Professional Documents
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Airport Project Study
Airport Project Study
Airport Project Study
Gaitan
Hobbies: Playing Chess, Dancing, Listening music, Playing guitar, Playing computer
games
Undergrad subjects were very essential in doing this project study. It gives me
primary knowledge on how I would start the analysis. I apply what I have learned.
Those subjects helped me in accomplishing my tasks.
In making this project study, it prepares me a lot in doing my future works better
and it gives me ideas on how to do the kind of job I’m going to partake after a year. I
have realized that knowledge is not only the key in accomplishing the tasks but the
active participation of each member. Same as to apply this in the future, teamwork,
organization of the work and being participative in doing your role correctly is really
important. All the learnings I got through this project study are indeed one of my key in
facing my future endeavor.
PAMELA Q. PRADO
pamelathelioness@yahoo.com
09363475112
HOBBIES:
Having our undergrad subjects was very useful during our project study also with my
part which is the Airport Runway and its markings. It helped each of us remember or
reminisce the things that we’ve learned. Also, it helped us that we are in the right track
in our work with using several principles taught in the classroom and applied in the
study. Although much research was also done to meet the needs in the study as not
everything was taught in the classroom.
REYESCHRISTOPHERD@yahoo.com
09078140732/ 336-27-53
HOBBIES:
The write ups, Geotechnical reports preparation, designs of the Apron and Drainage
were my part for the study. Various Civil Engineering principles learned in classes were
applied in this study such as structural, pavement and drainage analyses and designs.
Our undergrad subjects were very useful in working for this study. But not all needed to
be done in this study was taught inside the classroom and thus consultations from both
our teachers and different practicing professionals were also done.
The project study that our team conducted “Infrastructural Improvements for
Buenavista, Guimaras Airport” has been an opportunity to practice what we learned by
theory in school and sharpen our skills. This study has also made a way for us
researchers to exercise teamwork and connect with different professional engineers
and as well as people of other professions as we are going to work with many others in
the future and learn from them. As we worked for the study, it has definitely tested and
eventually helped develop our patience, both mental and physical endurance and our
hunger to learn more since the project is not typical and had a wide scope. Lastly, this
project has served as a great preparation for us as we enter the professional practice.
INFRASTRUCTURAL IMPROVEMENTS FOR
A Project Study
By
Aicyleen D. Gaitan
Pamela Q. Prado
Christopher D. Reyes
Adviser
College of Engineering
March 2015
COLLEGE OF ENGINEERING
CENTRAL PHILIPPINEUNIVERSITY
JARO, ILOILO CITY, PHILIPPINES
0063-33-3291917 TO 79 local 1084
The researchers would like to express their heartfelt gratitude to the following who
First of all, to the Almighty father, the source of our intellect, hope, strength, courage,
Engr. Erwin L. Rizardo, our adviser , faculty member of the Civil Engineering
Engr. Mary Earl Daryl A. Grio, Head of the Civil Engineering Department, College
of Engineering, Central Philippine University, for her suggestions, approvals, support and
Engr. Shevanee Ruth G. Dela Cruz, Civil Engineering Project Coordinator, faculty
College of Engineering, Central Philippine University, for his suggestions, support, and
strong advices;
Engr. Ramilo A. Villasis, Acting Provincial Engineer for the Province of Guimaras,
for his support in surveying the runway, his ideas and other technical concepts shared in
Engr. Nathan P. Guillergan, PPDO I, for his time, advices, and sharing his knowledge
National Mango Research Development Center, for giving the rainfall data which is
Guimaras Traders Corp, for giving the materials pricelist for costs and estimates;
To Mr. & Mrs. Ferdie Porras, for accommodating us, and for sharing their humble
abode in Buenavita Guimaras during our subsurface exploration and soil sampling;
To our friends and classmates, for their support, encouragement, and sharing their
To our ever supportive family, for their unending help, morally, financially, and for
giving us strength and hope that we could finish this project study.
An improvement plan for the Buenavista, Guimaras airport located in Barangay Mclain,
Buenavista, Guimaras was the main objective of the study. It included the architectural and
structural design for the airport building, plan for the runway and the runway strip, runway
apron and taxiway and the drainage. The three-storey airport building has a floor area of 240
square meters. The structure includes offices, lounges, comfort rooms and storages. The
runway is 1,800 meters long and 20 meters wide with a runway strip at 30 meters wide
graded at 2% on both sides. A clearway and runway end safety area is provided at both ends
which totals the length at 2,060 meters. The runway is graded at 0.1% longitudinal and 2%
connected to the runway by a concrete pavement taxiway. The rectangular drainage channel
has a dimension of 1.5 m by 1.7 m. The guiding design codes set by Civil Aviation Authority
of the Philippines Manual of Standards along with various engineering principles and
professional suggestions have been utilized in this study. Ultimate strength design for
reinforced concrete for the structural design of the airport building, the guiding design
methods by the Federal Aviation Authority Advisory Circulars 150 series for the flexible
pavement design for the runway and thickness design for Portland cement concrete pavement
for the apron and taxiway have been used. The total estimated cost for the project is Php.
390,721,486.72. The duration for the different infrastructures are 216 calendar days for the
airport building, 38 days for the runway pavement and 22 days for the drainage per 20 m
TITLE PAGE……………………………………………………………………………………………………… i
ABSTRACT ……………………………………………………………………………………………………….. v
LIST OF TABLES………………………………………………………………………………………………... xi
CHAPTER 1: INTRODUCTION…………………………………………………………………………….. 1
(PhilSCA)…………………………………………………………………………………………. 26
2.6 Drainage……………………………………………………………………………………… 30
4.1.1 History……………………………………………………………………………. 43
4.1.3 Demography…………………………………………………………………… 44
5.1.4 Drainage……………………………………………………………………….. 58
6.1 Conclusions…………………………………………………………………………………... 66
6.2 Recommendations…………………………………………………………………………. 66
REFERENCES
APPENDICES
Appendix F –Profiles
Appendix M – Specifications
LIST OF TABLES
campuses .......................................................................................... … 27
Building…………………………………………………………………......…. 59
Length…………………………………………………………………………... 60
System……………………………………………………………………………. 61
Figure 1.6 The presence of trees, shrubs and stray animal within
the runway……………………………………………………………………. 17
Figure 1.7 The presence of loose soils towards the apron area…………. 18
Figure 1.8 The presence of electrical post and power lines on the
take-off surface………………………………………………………………. 18
bearing values……………………………………………………………….. 36
DC-10-10………………………………………………………………………… 40
Figure 4.5 Map showing Current location site of the Airport Runway 51
INTRODUCTION
world greatly today. Air travel is the fastest way in reaching far and remote places.
For this mode of transportation, airports are essential. Aviation is the booming industry
in the century. It provides easy access to every individual and contributes improvement
in the economy.
and blimps take off and land with surfaces such as a runway for a plane to take off and
land, and buildings such as control towers, hangars and terminal buildings. Most
airports depending on air traffic density and available funds can be constructed as
towered or non-towered and are owned by local, regional and national government
bodies who lease them to private corporations who oversee the airport’s operations.
(https://books.google.com.ph/books)
includes equipment and procedures for handling emergency situations. There are
different types of airport; however, this study covered only the design improvements
five municipalities namely Jordan, Sibunag, Nueva Valencia, San Lorenzo and
Buenavista, where the airstrip is located. The province is famous for its sceneries and it
has been considered as one of the tourist destinations in the Philippines. The common
mode of transportation in travelling to and from Guimaras and vice versa is by the use
of pump boats. During the leadership of the former governor, Emily Lopez in Guimaras,
the province initiated an airport project which was proposed together with a bridge
connecting Iloilo and Guimaras for the benefit of the province and to promote the
quality of tourism. The airport was envisioned as the future unified international
airport for the cities of Iloilo and Bacolod, but the project was halted before completion
and was set aside due to the selection of the new site for the new international airport
in Cabatuan, Iloilo, serving Iloilo City, Silay City, and Bacolod City, and due to the
changes in administration in the province afterwards. The Airport was then shortly
used as a feeder airport by the province and by various companies bringing their
The Guimaras Airport is located in Brgy. McLain, Buenavista, Guimaras is also known as
McLain Airstrip. Before it was planned to put up an airport in the province, the project
site was a plain rice field. The existing runway strip is surounded Brgy. Supang and San
Guimaras State College (GSC) and the provincial government, will establish a flying
school in Buenavista, Guimaras. The concept started with the association of GSC
president Dr. Rogelio T. Artajo with PhilSCA President, Dr. Ramirez. A tripartite
memorandum of agreement (MOA) for the flying school was signed last March 2013.
The initiative was in response to the Guimaras development plan that seeks the
enhancement of its tourism industry with the development of a fully equipped airport.
It will also provide equal opportunity to youths from Western Visayas and Mindanao
who are interested to become pilots, aircraft mechanics, and airport crew. Based on the
such as the runway and the complex of its airstrip in Brgy. McLain, Buenavista. PhilSCA
on the other hand, will be responsible for aviation education and assist in the airport
management in consonance with the guidelines of the Civil Aviation Authority of the
Philippines. The flying school will train the needed manpower resources of the airport.
Meanwhile, an Aviation Training Program will complement GSC’s Hotel and Restaurant
Management course and other courses relevant to tourism. Furthermore, the airport is
also a probable location for future military flight exercises and trainings.
The Airport has been inspected by the Aerodrome and Air Navigation Safety
emerging safety issues and to ensure that the problems be identified and resolved in a
timely manner. It was found that the airport location and current runway length meets
the standard airport requirements however the current condition of facility need
further improvements to ensure safe operations and before any flying activity.
the PhilSCa and their students and the province as well. The existence of updated
facilities for the airport and establishment of the aviation school provide opportunities
to all who are interested to aviation education and become pilots, aircraft mechanics
and airport crew. The flying school may create business opportunities for the province
with aviation tourism. Moreover, it can be used for flight trainings of the Philippine
In connection to this, the study aimed to provide the improvement plan which
included the design and specifications for the development of the airport. It focuses
mainly on the airport building, runway, and runway holding apron and taxiway, and
their drainage.
The following are some of the different attractions spots in every municipality of
Lorenzo,Guimaras
The following are some of the different activities in Guimaras and their
DESSCRIPTION
ACTIVITY
The present condition of the airport in Guimaras is the major factor that was
considered in identifying the problem of the study. The Airport had been inspected by
the Aerodrome and Air Navigation Safety Oversight Office (AANSOO) representatives
last April 15-16, 2013 (Tables 1.5.1-1.5.4). It was found that the airport location and
current runway length meets the standard airport requirements for light aircrafts
ensure safe operations and before any flying activity. The runway should be cleared,
graded and have no potentially hazardous ruts, humps or other surface variations to
avoid the adverse effects on aeroplane operations. There are existing trees on the take-
off area and air side. The presence of dried grass, abrasive stones and stray animals
on the runway, loose soil towards apron area, presence of shrubs and boulders within
the runway strip and the presence of electrical posts and power lines on the approach
and take-off as shown in figures 1.2 -1.8 should be given solution in order to achieve the
smooth operation of the airport. The drainage provision for the runway was observed
provisions set in the Civil Aviation Authority Manual of Standards 2012 (MOS 2012)
Chapter thirteen, “Standards for Aerodromes Used for Light Aircraft Operations”.
Table 1.5.1 AANSO Safety Inspection Report for Guimaras Airport page 5
To be determined,
Airport lay out plan
is not yet available.
Table 1.5.2 AANSO Safety Inspection Report for Guimaras Airport page 6
Table 1.5.3 AANSO Safety Inspection Report for Guimaras Airport page 7
Table 1.5.4 AANSO Safety Inspection Report for Guimaras Airport page 8
Figure 1.6 The presence of trees, shrubs and stray animal within the
runway
Figure 1.7 The presence of loose soils towards the apron area.
Figure 1.8 The presence of electrical post and power lines on the take-off surface
1.3 Ultimate Objective
The ultimate objective of this study was to come up with a suited airport lay out
with provisions for future airport expansions and the architectural and structural
analyses of existing runway and to present updated designs for the airport basic
Apron and taxiway and drainage for the Airport in Buenavista, Guimaras.
4. Conducted subsoil exploration in the airport site and soil laboratory tests to
runway section;
specifications for the airport building, runway, runway holding apron and
8. Prepared Cost Estimates for the airport building, runway, runway holding
the project.
(GSC). The Boeing Research Publication disclosed that Asia will need 5,000 pilots and
almost 25,000 aircraft mechanics in the next five years. The Improved airport will serve
as training ground for aviation students and the students of Guimaras State College. It
will provide opportunity to youths from Western Visayas and Mindanao who are
Philippine Military. There are currently eight (8) airbases in the Country used as
military bases and for trainings and exercises. There are six (6) in Luzon: 1) Clark
Airbase 2) Basa Airbase 3)Col. Jesus Villamor Airbase 4) Danilo Atienza airbase 5)
Fernando Airbase 6) Anontio Bautista Airbase; one (1) in Visayas: 1) Mactan Benito
Ebuen Airbase and one (1) in Mindanao which is the Rajah Buayan Airbase. The
training ground in the Visayas. The Philippine military are one of firsts to mobilize in
remote areas where other transport modes are limited, thus opening them up to contact
with other communities, and providing a means for the delivery of essential supplies.
Many essential services such as hospitals, education, freight, etc. would not be available
for people in such locations, without the presence of air services. Also, air services play
or manmade disasters, famine and war through cargo deliveries, refugee transfers or
the evacuation of people trapped by natural disasters. The Mactan Benito Ebuen
Airbase in Cebu was one of the busiest during relief mobilizations receiving and
dispatching aircrafts to affected areas during Typhoon Yolanda. Delay issues were
encountered due to capacity limitations of the airport may have already been reached.
