEEN TAXIWAY CENTRE LINES PARALLEL DISTANCES SECTION MINIMUM DISTANCE REQUIRED FOR CODE TYPES (m) RWY CL TWY Y CL A1 A7 182,5 Calculated to operate the RWY with a code E airplane at the same time as taxiing a code E airplane at TWY Y. PARALLEL TAXIWAYS TWY Y CL TWY W CL TWY W B1 B6 TWY W B6 B7 64,5 According to calculations done in IMAGE New apron for T-3 new Flesland terminal which accommodates only code E aircraft. TWY W CL STAND BOUNDARY 26 The existing linear apron area will accommodate only code C airplanes. Distances between B3 B4 are not taken into account because this area is for helicopters. TWY W OBSTACLE TO AIRCRAFT STAND TAXILANE NORTH SOUTH 24,5 This area will be only operated by code C airplanes. 42,5 New T-3 terminal will operate code E aircraft. ICAO requirements completely fulfilled when designing the new proposal of Bergen Airport extension. Measured in AutoCAD. TABLE Final distances between RWY, TWY and Apron. 47

49 4.4 NEW TERMINAL AND APRON AREA APRON AREA The apron area has been redesigned to fit the future project requirements for the new terminal which will be built in In this project, the aircraft stands will adopt a linear concept connected to the new terminal via bridges. LAYOUT The western facade of the new terminal will accommodate 5 new Code E aircraft bridge- connected stands and the eastern facade will include 7 new Code C aircraft bridge-connected stands. The image below shows an overview of the new terminal and aircraft stand layout for this project. IMAGE Overview of the apron area. Due to the inclusion of additional Code E aircraft stands and the expectation of increase in Code E flight operations, a new de-icing area dimensioned for Code E will be provided to the detriment of one of the current smaller de-icing areas. This new de-icing area will be located on the southern side of the apron area due to separation reasons and the remaining de-icing stand will be relocated in order to meet the minimum distances between taxi lane and taxiway centerlines and the stand. 48

50 IMAGE New de-icing facilities. As already mentioned beforehand, taxiway Y is to be brought closer to the apron area (view image ) and some sections of taxiway W are also to be displaced in order to meet the required minimum distance between to taxiways, which is set at 80m. Also, the apron taxi lane system will be modified in order to accommodate new streams of code E airplanes heading towards the new terminal, specifically the southern taxi lane, which will require 42.5m free space on each side of the centerline in order to accommodate code E aircraft. The northern taxi lane will remain the same as no code E aircraft will be using it in the future project design. DE-ICING FACILITIES De-icing platforms must allow sufficient space for aircraft to be stationed and include the same clearances required for the stands. Also, the stands should include an additional 3.8m around the surface for vehicle movement. The southern de-icing platform will also be designed to allow a Boeing 777 (Code E) to make a 180 degree turn in order to steer out and leave the de-icing premises. The effective turning angle will be set at 64 degrees and the wingtip radius result is 46.3 m. This is the required radius according to the Boeing maneuvering manual. Slopes at the new de-icing platforms, regardless of aircraft code type, will be set at 1%. Surface run-off must be conveniently treated before being discharged into storm water drains. 49

51 AIRCRAFT STANDS A total of 5 code E aircraft stands will be designed to accommodate the following aircraft models: B LR, B787 Also, an additional xxx aircraft stands will be designed to accommodate the following code C aircraft models, which are expected to be the most frequent in the future (view future demands chapter): B , B , B , MD90-30, A , A , A Both stands will include a universal stop sign for all the aircraft models for which the stand has been designed for. This sign is to be viewable from the aircraft cockpit and no Marshall will be required under normal circumstances. Calculations for stand dimensions and intake locations can be found in chapter 4.6. All stands, regardless of code number, will include a 1% slope to avoid accumulation of rainwater in the area. For specifications on stand markings, read chapter 5 of the report. 50

52 4.5 TAXIWAY GEOMETRY TAXIWAY CURVATURE AND CENTERLINE DESIGN This chapter of the report describes the methods implemented to design 90 angle turns from runway to taxiway or between taxiways and their corresponding centerline and curvature. The requirements will depend on the largest aircraft expected to use the airport once the extension has been finished. Due to the fact that there will be some taxiway sections and routes only designated for code C aircraft, it is necessary to define the requirements for these sections, together with the ones required for routes which will have code E aircraft taxiing on them. CENTERLINE In order to define the requirements for curves and centerline radiuses, the critical aircraft must be determined. The following table shows the radius required for the nose gear trajectory for each aircraft model in relation to the steering value. The centerline radius values for the largest Code E aircraft, Boeing and the more restrictive of the two largest expected Code C aircraft to operate in Bergen, are shown in the table. The data has been provided by the Boeing official ground maneuvering manuals. STEERING ANGLE MD TABLE Aircraft Nose Gear Trajectory Radius (m) For perpendicular intersections between the Runway and the Taxiway, the minimum steering angle is used as it is preferable for aircraft to steer into the taxiways in a nonabrupt manner. For intersecting taxiways, a steering angle of 45 degrees is used as speeds on these sections are to be lower than on the Runway. In this case, the table clearly shows that the MD-90 is the most restrictive of the two code C models. 51

