BITS Pilani: Practice School - II, March - 2019

GMR Infrastructures Ltd.
,
GGIAL
Faculty I/C–
Prof. M K Hamirwasia Prepared by -
A. Shashank
BITS Pilani Organization Guide–
Mr. M L N B Prasad
Surya Prakash Mahapatra
Practice School – II , March – 2019

Contents
1. Introduction
2. Important Airport Terminologies
3. ICAO Annex-14
4. Airport Masterplan
– Need for a new Airport
– Masterplan – Objectives and Planning
– Masterplanning Process
– Site Description
– Traffic Forecast and Projections
– Airside, Landside & PTB
5. Airfield Pavement Design
– Design Traffic Calculation
– Taxiway Utilization Model
– Design of Flexible Pavements (Runway, Taxiways) Using FAARFIELD
– Design of Rigid Pavements (Aprons) Using FAARFIELD
– ACN-PCN Analysis using COMFAA
2 BITS Pilani, Deemed to be University under Section 3, UGC Act

Contents
6. Visit to RMC Plant

– Concrete Mix Design
– Self-Compacting Concrete
– Slump Flow Test
7. Visit to Drum Mix Plant
– Elements of Drum Mix Plant
– Aggregate Gradation for BM & BC
– Bitumen Extraction Test
8. Flexible Pavement Construction in R&R Colony
– Bituminous Macadam (BM) Layer
– Bituminous Concrete (BC) Layer
9. Total Station Survey in R&R Colony
– As-Built Survey of Pavements
10. Preliminary Survey for Temporary Access Road
– Road Inventory Survey
– Pavement Condition Survey

Introduction
 An efficient air transportation system is a significant factor for the

development of a country.
 Aviation industry in India is divided into:
Civil Aviation Military Aviation
 India is considered as the third largest domestic civil aviation market in the
world.
 There are 131 existing airports operating in India (2017)
 As many as 100 new airports are expected to be built in the next 10-15
years to meet the growing domestic air travel demand.

Airport terminologies
 Airport Capacity: Refers to the maximum number of aircraft movements which

an airport can handle in a specified design period, usually 1 hr.
 Air Traffic Control (ATC): Ensures that the aircraft moves safely and
conveniently from one airport to another.
 Calm period: Is the period of time devoid of appreciable wind. During this
period, wind intensity is below 6.4kmph
 Instrument Landing System: Is an advanced landing system that provides
lateral and vertical guidance to the pilots during poor visibility and bad
weather conditions.
 Instrumental Flight Rules (IFR): Are the set of rules followed during the
landing of an aircraft using ILS

Airport terminologies
 TORA: Take Off Run Available. Length of runway declared available and
suitable for ground run of an airplane taking off.
 TODA: Take Off Distance Available. Length of take-off run available plus the
length of clearway
 Visual Flight Rules: Set of rules followed for the landing of aircraft by visual
reference to the ground
 Wind Rose: A diagram showing the direction, duration and/or intensity of
wind used to determine the orientation of runway
 Wind Coverage: % of time in a year during which the cross wind components
is <25kmph

ICAO Annex-14
Aerodrome Reference Code
 Provides a series of aerodrome facilities that are suitable for the aircrafts that are
intended to operate at the aerodrome
 Not intended to be used for determining runway length or pavement strength
requirements.
 Code number: Corresponds to the highest value of the aeroplane reference field
lengths of the aircrafts for which the runway is intended
 Code letter: Corresponds to the greatest wingspan, or the greatest outer main gear
wheel span
BITS Pilani, Deemed to be University under Section 3, UGC Act

ICAO Annex-14

ICAO Annex-14
Runway Reference field • Aircraft Characteristics

length* is more than 1800 • Mix traffic of aircraft type
m B, C, D and E is assumed.
*Note: Minimum length required for takeoff at Max Takeoff Mass, Mean Sea Level,
Airport Reference Temperature, zero runway gradient and no wind conditions.