The rehabilitation of the Guimaras airport can support such problem whenever similar
situation occurs in the region that it may aid the operations and link the Guimaras
Guimaras State College and one of the proponents of putting up a flying school in
Guimaras, envisions a new concept in the tourism industry which is the aviation
tourism. The airport could support the Guimaras province’s promotion of eco-agri
tourism. Aside from tourism, agriculture and fishery were identified as major economic
quality mangos and ranks 4th in the region on self-sufficiency with 132% rice having
available supply for export. The flying school will also open up additional business
opportunities for the province. People may expect lines of related industries from
Researchers. The study would also serve as training for researchers and would
enable them to gain knowledge and experience regarding the design process in the field
of civil engineering.
This study focused only on the coming up of a probable airport lay out,
architectural and structural analyses, and designs of the basic facilities of the airport for
it to be operated functionally, and safely such as the airport building, runway and
runway strip, apron and taxiway, drainage, and with provisions for a control tower for
However, this study did not cover the implementation, the actual rehabilitation,
and management of the airport. The study may be used as reference and be presented
Guimaras Airport, this chapter discusses the background information on aviation and
airports, and the technical information that are associated by the development,
planning and design relevant to Manual of Standards for aero domes set by Civil
The earliest aircraft take-off and landing sites were grassy fields. The plane
could approach at any angle that provided a favorable wind direction. Later, concrete
The concept of the modern airplane was only set forth in 1799 by Sir George
Cayley. The first assisted take-off flight was in December 17, 1903 by the Wright
Brothers, who are known to be the first to fly in a powered and controlled aircraft.
At the start of World War I, heavier-than-air powered aircraft were used and
designs later grew larger and more reliable; the aircraft began to carry people and
cargo.
By 1920s and 1930s there was huge progress in the field of aviation. The first
airliner that was commercial carrying passengers exclusively was the Douglas DC-3.
This began the modern era of passenger airline service ever since the origin of air
transport. With the World War II, towns and cities were building airports. After World
War II, a boom was seen in general air transport, both private and commercial.
Ever since, the composite airframes have become lighter and quieter, the
engines have become more competent and mall and powerful computers and LED
displays help the pilots in navigating and viewing the terrain much more accurately,
by two companies namely: Philippine Airlines (PAL) and Iloilo–Negros Air Express
(INAEC). The outbreak of the Second World War on December 8, 1941, disrupted the
operations of both airlines. INAEC planes were destroyed on the ground in Iloilo, while
PAL planes were used by the military for supply deployment and personnel evacuation.
The owners of INAEC revived their company under the name Far Eastern Air Transport
Inc. (FEATI), which began operations on November 16, 1945, just two months after the
war.
In 1946, the government appointed PAL as the country’s official flag carrier. By
December 3 of the same year, PAL began flying to San Francisco. PAL had become the
only domestic scheduled airline in the country. It was during this time that the
Philippine government acquired a major share of the airline, through the National
airports which are classified by the Civil Aviation Authority of the Philippines as
international, trunk line, secondary and feeder airports. There are ten (10)
international airports designated as major gateways to the country. There are also
thirty four (34) domestic airports where fifteen (15) are classified as Principal 1 and
nineteen (19) are classified as Principal class 2. The remaining forty one (41) are
tourism, air transport also helps generate economic growth and alleviate poverty –
providing employment opportunities, increasing revenues from taxes and fostering the
benefits is its spin-off effect on other industries. Tourism is one such industry. It is also
linked with air transport: tourism depends on transportation to bring visitors and
goods, while the transport industry depends on tourism to generate demand for its
services.
Known as the Guimaras airstrip, 2.8 kilometers (km) in length with coordinates
project initiated and envisioned as the future unified international airport for the cities
of Bacolod and Iloilo by former Guimaras Gov. Emily R. Lopez. However, the project
construction was halted because Gov. Lopez’s retirement from politics and the domestic
airport and relocated to the new site in Cabatuan, Iloilo which was found more strategic
than Guimaras. The Guimaras Airport was then shortly used by the province and by
various companies bringing their products in the province with light planes. The project
in Buenavista, Guimaras was left with unfinished structures including cyclone wire
fencing and partially graded runway used by civilian motorcycles, private vehicles and
stray animals.
2.4 Flight Training and the Philippine State College of Aeronautics (PhilSCA)
college of the Republic of the Philippines with its main campus located at Piccio Garden,
Villamor, Pasay City, Metro Manila, Philippines. Aside from its undergraduate courses, it
is the only institution in the Philippines that offers masters and doctoral programs in
Provincial Government of Guimaras (PGG), the Guimaras State College (GSC) and
Provincial Government, upon recognizing the aspiration and development of the plan,
needs the expertise of PhilSCA for the offering of aeronautics and aviation related
courses in Guimaras; that the GSC, being the only state college in the province and
under the principle of complementation, has its Hotel and Restaurant Management
accelerate the development of the tourism industry and aviation tourism education in
the Province of Guimaras; and that PhilSCA, as the only state college offering
aeronautical and aviation related courses in the Philippines, recognizing the need of
Asian Region for 5,000 pilots and almost 25,000 aircraft mechanics and together with
PGG and GSC support the thrust of the National Government in establishing the public-
The Airport building houses the airport administration, fixed base operators,
Rescue and Firefighting quarters and storages. Control Tower is a high building in
which the Air traffic control (ATC) is situated. It is ideally located to a location where
visions of the entire aircrafts ground movements are unobstructed. Air traffic control
ground and through controlled airspace, and can provide advisory services to aircraft in
non-controlled airspace. It is ideally located where the entire airport operations are
visible.
A runway is the area where an aircraft lands or takes off. It can be grass, or
packed dirt, or a hard surface such as asphalt or concrete. Runways have special
markings on them to help a pilot in the air to tell that it is a runway (and not a road) and
to help them when they are landing or taking off. The length of a runway must be
adequate to meet the operational requirements of the aeroplanes for which the runway
is intended for. The width shall be in accordance to the standards set by the Civil
Aviation Authority of the Philippines to meet the required space by the aircraft to use
shall be limited such that an observer standing 1.5 meters above the runway centerline
may see any other point on runway centerline 1.5 meters above the pavement
Transverse slopes must be adequate to allow drainage of surface runoff. Runway
longitudinal and transverse slopes are to be limited and vary on the runway code or
classification. These limitations are described in Table 13.1-1: Standards for physical
dimensions and obstacle limitation surfaces for runways intended for light aircrafts
operations and other values are set in chapter 6 of the Manual of standards for
aerodomes 2012 for other types of runways. CAAP does not specify a minimum
requirement for runway bearing strength however the bearing strength of a pavement
shall be capable of withstanding the traffic of aircraft the runway is intended to serve
Aircraft aprons are the areas where the aircraft park. Aprons are also sometimes
called ramps. They vary in size depending on the needs of the airport. Unlike the
runways or taxiways, vehicles can use aprons. Aprons vary in size and lay out
Taxiways are areas used by the aircraft to get to and hey usually aren't as wide
as the runway, and they don't have the same kind of markings. Taxiway markings are
yellow. Instead of numbers, taxiways use letters (like A, B, or C) for names. Like
runways, taxiways are meant for aircraft use. Taxiways slopes are refelected on Table
13.1-1: Standards for physical dimensions and obstacle limitation surfaces for runways
intended for light aircrafts operations and other values are set in chapter 6 of the
from an area. The minor drainage system consists of curb and gutter, table drains,
Storm sewage or storm water is the excess water from rainfall that runs off on
the surface of the ground. The amount of storm water collected by a given sewer
depends upon the rate of rainfall, the duration of rainfall and tributary area covered.
The rational method is expressed as the equation Q = CiA in which Q is the run
off, A as the area of the section to be served, i for the intensity of rainfall, and C is the
runoff coefficient of the area. The runoff coefficient varies depending on the type of
surface. The rate of rainfall used in design requires knowledge of local rainfall
characteristics.
The run off coefficients is very dependent upon percent impervious of area from
which the run off is derived. The coefficient accounts for the water that percolates into
exposed soil and other porous surfaces are those lost by evaporation, and the water
The value of the rainfall intensity depends on the local rainfall records and on
the duration of the rainfall. Intensities to be expected vary in different parts of the
country. Design intensities chosen shall be greater than average occurring rainfall
intensities.
CHAPTER III
METHODOLOGY
the study. Pictures, videos, maps of Guimaras and documents collected aided the
assessment of the present condition of the airport. The information gathered served
as evidence to investigate the study presented. Interviews were conducted with the
possible usages and plans of the province for the airport. Background information and
present condition of the airport was obtained. Most documents pertaining the proposal,
implementation, plans or drawings of the old airport have been disposed already prior
to the conceptualization of the establishment the flying school. A copy of the assessment
and inspection results of the present condition of the airport done by Aerodome and Air
Navigation Safety Oversight (AANSO) was obtained which reflects the current condition
of the airport.
Research and studies on airport design requirements and standards were done.
Details and specifications for aircrafts possibly to be used for general aviation and
military trainings were obtained. This information served in the selection of the design
obtain the profile of the runway. After proper leveling and measuring of the height of
the total station, it was positioned taking the first back sight as bench mark or reference
point which was noted to have an elevation of 100 meters. Then the elevations of a
series of points along the centerline of the runway were determined Side shots were
made up to the extents of the instrument capacity. When the instrument is unable to
confirm the target point’s elevation data, a foresight is done to a proper turning point
and the instrument was then re-positioned to some other convenient location and the
The runway is currently located at the rear side of Brgy. Mclain, Buenavista,
Guimaras. The site is adjacent to a vast rice field. Topographic maps were secured for
existing runway was also done to determine its useable length and section to be graded.
The orientation of the runway was determined by taking the centerline of the current
investigation and sampling was performed specifically along the runway and
prospective airport building location. A total of three test pits have been excavated, two
of which are on both side along the length of the runway where depth varied from three
to five feet while the third test pit is on the prospective location of the airport building.
Soil samples were prepared for laboratory testing. Laboratory tests were done
to determine the soil quality and classification. The tests include moisture content
determination, Atterberg’s limit, sieve analysis, permeability test, Specific gravity, and
compaction test. Data results are used to analyze soil characteristics and to arrive at a
pavement section design necessary for the aircrafts to operate safely. California Bearing
Ratio (CBR), Modulus of subgrade reaction, k were based on the Fig. 10. “Approximate
Pavement by Robert G. Packard. The CBR value assigned for the existing runway lime
rock layer was 80 based on known materials strength from the Table 12-9: “Assigned
CBR ratings for base course materials”, Chapter 12 Airfield Pavement Design,
Globalsecurity.org.
An ocular visit was done and photographs taken were used in as concrete
evidences in presenting the existing condition of the airport in the problem definition
which can be found in Chapter 1. Interviews with The Provincial engineer, Planning and
Development office and Guimaras state college administrator were conducted for
historical and background information on the desired runway use and as well as for
determination, Atterberg’s limit, sieve analysis, permeability test, specific gravity, and
compaction test. Once the soil classification has been determined, other properties of
the soil such California Bearing Ratio (CBR) and Modulus of subgrade reaction, k
necessary for pavement design can be assigned based on the Fig. 10. “Approximate
Pavement by Robert G. Packard provided the lowest value in the range is selected.
Fig. 3.1 Approximate interrelationships of soil classifications and bearing values
3.2.3 Design Method
The airport building was analyzed and designed as per requirements of the
National Structural Code of the Philippines (NSCP 2010) volume 1 for vertical
aerodomes (MOS 2009), Federal Aviation Authority Advisory Circular 150 series and
International Civil Aviation Organization Annexes (ICAO) for the provisions on the
Design Method. Values of compressive strength of concrete and yield strength of steel
are based on standards strength of materials available in the local market. Steel
Structural Design and Analysis were checked for the purpose of safety. The method
used in the design was based on National Structural Code of the Philippines (NSCP
2010).
Design Criteria:
f’c = 28 MPa
fy = 420 MPa
The following assumptions were made in the design of the structural members:
3. Soil composition on the area of the prospective location of the airport building was
identical to properties concluded from the soil test results and was uniform all
The Design of Runway was based on the provisions set in Chapter 13-
“Standards for aerodomes used for light operations” and cross referenced to Chapter 6-
design to serve the chosen critical aircraft KINGAIRB200 in terms of runway length,
transverse slope of 2.5% thus; it is set to have 0.1% for the longitudinal slope and 2%
for the transverse slope. The runway strip is assigned with transverse slope of 2% on
both sides and has the same longitudinal slope as the runway.
3.2.3.3 Apron and Taxiway
In the thickness design process of airport concrete pavement, design charts for
particular aircrafts are used. The Pavement thickness is highly dependent on the
of concrete and gear load for each aircraft. The k value is determined for every
particular soil type based the Unified Soil Classification System (USCS). An estimate of
appropriate conservative safety factor. Even though there may be a large number of
operations by light aircraft, the fatigue resistance of the concrete will not be used up. A
safety factor of 2.0 results in pavement adequate for full-capacity traffic operations
of the concrete by the safety factor chosen. From the design chart for the specific
aircraft, the pavement thickness for the working stress is determined. On the graph, it is
followed horizontally from stress to gear load, vertically to k value, then horizontally to
pavement thickness. The process is repeated for other aircraft of different loads, again
selecting new, appropriate safety factors for the level of operations expected for these
aircraft, and select a design thickness for the most critical condition. The design aircraft
which gives the most critical condition is chosen for pavement design. The slope on any
other part of an apron is set at 2% towards the sides without causing water to
accumulate on the surface of the apron. Similarly, the use of software such as the
“Airpave2011” which employs the same principles and gives safe and conservative
resulting thickness is applicable in the thickness determination. Since design charts are
not available for all aircrafts, Airpave2011 was used in determining the concrete
Direction of Flow
The direction of flow is to be based on the location and directed to the lowest
point. The profile obtained from the topographic survey was used in setting the slope of
the channel. The direction of flow and the cross sectional area of the channel depends
Drainage Profile
The channel drainage provisions for the runway are nonfunctional and mostly
have flattened to ground. Drainage structures are to be provided with adequate slope to
facilitate flow of water. By noting the profile of soil surrounding the runway from the
Rational Method
expressed by the formula Q=CiA where Q is the discharge, C is the runoff coefficient of
the area, i is the intensity of rainfall and A is the tributary area. The Coefficient used was
based on table 2.2. The runway had varied surfaces which are moderately permeable
soil with turf soil and asphalt surface. Thus the coefficient of runoff used was the
existing condition of airport, local publications, journals, books, manuals and other
documents were obtained from Guimaras Provincial Engineering office, CPU Henry
member of the team were used in preparation for the written report. Computer
software were used such as Automated Computer Aided Design (AutoCAD) Civil 3d -for
for the design of Apron Pavement, Federal Aviation Authority Advisory Circulars and
with the aid of the National Structural Code of the Philippines (NSCP) and Civil Aviation
Authority of the Philippines Manual of Standards (MoS 2012) for the preparation of
plans and specifications. Microsoft Excel for necessary computations and Google
PROJECT AREA
This chapter presents specifically the background and feathers of the proposed project.