53 4.5.2 INTERSECTION GEOMETRY Sections only expecting Code C aircraft will be designed following the specifications on the MD-90 ground maneuvering manual. Intersections in taxiways where Code E aircraft will be circulating will be designed following the specifications required for the Boeing model on the ground maneuvering manual. Both manuals redirect you to FAA specifications for fillets and curves in intersections. Runway entrance taxiways and crossover taxiways in this project have been designed in order to meet the requirements stated in these specifications. Rapid exit taxiways have been designed following the specifications in ICAO. However, characteristics may vary between taxiways when executed as it consists in an extension project, where some asphalt will not be removed and be left even though not necessary. The aim of doing this is to reduce the construction costs. Due to the fact that both of the rapid exit taxiways will be re-designed from scratch, the dimensions will be exactly as specified in ICAO. The following sketches mark the design base of the new taxiways (except rapid exit taxiways) meeting the specifications required in FAA standards. These may vary at the site depending on conditions and connections to existing strips: IMAGE Type 1 Runway Exit Taxiway (Runway End) 52

54 IMAGE Type 2 Runway Exit Taxiway (Not RWY End) IMAGE Type 1 Crossover Taxiway (Code E Aircraft) IMAGE Type 2 Crossover Taxiway (Code C Aircraft) RWY EXIT TWY 1 RWY EXIT TWY 2 CROSSOVER TWY 1 CROSSOVER TWY 2 a b c d A B C D TABLE Taxiway Type Measurements 53

55 4.6 BRIDGE CONNECTED STANDS CRITERIA FOR CALCULATION The following code C aircraft are taken into account in order to do the bridge calculation: MD 90-30, Boeing , Boeing , Boeing , Airbus , Airbus , Airbus At the same time Boeing 777 and Boeing 787 are selected in order to design code E aircraft stand. IMAGE Bridge calculation criteria. Some assumptions are given such as: - The radius of the circular bridges platforms. - The minimum and the maximum bridge length. - The two slopes that we had to respect (one of 1% and the other of 1:14). Different figures of the aircraft which are needed to determine the distance X are founded in the catalogue: - The length nose to the door - The length wheel - The width of the plane - The door height 54

56 Airbus A has been chosen to make the detail of the figures: (same steps for the other airplanes) - Distance from nose to centre line of the door: 5,02 meters IMAGE Airbus A Distance from nose to front wheel: 5,07 meters - Aircraft fuselage width: 3,95 meters IMAGE Airbus A IMAGE Airbus fuselage detailed. 55

57 - Door height (OEW + MTOW): 3, 38 meters. IMAGE Door height for both OEW and MTOW cases CALCULATION METHOD IMAGE Distances Y, A and Z. Distance Y: 22meters A (the half of the width of the plane) Y = 22 (3,95 / 2 ) = 20, 03 m Distance Z: 30 meters + (diameter of the platform connected to the plane + radius of the platform connected to the terminal): Z = = 34 m 56

58 Distance X: X = 2 = 27,4m It is considered that the distance of 27,4 meters will be a constant value for all the airplanes. This means that all the aircraft will be placed alienated at the same distance from the reference line. Therefore, the different bridges connecting stands should have a changing developed length. The slopes were taken into account: the maximum slope of the bridge had to be under 1/14, less than 7% First step: Calculate delta with a slope of 1% (height between door and the platform) Delta = (4,2 + X * O,01 ) Height of the door = (4,2 + 27,48 ) 3,38 = 1,09m Slope = Delta / Length of the bridge = 1,09 / 30 = 0,036 < 0,07 so the slope is correct. TABLE on the next page shows the calculation done for air connected stands: 57

59 IMAGE Bridge calculation. PLANE A A A MD OWE MTW NOSE - CL DOOR BRIDGE CALCULATIONS NOSE - FRONT WHEEL FUSELAGE BRIDGE LENGTH X DELTA SLOPE 2,77 5,03 4,01 3, , ,0 1,61 0,070 2,62 5,03 4,01 3, ,12 25, 5 21,6 1,80 0,070 2,77 5,03 4,01 3, , ,4 1,70 0,057 2,62 5,03 4,01 3, , ,4 1,85 0,062 2,74 5,03 4,09 3, ,12 23, 5 18,7 1,65 0,070 2,59 5,03 4,09 3, ,12 24, 5 20,2 1,81 0,074 2,74 5,03 4,09 3, , ,4 1,73 0,058 2,59 5,03 4,09 3, , ,4 1,88 0,063 2,74 5,03 5,07 3, , ,0 1,64 0,071 2,59 5,03 5,07 3, , ,0 1,79 0,078 2,74 5,03 5,07 3, , ,4 1,73 0,058 2,59 5,03 5,07 3, , ,4 1,88 0,063 3,47 5,04 5,07 3, ,025 29, 5 26,9 1,00 0,034 3,38 5,04 5,07 3, , ,5 1,09 0,036 3,47 5,04 5,07 3, ,025 29,945 27,4 1,00 0,034 3,38 5,04 5,07 3, ,025 29,945 27,4 1,09 0,037 3,45 5,02 5,07 3, ,025 29, 5 26,9 1,02 0,035 3,38 5,02 5,07 3, , ,5 1,09 0,036 3,45 5,02 5,07 3, ,025 29,945 27,4 1,02 0,034 3,38 5,02 5,07 3, ,025 29,945 27,4 1,09 0,037 3,5 5,04 5,07 3, ,025 29, 5 26,9 0,97 0,033 3,39 5,04 5,07 3, , ,5 1,08 0,036 3,5 5,04 5,07 3, ,025 29,945 27,4 0,97 0,033 3,39 5,04 5,07 3, ,025 29,945 27,4 1,08 0,036 2,4 4,38 2,31 3, ,33 29, 5 26,6 2,07 0,070 2,2 4,38 2,31 3, , ,3 2,27 0,076 2,4 4,38 2,31 3, ,33 30,1 27,4 2,07 0,069 2,2 4,38 2,31 3, ,33 30,1 27,4 2,27 0,076 2,64 4,6 3,96 3, ,12 29, 5 26,8 1,83 0,062 2,46 4,6 3,96 3, , ,4 2,01 0,067 2,64 4,6 3,96 3, , ,4 1,83 0,061 2,46 4,6 3,96 3, , ,4 2,01 0, ,75 5,89 6, ,9 29, 5 27,7-0,52-0,018 4,71 6,75 5,89 6, , ,3-0,23-0, ,75 5,89 6, ,9 29,3 27,4-0,53-0,018 4,71 6,75 5,89 6, ,9 29,3 27,4-0,24-0,008 58