ICAO Annex-14
Runway Geometry
Width Carriageway – 45m
Total Width = 60 m
Shoulders – 2 x 7.5m
Longitudinal Slope 1.25% Max
First and Last Quarter – 0.8% Max
Transverse Slope 1.5% Max

Changes
Transition Between R = 30,000m
Slopes
Shoulder Transverse 2.5% Max
Slope

ICAO Annex-14
Taxiway Geometrics
Width Carriageway – 23m (Code E)
Longitudinal Slope 1.5% (Max)
Transverse Slope 1.5% (Max)

Transition Between Slopes R = 3,000m
Longitudinal Slope Changes 1.5% (Max)
Shoulder Transverse Slope 2.5% (Max)
Width of Strip, Code F 2 x 57.5 m
Width of Strip, Code C 2 x 26 m
Wheel Clearance, Code F 4.5 m (Min)
Masterplan
What is Airport Mater plan????

 It is a community’s concept of the long term development for a safe and efficient
airport
 It provides framework for an individual airport development programs consistent
with short, intermediate and long range airport system requirements and future
financial requirements
 It considers the needs and demands of the airport operators, users and the general
public
 A general master plan includes the following:
 Background and inventory of facilities
 Aviation activity forecasts
 Airfield design
 Building and development
 Finance and implementations
Mopa Airport
Director of Civil Aviation

Authority
Government of Goa
Concessionaire GGIAL (GMR Goa International Airport Limited)
Independent Engineer Engineers India Limited
EPC Contractor Megawide Construction DMCC
Concession Period 40 years (with a possible extension of 20 years)
Construction Period 1095 Days

Location Overview
Proposed
Greenfield Airport
Existing
Airport

Goa Tourism and Aviation Market
• Domestic tourists account for 90% arrivals and 10% International arrivals
• In 2017, 7.6 Million arrivals-
 5.9 Million arrivals (Domestic)
 0.7 Million arrivals (International)
• Peak season: October- January
• Off-peak season: June-September

Existing Dabolim Airport
Key Features -
• 3400m x 45m runway
• Apron Capacity of 9 aircraft (7 Code C + 2 Code E) currently
• A Passenger Terminal Building (PTB) of approximately 62000 sq.m
• Annual passenger capacity of 7-8 MPPA

Challenges in Dabolim Airport
• Restricted Usage period – 08:30 to 12:00

Hours
• Bunching of movements just after
closure period leading to congestion
• Presence of 9 Stands restricts the
operation to around 20 ATMs per hour ,
but there is a need of 28 ATMs per hour
during peak hours
• No RETs and Emergency Runway
• Airlines estimated to increase the
capacity to 25-30% in absence of Navy
restrictions
• Inefficient orientation of airfield
elements which increases Runway
Occupancy Time
Objectives and Planning
 The new International Airport will serve tourism and business markets
 Phased Development based on:
• Forecast traffic growth
• Level of service as outlined in CA
Annual Traffic Trigger for

Phases Reference Year
(MPPA) Phasing
Phase 1 2020 4.4 -
80% of Phase 1
Phase 2 2021 5.8
Capacity
80% of Phase 2
Phase 3 2023 9.4
Capacity
80% of Phase 3
Phase 4 2024 13.1
Capacity
Policy Documents
• Concession Agreement (CA) between GoG and GMR

• ICAO Guidelines
• IATA Guidelines
• Civil Aviation Requirements prescribed by DGCA
• The National Building Code
• Energy Building Conservation Code
• US National fire Protection Association Standards for Airports

Masterplanning Process
• The Masterplan Development is based on achieving 5 Key Focuses that meet

the strategic themes
Focus Area 5
Focus Area 4
Focus Area 3
Focus Area 2 Ensuring that

Choosing the preferred
Focus Area 1 appropriate alternative can
Demand/ alternative to be delivered
Capacity meet long term
Identifying within time and
Analysis; Facility goals and
Setting the demand levels budget
Requirements strategic
vision
objectives
Predicting future Creating future