4.1.1 History
not later than the end of the 18th century which had its seat of government at
Buenavista. It was in May 22, 1992 during the term of Dr. Catalino G. Nava when the
sub- province of Guimaras was converted into a full- fledged and regular province.
The first two municipalities to be created were Buenavista and Jordan followed
by Nueva Valencia in 1941 and the other two which were Sibunag and San Lorenzo in
1995.
Guimaras island lies southeast of Panay island and northwest of Negros island.
The province has a total land area of 60, 457 hectares or 60.46 sq. km. the topography
of Guimaras varies from level to steeply sloping, with land elevation ranging from 0 to
nearly 300 meters above sea level. Guimaras is classified as Corona’s type 1 climate,
characterized by two pronounced seasons: the dry season usually between the months
of November and April and rainy season which occurs during the rest of the year.
4.1.3 Demography
As of 2010 census, Guimaras province has a population of 162, 943 with a
density of 270 persons per sq. km. and a growth rate of 1.42 for 2000-2010.
The Guimaras province lies between 10°25’ 00’’ and 10°46’09’’ North Latitude
and 122°28’20’’ and 122°28’40’’. The island is separated from Panay Island by the 1.5
nautical mile long Iloilo strait and acts as a natural breakwater for Iloilo. The 6 nautical
mile Guimaras strait likewise separates the province from Negros. The province is
situated in the center of the country and can be reached by air and boat from Manila
and other origin via Iloilo City and pumpboat in Pulupandan, Negros Occidental. There
is a Roll-On-Roll-Off (RORO) which can carry vehicles to and from Guimaras and Ilolo
City.
The major soil types in Guimaras are Guimaras gravelly loam ( 71.85% of the
land area), Faraon Clay (16.86%), Umingan fine sandy loam (5.62%), San Raphael loam
(4.28%), Sta. Rita Clay Loam (0.03%), and beach sand (0.07%).
Guimaras Gross Provincial Domestic Product (GPDP) grows about 4.2% in 2003
and 3.0% in 2004, as driven by the steady growth of Agriculture, Fishery and Forestry
(AFF), the robust performance of private services and Government services in the
services sector, as well as the resurgence of the construction in the industry sector.
Agriculture, fishery and tourism have been identified as the major economic drivers in
Guimaras. On the agriculture sector, three commodities have been prioritized based on
sufficiency and economic contributions to the provincial economy namely, Rice, Mango
and Cashew. Fishery is another industry in Guimaras but only Iloilo is self-sufficient in
the region.
As for tourism, there was an increase of visitors arrival from 319, 547 in 2011
respectively based on the Jordan and Buenavista wharves Guest assistance center as
point of entry. The province has relatively varied tourism attractions and potentials like
beaches, resorts, festivals, religious sites and activities, historical and farm sites where
in terms of projected income of DOST assisted entrepreneurs and share in the regional
total for food processing accounts. Some fruit preserves processed in the province are
dried fruits, jams, puree, concentrates, and pickles. While for processed nuts, there are
roasted and salted cashews, bandi, and cashew butter. Other delicacies include piaya,
Mango scotch, polvoron, barquillos, pnasugbo, and banana chips. The food processing
Department of Science and Technology (DOST) and Technical Education and Skills
people with 36 barangays. The municipality is located at the northern tip of Guimaras
Island, and is one of the five towns comprising the province of Guimaras. The northern
and northwest part of the town overlooks Panay Island and the northeast portion faces
Negros Island. The climate is mild and cool, due to its being bounded by the sea.
The municipality has 19 public elementary schools, 5 public high schools, and 1
vocational technical school. It has a literacy rate of 98.4%, the highest in the whole of
Guimaras. Buenavista is the center of higher education. The main campus of Guimaras
State College, the only state college in the province, is found in Brgy. Mclain where the
Buenavista has a population of 46,703 as of 2010 census. With 364 persons per
sq. kilometer, the municipality has the highest population density among other
The runway in Buevista is located in the rice field portion of barangay Mclain,
Buenvista and is surrounded barangay Supang and barangay San Fernando. This
location is ideal since it is near the Guimaras State College and has adequate land area
for the facility where there are no significant natural geographic obstructions for safe
flight except trees and electrical posts that can be cleared and relocated. The
provisions set in the chapter 13 – “Standards for aerodromes used for light aircraft
operations” of the Manual of Standards for aero dome design of the Civil Aviation
Authority of the Philippines (CAAP). Its basic facilities include the one thousand eight
hundred meters (1,800) long single runway, a one thousand eight hundred fifty six
(1856sq.m.) square meter apron for aircraft parking and ground operations and an
airport building to house the airport administration, Fixed Based Operators (FBO) and
Airport Rescue and Firefighting (ARFF) personnel. The runway includes parts like the
turning pads on and runway end safety area (RESA) on both ends and a clearway. The
airport building was initially analyzed with basic control tower loads and occupancies
but designed as a three-storey building with a roof deck for so it may be converted into
a control tower for future expansions when air traffic and demand makes it necessary.
The total allotted land area for the airport facilities is 77 hectares with the airport
reference point ideally identified at latitude 10°41’ 37’’ and longitude 122°39’ 54’’ A
suggested layout and plans considering the basic control tower occupancy is added at
the end of this book. The proposed airport facility will be utilized as an additional
access and exit point for the province. It could cater a flying school proposed to be set
up in the province and possible military operations and trainings. It could also cater
This chapter presents the plan of the project; specifically the technical drawings,
structural design, electrical plan, plumbing layout plan, project cost estimate and work
schedule.
The airport building is analyzed to accommodate future control tower loads and
occupancy but initially designed to be a three-storey airport building that will house the
airport administration, fixed base operators or the flying school and the rescue and
firefighting personnel.
Architectural plans of the airport building include the floor plans, ground
The structural plan includes the detailed design of its structural members. This
made of concrete are designed using Ultimate Stress Design (USD) method. Values on
the compressive strength of concrete (f'c) and yield strength of steel (fy) are based on
the standard strengths of materials available in the local market. Structural design and
analysis were also checked for the purpose of safety. Steel reinforcement sizes were
f’c = 28 MPa
fy = 420 MPa
The following assumptions were made in the design of the structural members:
3. Soil composition on the area of the prospective location of the airport building
was identical to properties concluded from the soil test results and was uniform all
provided. The structure would also be provided with outlets to supply electricity to
All plumbing works shall be executed according to the rules and regulations
stated in the National Plumbing Code of the Philippines. The facility would be provided
The plans of the proposed airport building are found at the following
appendices:
The geometric design for the runway was based on the Chapter 13- “Standards
for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations
Characteristics” of the CAAP Manual of standards 2012. The runway is 1,800 meters
long and 20 meters wide with a runway strip at 30 meters wide graded at 2% on both
sides. A clearway and runway end safety area is provided at both ends which totals the
length at 2,060 meters. For the Sight Distance, a point 1.5 m above the runway should
be visible to any other point 1.5 m above the runway for half the length. The runway is
The existing lime rock runway pavement is overlaid with 260mm P-209 Crushed
401/403 Plant Mix Bituminous Pavement Base. The 130mm thick P-401/403 Hot Mix
Asphalt is used for the wearing surface of the runway. All layers are compacted at least
following appendices:
Profiles Appendix F
employs simple parking scheme for the aircrafts. It can cater three aircrafts when free
maneuver parking is used and can cater four aircrafts when nose-in; pull-out parking is
used.
The apron is attached to the taxiway that connects it to the runway. The taxiway
is 10.5 meters wide and 42 meters long Portland cement concrete pavement with
turning radius of 24m based on the probable taxi velocity of aircrafts to be served. Each
slab is dimensioned 5.25 meters by 5.25 meters and tied by deformed bars.
The apron pavement is designed to be 6 inches thick and directed parallel to the
runway. Concrete slab widths are assigned at 4 meters wide all with keyways.
Transverse contraction joints are spaced at 4 meters. Deformed tie bars are to be placed
on joints as indicated on the plans. It is graded by 2% from the centerline of the apron
runway. Construction joints with tie bars are installed as indicated in the plans.
the centerline of the taxiway sideways to the direction parallel to the runway.
The plans of the proposed runway apron and taxiway are found at the
following appendix:
surrounding the runway and apron. Its uniform cross section dimension designed to
carry maximum possible discharge for the most critical part of the runway is 1.5 meters
by 1.7 meters.
The Total estimated cost for the airport building is Php. 6,232,306.93
ll EXCAVATION WORKS
45,447.70
45,447.70
IV Column footing
28,584.02
28,584.02
The Total estimated cost for the Runway per 20m length is Php.3, 906,689.88
A Procurement 1,250.00
B Excavation 11,561.26
C Compaction 2,890.31
D Asphalt 2,761,691.20
E Markings 13,100.00
DESCRIPTION TOTAL
A Procurement 1,250.00
B Excavation 84,972.38
C Compaction 21,243.10
D Formwork 65,000.00
F Dowels 44,960.00
The Total estimated cost for the Drainage System per 20m length is
Php. 121,191.08
Table 5.4 Summary of Estimated cost for Drainage System per 20 meter strip
Cost per 20
Total Length (m) Total Cost
meter Strip
The Critical Path Method shows the order and the interdependence of activities and
the sequence in which the network is to be accomplished. The diagram shows the start of the
given activity and its dependence upon the completion of the preceding activities and how the
Critical Path:
A-B-D-H-J-K-O-R-S
Runway (Per 20 m length)
6.1 Conclusions
After evaluation of feedbacks gathered, surveys and tests conducted which are
necessary prior to any flight operations, the need for the development of the
concluded to be significant for the project study. The design created for the
improvement of the airport conformed to standard codes for a means of safe take-off
and landing of aircrafts. The proposed airport building was designed to provide offices
necessary for a general aviation requirement. This structure was prepared ready for
extension to become a control tower in the future. The proposed runway was designed
out of the existing runway strip and was extended to a length of 2060 meters. The
apron was designed to hold aircrafts with an adequate distance from the runway and
additional services that would benefit the province in terms of accessibility and
transport.
6.2 Recommendations
Plumbing and electrical plans for the airport building were prepared to meet
provincial authorities to serve as reference for the improvement of the airport. The
also recommended that designs done in this study be evaluated and reviewed by local
authorities prior to any adaptation especially when changes in preferences and needs
are possible.
REFERENCES
Online Sources
pascn.pids.gov.ph/files/Discussions%20Papers/2000/pascndp0012.pdf
www.oxfordeconomics.com
Unpublished Studies
Barbara, Iloilo
Association
Regulating Standards
USA Federal Aviation Authority Series 150 Advisory Circulars (ACs) for Airport Design
Book
Office
used interchangeably with the tem airport and means the same in this
study.
Aeroplane – The term Aeroplane is used as airplane and means the same.
Clearway A defined rectangular area on the ground or water under the control
Critical aeroplane
Declared distances
The length of the take-off run available plus the length of the
clearway if provided.
Mass The terms mass and weight used in aerodrome standards have the
same meaning.
Movement area
That part of the aerodrome to be used for the take-off, landing and
apron(s).
aircraft; or
flight; or
(c) stand outside those defined surfaces and have been assessed as
being a hazard to
air navigation.
Instrument runway
approach procedure:
of radio aids.
intended:
(a) to reduce the risk of damage to aircraft running off a runway; and
a runway.
signals.
apron.
than are
occupancy times.
Weight The terms weight and mass used in aerodrome standards have the
same meaning.
Appendix B
Geotechnical Report
I. INTRODUCTION
the Buenavista, Guimaras airport. Two batches of explorations were conducted. The first
was for the analysis of soil samples located adjacent to the runway. The second was for the
soil samples from the prospective location of the runway apron and taxiway and the
administration building, fixed based operations quarters and airport rescue and firefighting
facility respectively. The locations shown on the test pits location map should be considered
approximate. The first testing occurred on May 26, 2014 which began at 9:00 am and
finished on May 29, 2013 at 4:00 pm for test pit number one. The second testing occurred
on June 13, 2014 which began at 9am and finished on June 20, 2014 at 5pm for test pits
number two and three. Three test pits were hand dug and were about three feet square
(3’x3’) wide each. Soil samples obtained at Test pits no. 1 and 2 where the runway and the
apron is located respectively where at each one foot depth samples were taken and
analyzed through Sieve Analysis, Atterberg’s Limits, Compaction test, Permeability test,
unit weight determination, moisture content determination and Permeability test by falling
head method. The soil samples from test pit no. 3 were analyzed through sieve analysis,
moisture content determination and Attergerg’s limits. Rock sample obtained from test pit
number three at approximately five feet depth was subjected to bearing test. The runway
section is composed of lime rocks and lime treated pavement for the surface which was
visually observed to have an uneven and rocky surface all throughout its length resulting to
further confirm the strength and properties of the soil on the location. California Bearing
Ratio (CBR) and Modulus of Subgrade Reaction, k (psi/in) values of the soils were
determined based on lowest value in the pre-determined set range of values for each soil
classification.
