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The satisfaction that accompanies the successful completion of any task would be incomplete without mentioning of the people who made it possible. Many responsible for the knowledge and experience gained during the work course. I would like to express a deep sense of gratitude and profound thanks to Mohammad Ismail, Meghashree M, Lecturer, Department of Civil Engineering, Dayananda Sagar College of Engineering, Bangalore, for their constant
encouragement, guidance and inspiration, which enabled me to complete this seminar work. I would also like to express my gratefulness towards all the faculty members, Department of Civil Engineering, D.S.C.E. Bangalore for their timely suggestions. I am thankful to DR A.N.N. Murty, Principal Dayananda Sagar College of Engineering, Dr. H.K. Ramaraju, Professor and Head of Department, Civil Engineering for bringing excellent academic climate to finish my work successfully. Last but not the least, I express my deepest sense of gratitude for the inspiration, enthusiasm and help given by my parents and friends.
CERTIFICATE
This is certify that the Seminar entitled Design of Modern Airports is a bona fide work carried out by Ashish Anant (1DS09CV015) in fulfillment of requirements for Bachelor of Civil Engineering, Visvesvaraya Technological University, Belgaum, during the year 2012-13. This Seminar report satisfies the academic requirements in respect of seminar work prescribed for the Bachelor of Civil Engineering Degree.
(Dr.H.K.Ramaraju)
Signature of Guide
Signature of HOD
SUBMITTED BY ASHISH ANANT UNDER THE GUIDANCE OF MOHAMMAD ISMAIL (ASST PROFESSOR) DEPARTMENT OF CIVIL ENGINEERING
CONTENTS
1) About Modern Airports 2) Green Terminals 3) A case study on Delhi International Airports environment friendly features 4) Trapezoidal Drainage Groove 5) Approach Indicators on Runways VASI & PAPI 6) Accident Prevention on Runways - EMAS 7) Runways of the Future 8) Use of Sulfur Extended Asphalt in Runways 9) Summary 10) References
Environmental Sensitivity
Airports generally occupy very large space. By taking care of rainwater harvesting, treatment and re-use of sewage water, green landscape and use of natural sources for power generation and power optimization, the environmental impact of aircrafts can be reduced.
Enhanced Safety
Airport safety means preventing injury to people or damage to aircraft, vehicles or infrastructure due to human error or technical failure.
GREEN TERMINALS
As airports across the globe look to find new ways to reduce their carbon footprints, countless sustainable projects have been undertaken, including renewable energy projects, recycling programs, emission reduction efforts, and green building techniques. Airports generally occupy very large space. By taking care of rainwater harvesting, treatment and re-use of sewage water, green landscape and use of natural sources for power generation and power optimization, the environmental impact of aircrafts can be reduced.
Airports should seek to prevent, reduce or offset significant adverse effects on the environment and enhance positive effects by: Reducing contribution to climate change and adapting to its effects.
The growth of aviation and avoiding dangerous climate change is not a zero sum game. Both can be achieved through technological advances, low carbon fuels and more efficient operations supported by aviation's participation in open emissions trading.
Environmental effect of waste generated at airports can be minimized by recycle and re-use of waste water and installation of sewage treatment plants.
A more detailed version of the case study is as below:Noise Monitoring: DIAL(Delhi International Airport Limited) works in various fields to minimize the environmental impact of its operations. Noise abatement is one of the key areas the airport is focusing on. The followings are the various noise mitigation steps taken by DIAL: Ambient noise monitoring is being conducted regularly at different locations in and around the airport including the areas under the takeoff and landing funnels. All equipment operating within the airport is maintained in good working condition to reduce ground noise in the premises. The terminal buildings as well as all the offices within the airport boundary are acoustically treated. DIAL is an integral part of the working group on airport noise (WGAN) formed by Director General of Civil Aviation (DGCA). This group is exploring various possibilities and developing feasible measures to reduce excessive noise in the vicinity of IGI Airport. DIAL is also in the process of establishing an 'aircraft noise monitoring systems'(ANMS) in order to develop a database of aircraft noise. Monitoring of noise levels and tracking the aircraft will help in formulating measures to mitigation of aircraft generated noise.