Site Description: Mopa
• Located in North Goa

• Approx. 2093 acres of land
• Ground level of Plateau area ranges
from 125m to 170m above MSL
• Proposed Approach road levels: 6m
to 155m above MSL
• 4-lane Airport approach road from
NH 17 is proposed
• Topography: Mild undulations with
gentle slopes upward from west to
east
Traffic Forecast and Projections
Annual Passenger traffic-
Phases Reference Year Annual Traffic Domestic International

(MPPA) Traffic Traffic
Phase 1 2020 4.4 3953000 447000
Phase 2 2021 5.8 5307000 493000
Phase 3 2023 9.4 8742000 658000
Phase 4 2024 13.1 12314000 786000
Note: Passengers arriving on Domestic flights will make 90% of the total
Arrivals

Airside: Runway
1. Runway Orientation
• It is decided based on wind direction, Intensity and duration
• This forms the basis of planning of other airport facilities i.e. Taxiway,
Apron area, Terminal Building etc…
As per FAA
Runways should be orientated so that aircraft can take-off and/or land at
least 95% of the times without exceeding the allowable crosswinds
Runway Orientation 09 L 27 R
Direction 95° 275°
(Proposed Mopa Airport)

Airside: Runway
2. Runway Length
Runway Length at the proposed Airport is limited by site and

topography
Greatest available runway length is restricted to 3,750m

approx.
Runway TORA (m) ASDA (m) TODA (m) LDA (m)

09 L 3750 3750 3750 3750
27 R 3750 3750 3750 3750

BITS Pilani, Deemed to be University under Section 3, UGC Act
Airside: Runway
3. Runway Geometrics (ICAO 2018)

Width Carriageway – 45m
Total Width = 60 m
Length (Expected) 3,750m approx.

First and Last Quarter – 0.8% Max
Transverse Slope 1.5% Max

Changes
Transition Between R = 30,000m
Slopes
Shoulder Transverse 2.5% Max
Slope
Airside: Runway

RESA Airside: Runway
Runway Strip
RESA
- Extends 60m beyond runway end Runway

- 140m laterally on each side Strip
- Provided on each end of the runway strip

RESA
- Length – 240 m; Width – 2 x 60m
- Provided at both ends of runway – to prevent erosion of

adjacent surfaces Blastpad
Blast Pads
- Paved area – 60m x 60m

Airside: Taxiway
Functions of taxiway:
• Provides access to the aircrafts from the runways to the loading apron.
• Reduce Runway occupancy time.
Parallel Taxiway
Types of Taxiways: Cross Taxiway Rapid Exit Taxiway (Emergency Runway)

Airside: Taxiway
1. Parallel Taxiway
 Pavement design is same as main runway
 Planned as emergency runway capable of catering code E aircraft
 Used when main runway is closed due to maintenance and operational requirement
 Runway-Taxiway separation : 225m c/c (distance between runway and nearest
parallel taxiway)
 This will allow for an holding position for aircraft of max length- 77.5m

Airside: Taxiway
2. Rapid Exit Taxiway (RETs)

• To allow aircraft to exit the runway at higher speeds
• Reduces runway occupancy time of the landing aircrafts
• Enhances runway capacity.
• The number and location of RETs depends on-
 Type and mix of aircrafts using the runway
 Aircraft speed and deceleration rate Three-Segment
 Head wind component Methodology
 Surface conditions of runway

Airside: Taxiway
2. Rapid Exit Taxiway (RETs)
3-Segment Method
Segment 1: Segment 2: Segment 3:

S1 is the distance from S2 is the distance from S3 is the distance
the threshold/displaced the point where the main required by an aircraft to
threshold of a runway to landing gear touches the reach the nominal turnoff
the point where the main runway surface to the speed after deceleration
landing gear initially point when nose gear caused due to brakes/
touches the runway touches the runway. thrust reversals.
surface.
(During this time, the
aircraft is above the
runway but not on the
runway)