The project site is located in Buenavista, Guimaras. It is in the rice fields of barangay Mclain
and enclosed by the borders of barangay Supang and barangay San Fernando.
Topsoil covers the ground surface of all test pits and was observed to be 2 to 5 inches in
thickness. Below the topsoil is a brownish soil layer. The following soil layer consisted of dark brown
clay and silt with some sand and varying amounts of gravel. The following layer below was observed
as gray clay and silt and gravel. A dark brown layer of sand and silt followed below for the next two
feet for all test pits. At the fifth foot for the test pit number three, rocks with estimated diameter
not less than fifteen inches were encountered while traces of gravel bigger than one half of an inch
were also observed at the fifth and sixth foot at test pit number one. Soil profiles are shown on the
following figures.
The groundwater table was not encountered in any of the test pits during the exploration.
III. SOIL PROFILE, PRESENT RUNWAY SECTION AND TEST PITS LOCATION
Rocky layer
Sample: 1-2ft
Sample: 1-3ft
Sample: 1-5ft
Sample: 2-1ft
Sample: 2-3ft
Sample: 3-1ft
Sample: 3-3ft
Sample: 3-4ft
Borehole No. 1
Sample No.: 1
Depth of Sample: 1 foot
Description of Sample: Light Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-1A 1-1B
Weight of can (g) + moist soil, W1 (g) 234.99 212.36
Weight of can (g) + dry soil, W2 (g) 212.82 193.56
Weight of can, Wc (g) 30.75 24.99
Weight of water, Ww (g) 22.17 18.80
Weight of dry soil, Ws (g) 182.07 168.57
Moisture content, ω (%) 12.18 11.15
Average Value (%) 11.66
Borehole No. 1
Sample No.: 2
Depth of Sample: 2 feet
Description of Sample: Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-2A 1-2B
Weight of can (g) + moist soil, W1 (g) 233.52 475.51
Weight of can (g) + dry soil, W2 (g) 211.04 425.31
Weight of can, Wc (g) 28.60 50.20
Weight of water, Ww (g) 22.48 50.20
Weight of dry soil, Ws (g) 182.44 375.11
Moisture content, ω (%) 12.32 13.38
Average Value (%) 12.47
Borehole No. 1
Sample No.: 3
Depth of Sample: 3 feet
Description of Sample: Dark Gray Sandy Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-3A 1-3B
Weight of can (g) + moist soil, W1 (g) 232.74 228.76
Weight of can (g) + dry soil, W2 (g) 211.94 210.64
Weight of can, Wc (g) 30.21 23.96
Weight of water, Ww (g) 20.80 18.12
Weight of dry soil, Ws (g) 181.73 186.68
Moisture content, ω (%) 11.45 9.71
Average Value (%) 10.58
Borehole No. 1
Sample No.: 4
Depth of Sample: 4 feet
Description of Sample: Dark Brown Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-4A 1-4B
Weight of can (g) + moist soil, W1 (g) 298.61 311.17
Weight of can (g) + dry soil, W2 (g) 247.24 261.44
Weight of can, Wc (g) 10.00 10.29
Weight of water, Ww (g) 51.37 49.73
Weight of dry soil, Ws (g) 237.24 251.15
Moisture content, ω (%) 21.65 19.80
Average Value (%) 20.73
Borehole No. 1
Sample No.: 5
Depth of Sample: 5 feet
Description of Sample: Dark Brown Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-5A 1-5B
Weight of can (g) + moist soil, W1 (g) 270.22 249.44
Weight of can (g) + dry soil, W2 (g) 218.99 202.42
Weight of can, Wc (g) 31.52 31.03
Weight of water, Ww (g) 51.23 47.02
Weight of dry soil, Ws (g) 187.47 171.39
Moisture content, ω (%) 27.33 27.43
Average Value (%) 27.38
Borehole No. 2
Sample No.: 1
Depth of Sample: 1 Foot
Description of Sample: Brownish Silty Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 2-1A 2-1B
Weight of can (g) + moist soil, W1 (g) 270.22 249.44
Weight of can (g) + dry soil, W2 (g) 218.99 202.42
Weight of can, Wc (g) 31.52 31.03
Weight of water, Ww (g) 51.23 47.02
Weight of dry soil, Ws (g) 187.47 171.39
Moisture content, ω (%) 27.33 27.43
Average Value (%) 27.38
Borehole No. 2
Sample No.: 2
Depth of Sample: 2 Feet
Description of Sample: Dark Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 2-2A 2-2B
Weight of can (g) + moist soil, W1 (g) 220.29 166.48
Weight of can (g) + dry soil, W2 (g) 169.34 135.04
Weight of can, Wc (g) 25.75 46.98
Weight of water, Ww (g) 50.95 31.44
Weight of dry soil, Ws (g) 143.59 88.06
Moisture content, ω (%) 35.48 35.70
Average Value (%) 35.59
Borehole No. 2
Sample No.: 3
Depth of Sample: 3 Feet
Description of Sample:Grayish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 2-3A 2-3B
Weight of can (g) + moist soil, W1 (g) 440.34 441.70
Weight of can (g) + dry soil, W2 (g) 393.64 388.07
Weight of can, Wc (g) 46.15 45.09
Weight of water, Ww (g) 46.70 53.63
Weight of dry soil, Ws (g) 347.49 342.98
Moisture content, ω (%) 13.44 15.64
Average Value (%) 14.54
Borehole No. 3
Sample No.: 1
Depth of Sample: 1 Foot
Description of Sample:Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 3-1A 3-1B
Weight of can (g) + moist soil, W1 (g) 222.35 225.99
Weight of can (g) + dry soil, W2 (g) 208.58 210.89
Weight of can, Wc (g) 24.90 23.60
Weight of water, Ww (g) 13.77 15.10
Weight of dry soil, Ws (g) 183.68 187.29
Moisture content, ω (%) 7.50 8.06
Average Value (%) 7.78
Borehole No. 3
Sample No.: 2
Depth of Sample: 2 Feet
Description of Sample: Dark Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA, GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 3-2A 3-2B
Weight of can (g) + moist soil, W1 (g) 358.96 227.23
Weight of can (g) + dry soil, W2 (g) 327.89 208.00
Weight of can, Wc (g) 34.50 23.10
Weight of water, Ww (g) 31.07 19.23
Weight of dry soil, Ws (g) 293.39 184.90
Moisture content, ω (%) 10.59 10.40
Average Value (%) 10.50
Borehole No. 3
Sample No.: 3
Depth of Sample: 3 Feet
Description of Sample:Dark Grayish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 3-3A 3-3B
Weight of can (g) + moist soil, W1 (g) 475.51 230.93
Weight of can (g) + dry soil, W2 (g) 437.12 212.90
Weight of can, Wc (g) 50.20 24.92
Weight of water, Ww (g) 38.39 18.03
Weight of dry soil, Ws (g) 386.92 187.98
Moisture content, ω (%) 9.92 9.59
Average Value (%) 9.76
Borehole No. 3
Sample No.: 4
Depth of Sample: 4 Feet
Description of Sample: Dark Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 3-4A 3-4B
Weight of can (g) + moist soil, W1 (g) 420.34 411.70
Weight of can (g) + dry soil, W2 (g) 400.10 396.27
Weight of can, Wc (g) 33.20 44.10
Weight of water, Ww (g) 20.24 15.43
Weight of dry soil, Ws (g) 366.90 352.17
Moisture content, ω (%) 5.52 4.38
Average Value (%) 4.95
4.3. LIQUID LIMIT AND PLASTIC LIMIT WITH PLASTICITY CHART per ASTM D4318
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1. 1-1ft 25 17.63 7.37
Liquid Limit test Sample 1-2ft
Trial
Description
1st 2nd
Number Of Blows 27.00 15.00
Weight of Can (g) 24.89 24.94
Weight of sample + Can (g) 39.54 38.07
Weight of Dried Sample + Can (g) 36.40 35.15
Water Content, % 27.28 28.60
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1-2ft 27.2 17.60 9.60
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1-3ft 37.5 16.54 20.96
Liquid Limit test Sample 1-4ft
Trial
Description
1st 2nd
Number Of Blows 47.00 17.00
Weight of Can (g) 46.36 45.84
Weight of sample + Can (g) 63.25 62.28
Weight of Dried Sample + Can (g) 58.37 55.95
Water Content, % 40.63 62.61
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1-4ft 53 20.65 32.35
Liquid Limit test Sample 1-5ft
Trial
Description
1st 2nd
Number Of Blows 67.00 23.00
Weight of Can (g) 23.96 45.97
Weight of sample + Can (g) 41.47 70.74
Weight of Dried Sample + Can (g) 35.81 60.75
Water Content, % 47.76 67.59
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1-5ft 65 20.92 45.08
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
2-1ft 49.4 38.66 10.74
Liquid Limit test Sample 2-2ft
Trial
Description
1st 2nd
Number Of Blows 37.00 11.00
Weight of Can (g) 36.10 36.91
Weight of sample + Can (g) 53.76 53.62
Weight of Dried Sample + Can (g) 48.95 48.30
Water Content, % 37.43 46.71
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
2-2ft 40 27.28 12.72
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
2-3ft 29 27.53 1.47
Liquid Limit test Sample 3-1ft
Trial
Description
1st 2nd
Number Of Blows 28.00 16.00
Weight of Can (g) 25.05 34.51
Weight of sample + Can (g) 51.00 63.40
Weight of Dried Sample + Can (g) 42.86 53.47
Water Content, % 45.70 52.37
Liquid Limit % 46.80
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
3-1ft 46.80 14.23 32.57
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
3-2ft 30.3 22.11 8.19
Liquid Limit test Sample 3-3ft
Trial
Description
1st 2nd
Number Of Blows 52.00 19.00
Weight of Can (g) 46.56 46.65
Weight of sample + Can (g) 57.90 60.29
Weight of Dried Sample + Can (g) 54.78 55.69
Water Content, % 37.96 50.88
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
3-3ft 47 28.66 18.34
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
3-4ft 38.5 26.66 11.84
4.4. COMPACTION TEST
WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 10.03 10.22 9.98 31.90
Wt. soil + Can (g) 121.62 74.92 39.91 106.90
Wt. Dried Soil + Can 118.04 70.14 35.92 95.01
Moisture Content (%) 3.31 7.98 15.38 18.84
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.86 3.86 3.86 3.86
Wt. of Mold + Soil (kg) 5.52 5.76 5.84 5.80
Wt. of Soil Sample (kg) 1.66 1.90 1.98 1.94
Dry Density (kN/cu.m.) 16.53 18.92 19.71 19.31
WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 45.94 45.89 25.09 30.93
Wt. soil + Can (g) 147.96 139.13 127.17 137.65
Wt. Dried Soil + Can 145.71 134.78 118.35 120.64
Moisture Content (%) 2.26 4.89 9.46 18.96
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.36 3.36 3.36 3.36
Wt. of Mold + Soil (kg) 4.38 4.60 4.82 4.68
Wt. of Soil Sample (kg) 1.02 1.24 1.46 1.32
Dry Density (kN/cu.m.) 10.15 12.34 14.53 13.14
WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 25.05 25.31 36.41 33.54
Wt. soil + Can (g) 81.94 76.02 115.98 131.43
Wt. Dried Soil + Can 81.05 73.12 108.40 116.93
Moisture Content (%) 1.59 6.07 10.53 17.39
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.86 3.86 3.86 3.86
Wt. of Mold + Soil (kg) 5.50 5.84 6.00 5.90
Wt. of Soil Sample (kg) 1.64 1.98 2.14 2.04
Dry Density (kN/cu.m.) 16.33 19.71 21.30 20.31
Sample Mass (g) Volume Density (kg/cu. M.) Unit weight (kN/
(Borehole By Displacement cu. M.)
no. - Depth, (ml)
ft.)
1. 1-1ft 188.55 110 1714.09 16.82
2. 1-2ft 190.12 100 1901.20 18.65
3. 1-3ft 115.63 70 1651.86 16.20
4. 1-4ft 124.55 65 1916.15 18.80
5. 1-5ft 123.97 70 1771.00 17.37
6. 2-1ft 219.48 120 1829.00 17.94
7. 2-2ft 146.84 90 1631.56 16.01
8. 2-3ft 175.21 100 1752.10 17.19
9. 3-1ft 115.57 50 2311.40 22.67
10. 3-2ft 228.66 115 1988.35 19.51
11. 3-3ft 104.91 60 1748.50 17.15
12. 3-4ft 114.78 90 1275.33 12.51
Modulus of
Group
Sample Soil Classification CBR Value Subgrade
Symbol
Reaction
1. 1-1ft POORLY GRADED SAND WITH GRAVEL SP 10 200
2. 1-2ft POORLY GRADED SAND SP 10 200
3. 1-3ft POORLY GRADED GRAVEL WITH SAND GP 30 290
4. 1-4ft POORLY GRADED GRAVEL WITH SAND GP 30 290
5. 1-5ft POORLY GRADED GRAVEL WITH SAND GP 30 290
6. 2-1ft POORLY GRADED SANDWITH GRAVEL SP 10 200
7. 2-2ft WELL GRADED SAND WITH GRAVEL SW 20 250
8. 2-3ft POORLY GRADED SAND WITH SILT SP-SM 10 200
9. 3-1ft SILTY CLAY SP-SC 5 200
10. 3-2ft POORLY GRADED SAND WITH GRAVEL SP 10 200
11. 3-3ft POORLY GRADED SAND WITH GRAVEL SP 10 200
12. 3-4ft POORLY GRADED SAND WITH SILT AND GRAVEL SP-SM 10 200
*Note: CBR values and Modulus of Subgrade Reaction, k value (psi/in) was based from
Fig. 10. “Approximate interrelationships of soil classifications and bearing values.”
Page 16: “Design of Airport Concrete Pavement” by Robert Packard.