60 4.6.3 SERVICE PITS LOCATION In order to allocate the service pits (Electrical, Air conditioning and Fuel) the different code C aircraft are overlapped and draw by Aeroturn, thereby the location of the ground intakes are placed for these stands. The same procedure is done for code E aircraft pits. Boeing 777 and Boeing 787 are selected to define the location of service pits at code E stands, where the new terminal T-3 will be constructed. The information given by Aeroturn for Boeing 787 is preliminary so the location of the service pits for this aircraft is assumed to be the same as Boeing 777. IMAGE Service pits for code E aircraft. 59

61 4.7 DRAINAGE SYSTEM Effective drainage of pavements is essential to the maintenance of the service level and to traffic safety. Water on pavement can interrupt traffic, reduce skid resistance, increase potential hydroplaning and limit visibility due to splash and spray. When rain falls on a sloped pavement surface as it is the case of Bergen TWY and RWY, it forms a thin film of water that increases the thickness as it flows to the edge of the pavement. Factors that influence the depth of water on the pavement include the length of the path, surface texture, surface slope and rainfall intensity (very high at the airport location). As the depth of water on the pavement increases, the potential for aircraft hydroplaning increases. For the purpose of the TWY drainage, a design guidance for these drainage elements is shown on Annex 1_Drawing 11: - Longitudinal pavement slope according to ICAO standards is met and shown in the drawing before mentioned. - Cross or transverse slope. Idem. - Curb and gutter design. As mentioned before, the drainage proposal system for Bergen Airport project is founded in Annex 1_Drawing 11. As the actual drainage system of the project is not completely detailed and the depth where the pipes are buried is unknown, the proposal included in the annex is an outline of the possible drainage system installed at the TWY and new Apron area. IMAGE Overview of drainage system proposal. The new pipes that might be installed for the new de-icing facilities are taken into consideration in this design. However, the depth of the new pipes should be estimated 60

62 by using a professional software like Mike Urban in order to know the proper diameter of the pipes as well as slopes and supplement installations. All the pipes will connect to the current main pipes which come into the sea on the East, as shown in the drawing given by COWI CURBS AND GUTTERS Curbs and gutters are normally used at the outside edge of the pavements for TWY. Gutters formed in combination with curbs are available in 30cm as the selected for the new TWY design in Bergen Airport. Curbs and gutters are not permitted to interrupt surface runoff along a TWY. The runoff must be allowed unimpeded travel transversely off the TWY and then directly by the shortest route across the turf to the area inlets. Inlets must be placed at proper intervals and in well-drained depressed locations. They are used to collect runoff and discharge it to an underground storm drainage system. Inlets are typically located at TWY sides as shown in this project. IMAGE Grate inlet at Bergen Airport. The type of inlet used in this project is a grate inlet which consist of an opening in the gutter or ditch covered by a grate 30cm width and located along the TWY length on both edges in order to collect the runoff from the TWY slopes. The principal advantage of grate inlets is that they are installed along the roadway where the water is flowing. 61

63 5. MARKINGS Throughout chapter 5 only the taxiway and apron area markings are explained due to the RWY is not affected. 5.1 TAXIWAY MARKINGS TAXI LANE CENTRE LINE The TWY centre line marking should be extended parallel to the RWY centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 4. This minimum acceptable width specified by ICAO for a taxiway centre line is 0.15m width. IMAGE Taxiway centre line marking in yellow TAXIWAY EDGES MARKING The TWY edge lines delimitate the area of full strength pavement. This marking consists of two parallel lines of 0.15m width separated by a gap of 0.15m between them. TABLE Taxiway edge markings. Distance A and B are 0.15m TAXIWAY HOLDING POSITION MARKING Due to the RWY is approach category II, the holding position markings are located 90 m from the RWY centre line. The design will follow ICAO specifications and include enhanced marking. TABLE Taxiway holding position marking. 62

64 5.1.4 INTERMEDIATE HOLDING POSITION MARKING The intermediate holding position will be placed between TWYs intersections at the distance of 75m from the perpendicular TWY centre line. TABLE Intermediate holding position marking. 5.2 APRON AREA MARKINGS STAND LEAD-IN LINE Same specifications as TWY centre line explained before APRON EDGE Same specifications as TWY edges explained on the previous page STAND IDENTIFICATION ON PARKING STAND To indicate the location, a stand identification marking as displayed below, shall be established on the landside or terminal building end of a parking stand. The dimensions are shown in ICAO Appendix 14. TABLE Stand identification on parking stand. 63

65 5.2.4 BASIC AIRCRAFT STOP LINE This marking should be used where an aircraft is positioned on a stand without marshalling, where the transverse bar indicates the cockpit stop position. The marking should be suitable for the largest aircraft which will use the stand. TABLE Basic aircraft stop line STAND SAFETY LINE This line delimitates the area that must remain free of staff, vehicles and equipment when an aircraft is taxiing into position or has started engines in preparation for departure. TABLE Stand safety line around the aircraft EQUIPMENT PARKING AREA This marking is used to delineate an area where vehicles and equipment are allowed to remain freely. The marking should be white and at least 0.1m width. A no parking area for vehicles is indicated by red hatching within a red border of at least 0.1 m. 64