Airside: Taxiway
2. RETs: Design Basis

As per ICAO….
Aircraft Type Aircraft Group Approach Speed
Code B, C, D & E
assumed
Group A Below 91 Knots
7% Code B
Group B 91-120 Knots
90% Code C
Mix of aircrafts Group C 121-140 Knots
1% Code D
2% Code E Group D Above 141 Knots
Head wind Zero,
Component 5 Knots, Recommendations
considered 10 Knots The Main runway is planned with following
Runway surface entrances and exits:
Dry / Wet (considered)
Condition
• 1 Entrance/ Exit at each Runway End
Aerodrome
165m above MSL
Elevation • 4 Entrance/Exit -90° angle
ART 36° C • 2 RETs- 30° angle

Airside: Taxiway
3. Taxiway Geometrics
Width Carriageway – 23m (Code E)
Longitudinal Slope 1.5% (Max)
Transverse Slope 1.5% (Max)
Transition Between Slopes R = 3,000m
Longitudinal Slope Changes 1.5% (Max)
Shoulder Transverse Slope 2.5% (Max)
Width of Strip, Code F 2 x 57.5 m
Width of Strip, Code C 2 x 26 m
Wheel Clearance, Code F 4.5 m (Min)
(ICAO Recommendations)

Passenger Terminal Building
• Transfer passengers and goods from ground transport to air transport.

• Provides facilities and services necessary for air transportation.

General PTB Concept
The PTB consists of the following elements:
• The Forecourt
• The Airport Plaza
• The Central Processor
• The Pier

Contact Stands
• The terminal is planned with 5 contact stands in the opening phase (Code C
equivalents)
• This equates to 3 Code C stands and 1 MARS stand (Comprising 2 Code C stand or
single Code E stand)
• The MARS stand and one code C can swing to International Flights
• In 2057, There will be 21 Contact stands (15 Code C and 3 MARS stands)
Other Technical Facilities
• Security System
• Baggage Handling System
• Central Air-Conditioning System

Landside
Landside includes:
• Approach Roads
• Loop Roads and Parking Areas
• Traffic Forecourt
• Landscape Design
• Real Estate Development

Other Buildings & Facilities
• ATC Tower and Offices

• Catering Facilities
• Crash, Fire and Rescue (CFR) Facilities
• Fuel Farm
• Custom and Excise Facilities
• Police and Security Facilities
• Utilities and Misc.

Technical Infrastructure
• ICT Infrastructure
• IT Systems
• Power Supply and Distribution
• Water Supply and Distribution
• Fire Fighting
• Sewage Collection and Treatment
• Solid Waste Management
• Storm Water Drainage

Pavement Design - Airside
Area ICAO Code Design Life Pavement

(Years) Structure
Runway Code C & E 20
Flexible
Taxiway Code C & E 20
Apron Code C & E 20
Remote stand Code C 20

Rigid
Remote Stand Code E 20

Design Traffic Calculation
• The aircraft traffic model used for the structural design of aircraft pavements has been
developed from the phase wise Aircraft Traffic data
• Traffic Estimation Methodology:
1. Development of year wise Traffic.

2. Aircraft Fleet Mix.
3. Development of Annual Average Aircraft Traffic.

Traffic Estimation Methodology
1. Development of year wise Traffic
• Expected total ATMs have been considered as per Employer’s requirements

• The ATMs are given for the base year (2020), Phase 2 (2021), Phase 3 (2023), Phase 4
(2024) and 2040.
• The ATMs for in-between years are calculated considering the forecasted growth rates
ATMs as ATMs as
per Growth per Growth
Year ATMs Year ATMs
Master Rate Master Rate
Plan Plan
2020 34,400 34400 2030 127125
2021 46,000 46000 2031 131985
2022 0.26 58146 2032 137031
2023 73,500 73500 2033 142270
2024 1,01,500 101500 2034 147709
0.04
2025 105380 2035 153356
109409 2036 159219
2026 0.04 2037 165306
2027 113592 2038 171626
2028 117935 2039 178188
2029 122444 2040 1,85,000 185000
2. Aircraft Fleet Mix
• The expected fleet mix has been considered as per Employer’s requirements.
• The Percentages are adjusted such that the total percentage is 100%.
Adjusted
Aircraft Aircraft Type Percentage as per ER Percentage as per
ER
Q400, Turbo prop C 10 10.10
ATR72, Turbo prop C 10 10.10
A320neo C 28 28.27
B737-800 C 15 15.15
B 737 – 900 C 10 10.10
B 737 -900 ER C 6 6.06
A321 C 16 16.15
B757 D/E 1 1.01
B787-900 D/E 1 1.01
B777-300 ER D/E 1 1.01
A350-900 D/E 1 1.01
Marginal percentage ensuring
B777-900 D/E 0.04
52 movements