4.7. PERMEABILITY TEST (by falling head method)
RUNWAY
Initial Mass (g) 1000
Mass Remained (g) 740
Mass of soil in column (g) 260
Height of sample in column (mm) 570
Diameter of tube (mm) 650
Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 570 570 570
T (s) 98 59 100
Ho (mm) 698.5 647.7 619.25
H1 (mm) 660.4 619.25 571.5
K (mm/s) 0.000704 0.000937 0.000987
Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 730 730 730
T (s) 327 156 227
Ho (mm) 657 635 614.6
H1 (mm) 635 616 600
K (mm/s) 0.000164 0.000307 0.000167
Trial Ho (mm) H1 (mm) Time (s) K (mm/s)
1 657 635 327 0.000164
2 635 616 156 0.000307
3 614.6 600 227 0.000167
Average Value of K = 0.000212632
Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 700 700 700
T (s) 208 210 205
Ho (mm) 711 432 660
H1 (mm) 444.55 274 533
K (mm/s) 0.003412 0.003276 0.001575
Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 760 760 760
T (s) 163 104 185
Ho (mm) 724 686 660.4
H1 (mm) 686 660.4 622.3
K (mm/s) 0.000543 0.0006 0.000527
The allowable bearing capacity of the soil using Terzaghi’s bearing capacity equation,
𝑞𝑢=𝑐𝑁𝑐+𝑞𝑁𝑞+12𝛾𝐵𝑁𝛾, the allowable soil bearing capacity, a is 96.424 kpa.
Data presented for this exploration included, but was not necessarily limited to:
The subsurface conditions presented in this report represent an estimate of the subsurface
conditions based on interpretation of the soil samples using normally accepted geotechnical
Although individual test pits are representative of the subsurface conditions at the test pit locations,
they are not necessarily indicate the subsurface conditions at other locations. There is the possibility
that conditions between test pits will differ from those at the other locations. As variations in the
soil profile are encountered, additional subsurface sampling and testing may be necessary.
Consequently, it is recommended that additional work be performed to minimize the errors and
further verify the findings in this report. The following tables are the summary of findings for the
FLOOR LOADS
Short Span "S" 4.00 m (kpa):
Long Span "L" 4.00 m Live Load 4.80 kpa
Ratio = m(S/L) 1.00 Factored LL 7.68 kpa
Minimum thickness 90.00 mm Dead Load 5.75 kpa
Use "t" (mm) 150 mm Factored DL 6.90 kpa
Design "d"(mm) 125 mm W(LL + DL) 14.58 kpa
concrete cover 25.00
considering 1 m-strip, w 14.58 kN/m f'c 28 Mpa
fy 420 Mpa
S3/S5 (Case 2)
S1/S2/S3/S4/S5/S7 (Case 8)
BEAM ANALYSIS
1GB1
f'c 28 MPa
fy 420 MPa
h 650 mm
concrete cover 75 mm
effective depth,d 575 mm
width of the beam,b 400 mm
span length,l 8 m
factored load, wu 20.496 kN/m
note: interior spans
Ultimate Positive Moment, Mu (+) 81.984 kN-m
check whether compression steel is
needed
Balanced steel ratio 0.028333333
rhomax 0.02125
wmax 0.31875
Rnmax 7.246542188
Mumax 862.5196839
Is Required Mu<Mumax OK!, singly reinforced
Rn 0.688796471
rho 0.001664436
rho min 0.003149704
0.003333333
choose the bigger rho min 0.003333333
rho max 0.0180625
rho adopted 0.003333333
As 766.6666667 mm2
diameter of bar 16 mm
Ab 201.0619298 mm2
N 4 pieces
As 804.2477193
T 337784.0421
a 35.48151703
c 41.74296121
Ɛt=0.003(d-c)/c 0.038324332
Ɛy=fy/Es 0.0021
Is (Ɛt>Ɛy) YES
(Ɛt>=0.005)? (If Yes, Fully Ductile) Fully Ductile
Moment Capacity, Mu 169.4099512
SECTION is SAFE!
GB1/GB2/GB3/GB4/GB5
h 650 mm
concrete cover 75 mm
width of the beam,b 400 mm
span length,l 9.38 m
diameter of bar 20 mm
N 5 pieces
B1
h 450 mm
concrete cover 75 mm
width of the beam,b 300 mm
span length,l 3.25 m
diameter of bar 16 mm
N 7 pieces
1B1
h 450 mm
concrete cover 75 mm
width of the beam,b 300 mm
span length,l 8 m
diameter of bar 12 mm
N 4 pieces
RB1
h 450 mm
concrete cover 75 mm
width of the beam,b 300 mm
span length,l 5.5 m
diameter of bar 12 mm
N 4 pieces
STIRRUP DESIGN
G1-G5
f'c 28 Mpa
fy 420 Mpa
h 450 mm
concrete cover 75 mm
effective depth,d 375 mm
width of the beam,b 300 mm
span length,l 1.86 m
Ultimate Load, w 18.31 kN/m
Vu 161.38 kN
Shear Force, Vud 96.30741935 kN
фVc 99.21567416
фVc/2 49.60783708 kN
Stirrups required!
Vn 128.4098925 kN
Vc 99.21567416 kN
Vs -29.19421831 kN
distance where stirrup
is no longer required 0.644120161 m
(from the support)
STIRRUP DESIGN
Theoretical Spacing
Av 157.0796327 mm^2
S -847.4295111 mm
check maximum spacing based on NSCP requirements
Smax 664.9498306 mm
Smax 666.3984417 mm
adopted Smax 664.9498306 mm
check maximum spacing
1/3(f'c^0.5)bd 198.4313483
Is Vs<=1/3(f'c^0.5)bd Yes, therefore S=d/2<=600mm
Is Vs>1/3(f'c^0.5)bd NO!
S 187.5 mm
600 mm
S adopted 187.5 mm
150 mm
check if
Vs<=2/3(f'c^0.5)bd
2/3(f'c^0.5)bd 396.8626967 kN
Yes, allowed by code!
minimum practical spacing is 75 mm or 100 mm
Distance
from face Vu=R-Mu*x Vs S Unit
support
0.575 150.85175 -68.84810111 -400 mm
0.6 150.394 -68.23776778 -400 mm
0.9 144.901 -60.91376778 -450 mm
maximum spacing 150 mm
spacing selected
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance from the
occupied 1100 mm support
1GB1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance occupied 1100 mm from the support
1B1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance occupied 1100 mm from the support
B1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance occupied 1100 mm from the support
COLUMN COMPUTATION
± ±
Iy 171.5 m^4
Ix 126 m^4
Q (sum of all loads) 8100 kN
x' 1.935185185 m
ex = x'-2.375 -0.44 m
My=Qex -3562.5 kN.m
y' 2.006 m
ey = y'-2.05 -0.044 m
Mx=Qey -355 kN.m
q -201.36.01 kN/m^2
q < qa ok
X Strip Design
Positive Moments (Botttom Reinforcements)
d 425 mm
use b 1 m strip
Max + moment (base on sap) 77.44 kN.m
Rn = 0.476370627
ρ 0.0011458
As 486.9649201 mm^2
use 20 mm
Ab 314.1592654 mm^2
1.550057483
n 2 pcs.
s 250 mm
ρ 0.000329034
As 139.8395394
use 20 mm
Ab 78.53981634 mm^2
1.780492314
n 2 pcs.
s 250 mm
STAIRWAY DESIGN
DESIGN of STAIRWAY
this book:
I. GENERAL
Runway Classification
Table 2-1 Increases in Airport Design Standards Associated with an Upgrade in the
First
Component (Aircraft Approach Category) of the Airport Reference Code (ARC) and
the
Runway Design Code (RDC)
Table 2-2 Changes in Airport Design Standards to Provide for Lower Approach
Visibility Minimums
Source: AC 150/530-13A
Aerodrome Reference Category B due to its width and Code No.1 due to its
wingspan and tail height.
1. Crew 1-2
2. Capacity 13 passengers maximum
3. Length 43 ft 9 in (13.34 m)
4. Wingspan 54 ft 6 in (16.61 m)
5. Height 15 ft (4.57 m)
6. Wing Area 303 ft2
7. Empty Weight 7,755 lb (3,520 kg)
8. Maximum Take-off Weight 12,500 lb (5,670 kg)
9. Power plant 2xPratt and Whitney Canada PT6A-42 Turboprops, 850 php (635 kW
each)
Performance: IAS (Indicated Air Space); KIAS (knots-indicated air space)
1. Maximum Speed 339 mph (294 knots, 545 kph) at 25000 ft (7,600 m)
2. Range 2,075 mi (1,800 nm; 3,338 km) with maximum fuel and 45 minutes
reserved
3. Service Ceiling 35,000 ft (10,700 m)
4. Rate of Climb 2,450 ft/min (12.5 m/sec)
5. Wing Loading 41.31 lb/ft2 (201.6 kg/m2)
6. Power/mass 0.14 hp/lb (220 W/kg)
7. Cruise Speed 333 mph (289 knots, 536 mph) @ 25,000 ft (7620 m) maximum
cruise
8. Stall Speed 86 mph (75 knots, 139 kph) IAS (flaps down
The overall airfield design should be developed with the intent of preventing runway
incursions. Specifically, this can be addressed in the design of the taxiway system using such
concepts as limiting indirect access and avoiding high energy intersections. Taxiway design
and runway incursion prevention are discussed in Chapter 4 of AC 150/530-13A.
a. Wind
(1) Airspace Analysis (FAA shall be contacted for assistance on airspace matters)
-posts
-stones
-residences
-trees
d. Type of Operation
-Day and Night Operation
Note:
No aircraft have 4 or more wheels per gear. The FAA recommends a reference
section assuming 3 inches of HMA and 6 inches of crushed aggregate for
equivalent thickness calculations.
ACN/PCN CALCULATIONS
Airplane Information:
Name: Super King Air B200 CDF Max. For Airplane: 0.00 Tire Contact
Width: 4.93 in
Gross Weight: 12, 590 lbs. P/C Ratio: 2.28 Tire Contact
Length: 7.88 in.
DECLARED DISTANCES:
Length of Arc =
I
1
222.222meters
20 20
D
0.1
L
2R
;
360
111.111 2 (12604 .752)
; 0.505
360
Note:
The transverse slope on any part of the runway must be adequate to prevent
accumulation of water.
Code Letter
A or B
Maximum Slope 2.5%
Preferred Slope 2.0%
Minimum Slope 1.5%
Clearway Characteristics
0.00 0
P-401/3 5.0
Metric English
P-401/3 4.0 Format Save Clear Saved Zero Layer
P-209 10.0 Chart Data Data Data
Airport
Total 19.0 Loc_ID Pavement ID
Airport LOC-ID
Enter PCN 6.8 Pavement ID
Create Create 1 A300-B4 STD 364,747 57.1 1,500 13.2 8.22E+03 3.52E+04 14.8 353,550 54.6 14.5 B 287.0 1.00 R
Flexible Rigid 7 DC8-63/73 330,000 53.4 3,000 13.6 1.73E+04 4.95E+04 14.8 319,394 51.0 14.5 B 287.0 1.00 R
Pavement Pavement
5 B767-200 ER 396,000 51.9 2,000 12.8 1.09E+04 8.57E+04 14.8 383,570 49.7 14.5 B 287.0 1.00 R
Charts Charts
3 B737-300 140,000 40.1 6,000 13.6 3.10E+04 9.47E+04 14.8 134,639 38.3 14.5 B 287.0 1.00 R
2 A319-100 std 141,978 37.1 1,200 11.8 6.44E+03 1.88E+05 14.8 136,817 35.5 14.5 B 287.0 1.00 R
69 SuperKingAir-B200 12,590 3.0 1,200 7.3 3.04E+03 1.01E+304 13.3 23,502 6.8 19.0 C 6.0 1.00 F
15
11.
10
12.
Flexible Pavement Thickness, in.
200
, in. ```
Airplane Gross Weight, (thousands),5lbs,
lbs, 13.
0 0
14. SuperKing
Air-B200
A319-100
std
B737-300
B767-200
ER
DC8-63/73
A300-B4
STD
1. 6D thickness at traffic mix GW 7.3 11.8 13.6 12.8 13.6 13.2
15.
2. CDF thickness at max. GW
3. Evaluation thickness from
13.3 14.8 14.8 14.8 14.8 14.8
16.
4. Maximum Aircraft GW at PCN
from CDF
23,502 136,817 134,639 383,570 319,394 353,550
5. Aircraft GW from traffic mix 12,590 141,978 140,000 396,000 330,000 364,747
17.
Appendix H
Runway layout and Cross
Section Design
The Contents of This Appendix is attached at the back of
this book:
Discharge, 𝑸=𝑪𝒊𝑨
GIVEN:
C=0.27
i= 0.00003
A=40, 728m2
Q=0.3034
B=0.8026m
Appendix L
Detailed Project Costs
Detailed Cost Estimates for Administration Building
I. GENERAL REQUIREMENTS
Mobilization and Demobilization lot
1.00 10,000.00 - 10,000.00 10,000.00
CONCRETE WORKS
VII. - - - -
Stairs cu.m
23.04 - - - -
F.
Portland cement cu.m
172.80 262.00 104.80 45,273.60 18,109.44 63,383.04
Wash gravel cu.m
4.67 2,000.00 800.00 9,331.20 3,732.48 13,063.68
Sand cu.m
11.52 1,000.00 400.00 11,520.00 4,608.00 16,128.00
Masonry Works
VIII. - - - -
4" C.H.B pcs
10,910.0 15.00 6.00 152,098.76 65,460.00 217,558.76
0
A PRELIMMINARY WORKS
Procurement 1,250.00
1.00 1,250.00
Excavation and Compaction 14,451.57
203.00 cu.m 71.19
Sub total 15,701.57
B ASPHALT
A PRELIMMINARY WORKS
Procurement 1,250.00
1.00 1,250.00
Excavation and Compaction 106,215.48
1,492.00 cu.m 71.19
Sub total 107,465.48
D FORM WORKS
C STEEL WORKS
12 mmØ X 19m RSB
kg 12,704.00
(longitude) 397.00 32.00
#16 GI tie wire kg 1,191.00
11.91 100.00
Sub total 13,895.00
D MASONRY WORKS
E FORM WORKS
Supply of Forms (Ordinary
pcs 5,700.00
Plywood1/4"x4'x8') 15.00 380.00
Supply of Forms ( Lumber 2" x
bd.ft. 720.00
2"x8') 20.00 36.00
Common Nails 4" box 100.00
2.00 50.00
Sub total 6,520.00
I. GENERAL SPECIFICATION
The work shall include all labor, materials, equipment, tools, transportation, and
supplies required to complete the work in accordance with the plans, specifications, in every
detail, of the work described. All references to the plans shall be furnished later upon request.