66 TABLE Equipment parking area marking NO PARKING AREA A no parking area for vehicles is indicated by red hatching within a red border AIR WHEEL POSITION TABLE No parking area marking. The area under an air bridge has to be kept free of vehicles and equipment to ensure safety during operation of the air bridge UNDERGROUND SERVICE This marking is used for all underground services as GPU, PCA and fuel. A = 0.1m min. TABLE Underground service marking. 65

67 6. PAVEMENT DESIGN 6.1 CALCULATION DATA AND METHOD At comparable costs, the asphalt or flexible pavements have several advantage and they became popular in the late 1970 s. It is simpler and less expensive to carry out repairs and renovation on asphalt pavements. Asphalt pavements also withstand winter maintenance better when chemical de-icing materials are used. Flexible pavement is a pavement structure which deflects, or flexes, under loading, as shown in IMAGE IMAGE Sketch of a flexible pavement. The relatively lower bearing strength of asphalt pavements is due to the different manner of transmitting the load. A flexible pavement structure is typically composed of several layers of materials. Each layer receives loads from the above layer, spreads them out, and passes on these loads to the next layer below. IMAGE Typical construction of asphalt or flexible pavement. In order to take maximum advantage of this property, layers are usually arranged in the order of descending load bearing capacity with the highest load bearing capacity material (and most expensive) on the top and the lowest load bearing capacity material (and least expensive) on the bottom. The main design factors are stresses due to traffic load and temperature variations. 66

68 The upper part of the asphalt pavement is usually composed of two asphalt layer which have different functions. Its role is to transmit the load on the bearing layers. Depending on the total thickness (calculated ahead), which is usually within the range from 10 to 40cm, the asphalt layer may be spread several times by a finisher in order that the required compactness can be obtained. The upper wearing layer contains finer fractions of quality aggregate. The function of this layer is to resist friction forces CALCULATION METHOD. The following list of software tools can be used to do the structural design of airfield pavements following the FAA (Federal Aviation Administration) standards: 1) F806FAA.xls spreadsheet 2) FAARFIELD 2.5 3) LEDFAA13 The first one on the list has been selected as the final method to calculate the flexible pavement design for Bergen airport RWY and TWY. IMAGE Front page of spreadsheet of excel calculation used. 67

69 6.1.2 CALCULATION DATA. Some calculations and estimations from part 3 are inserted into the program. This software requires to introduce an estimation of annual departures by different type of aircraft. Therefore, the data from TABLE 3.6 is considered as reliable in order to calculate the thickness of the layers compounding the RWY and TWY pavement in Bergen airport. IMAGE Date from Table 3.6 put into the software. 6.2 SOIL CONDITIONS It is necessary to obtain geotechnical data of the soil where the airport is located in order to calculate the thickness of the pavement and the layers compounding the terrain. The geology of Norway encompasses the history of earth that can be interpreted by rock types found in Norway, and the associated sedimentological history of soils and rock types. The Norwegian mountains were formed around 400 million years ago (Ma) during the Caledonian orogeny. Sedimentary rocks are composed of silicate minerals and rock fragments that were transported by moving fluids (as bed load, suspended load, or by sediment gravity flows) and were deposited when these fluids came to rest. 68

70 Sedimentary rocks are composed largely of quartz, feldspar, rock (lithic) fragments, clay minerals, and mica; numerous other minerals may be present as accessories and may be important locally. IMAGE Density of sedimentary rocks. IMAGE shows the density values for different sedimentary rocks and as the exact type of rock in the area of Hordaland is not known, the average density assumed for this rock is 2700kg/m 3. This value is useful for this chapter and for the following ones. It has been very difficult to find geotechnical information in Norway, especially in the area of Hordaland where the airport is place. Despite this information is not found, the assumption that Randi Warncke told us is taken into account to calculate the pavement characteristics of Bergen RWY and TWY. The reply from her is included below as a resource for our project. According to Randi, the soil characteristics for the hard rock layer are got from the following IMAGE of soil characteristics pertinent to pavement foundations for AC 150/5320-6D from the Federal Aviation Administration of the United States. 69

71 6.2.1 PAVEMENT SURFACE LAYER. The hot mix asphalt surface must prevent the penetration of surface water to the base course and reduce the shearing stresses induced by airplane wheel loads. To successfully fulfil these requirements, the surface must be composed of mixture of aggregates and bituminous binders which will produce a uniform surface. A dense-graded hot mix asphalt concrete such as Item P-401 produced in a central mixing plant will most satisfactorily meet the requirements BASE COURSE The base course layer is the principal structural component of the flexible pavement. It has the major function of distributing the imposed wheel loadings to the pavement foundation, the sub-base and subgrade. The use of item P-209, Crushed aggregate base course, as calculated is used for pavements serving airplanes having gross loads SUB-BASE. The sub-base is included as an integral part of the flexible pavement structure in all pavements except those on subgrades with a CBR value of 20 or greater (usually GW or GP type soils). As the sub-base is subjected to lower loading intensities, the material requirements are not as strict as for the base course. The spreadsheet can design for a maximum of 3 sub-base layer, however, most design requirements do not need the additional layers to provide sufficient pavement strength. The number of layers is estimated to be three for Pavement Surface Layer, Base Layer and one Sub-base layer. The user is reminded that AC 150/5320-6D assumes a CBR of 20. This value is assumed as correct for poorly graded gravel sand clay near the ground level at Hordaland area in Norway. Then the value for the frost group is F2 as it is a gravelly soil. Item P209 is the default material for granular base. FAA assumes that P-209 material can achieve a minimum CBR value greater than 80. Other materials, when permitted, will increase the asphalt surface course minimum thickness and if Item P209 is not the default base material, the minimum thickness of the surface asphalt layer is automatically increase to 12,5cm. Finally Item P-209, crushed aggregate base course is the default material for the calculation and the flexible pavement design for Bergen Airport is calculated by the program. 70