Air quality management: It is one of the major focus areas in IGI Airport; DIAL has taken various initiatives on Air quality management after takeover of IGIA from Airports Authority of India (AAI). To manage the air quality at IGIA, DIAL monitors air quality inside & outside the airport on regular basis. Air quality monitoring is done for parameters such as Suspended Particulate Matter(SPM), Sulphur Dioxide (SO2), Oxides of Nitrogen (NOx), Hydrocarbon (HC) and Carbon Monoxide (CO). DIAL also initiated Green House Gas inventory program to establish the emission data for mobile and ground vehicles. It also facilitates employees to reduce their carbon foot print by carpool network initiative. DIAL new integrated terminal 3 which is highly energy efficient building with features like: Natural day lighting Use of construction materials & interior finishes with high recycled content Use of environmental friendly vehicles
Other Air quality improvement initiatives taken by DIAL are: Establishment of a CNG filling station inside the airport. Usage of battery operated vehicles for transferring passengers from one terminal to another. Use of dust screens and water sprinklers at construction area to prevent gusting dust Encouraging organization to save energy and conserve natural resources.
Water Management : Currently IGIA manages its water requirement from ground water source & municipal supply. Though the IGIA has saline ground water sources it serves the well treated drinking water to passengers after treating by reverse osmosis (RO) membrane plant and the quality of water is being monitoring as per IS 10500 standard requirement. To manage the ground water resource at IGIA, DIAL has already installed rainwater harvesting structures spread across the airport areas. The effectiveness of these structures is measured for their infiltration ability. Wastewater reutilization is one of the key activities of DIAL water management. Presently DIAL has sewage treatment plant (STP) operating round the clock. To manage the IGIA up-graduation requirements, DIAL has constructed modern STP with advanced tertiary treatment viz. ultra filtration and RO technique and latest water treatment equipment to achieve zero water discharge plan. The entire treated
water is being utilized for air-condition cooling i.e. Heating, Ventilating, and Air Conditioning (HVAC), toilet flushing, horticulture and construction activities.
Trapezoidal drainage grooves have been found to have a lot of advantages over the conventional rectangular grooves.
Pavement grooves have been scientifically proven to minimize aircraft hydroplaning during both takeoff and landing operations under rainfall conditions and have performed well when installed in both rigid (Portland cement concrete) and flexible (hot mix asphalt) pavements. Saw-cut grooves deteriorate over time from repeated interaction with aircraft traffic, as well as from additional interaction with pavement maintenance activities such as rubber removal, sweeping, and snowplowing operations.
The advantages of using the trapezoidal-shaped groove configuration on runways were reviewed very closely by FAA (Federal Aviation Administration) researchers. It was expected that the trapezoidal-shaped grooves would resist rubber accumulation, closure, and collapse better than the standard grooves, especially in heavily trafficked areas. The most critical runway areas for rubber contamination are the aircraft touchdown zone and the braking zone. In these areas, aircraft tires first come in contact with the pavement when landing or when the aircraft brakes heavily. In both cases, the repeated tire skidding in these areas leads to heavy deposits of rubber that can build up on the inner walls of the groove and decrease the width of the opening in the grooves. Although surface cleaning can alleviate this condition, rubber deposits accumulate again within just a few weeks. Portland cement and asphaltic concrete runways are equally susceptible to the rubber deposits. Physical movement or shoving of the runway surface can also cause damage to runway grooves, as heavy loading can cause the grooves to close from a condition of collapse. Extreme heat can also soften asphaltic concrete and, when combined with heavy loading, can make this problem even more pronounced.
The proposed configuration consists of a trapezoidal-shaped groove shape, 1/2 in. at the top, 1/4 in. at the bottom, and spaced 2 1/4 in. center to center. The conventional groove configuration is a 1/4-in.- by 1/4- in.-square groove, spaced at 1 1/2 in. center to center. Grooves are installed across the runway surface; transversely to the runway length and perpendicular to the runway centerline.
A broad clarification of advantages provided by use of trapezoidal groove is as follows:DRAINAGE: The primary factor in providing water drainage from a runway surface during rainfall conditions is the transverse slope (or crown) of the runway. The slope generally runs between 1% to 1.1/2% down from the crown of the runway at the centerline. Grooves make a secondary contribution to drainage by being able to accommodate some water that would otherwise be standing on the surface as a measurable water depth. In other words, what would be standing water at a given location on a non-grooved runway would simply be a wet surface on a runway grooved with either of the two groove configuration. Standing water on a grooved runway would likely occur only during a period of heavy rainfall or when the grooves were closed or otherwise blocked by debris, rubber, or sand.