All works shall be subjected to field inspection.
FOUNDATION
Footings shall rest firmly on high soil capacity to produce a stable and effective
bearing capacity to withstand the effect of loads from the structure.
Clearing and grubbing shall consist of clearing the surface of the ground of the
designated areas of all trees, stumps, down timber, logs, snags, bush, undergrowth, hedges,
heavy growth of grass or weeds, and rubbish of any nature, natural obstructions and the
disposal from the project of all spoil materials resulting from clearing and grubbing .
The remaining or existing foundations, wells, cesspools, and all like structures shall
be destroyed by breaking out or breaking down the materials of which the foundations, wells,
cesspools, etc., are built to a depth at least 2 feet (60 cm) below the existing surrounding
ground. Any broken concrete, blocks, or other objectionable material that cannot be used in
backfill shall be removed and disposed of. The holes or openings shall be backfilled with
acceptable material and properly compacted.
STAKES AND BATTER BOARDS
For the building, it shall be established accurately after which the Engineer shall
approve the established grades before any excavation work is commenced. Strict observance
of correct setback requirements, and the correct alignment and the plumb line shall be
obtained. The basis of the building and apron layout is the alignment of marker points and
the runway centerline. Buildings lines shall be supported with wooden stakes, batter boards
and scaffolding erection.
Forms shall have sufficient strength to withstand the pressure resulting from
placement and vibration of the concrete, and shall be maintained rigidly in correct positions.
All formwork sizes shall qualify shall be used whenever necessary to confine the concrete
and shape it to the required lines and dimensions. Removing of forms shall be done after the
concrete has attained its maximum strength so as to prevent damage to the concrete.
VI. CONCRETE
All concrete works shall conform to the standard requirements of the ACI Building Code:
A. Material
1. The cement shall conform to the standard specifications for Portland cement (ASTM
C – 150). Cement in bags shall be kept in a proper weather proof structure as airtight
as practicable.
3. Fine Aggregates shall be natural sand, clean, free from injuries amount of clay, loam
and vegetables matter.
4. Coarse Aggregates shall be river run gravel or crushed stone. The minimum size shall
be 38mm and do not exceed 50mm. It should be washed gravel and free from foreign
matters.
Concrete hollow blocks (CHB) shall be standard products of a recognized manufacturer and
shall conform to PNS16. Masonry work shall include furnishing and placing of concrete masonry
units according to the lines, grades and cross-sections shown on the plans and specifications.
Fine mortar grout shall be mixed by volume in the proportion of one part Portland cement, 3
parts sand, and 3parts gravel passing a 3/8-inch sieve. All CHB cells shall be filled.
1. Finishes
Before plastering shall be done, the surfaces shall first be thoroughly cleaned of dirt.
The surfaces to be plastered shall be wetted for an approved period of time before the work is
started and the mortar to be used for all plaster works shall be cement mortar mix. Before the
application of materials to be used under this section, it must have the approval of the
engineer. The finished plastered surface shall be free from cracks, fissures, crevices, hair
cracks, and blistering, local swellings and flaking. The finished surface shall be true to line,
level, plumb and plain and durable.
2. Floor Tiles
Tiles to be used for flooring shall be approved by the owner or its equivalent. The
designs and make of the tiles shall be decided and approved by the owner or the architect.
1.) All works shall comply with the rules and regulations of the latest edition of the
Philippine electrical code, local authorities concern.
2.) Nature of service entrance shall be 220v, 1∅, 2- wire.
3.) Methods of wiring shall be conceled and embedded in a flexible conduit with proper
fittings.
Mounting height
Lighting variable A.F.F.L.
Switches 1.04 m. A.F.F.L.
Outlets 0.40 m. A.F.F.L.
Panel board 1.65 m. A.F.F.L.
Minimum size of conduit
Lighting and switches 2-2.0mm² tw. cu. wire
Power outlet 2-3.5mm² tw. cu. wire
Service entrance 2-22mm² thw cu. wire
4.) All works shall conform with its plan and specifications.
5.) All works shall be done under the direct supervision of a duly licensed electrical
engineer.
1.) All works shall be done in accordance with the specifications and methods prescribed by
the national plumbing code of the Philippines.
2.) All works shall be done under the supervision of a master plumber or a duly licenced
sanitary engineer.
3.) All pipes and fixture fitting shall be upvc brand new of approved brand and shall be free
from deffects.
4.) All soil pipes and stormdrain line shall have a minimum slope of 2%
6.) UPVC pipes shall be joint firmly with pvc solvent cement.
7.) All others aspect not found and or not indicated in this plan, the governing rules and
regulation of the national plumbing code shall at all times prevail.
8.) Wherever available potable water requirement for a building used for human habitation
shall be supplied from existing municipality or city waterworks system as per section
302, chapter 9 of the national building code.
X. PAINTINGS WORKS
All surfaces to be painted shall be free from dirt, dust or stain or any objectionable
matter. Others not specified in the plans shall be consulted to the Engineer. All paints shall be
evenly applied free from crawling and other defects. No oil painting shall be done in a damp
rainy weather.
All exterior works shall receive three coatings. All metal works shall be coated with
lead primer before applying the topcoat. Concrete surfaces shall be treated with a coat of zinc
sulfate then a coat of concrete paint to finish. All workmanship in each field shall be properly
guided by the Engineer.
Doors and windows shall be of approved standard sizes and every type of doors and
windows shall be furnished in accordance with the drawings. All details of the doors and
windows are specified below.
GENERAL SECIFICATIONS FOR PAVEMENTS PREPARATION
DESCRIPTION
This item covers excavation, disposal, placement, and compaction of all materials
within the limits of the work required to construct aprons or other purposes in accordance
with these specifications and in conformity to the dimensions and typical sections shown on
the plans.
EXCAVATION
No excavation shall be started until the work has been staked out and the Engineer
has obtained elevations and measurements of the ground surface. All suitable excavated
material shall be used in the formation of embankment, subgrade, or for other purposes
shown on the plans.
COMPACTION REQUIREMENTS
The subgrade under areas to be paved shall be compacted to a depth of 6inches and to
a density of not less than 95 percent of the maximum density as determined by ASTM D 698.
The material to be compacted shall be within +/- 2 percent of optimum moisture content
before rolled to obtain the prescribed compaction.
BORROW EXCAVATION
Borrow excavation shall be made only at these designated locations and within the
horizontal and vertical limits as staked or as directed. Borrow pits shall be excavated to
regular lines to permit accurate measurements, and they shall be drained and left in a neat,
presentable condition with all slopes dressed uniformly.
DRAINAGE EXCAVATION
FORMATION OF EMBANKMENTS
After the subgrade has been substantially completed the full width shall be
conditioned by removing any soft or other unstable material that will not compact properly.
The resulting areas and all other low areas, holes or depressions shall be brought to grade
with suitable select material. Scarifying, blading, rolling and other methods shall be
performed to provide a thoroughly compacted subgrade shaped to the lines and grades shown
on the plans. Grading of the subgrade shall be performed so that it will drain readily. The
Contractor shall take all precautions necessary to protect the subgrade from damage. All ruts
or rough places that develop in a completed subgrade shall be smoothed and recompacted.
No subbase, base, or surface course shall be placed on the subgrade until the subgrade and
grade has been approved by the Engineer.
TOLERANCES
When tested with a 16 ft (4.8 m) straightedge applied parallel and at right angles to
the centerline, it shall not show any deviation in excess of 1/2 in (12 mm), or shall not be
more than 0.05 ft (0.015 m) from true grade as established by grade hubs or pins. Any
deviation in excess of these amounts shall be corrected by loosening, adding, or removing
materials; reshaping; and recompacting by sprinkling and rolling.
METHOD OF MEASUREMENT
The quantity of excavation to be paid for shall be the number of cubic yards (cubic meters)
measured in its original position. Measurement shall not include the quantity of materials
excavated without authorization beyond normal slope lines, or the quantity of material used
for purposes other than those directed. Borrow material shall be paid for on the basis of the
number of cubic yards (cubic meters) measured in its original position at the borrow pit.
For payment specified by the cubic yard (cubic meter), measurement for all excavation
embankment shall be computed by the average end area method.
SPECIFICATIONS FOR THE RUNWAY
DESCRIPTION
This item shall consist of a base course composed of lime rock constructed on the prepared
underlying course in accordance with these specifications and shall conform to the dimensions and
typical cross section shown on the plans.
EQUIPMENT
All equipment necessary this work shall be good working condition, and approved by the
Engineer.
ROLLING
The base material shall be thoroughly compacted. The number, type, and weight of rollers
shall be sufficient to compact the mixture to at least 95% of the optimum density.
The entire surface shall be scarified to a depth of at least 3 in (75 mm) and shaped to the
exact crown and cross section with a blade grader. The scarified material shall be rewatered and
thoroughly rolled. Rolling shall continue until the base is bonded and compacted into a dense,
unyielding mass, true to grade and cross section. Where cracks, checks, or failures appear in the base,
either before or after priming and before the surface course is laid, the Contractor shall remove such
cracks, checks, or failures by rescarifying, reshaping, watering, rolling, and adding lime rock where
necessary.
SURFACE TOLERANCE
Any portion lacking the required smoothness or failing in accuracy of grade or crown shall be
scarified, reshaped, recompacted, and otherwise manipulated as the Engineer may direct until the
required smoothness and accuracy are obtained. The finished surface shall not vary more than 3/8 in
(9 mm) from a 16 ft (4.8 mm) straightedge when applied to the surface parallel with, and at right
angles to, the centerline.
DESCRIPTION
This item shall consist of surface pavement courses composed of mineral aggregate and
bituminous material placed on a prepared course in accordance with these specifications and shall
conform to the lines, grades, thicknesses, and typical cross sections shown on the plans. Each course
shall be constructed to the depth, typical section, and elevation required by the plans and shall be
rolled, finished, and approved before the placement of the next course.
MATERIALS
AGGREGATE
Aggregates shall consist of crushed stone, crushed gravel, or crushed slag with or without
natural sand or other inert finely divided mineral aggregate.
a. Coarse Aggregate. Coarse aggregate shall consist of sound, tough, durable particles, free from
adherent films of matter that would prevent thorough coating and bonding with the bituminous
material and be free from organic matter and other deleterious substances. The percentage of wear
shall not be greater than 40 percent when tested in accordance with ASTM C 131.
b. Fine Aggregate. Fine aggregate shall consist of clean, sound, durable, angular shaped particles.
The aggregate particles shall be free from other objectionable matter and shall contain no clay balls.
The fine aggregate, including any blended material for the fine aggregate, shall have a plasticity index
of not more than 6 and a liquid limit of not more than 25 when tested in accordance with ASTM D
4318.
Any locally available Asphalt cement binder to be used shall conform to AASHTO MP1
Performance Grade (PG), ASTM D 3381 Table 1, 2, or 3 Viscosity Grade, ASTM D 946 Penetration
Grade as indicated on the table below.
PRELIMINARY MATERIAL ACCEPTANCE Prior to delivery of materials to the job site, the
Contractor shall submit certified test reports to the Engineer for the following materials:
a. Coarse Aggregate.
(1) Percent of wear.
(2) Soundness.
(3) Unit weight of slag.
(4) Percent fractured faces
b. Fine Aggregate.
(1) Liquid limit.
(2) Plasticity index.
(3) Sand equivalent.
c. Mineral Filler.
d. Bituminous Material. Test results for bituminous material shall include temperature/viscosity
charts for mixing and compaction temperatures. The certifications shall show the appropriate ASTM
tests for each material, the test results, and a statement that the material meets the specification
requirement.
COMPOSITION
COMPOSITION OF MIXTURE
The bituminous plant mix shall be composed of a mixture of well-graded aggregate, filler and
bituminous material. The several aggregate fractions shall be sized, handled in separate size groups,
and combined in such proportions that the resulting mixture meets the grading requirements of the job
mix formula (JMF).
No bituminous mixture for payment shall be produced until a job mix formula has been
approved in writing by the Engineer. Tensile Strength Ratio (TSR) of the composite mixture, as
determined by ASTM D 4867, shall not be less than 75.
CONSTRUCTION METHODS
HAULING EQUIPMENT
Trucks used for hauling bituminous mixtures shall have tight, clean, and smooth metal beds.
BITUMINOUS PAVERS
Rollers of the vibratory, steel wheel, and pneumatic-tired type shall be used. They shall be in
good condition, capable of operating at slow speeds to avoid displacement of the bituminous mixture.
The aggregates and the bituminous material shall be weighed or metered and introduced into
the mixer in the amount specified by the job mix formula.
The Contractor shall prepare a laydown plan for approval by the Engineer to minimize the
number of cold joints in the pavement. Modifications to the laydown plan shall be approved by the
Engineer. The bituminous mixture shall be transported from the mixing plant to the site in vehicles
suited for the work. Deliveries shall be scheduled so that placing and compacting of mixture is
uniform with minimum stopping and starting of the paver
The mixture shall be placed to the full width by a bituminous paver. It shall be struck off in a
uniform layer of such depth that, when the work is completed, it shall have the required thickness and
conform to the grade and contour indicated. The speed of the paver shall be regulated to eliminate
pulling and tearing of the bituminous mat. Unless otherwise permitted, placement of the mixture shall
begin along the centerline of a crowned section or on the high side of areas with a one-way slope. The
mixture may also be spread and luted by hand tools where mechanical paving is impractical.