72 6.2.4 SUBGRADE. The subgrade soils are subjected to lower stresses than the surface, base, and sub-base courses. The CBR value for the Subgrade, needed to be introduce into the excel sheet for the calculation is estimated as 60% regarding to the range between 40 and 80 for wellgraded clean gravel. IMAGE Soil characteristics. The software also requires to introduce the type of soil frost group for the subgrade layer. The frost group F1 for gravelly soils is taken into account from IMAGE because of the hard rock layer which its degree of frost susceptibility is negligible or low. IMAGE Soil frost group. 71

73 6.3 FINAL CALCULATION AND PAVEMENT DESIGN Finally, the final calculation and pavement design is calculated by the software when all the data is put into it in order to satisfy the requirements for 20 year life time. The total thickness required is 36 inches which means 91 cm divided up into 2 different layers due to the sub-base layer is not necessary because of the soil conditions at Hordaland which were estimated as hard rock very close to the surface. TABLE Pavement design by FAA. PAVEMENT LAYER THICKNESS THICKNESS (IN) (CM) MATERIAL Pavement Surface Layer 4 10 P-401 Plant Mix Bituminous Base Layer P-209 Crushed aggregate layer Sub-base IMAGE Final calculation. 72

74 7. BERGEN AIRPORT PROJECT MANAGEMENT This chapter is considered as important because the Project Management, especially the execution phasing is one of the main aims why the project is developed. 7.1 MACHINERY PRODUCTIVITY As Regner Baek commented during the meeting on Tuesday 25/11/14, the dump site is assumed to be located 10km from Bergen airport. This consideration is taken into account in order to calculate the overall number of trucks operating at the construction site. According to this assumption, the average time for a truck circulating at 60km/h is 20 minutes to complete a cycle by truck. In order to select the average number of trucks operating, some many considerations should be considered, such as: - Production rate: Number and capacity of loader. - Construction area: Available are to work which will determine the maximum number of loader. - Tank size: The high cost of the loader should be proved. - Wasted time due to reparation and maintenance of machinery. - The cost of wasted time could be increased by many circumstances like too much dust due to the lack of watering the area, cleanliness of the construction site, accidents and bad weather conditions. - The calculated number of trucks should circulate without traffic problems (low density) because it would affect directly to the number of loaders and the capacity of them LOADER CHARACTERISTICS. The chosen loader is the one shown in the IMAGE below. The model is of the loader is the Komatsu WA with a bucket capacity of 35m 3 and an operating weight of kg. In this case, as the density of the soil is 2700kg/m3 the loader will be able to carry 94500kg each time. Unfortunately, some mishaps can occur when using the loader like for example accidents, reparations, bad or slow use of the loader, maintenance and other problems mentioned before. 73

75 Therefore, the available time to use the loader and excavator is assumed to be 85% of the overall use time due to the problems mentioned before. IMAGE Loader Komatsu WA loading a Komatsu HD785-7 truck. The selected dump truck for this project is the Komatsu HD785-7 which transport capacity is 60m 3, thereby kg of soil. An excel sheet is performed in order to calculate the number of trucks according to the loader and excavator characteristics and productivity. View Annex 3_Bergen airport phasing times. 74

76 7.1.2 EXCAVATOR PRODUCTIVITY. Due to the fact that there is hard rock founded very close to the surface, the average cycle time is 3 minutes which is 3 times longer than the time that an excavator would take working with other soil types. As the cycle time is 180 seconds, the number of buckets filled per hour is calculated as 20 buckets per hour BASE LAYER FILLING PRODUCTIVITY. The productivity of the base layer filling can be calculated as: Where Cr is the loading coefficient assumed as 85% of the time and Ce is a constant value 83%. In this case, as the base layer filling is crushed aggregates which are much easier to load than excavating hard rock, 40 bucket per hour will be filled by defining an estimate time of cycle as 90 seconds COMPACTOR PRODUCTIVITY. The compactor used is 2,5 m width and works at 8km/h. Then a 990mm deep layer is to be filled by passing over the layer 2 times and ensure a good compaction of the base layer. The performance value is the same 85%. 75

77 7.1.5 PAVING PRODUCTIVITY. To calculate the rate of the paver we use the following formula: Where: La: width of the paver 9m Vmoy: Average speed (120 m/h) Fo: Operation factor which takes into account the inversion of walking, the displacement of the paver and the time to load with the truck. Estimated as 85%. Thickness layer: 10 cm MILLING PRODUCTIVITY. The data on IMAGE is used in order to calculate the milling machine productivity. The information is taken from the milling machine brochure and the theoretical productivity value is found. Theoretical rate is 220m 2 /h. IMAGE Sample calculation for milling productivity. 76