TIRE DAMAGE: In the unsolicited proposal, reference was made to the advantage of physical engagement of the tire to the pavement surface with trapezoidal-shaped grooves because it is wider compared to the standard, and there were fewer grooves per linear square foot of runway. Likewise, the greater angle at the top edge of the trapezoidal-shaped groove, 117 versus 90, could also be a mitigating factor in reducing tire damage. In early research, damage was noted in aircraft tires when grooves were first introduced on runways. Tire damage usually occurred at the touchdown zone of the runways where aircraft tires were impacting the runway the hardest. Small cuts were noted in some aircrafts tires; however, these cuts did not appear to progress nor were they reported to shorten the life of the tires. Manufacturers subsequently reformulated the materials that they incorporated into their tire construction, and the damage was no longer noted. Other factors also
lessened the concern. Continued touchdown operations were found to wear the sharpness of the upper edges of the grooves. Additionally, rubber deposits lessened the possibility of tire damage.
In a typical VASI installation, pilots will see both lights white if the aircraft is too high, both lights red if the aircraft is too low, and one red and one white if the aircraft is on the glide path. There may be additional lights to provide an upper glideslope (for larger planes) and a lower glideslope. In a typical PAPI installation, the pilot will see four white lights if the aircraft is very high (.5 degree or more) and four red lights if the aircraft is very low (.5 degree or more). If aircraft is within .2 degrees of the glideslope, the pilot will see two red lights and two white lights. Slightly low will be three red, one white. Slightly high will be three white, one red. In this way, PAPI system has better accuracy as compared to the conventional VASI system.
EMAS Arrestments
Till November 2011, there have been eight incidents where EMAS has safely stopped overrunning aircraft with a total of 235 crew and passengers aboard those flights.
Environmental Concerns
When hot sulfur paving mixtures are kept below 149 c, the Hydrogen Sulphide, Sulfur Dioxide and Sulfur Trioxide emissions are within safe limits. Care should be taken in maintaining screed temperature control. It is not necessary to excessively heat the screed to obtain good paving results because of the reduced viscosity of the mix obtained with SEA. In addition, higher screed temperatures also increase the level of undesirable emissions (SO2).
Summary
Over the last half of the century, air travel has become commonplace around the world. As a result, today's airports have become more than utilitarian hubs. With air travel expected to be more frequent in coming years, airports are facing several challenges like handling the increasing number of passengers, freight, and baggage in an efficient and cost-effective way as well as creating environment friendly solution. Hence, there is a need for airport authorities to ensure that todays airports are durable, comfortable, greener and safer enough to accommodate the upcoming demands in terms of airport traffic, aircraft loads and environmental sustainability. By ensuring installation of rainwater harvesting wells, sewage treatment plants and energy efficient designs, the effect of emissions caused by aircrafts on environment can be minimized. At the same time, the airports should be connected to intermodal transport system of the city to facilitate easier approach. Also, the landing approach on runways can be made more precise by the use of Precision Approach Path Indicator (PAPI) system instead of the conventional Visual Approach Slope Indicator (VASI) system. Moreover, the runways itself should be made durable enough to sustain heavy loads of modern aircrafts. Sulfur Extended Asphalt as binder has been found to increase the wear capability of runway pavements and use of trapezoidal grooves instead of standard square grooves have proved to be more efficient. Casualties and damage caused by runway accidents like overshooting of the aircraft due to human or mechanical error, can be reduced to a great extent by installation of Engineered Materials Arresting System (EMAS) at the ends of runway to provide controlled deceleration to aircrafts in case of over-run.
References
1. 2. 3. 4. 5. 6. 7.
The Modern Airport Terminal by Brian Edwards http://www.newdelhiairport.in/fact-sheet.aspx Faa.gov Shell.com Wikipedia.org www.fhwa.dot.gov/pavement/asphalt/pubs/hif12037.pdf http://www.heathrowairport.com/about-us/community-andenvironment/sustainability/environment 8. http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=12497 9. http://www.newdelhiairport.in/environment.aspx