COMPACTION OF MIXTURE
The mixture shall be thoroughly and uniformly compacted by power rollers. The surface shall
be compacted as soon as possible when the mixture has attained sufficient stability so that the rolling
does not cause undue displacement, cracking or shoving. Any displacement occurring as a result of
reversing the direction of the roller, or from any other cause, shall be corrected at once. Rolling shall
continue until the surface is of uniform texture, true to grade and cross section, and the required field
density is obtained.
In areas not accessible to the roller, the mixture shall be thoroughly compacted with approved
power driven tampers. Any mixture that becomes loose and broken, mixed with dirt, contains check-
cracking, or in any way defective shall be removed and replaced with fresh hot mixture and
immediately compacted to conform to the surrounding area.
JOINTS
The formation of all joints shall be made in such a manner as to ensure a continuous bond
between the courses and obtain the required density. All joints shall have the same texture as other
sections of the course and meet the requirements for smoothness and grade.
MATERIAL ACCEPTANCE
All acceptance sampling and testing necessary to determine conformance with the
requirements specified in this section will be performed by the Engineer at no cost to the Contractor.
Testing organizations performing these tests shall meet the requirements of ASTM D 3666. The
laboratory accreditation must be current.
ACCEPTANCE CRITERIA
a. General. Acceptance will be based on the following characteristics of the bituminous mixture and
completed pavement and test results:
(1) Mat density
(2) Joint density
(3) Thickness
(4) Smoothness
(5) Grade
b. Acceptance Criteria.
(1) Mat Density. If the average mat density of the lot is below 96 percent, the lot shall be removed
and replaced at the Contractor’s expense.
(2) Joint Density. If the average joint density of the lot so established equals or exceeds 94 percent,
the lot shall be acceptable. If the average joint density of the lot is less than 94 percent, the Contractor
shall stop production.
(3) Thickness. Where thickness deficiency exceeds the specified tolerances, the lot or sublot shall be
corrected by the Contractor at his expense by removing the deficient area and replacing with new
pavement. The Contractor, at his expense, may take additional cores as approved by the Engineer to
circumscribe the deficient area.
(4) Smoothness. The final surface shall be free from roller marks. The finished surface of the final
surface course shall not vary more than ¼ in when evaluated with a 16 ft straightedge.
(5) Grade The finished surface of the pavement shall not vary from the gradeline elevations and cross
sections shown on the plans by more than ½ in (12.70 mm). The finished grade of each lot will be
determined by running levels at intervals of 50 feet (15.2 m) or less longitudinally and all breaks in
grade transversely (not to exceed 50 feet) to determine the elevation of the completed pavement. The
lot size shall be a minimum of 2,000 sq yd (1,650 sq m) is recommended. The surface of the ground
pavement shall have a texture consisting of grooves between 0.090 and 0.130 in wide. The peaks and
ridges shall be approximately 1/32 in higher than the bottom of the grooves. The pavement shall be
left in a clean condition.
The Contractor shall perform quality control sampling, testing, and inspection during all phases of
the work and shall perform them at a rate sufficient to ensure that the work conforms to the
requirements including but not limited to: (a) Mix Design (b) Aggregate Grading (c) Quality of
Materials (d) Stockpile Management (e) Proportioning (f) Mixing and Transportation (g) Placing and
Finishing (h) Joints (i) Compaction (j) Surface smoothness.
METHOD OF MEASUREMENT
MEASUREMENT
Plant mix bituminous concrete pavement shall be measured by the number of tons (kg) of
bituminous mixture used in the accepted work. Recorded batch weights or truck scale weights will be
used to determine the basis for the tonnage.
BASIS OF PAYMENT
PAYMENT
Payment for a lot of bituminous concrete pavement meeting all acceptance criteria and shall
be made at the contract unit price per ton (kg) for bituminous mixture. The price shall be
compensation for furnishing all materials, for all preparation, mixing, and placing of these materials,
and for all labor, equipment, tools, and incidentals necessary to complete the item.
SPECIFICATIONS FOR THE RUNWAY APRON AND TAXIWAY
A. MATERIALS
AGGREGATES
a. Reactivity. Aggregates shall be tested for deleterious reactivity with alkalis in the cement, which
may cause excessive expansion of the concrete. Separate tests of coarse and fine aggregate shall be
made in accordance with ASTM C 1260. If the expansion of coarse or fine aggregate test specimens,
does not exceed 0.10 % at 28 days (30 days from casting), the coarse or fine aggregates shall be
accepted.
b. Fine Aggregate. Fine aggregate shall conform to the requirements of ASTM C 33.
c. Coarse Aggregate. Coarse aggregate shall conform to the requirements of ASTM C 33.
Aggregates delivered to the mixer shall consist of crushed stone, crushed or uncrushed gravel, air-
cooled blast furnace slag, crushed recycled concrete pavement, or a combination thereof. The
aggregate shall be composed of clean, hard, uncoated particles. Dust and other coating shall be
removed from the aggregates by washing.
CEMENT
Cement shall conform to the requirements of ASTM C 150 - Type II. If for any reason,
cement becomes partially set or contains lumps of caked cement, it shall be rejected. Cement salvaged
from discarded or used bags shall not be used. Only cements containing less than 0.6% equivalent
alkali or cements that can demonstrate a positive reduction in the expansion created by alkali-silica
reactions shall be used.
Premolded joint filler for expansion joints shall conform to the requirements of ASTM D
1751 or ASTM D 1752, Type II or III where joint filler must be compatible with joint sealants. The
filler for each joint shall be furnished in a single piece for the full depth and width required for the
joint. When the use of more than one piece is required for a joint, the abutting ends shall be fastened
securely and held accurately to shape by stapling or other positive fastening means satisfactory to the
Engineer.
JOINT SEALER
The joint sealer shall be of the type specified in the plans. Each lot or batch of sealing
compound shall be delivered to the jobsite in the manufacturer’s original sealed container. Each
container shall be marked with the manufacturer’s name, batch or lot number, the safe heating
temperature, and shall be accompanied by the manufacturer’s certification stating that the compound
meets the requirements of one or more the following:
ASTM D 3406 - Joint Sealants, Hot-Applied, Elastometric-Type, for Portland Cement Concrete
Pavements
ASTM D 3569 - Joint Sealants, Hot-Applied, Elastometric, Jet-Fuel-Resistant type, for Portland
Cement Concrete Pavements
ASTM D 3581 - Joint Sealant, Hot-Applied, Jet-Fuel-Resistant Type, for Portland Cement Concrete
and Tar-Concrete Pavements
ASTM D 6690 - Joint and Crack Sealants, Hot-Applied, for Concrete and Asphalt Pavements
STEEL REINFORCEMENT
Reinforcing shall consist of deformed tie bars conforming to the requirements of ASTM 615.
Transverse construction joint are necessary when paving operations are suspended resulting to a cold
joint and should be placed with 20mm smooth dowels.
Tie bars shall be deformed steel bars and conform to the requirements of ASTM A 615 or
ASTM A 996. Tie bars designated as Grade 40 in ASTM A 615 can be used for construction
requiring bent bars. Dowel bars shall be plain steel bars conforming to ASTM A 615 or ASTM A 966
and shall be free from burring or other deformation
WATER
Water used in mixing or curing shall be clean and free of oil, salt, acid, alkali, sugar,
vegetable, or other substances injurious to the finished product. Water known to be of potable quality
may be used without testing.
ADMIXTURES
The use of any material added to the concrete mix shall be approved by the Engineer.
MATERIAL ACCEPTANCE
Prior to use of materials, the Contractor shall submit certified test reports to the Engineer for
those materials proposed for use during construction. The certification shall show the appropriate
ASTM test for each material, the test results, and a statement that the material passed or failed.
B. MIX DESIGN
PROPORTIONS
Concrete shall be designed to achieve a 28-day flexural strength that meets or exceeds the
flexural strength of 600 psi or 4000 psi compressive strength. The Contractor shall note that to ensure
that the concrete actually produced will meet or exceed the acceptance criteria for the specified
strength; the mix design average strength must be higher than the specified strength. A maximum
water/cementitious ratio of 0.45 is to be observed. Prior to the start of paving operations and after
approval of all material to be used in the concrete, the Contractor shall submit a mix design showing
the proportions and flexural strength obtained from the concrete at 7 and 28 days. The mix design
shall include copies of test reports, including test dates, and a complete list of materials including
type, brand, source, and amount of cement, coarse aggregate, fine aggregate, water, and admixtures.
The mix design shall be submitted to the Engineer at least 10 days prior to the start of operations. The
submitted mix design shall not be more than 90 days old. Production shall not begin until the mix
design is approved in writing by the Engineer.
Compressive strength test specimens shall be prepared in accordance with ASTM C 192 and tested in
accordance with ASTM C 39. The mix determined shall be workable concrete having a slump for
side-form concrete between 1 and 2 in (25 mm and 50 mm) as determined by ASTM C 143.
The Contractor’s laboratory used to develop the concrete mix design shall meet the
requirements of ASTM C 1077. The laboratory accreditation must be current and listed on the
accrediting authority’s website.
C. CONSTRUCTION METHODS
EQUIPMENT
Equipment necessary for handling materials and performing all parts of the work shall be
approved by the engineer as to design, capacity, and mechanical conditions. The equipment shall be
at the jobsite sufficiently ahead of the start of paving operations to be examined thoroughly and
approved.
(1) General. Concrete may be mixed at a central plant, or wholly or in part in truck mixers
(2) Central plant mixer. Central plant mixers shall conform to the requirements of ASTM C 94. The
mixer shall be examined daily for changes in condition due to accumulation of hard concrete or
mortar or wear of blades
(3) Truck mixers and truck agitators. Truck mixers used for mixing and hauling concrete and truck
agitators used for hauling central-mixed concrete shall conform to the requirements of ASTM C 94.
d. Vibrators. Vibrator shall be the internal type. Operating frequency for internal vibrators shall be
between 8,000 and 12,000 vibrations per minute. Hand held vibrators may be used, but shall meet the
recommendations of ACI 309, Guide for Consolidation of Concrete.
e. Concrete Saws. The Contractor shall provide sawing equipment adequate in number of units and
power to complete the sawing to the required dimensions. The Contractor shall provide at least one
standby saw in good working order and a supply of saw blades at the site of the work at all times
during sawing operations.
f. Side Forms. Straight side forms shall be made of steel and shall be furnished in sections not less
than 10 feet (3 m) in length. Forms shall have a depth equal to the pavement thickness at the edge,
and a base width equal to or greater than the depth. Flexible or curved forms of proper radius shall be
used for curves of 100 ft (31 m) radius or less. Forms shall be provided with adequate devices for
secure settings so that when in place they will withstand, without visible spring or settlement, the
impact and vibration of the consolidating and finishing equipment. Forms with battered top surfaces
and bent, twisted or broken forms shall not be used. Built-up forms shall not be used, except as
approved by the Engineer.
FORM SETTING
Forms shall be set sufficiently in advance of the concrete placement to insure continuous
paving operation. After the forms have been set to correct grade, the underlying surface shall be
thoroughly tamped, either mechanically or by hand, at both the inside and outside edges of the base of
the forms. Forms shall be staked into place sufficiently to maintain the form in position for the
method of placement. Form sections shall be tightly locked and shall be free from play or movement
in any direction. The forms shall not deviate from true line by more than 1/8 in (3 mm) at any joint.
Forms shall be so set that they will withstand, without visible spring or settlement, the impact and
vibration of the consolidating and finishing equipment. Forms shall be cleaned and oiled prior to the
placing of concrete.
The prepared underlying surface shall be moistened with water, without saturating,
immediately ahead of concrete placement to prevent rapid loss of moisture from the concrete.
Damage caused by hauling or usage of other equipment shall be corrected and retested at the option
of the Engineers. All excess material shall be removed and wasted. Low areas shall be filled and
compacted to a condition similar to that of the surrounding grade. The underlying surface shall be
protected until when the concrete is placed.
MIXING CONCRETE
The concrete may be mixed at the work site, in a central mix plant or in truck mixers. The
mixer shall be of an approved type and capacity. Mixed concrete from the central mixing plant shall
be transported in truck mixers, truck agitators, or non-agitating trucks. Retempering concrete by
adding water or by other means will not be permitted. With transit mixers additional water may be
added to the batch materials and additional mixing performed to increase the slump to meet the
specified requirements provided the addition of water is performed within 45 minutes after the initial
mixing operations and provided the water/cementitious ratio specified in the approved mix design is
not exceeded, and approved by the Engineer.
No concrete shall be mixed, placed, or finished when the natural light is insufficient, unless
an adequate and approved artificial lighting system is operated.
Hot Weather. During periods of hot weather when the maximum daily air temperature exceeds 85 °F
(30 °C), the following precautions shall be taken. The forms and/or the underlying surface shall be
sprinkled with water immediately before placing the concrete. The concrete shall be placed at the
coolest temperature practicable, and in no case shall the temperature of the concrete when placed
exceed 90° F (35 °C). The aggregates and/or mixing water shall be cooled as necessary to maintain
the concrete temperature at or not more than the specified maximum.
The finished surfaces of the newly laid pavement shall be kept damp by applying a water-fog or mist
with approved spraying equipment until the pavement is covered by the curing medium. If necessary,
when conditions are such that problems with plastic cracking can be expected, and particularly if any
plastic cracking begins to occur, the Contractor shall immediately take measures as necessary to
protect the concrete surface. Such measures shall consist of wind screens, more effective fog sprays,
and similar measures commencing immediately behind the paver. If these measures are not effective
in preventing plastic cracking, paving operations shall be immediately stopped.
PLACING CONCRETE
The free vertical drop of the concrete from one point to another or to the underlying surface
shall not exceed 3 ft (1 m). Backhoes and Grading equipment shall not be used to distribute the
concrete in front of the paver.
SIDE-FORM CONSTRUCTION
Side form sections shall be straight, free from warps, bends, indentations, or other defects.