78 7.1.7 AVERAGE MACHINERY USED BY PHASE. The duration time of each phase is calculated in Annex 3_Bergen Airport phasing times according to the desired number of machines working on each different construction work and to the work shift. The excel spreadsheet, included in Annex 3, which has been designed by the group calculates the total amount of loaders and trucks needed according to the overall amount of m3 of soil movement in each phase. This is why the overall number of trucks and loaders fluctuates. The number of machines is defined by the user: 6 excavator, 2 compactor, 3 milling machine, 4 paver, 2 cleaning machines and 2 painting machines are used during the total duration of Bergen airport Flesland project. The most critical phase is number 2 when 5 loaders and 19 trucks are needed. MACHINERY USED BY PHASE Number of Excavator Loader Trucks Compactor Milling machine Paver Cleaning machine Painting machine Phase Phase Phase Phase Phase Phase Phase Phase Phase Phase Average Critical IMAGE Machinery used at Bergen airport. 77

79 7.2 CONSTRUCTION PHASE PLANNING It is important to have a minimum effect on the airport operations during the construction period and closing down the airport is not an available option. In order to achieve this aim, the construction must be done in different phases, designed to allow airport operations to proceed during this period. The construction is to be completed in 10 different phases, in which the works will be completed during night shifts in all except 1 from 23:00h to 05:00 and where 1h will be destined to the set-up and clearance/cleaning. In addition, construction works will be done during the warmer months of the year in order to avoid the extreme night temperature and weather conditions during the colder months of the year. In order to complete a phase plan, the following assumptions have been made to proceed with the planning: 1. The base layer meets the requirements for the calculations made for the pavement thickness and therefore requires no additional thickness. 2. The asphalt layer will require resurfacing due to maintenance reasons and usage wear. When milled, the asphalt will be transported to an asphalt plant for recycling but not re-used for this project as it will require top quality ready-made asphalt. 3. The marking area will be 5% of the paved surface. 4. The new terminal building will have been completed before beginning the TWY renovation works with all the service pipes connected to it. 5. The terrain surrounding the new terminal building, in the south-east part of the apron, will have been levelled to a constant flat level and left ready to excavate for the laying of apron layers. This affects phase 1 (the apron phase). 6. Geotechnical works such as the covering of the lake in the south-east boundary of the existing apron area and the execution of sheet pilling in the lake located in the north east boundaries next to TWY Y are subcontracted and completed before starting the renovation of the taxiway system. 7. During each phase, the runway section nearby will require a nightly cleaning with high pressure cleaning machines in order to remove dust and dirt that may have accumulated on the surface. 78

80 8. Phases executed during night shifts will have an additional 25% in cost due to higher salaries and bonuses. IMAGE Location of Geotechnical Works (numbers match assumptions) PRELIMINARY PHASE Two temporary access points and construction site settlements will be placed on either side of the airport with direct connection to the road network. One will mainly serve the night shift workforce from phases 1.1 to 8. The other, which will be located in the southern boundaries of the airport, will shelter the daytime workforce working on the longer Phase 1. Both temporary entrances to the airport premises will have a direct connection to the road network and will require security checkpoints, where all individuals and machinery entering the premises will go through the same procedure as passengers at an airport terminal security checkpoint. All individuals possessions must be revised to ensure the safety of airport operations. Construction workers will have a temporary pass and must always bring it together with their ID in order to access the premises. No worker under any circumstances will be allowed in without the correct identification or authorization. Security checkpoint guards will also go through the same procedure when changing shifts. In addition, 4 cabin dining rooms, 10 toilet cabins, 4 changing room cabin and 2 office cabins will be installed equally divided in both construction sites, with temporary service connections. The night shift installations will be allocated in the hangar area located in the north-eastern premises of the airport. Some hangars will be temporarily used to store material and machinery when weather conditions require it. The workforce will access the Taxiway system at night through Taxiway B1 and B2. The installations for the daytime workforce will be located near the new terminal building next to where the future apron stand will lay. This workforce will signalize and fence the perimeter of the whole construction site affecting regarding Phase 1. 79

81 IMAGE Location of Night Shift Workforce access (blue), storage areas and cabins (red) IMAGE Location of Daytime shift workforce access (blue), storage areas and cabins (red). 80

82 7.2.2 PHASES OVERVIEW As mentioned before, there is a total of 10 phases. Phase 1 will be executed simultaneously with the rest and during daytime hours (08:00 20:00) and will not affect the airport operations as the minimum distances between aircraft and objects will be met. During phase 1, the apron stand and Code E de-icing platform will be completed. IMAGE Phase 1 Delimitation Phases 1.1 and 1.2 (from 05/March to 26/March) will be executed simultaneously in night shifts. During Phase 1.1 Taxiway A3 will be deconstructed and therefore, unavailable. Also, taxiway B1 will be shut down and used as an access point to the taxiway system from the construction work settlement and hangars. During this phase, taxiway A0 and the new TWY Y from A0 to B1 will be built. IMAGE Phase 1.1 Delimitation 81

83 During the duration of phase 1.2, stands 21 to 24 will remained closed affecting the total capacity of operations and closing the only available Code E stand. The apron taxilane TWY WS is to be resurfaced during this phase. IMAGE Phase 1.2 Delimitation. Phase 2 (from 26/March to 31/March) consists in continuing new TWY Y to B3 and connecting them. During this phase, both B1 and B2 and B3 will remain closed. Aircraft will access TWY W through taxiways B4-B6. IMAGE Phase 2 Delimitation. Phase 3 (31/March to 21/April) will consist in removing taxiways A1 and A2 thus reconstructing them so that their geometry meets Code E standards. These will be connected to the new TWY Y when finished. Also, the old TWY Y will be removed until A3. During phase 3, new TWY Y from A0 to B3 will be ready for operations and aircraft will be accessing TWY W through it when landing in the 35 direction. Also, it is important to know that landing times will be expected to be longer, especially affecting smaller aircraft, as it will be very probable that these will not break in time for runway exit taxiway A5 and have to circulate to A0 to exit. 82