3. Development of Annual Average Aircraft Traffic
• Considering the Year wise ATMs and Aircraft fleet mix, each aircraft traffic movements are
calculated year wise.
• It is assumed that annual arrivals equals annual departures for each type of aircraft as
well as for the entire fleet mix
• The average annual arrivals and departures (for Code C and Code D/E separately) are
calculated to be used for the structural design

Taxiway Utilization Model
The Taxiway Utilization Model (TUM) is represented as a percentage usage of the respective
taxiways by the arriving and departing aircraft, considering the following factors:
• Four (4) runway modes of operation for Runway 09/27.

• Apron usage pattern for different parts of the apron area considering type of aircraft
stands.
• The percentage taxiway usage split between alternative routes, with an overlap so that
the total is greater than 100% in order to provide a degree of conservatism as accurate
prediction of taxi routing for the airport is not possible at this stage.
• The taxiway layout based on realistic expected level of development.

Taxiway Utilization Model
To explain the proportions of different types of aircraft that will use each part of the airfield
pavement the TUM for arrival mode of Runway 09 scenario as an example is explained in
Figure below.

Structural Design of Airfield Flexible Pavements
• All airfield pavement structures have been designed in accordance with FAA AC 150/5320-6F
• FAARFIELD software version 1.42 has been utilised for design of the airfield flexible
pavements.
FAARFIELD Design Methodology

1. Input traffic data, including aircraft type, operating weights and number of
annual movements.
2. Set design life equal to 20 years.
3. Define pavement structure

The layers comprising the pavement structure adopted for design are:
• P-401/P-403 HMA Surface (BC) with PMB40 as binder for Runway, Taxiways and Isolation
Bay and VG30 binder for the aircraft shoulder pavements
• P-401/P-403 stabilized (Flexible) base (DBM) with VG40 as binder for Runway, Taxiways
and Isolation Bay and VG30 binder for the aircraft shoulder pavements
• P-209 Crushed aggregate base (WMM)
• P-154 Un Crushed aggregate (GSB)
• Subgrade of CBR 15%.

Runway Pavement – Keel Section
7.5 m Shoulder 15 Numbers of Critical aircrafts in a year

E/L
7.5 m Low Strength (L/S) 1% of Departure Traffic
7.5 m Transition (TL)
Carriage way
7.5 m High Strength (H/S) Design Departure Traffic

C/L
7.5 m High Strength (H/S) Design Departure Traffic
7.5 m Transition (TL)
7.5 m Low Strength (L/S) 1% of Departure Traffic
E/L
7.5 m Shoulder 15 Numbers of Critical aircrafts in a year

Runway Pavement – Keel Section
High strength
Transition
Low strength
C/L E/L Shoulder

FAARFIELD Design - Illustration
INPUT
1. Subgrade CBR – 15%
2. Design Life – 20 Years
3. Airplane Information
Gross Weight
No. Name Annual Departures
(Tonnes)
1 D-50 22.500 7,258
2 A320-200 Twin std 73.900 10,161
3 B737-800 79.243 5,444
4 B737-900 79.243 3,629
5 B737-900 ER 85.366 2,178
6 A321-200 std 89.400 5,807
7 B757-300 124.058 363
8 B787-9 (Preliminary) 251.744 363
9 B777-300 ER 352.441 109
10 B777-300 ER 315.000 255
11 A350-900 280.900 109
12 A350-900 250.000 255
13 B777 Freighter (Preliminary) 348.722 16
FAARFIELD Design - Illustration
OUTPUT
If,
• HMA CDF is less than 1
• Structure Life > Design Life
Hence, Design is Adequate

Structural Design of Airfield Rigid Pavements
FAARFIELD – RIGID Pavement Design Methodology

1. Input traffic data, including aircraft type, operating weights and number of
annual movements.
2. Set design life equal to 20 years.
3. Define pavement structure.
4. Define pavement layer thicknesses
5. Design PCC surface thickness.
*Note: If PCC surface CDF is ≤ 1.00, the Design is adequate.