Defective forms shall be removed from the work. Metal side forms shall be used except at end
closures and transverse construction joints where straight forms of other suitable material may be
used. Side forms shall be of sufficient rigidity, both in the form and in the interlocking connection
with adjoining forms, that springing will not occur under the weight of subgrading and paving
equipment or from the pressure of the concrete. There shall be sufficient forms so that there will be no
delay in placing concrete due to lack of forms.
Before placing side forms, the underlying material shall be at the proper grade. Side forms shall have
full bearing upon the foundation throughout their length and width of base and shall be placed to the
required grade and alignment of the finished pavement. They shall be firmly supported during the
entire operation of placing, compacting, and finishing the pavement.
Forms shall be drilled in advance of being placed to line and grade to accommodate tie bars where
these are specified. Side forms shall remain in place at least 12 hours after the concrete has been
placed and in all cases until the edge of the pavement no longer requires the protection of the forms.
Curing compound shall be applied to the concrete immediately after the forms have been removed.
Side forms shall be thoroughly cleaned and oiled each time they are used and before concrete is
placed against them.
Concrete for the full paving width shall be effectively consolidated by internal vibrators without
causing segregation. Internal type vibrators’ rate of vibration shall be not less than 7,000 cycles per
minute.
Following the placing of the concrete, it shall be struck off to conform to the cross section
shown on the plans and to an elevation such that when the concrete is properly consolidated and
finished, the surface of the pavement shall be at the elevation shown on the plans. The reinforcement
may be positioned in advance of concrete placement or it may be placed in plastic concrete by
mechanical or vibratory means after spreading. Reinforcing steel, at the time concrete is placed,
shall be free of mud, oil, or other organic matter that may adversely affect or reduce bond.
JOINTS
Joints shall be constructed as shown on the plans and in accordance with these requirements.
All joints shall be constructed with their faces perpendicular to the surface of the pavement and
finished or edged as shown on the plans. The surface across the joints shall be tested with a 10 ft (3
m) straightedge as the joints are finished and any irregularities in excess of 1/4 in (6 mm) shall be
corrected before the concrete has hardened. All joints shall be so prepared, finished, or cut to provide
a groove of uniform width and depth as shown on the plans.
a. Construction. Longitudinal construction joints shall be formed against side forms with keyways
and 18mm diameter deformed bar at 300 mm center to center as shown in the plans. Longitudinal
Construction joints are only to be provided at longitudinal joints before the free end of the pavement.
Transverse construction joints shall be installed at the end of each day’s placing operations and at any
other points within a paving lane when concrete placement is interrupted for more than 30 minutes or
it appears that the concrete will obtain its initial set before fresh concrete arrives and be installed for
the last three transverse joint to the end of the pavement as indicated on the plans.. The installation of
the joint shall be located at a planned contraction or expansion joint.
b. Contraction. Contraction joints shall be installed at the locations and spacing as shown on the
plans. Contraction joints shall be installed to the dimensions required by forming a groove or cleft in
the top of the slab while the concrete is still plastic or by sawing a groove into the concrete surface
after the concrete has hardened. The groove shall be finished or cut clean so that spalling will be
avoided at intersections with other joints. Grooving or sawing shall produce a slot at least 1/8 in (3
mm) wide and to the depth shown on the plans.
c. Expansion. Expansion joints shall be installed as shown on the plans. The premolded filler of the
thickness as shown on the plans shall extend for the full depth and width of the slab at the joint,
except for space for sealant at the top of the slab. The filler shall be securely staked or fastened into
position perpendicular to the proposed finished surface. A cap shall be provided to protect the top
edge of the filler and to permit the concrete to be placed and finished. After the concrete has been
placed and struck off, the cap shall be carefully withdrawn leaving the space over the premolded
filler. The edges of the joint shall be finished and tooled while the concrete is still plastic. Any
concrete bridging the joint space shall be removed for the full width and depth of the joint.
d. Keyways. Keyways (only female keys permitted) shall be formed in the plastic concrete by means
of side forms. The dimensions of the keyway forms shall not vary more than plus or minus 1/4 in (6
mm) from the mid-depth of the pavement and shall conform to plans. Keyways shall be provided for
all pavement edges for possible future pavement expansions.
e. Tie bars. Tie bars shall consist of deformed bars installed in joints as shown on the plans. Tie bars
shall be placed at right angles to the centerline of the concrete slab and shall be spaced at intervals
shown on the plans. They shall be held in position parallel to the pavement surface and in the middle
of the slab depth. These bars shall not be painted, greased, or enclosed in sleeves. When slip-form
operations call for tie bars, two-piece hook bolts can be installed in the female side of the keyed joint
provided the installation is made without distorting the keyed dimensions or causing edge slump. If a
bent tie bar installation is used, the tie bars shall be inserted through the keyway liner only on the
female side of the joint.
Installation.
All devices used for the installation of expansion joints shall be approved by the Engineer.
The premolded joint material shall be placed and held in a vertical position. Construction joints bars
and transverse dowel bars and assemblies shall be checked for position and alignment.
Sawing of Joints
Joints shall be cut as shown on the plans.. The circular cutter shall be capable of cutting a
groove in a straight line and shall produce a slot at least 1/8 in (3 mm) wide and to the depth shown
on the plans. The top portion of the slot shall be widened by sawing to provide adequate space for
joint sealers as shown on the plans. Sawing shall commence as soon as the concrete has hardened
sufficiently to permit cutting without chipping, spalling, or tearing and before uncontrolled shrinkage
cracking of the pavement occurs. The joints shall be sawed at the required spacing, consecutively in
sequence of the concrete placement.
a. Sequence. The sequence of operations shall be the strike-off, floating and removal of laitance,
straight edging, and final surface finish. The addition of superficial water to the surface of the
concrete to assist in finishing operations will not be permitted.
b. Finishing at Joints. The concrete adjacent to joints shall be compacted or firmly placed without
voids or segregation against the joint material; it shall be firmly placed without voids or segregation
under and around all load-transfer devices, joint assembly units, and other features designed to extend
into the pavement.
c. Hand Finishing. Concrete, as soon as placed, shall be struck off and screeded. An approved
portable screed shall be used. A second screed shall be provided for striking off the bottom layer of
concrete when reinforcement is used.
The screed for the surface shall be a least 2 feet (0.6 m) longer than the maximum width of the slab to
be struck off. It shall be of approved design, sufficiently rigid to retain its shape, and shall be
constructed either of metal or of other suitable material covered with metal. Consolidation shall be
attained by the use of suitable vibrators.
d. Floating. After the concrete has been struck off and consolidated, it shall be further smoothed and
trued.
Hand Method. Long-handled floats shall not be less than 12 feet (3.6 m) in length and 6 in (15 cm)
in width, stiffened to prevent flexibility and warping. The float shall be operated from foot bridges
spanning but not touching the concrete or from the edge of the pavement. Floating shall pass
gradually from one side of the pavement to the other. Forward movement along the centerline of the
pavement shall be in successive advances of not more than one-half the length of the float. Any
excess water or laitance in excess of 1/8 in (3 mm) thick shall be removed and wasted.
CURING. Immediately after finishing operations are completed and marring of the concrete will not
occur, the entire surface of the newly placed concrete shall be cured for a 7-day cure period in
accordance with one of the methods below. Failure to provide sufficient cover material of whatever
kind the Contractor may elect to use, or lack of water to adequately take care of both curing and other
requirements, shall be cause for immediate suspension of concreting operations. The concrete shall
not be left exposed for more than 1/2 hour during the curing period.
When a two-sawcut method is used to construct the contraction joint, the curing compound shall be
applied to the sawcut immediately after the initial cut has been made. The sealant reservoir shall not
be sawed until after the curing period has been completed. When the one cut method is used to
construct the contraction joint, the joint shall be cured with wet rope, wet rags, or wet blankets. The
rags, ropes, or blankets shall be kept moist for the duration of the curing period.
Impervious Membrane Method. The entire surface of the pavement shall be sprayed uniformly
with white pigmented curing compound immediately after the finishing of the surface and before the
set of the concrete has taken place. The curing compound shall not be applied during rainfall. Curing
compound shall be applied by mechanical sprayers under pressure at the rate of 1 gallon (4 liters) to
not more than 150 sq ft (14 sq m).
Waterproof Paper. The top surface and sides of the pavement shall be entirely covered with
waterproofed paper. The units shall be lapped at least 18 in (457 mm). The paper shall be placed and
weighted to cause it to remain in contact with the surface covered.
Water Method. The entire area shall be covered with burlap or other water absorbing material. The
material shall be of sufficient thickness to retain water for adequate curing without excessive runoff.
REMOVING FORMS
Unless otherwise specified, forms shall not be removed from freshly placed concrete until it
has hardened sufficiently to permit removal without chipping, spalling, or tearing.
Grade
An evaluation of the surface grade shall be made by the Engineer for compliance to the
tolerances contained below. The finish grade will be determined by running levels at intervals of 50 ft
(15.2 m) or less longitudinally and all breaks in grade transversely (not to exceed 50 ft) to determine
the elevation of the completed pavement. The Contractor shall pay the costs of surveying the level
runs, and this work shall be performed by a licensed surveyor. The documentation, stamped and
signed by a licensed surveyor, shall be provided by the Contractor to the Engineer.
Lateral Deviation. Lateral deviation from established alignment of the pavement edge shall not
exceed plus or minus 0.10 ft (30 mm) in any lane.
Vertical Deviation. Vertical deviation from established grade shall not exceed plus or minus 0.04 ft
(12 mm) at any point.
All markings and paint colors shall follow those as described in details and follow the
prescribed marking dimensions.
METHOD OF MEASUREMENT
Portland cement concrete pavement shall be measured by the number of cubic meters of
either plain or reinforced pavement as specified in-place, completed and accepted. Saw-cut grooving
shall be measured by the number of square meters of saw-cut grooving as specified in-place,
completed and accepted.
BASIS OF PAYMENT
PAYMENT
Payment for concrete pavement meeting all acceptance criteria. Acceptance Criteria shall be
based on results of smoothness, strength and thickness tests.
SPECIFICATIONS FOR DRAINAGE SYSTEM
GENERAL
The work to be undertaken included the furnishing of labor, materials, equipment, and
specialized work in the construction of the proposed design. All works including revision must be
performed under the supervision of an engineer or by authorized personnel.
Demolition of existing structure should be done in place where the proposed design is to be
constructed. The area shall be cleared and graded to suit the drainage site and the structure is limited
to the area where it is to be constructed. Land grading is hampered for trash and vegetation. This
material should be destroyed or removed before construction and kept under control while the work is
being done. The fields should be chiselled before construction if there are hard pans.
Excavation for canal footings and slabs is graded properly before pouring of concrete. The
grade should be based on the result of the profile survey conducted. Backfill in some lower elevations
is placed in the layered thickness and then thoroughly compacted by moistening as necessary or
tampering as much as possible. Backfill materials should be free from fibres, vegetation or organic
materials, boulders, lumps of clay and other concentration of silt, debris and cinders.
a. Concrete Materials
Cement must conform to requirement on the standard specifications and test for Portland
cement. Fine aggregates to be used consist of sand, stones, screenings or others similar inert materials
or combination thereof, such particles size as to pass through No. 4 screen having clean, hard, strong
durable grains, free of deleterious substances and without clay. Water to be used in gauging concrete
is free from deleterious substances and be reasonably clear and clean. The use of sea brackish water is
not allowed. Water that is potable may be used.
b. Reinforcing Bars
No steel reinforcing bar is used if it has been thoroughly clean of any material that will
destroy or reduce bond. Reinforcements are secured against displacement by means of wires, concrete
or metal chairs, clips, spacers or hangers. Unless otherwise specified minimum spacing between bars
shall not be less than 1 ½ times the size of coarse aggregate. Splices have standard laps and secured
by wires, Splices on bars are staggered.
Use 12 mm diameter steel bars for U-shaped reinforcements for the slabs and walls.
COLLEGE of ENGINEERING
CENTRAL PHILIPPINE UNIVERSITY
ILOILO CITY
PHILIPPINES
CE 5102 (Civil Engineering Project) WORK SCHEDULE
Team: RPG Tel Nos (033) 329 1971 (to79) local 1082
Team Members: Gaitan, Aicyleen
Fax No (033) 320 3004
Prado, Pamela
Reyes,CIVIL
Christopher
ENGINEERING DEPARTMENT
DATE TASKS
DEC 30- NEW YEARS VACATION AND START DOING THE WRITE UP
JAN 4, 2014 FOR THE 3 CHAPTERS
FEB 3,2014 SUBMISSION OF CHAPTERS 1,2, & 3 to the faculty coordinator and
pannels (FINAL)
FIRST SEMESTER:
2014
May 9,10 & 11, Collection of Soil samples from project site
2014
May 19- June 7, Conducted Soil testing
2014
June 7 & 14, Conducted Topographic Survey along Runway
2014
June 18, 2014 Topographic Survey data Processing
June 20- 30, Airport design standards collection ( Civil Aviation Authority of
2014 the Phil., Federal Aviation Authority of the Philippines,
International Civil Aviation Authority of the Philippines)
July 5 Submission of Letter request for access to old airport files and
documents to Guimaras Provincial office.
July 10, 2014 Follow up requested old files and documents (previous layout,
structural designs,.. etc. of the unfinished airport)
*Team Meetings are held every Mondays, Wednesday and Fridays afternoon and
whenever necessary.
Department of Languages, Mass Communication and Humanities
College of Arts and Sciences
Central Philippine University
Telephone No: (033)329-1971 local 1060
Fax: (033) 320-3685 www.cpu.edu.ph
CERTIFICATION
This certifies that the undergraduate paper entitled: “Infrastructural Improvements for
Buenavista, Guimaras Airport” of Christopher D. Reyes et. al., has been submitted to me
for content and style editing.
I was able to thoroughly read and edit their paper and suggested necessary corrections
for incorporation in their study.