84 IMAGE Phase 3 Delimitation Phase 4 (from 22/April to 29/April) consists in building the new TWY A3, connecting it to the new TWY Y and deconstructing old TWY Y until A5. IMAGE Phase 4 Delimitation 83

85 Phase 5 (from 29/April to 11/May) will affect A5 and the section of old TWY Y from A5 to B4 will be demolished. IMAGE Phase 5 Delimitation Phase 6 (from 11/May to 22/June) is the largest of all the night shift phases. Aircraft will access TWY W through B3 and B7. During this phase, the section of old TWY Y from B4 to B7, which was still operating, will be shut down. Crossover taxiways B4 to B6 will remain shut down together exit taxiway A5. Larger landing times will be expected for small aircraft towards 17 due to A5 being shut down. Also, it will not be possible to operate Code E aircraft direction 35 as it will not be possible to access the strip of TWY W for Code E aircraft from that direction. IMAGE Phase 6 Delimitation 84

86 Phase 7 (from 22/June to 15/July) will close A6 and A7 however, the rapid exit taxiway A5 will be ready for service. If under any circumstances, an aircraft were to exceed the distance from the threshold to A5, it would be necessary for it to make a turn at the southern end of the runway and head back to A5. IMAGE Phase 7 Delimitation Phase 8 (from 15/July to 06/August) involves closing down the section of TWY W available for Code E aircraft and stands During this period, it will not be possible to operate Code E aircraft. IMAGE Phase 8 Delimitation The total duration of the construction works at Bergen Airport is estimated for a period of 6 months, starting from March and finishing in August. The airport will not be able to operate code E aircraft during approximately 63 days divided into two periods, phase 6 and phase 8. 85

87 IMAGE Gant Summary Construction Phases 86

88 IMAGE Summary Construction Phases 87

89 7.3 BERGEN AIRPORT FLESLAND COST ESTIMATION Due to the great experience that is required for a proper cost estimation, all the process for this purpose are included in Annex 3_Bergen Airport Cost Estimation. However, in order to give an overview of the final cost that the extension of Bergen Airport would have, the total estimation is divided into the different phases that would happen during the project execution. The different phase s costs are summed up and the total estimation costs for the project is 226 million Danish Crones. IMAGE Total cost estimation for Bergen airport extension. 88

90 7.4 SAFETY SIGNAGE DURING CONSTRUCTION PHASES The construction works at Bergen Airport will disrupt normal taxi routes and can cause pilot confusion, provide hazardous situations and increase the potential for an accident. + IMAGE Construction works within an operational aerodrome. Aerodrome inspectors should pay close attention to construction areas in order to ensure that all safety requirements are met in the construction site. The main construction activity is inspected for the following: - Compliance to airport certification requirements. - Compliance to National standards and procedures. - Compliance to the construction safety plan. - Potential for visual aids to cause pilot confusion. - Potentially unsafe conditions for aircraft operations. The construction related standards are found in ICAO Annex 14 in chapter 7. This chapter is focused on closed TWY marking and unserviceable markers and lights CLOSED TAXIWAY MARKING AND SIGNAGE A closed marking shall be displayed on a TWY which is permanently closed to the use of all aircraft as would happen during the construction phases at Bergen airport. On a no operational TWY, a closed marking shall be placed at each end. The closed marking shall be of the form and pro-portions as detailed in IMAGE When displayed on a TWY the marking shall be yellow. 89

91 IMAGE Closed TWY marking Temporary marking. As shown in the IMAGE , the marking could be temporary marking made of vinyl windscreen material, thereby it is not necessary to paint the TWY while it is constructed or changed. This type of temporary signage will be used during the construction phases at Bergen airport in order to reduce timing and costs. In addition, when a TWY is permanently closed, all normal TWY markings shall be obliterated and the lighting of the closed TWY should not be operational. Therefore, unserviceability lights shall be placed across the entrance to the closed area at intervals not exceeding 3m. An unserviceability light shall consist of a red fixed light like IMAGE Solar charged LED red lights are often used on construction barricades. While more expensive, they do have the advantage of not having to regularly replace batteries. IMAGE Unserviceability red light Mounted in barricades. Unserviceability markers shall be displayed wherever any portion of a TWY is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely. As 90

92 mentioned before, on a movement area used at night, unserviceability lights shall be used. Thus, unserviceability markers shall be placed at intervals sufficiently close so as to delineate the affected area. They consist of conspicuous upstanding devices such as flags, cones or marker boards (barricades). These signage should be at least 0.5m height and 0.9m in length, with alternate red and white or orange and white vertical stripes. In this project, barricades shown in IMAGE are used to mark construction areas or closed pavement. They should be as low as possible to the ground, low mass and easily collapsible upon contact with an aircraft. The barricades are mounted with red light and flags which should be at least 0.5m in orange. IMAGE Unserviceability marker barricade. In addition, a fence along the boundary of the protected portion of the TWY should be placed during the different construction phases in this project. This is an effective method to identify construction limits and prevent inadvertent access into the RWY. IMAGE Protective fence. 91

93 8. REFLECTION AND REFLECTION ABOUT THE PROJECT Our initial idea was to find a real airport and do a project on an extension of it. Due to this, we spent a lot of time searching for contacts and requesting information and were constantly denied access to it. Thankfully, we were finally able to get our hands on a real life airport extension project thanks to the efforts of our tutor, Katrine. On the whole, both group members believe that a lot of time was spent in the initial phase of defining the project and writing the project description, which has been modified several times due to our lack of knowledge in this field. It was also a challenge to initiate the project as the group found it hard to understand the problem formulation and how to begin solving it. Due to this, we have had a very slow start but we both believe that it has been an interesting task to solve and learn from. Finally, both group members would like to thank out tutor Katrine Steenbach and our teacher Regner Bæk for their guidance during the realization of this project. 92