Structural Design of Airfield Rigid Pavements
• The layers comprising the pavement structure adopted for design are
1. PCC Surface
2. P-304 Cement Treated Base / DLC
3. P-154 Un Crushed aggregate (GSB)
4. Subgrade K=64.2 MN/m2/m (correlated value for CBR 15% as per FAARFIELD
software)
• Pavement layer thicknesses adopted for design are

1. Set CTB (P-304) / DLC thickness as 150mm.
2. Set Sub-base (P-154) thickness to 150mm.
3. Set Subgrade k value as 64.2 MN/m2/m (CBR 15%).

ACN-PCN Analysis
• Pavement Classification Number (PCN): A number expressing the bearing strength of a

pavement for unrestricted operations, in terms of standard single wheel load.
• Aircraft Classification Number (ACN): is numerically defined as twice the single wheel
load at a standard tyre pressure of 1.25MPa, which requires the same pavement thickness
as the actual main wheel gear of the aircraft for a given limiting stress or number of load
repetitions.
• Criteria: If ACN ≤ PCN , then the aircraft can operate on the pavement subject to any
limitation of tire pressure
• COMFAA is the software developed by FAA that calculates ACN values using the
procedures and conditions specified by ICAO and can be used to determine PCN values.

Visit to RMC Plant
(Dhargal, Goa)

Self Compacting Concrete
• Self Compacting Concrete is a highly flowable non-segregating concrete that fills

uniformly at each and every corner of the formwork due to its self-weight and
encapsulate the reinforcements without any vibratory requirements.
• In this project, SCC is suggested for PTB building elements (columns, beams etc.)
• Filling ability or Flowability – is the ability of fresh concrete to flow into and fill all
spaces within the formwork. Slump Flow Test is performed to check the
flowability.
i. SF1 – used in housing slabs, tunnel linings, piles and deep foundations, where
slump flow value ranges between 550mm and 650 mm.
ii. SF2 – suitable for normal applications in walls and columns, where slump flow
value ranges between 660mm and 750 mm.
iii. SF3 – suitable for vertical applications in heavily reinforced structures with
complex shapes, where slump flow value ranges between 760mm and 850 mm.

Flowability test for SCC
• The flow value obtained was within the range of 660mm and 750 mm
• The mix was accepted for columns of the PTB.

Visit to Drum Mix Plant

Elements of Drum Mix Plant

Elements of Drum Mix Plant

Quality Check for Binder Content
Bitumen Extraction Test

IRC: SP 11 –1988 (Appendix - 5)
• Objective :
To determine the binder content in the asphalt mix
by cold solvent extraction (benzene)
• Calculations :
W1 – (W2 + W3)
Percentage of Binder = ∗ 𝟏𝟎𝟎
W1
W1 = Weight of sample taken

W2 = Weight of sample after extraction
W3 = Increased weight of filter paper ( F2 – F1 )
• Result:
Percentage of binder content in the mix to the
nearest second decimal.
Flexible Pavement Construction in R&R Colony
Preparation of Surface
• Cleaning using Jet Spray

Adhesive Layer -Tack Coat

Bituminous Macadam (BM) Layer
Paving
Using Sensor Paver

Check for Paving temperature Check for Paved Layer Thicknesss

Primary Compaction
1. Vibratory Roller 2.Static (Tandem) Roller

Bituminous Concrete (BC) Layer
Paving Rolling

As-Built Survey in R&R Colony
Total Station Survey

• Co-ordinates (Latitude-Longitude)
Auto Level Survey

• Final elevation
• Can also be used to determine
approx thickness of pavement

As Built Survey in R&R Colony

Preliminary Survey for Temporary Access Road
• Survey was carried out for 2 days from the NH-17 junction at Dhargal to the Site Main
Gate.
• Chainage : 0+000 to 6+300
(Survey was carried out in intervals of 100m)
1. Road Inventory Survey 2. Pavement Condition Survey
• Width of Carriageway Location and Severity of

• Width of Shoulders • Bleeding
• Location and Dimensions of Side-Drains • Cracking
• Location and Dimensions of Culverts • Rutting
• Location and Dimensions of Retaining Walls • Potholes
• Existing Road Markings – Condition and • Raveling
Location • Construction Joints
• Existing Signages – Condition and Location • Construction Distress
• Location and Dimensions of Crossroads


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Practice School – II , March – 2019

2 BITS Pilani, Deemed to be University under Section 3, UGC Act

6. Visit to RMC Plant

3 BITS Pilani, Deemed to be University under Section 3, UGC Act

 An efficient air transportation system is a significant factor for the

Civil Aviation Military Aviation

4 BITS Pilani, Deemed to be University under Section 3, UGC Act

 Airport Capacity: Refers to the maximum number of aircraft movements which

5 BITS Pilani, Deemed to be University under Section 3, UGC Act

6 BITS Pilani, Deemed to be University under Section 3, UGC Act

Aerodrome Reference Code

BITS Pilani, Deemed to be University under Section 3, UGC Act

Aerodrome Reference Code

8 BITS Pilani, Deemed to be University under Section 3, UGC Act

Aerodrome Reference Code

Runway Reference field • Aircraft Characteristics

9 BITS Pilani, Deemed to be University under Section 3, UGC Act

Longitudinal Slope 1.5% Max

10 BITS Pilani, Deemed to be University under Section 3, UGC Act

Longitudinal Slope 1.5% (Max)

Transverse Slope 1.5% (Max)

What is Airport Mater plan????

Director of Civil Aviation

Concessionaire GGIAL (GMR Goa International Airport Limited)

Independent Engineer Engineers India Limited

EPC Contractor Megawide Construction DMCC

Concession Period 40 years (with a possible extension of 20 years)

Construction Period 1095 Days

13 BITS Pilani, Deemed to be University under Section 3, UGC Act

14 BITS Pilani, Deemed to be University under Section 3, UGC Act

15 BITS Pilani, Deemed to be University under Section 3, UGC Act

16 BITS Pilani, Deemed to be University under Section 3, UGC Act

• Restricted Usage period – 08:30 to 12:00

Annual Traffic Trigger for

• Concession Agreement (CA) between GoG and GMR

19 BITS Pilani, Deemed to be University under Section 3, UGC Act

• The Masterplan Development is based on achieving 5 Key Focuses that meet

Focus Area 2 Ensuring that

Predicting future Creating future

• Located in North Goa

Annual Passenger traffic-

Phases Reference Year Annual Traffic Domestic International

Phase 1 2020 4.4 3953000 447000

Phase 2 2021 5.8 5307000 493000

Phase 3 2023 9.4 8742000 658000

Phase 4 2024 13.1 12314000 786000

22 BITS Pilani, Deemed to be University under Section 3, UGC Act

Direction 95° 275°

(Proposed Mopa Airport)

23 BITS Pilani, Deemed to be University under Section 3, UGC Act

Runway Length at the proposed Airport is limited by site and

Greatest available runway length is restricted to 3,750m

Runway TORA (m) ASDA (m) TODA (m) LDA (m)

27 R 3750 3750 3750 3750

3. Runway Geometrics (ICAO 2018)

Longitudinal Slope 1.25% Max

Longitudinal Slope 1.5% Max

26 BITS Pilani, Deemed to be University under Section 3, UGC Act

- Extends 60m beyond runway end Runway

- Provided on each end of the runway strip

- Provided at both ends of runway – to prevent erosion of