94 9. INDIVIDUAL PROJECT EVALUATION 9.1 DANIEL MARTINEZ The main reason why I chose this subject for my project is that I have gradually gained interest in the aviation field during the last years and have wanted to learn more about it. Registering for the Airport design course this semester encouraged me to tackle this subject in my semester project as I believed I would gain enough knowledge and skills during the course to do so. Both Carlos and I coincided in wanting to do an extension project as we thought it would be more challenging and interesting than repeating a similar project to the one done at the Airport design course, where we were asked to design a new airport from scratch. Generally, I am happy with how the project went and the work of my group member. Our group chemistry has been very good and we have worked together in most subjects but divided tasks too. The only con was the lack of time we had due to our very slow start. I believe that if we had had more knowledge and skills at the beginning of the semester, together with a clearer idea of what we were doing earlier, we would have been able to achieve more. On the whole I consider it a positive learning experience and feel like I have added additional concepts to my knowledge. I hope these skills may open doors to the field in the future 93

95 9.2 CARLOS DE MIGUEL In my case, everything related with Airport design was new for me. I did not have any previous knowledge about airport design because of my education such as Building Engineer in Spain and because I did not attend an airport course before. However, I decided to do a project about airport design since I finished the 6th semester at VIA when I enrolled to APO CS1 because I am very excited about Civil Engineering but especially Airports. In my opinion, I had acquired the necessary basic skills to design an airport thanks to the APO CS1 course during last semester at VIA but this project has a mixture between Airport design and Construction Management, what makes the project very interesting and a challenge for both of us in the group. In addition, it is very interesting to work with an airport from scratch during the course and at the same time to develop this Bergen airport project which is based on a real airport which should be extended for the expected needs in the future, especially for bigger aircraft. The knowledge acquired by doing this project complements my skills gained by designing a new proposal for Aarhus airport. I have researched deeply in Aviation Legislation in order to get unknown information as for example pavement design, construction methods, runway and taxiway materials, soil conditions and taxiway design and markings. Finally, the group has worked correctly and I am satisfied with the work done. As selfcriticism, I think that is very difficult to cover all the project within 3 months by two people in the group. However, I have enjoyed with the project and I hope I will have the opportunity to work in an airport in the future. 94

96 10. REFERENCES The information used to develop this project has been mostly downloaded from Internet. In addition, all documents needed from ICAO had been looked up as well as the Federal Aviation Association and IATA documents. Thus, the session material and literature from APO-CS1 course had been very helpful. The most important checked links during the project are enumerate below: 10.1 OVERVIEW, LOCATION, AIRLINES AND DESTINATIONS Avinor Bergen airport Flesland. Bergen Airport Flesland new routes, new responsibilities, new possibilities. ( rport%20flesland%20manual.pdf) Wikipedia. Bergen Airport, Flesland. ( Wikipedia. Runway visual range. ( EXPECTED NEED FOR BERGEN AIRPORT Airport Technology. Bergen Airport, Norway. ( COWI. Bergen airport, Flesland in Norway. ( Airport-Flesland-Norway.aspx) 10.3 RUNWAY SUGGESTION Antonin Kazda. Airport Design and Operations. Second ed. Elsevier, 2007 International Civil Aviation Organization (ICAO). Aerodromes. Volume I. Aerodrome design and operations. Fifth ed. ICAO, International Civil Aviation Organization (ICAO). Aerodrome Design Manual. Part 2. Taxiways, aprons and holding bays. Fourth ed. ICAO, Airport Technology. Bergen Airport, Norway. ( AVINOR. Bergen Airport, about us information. ( EAD_WITH_PIONEER_PROJECT&id= ) 95

97 10.4 PAVEMENT GEUS. De Nationale Geologiske Undersogelser for Danmark of Gronland. ( U.S Department of Transportation. Federal Highway Administration. Geotechnical aspects of pavements manual. ( Federal Aviation Association. Flexible pavement design spreadsheet. ( pdf) EMBRAER. Brasilia airport planning. Pavement data. ( ICAO. Aerodrome Design Data, Part 3 (1983), Pavements. ( Pontificia Universidad Católica de Perú. Facultad de ciencias e ingenieria. Diseño del pavimento de un aeropuerto. ( _QUISPE_CANDY_PAVIMENTO_AEROPUERTO.pdf?sequence=1) Soil and rock classification, simple tests and correlations. ( Antonin Kazda. Airport Design and Operations. Second ed. Elsevier, COSTS AND MACHINERY PRODUCTIVITY Conanma. Geotecnia. Rocas. ( Calculation of required machinery, trucks and loaders. ( Edumine. Professional development and training for mining. Rock property tables for specific gravity, density and porosity. ( Changsha Weiping Machinery Co, Ltd. Painting machine. ( Dulevo International. High pressure cleaning machinery. ( Excavaciones Esterri. Price list for machinery. ( 96

98 Rolfe Corporation. Price list. ( Komatsu Europe. New Equipment. Wheel loader machine. ( SAFETY AND SIGNAGE ICAO. Safety Manual Aerodrome. ( NAC. Neuber Aero Corp. Airport products and services. ( Airports Council International. Apron markings and signs Handbook. Second ed., Antonin Kazda. Airport Design and Operations. Second ed. Elsevier,