Kingscote Airport Business Case Appendices - Kangaroo Island ...

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For aircraft landing to the north and assuming the runway length is 2500m, the distance from theresidences to the threshold would only be 800m. The potential noise from a B737 / A320 onlanding at the location of residences is 97 dB(A).On the other hand, for a 2000m runway length the peak noise on the extended runway centrelinereduces to 92 dB(A) in the vicinity of the above dwellings.This would suggest that, in the case of B737 and A 320 jets (i.e. Scenario 4), noise is a potentialissue and a runway length greater than 2000m may not be viable.5.4 Taxiway A5.5 ApronThe existing width of Taxiway A is 15m. The required taxiway width is 18m for Code 3C aircraftexcept that this can be reduced to 15m in the case of aircraft with a wheel base of less than 18m.This applies equally to F100 and Q400 (Scenarios 2 and 3). Note Q400 is listed as Code 3D butCASA have granted a national exemption for the aircraft to be considered as Code 3C.However for Scenario 3, it will be necessary for 3m wide compacted and erosion resistantshoulders to be provided. For Scenario 4, the Taxiway A seal will need to be increased in widthto 18m.Fillets from Runway 01 / 19 are adequate for larger aircraft.The existing Apron can adequately cater for the aircraft parking needs for development scenarios1 and 2.In determining the apron width for Scenario 3 it has been assumed that it will be necessary tosimultaneously and independently park 1 x F100, 1 x F50 or Q400 and 1 x PC12 aircraft. It hasalso been assumed that it will be necessary to design to ensure passenger protection from jetblast by providing appropriate clearances to limit exposure to 60kph maximum.The outer (southern) edge of the Apron is considered by CASA as taxiway as it allows aircraft totraverse from one part of the aerodrome to another part. The taxiway strip width for Code C is26.5m from centreline.The minimum width of this combined taxiway / apron is required to allow for ½ taxiway width +taxiway strip width from centreline + aircraft wingspan + object clearance + walkway width. Thisequates to 9m + 26.5m + 28m + 4.5m +3m = 71m.The width of the existing Apron from the fence to the outer southern edge is generally 68mdecreasing to a minimum width of 63m towards the eastern end. Consequently, widening forScenario 3 is required. In addition the western end of Taxiway A would need to be realignedslightly to line up with the new southern edge of the apron.For Scenario 4, the required width of the apron would be even greater – by the increasedwingspan of B 737 800 aircraft over the F100, that is, a further 12m. Consequently, an apronwidth of 85m has been adopted.5.6 Indicative Design – Pavement & Seal5.6.1 Existing Pavement DesignThe design structure for the existing runway and taxiway pavements comprised: Surface Base2 coat 10/7 bituminous spray seal.100 - 150mm (min. thickness) blended crushed basalt and natural limestonegravel compacted to 98%MMDD. Sub-base 150 - 200mm natural limestone gravel CBR 35.Ref No. 20120935DR1A Kingscote Airport Infrastructure Study Report 11
Selected fill Sub-grade220mm sand CBR 10 compacted to 96% MMDD.clay nominal CBR 6 compacted to a depth of 150mm to 95% MMDDThe original pavement design aircraft was the Fokker F27 with an all up weight of 20,000kg at atyre pressure of 550kPa and a 15 year life design life.5.6.2 Design BasisNormally at the end of the design life, it is not expected that an existing pavement would requirereplacement or even tyning up and re-compacting. Certainly, there is no evidence that suchradical treatment would be required anywhere on the Kingscote Runway 01 / 19. Accordingly, forthe design of overlays for upgraded pavements a minimum CBR of 35 has been adopted for theexisting sub-base pavement material (that is the material 150mm to 300mm below the existingsurface level.Similarly, for areas of new pavement, it has been assumed that the pavement structure willcomprise a selected fill layer of CBR 10 sand, a sub-base of CBR 35 pit rubble and a basecourse (assumed soaked CBR of 60-80).The following lists details the possible design aircraft and the required pavement thickness forthe various CBRs in the existing pavement structure.AircraftMax WeightkgTyrePressureKPaPavementthicknessmm on CBR 6Pavementthicknessmm on CBR10Pavementthicknessmm on CBR35ACN (6)BAe 146 2 40,600 880 593 436 175 24B737 800 79,243 1413 797 568 270 51Dash 8 400 29,347 972 510 370 160 18EMB 190 50,460 1014 640 470 203 30Fokker F27 F50 20,412 580 433 310 116 12Fokker F100 44,680 980 655 483 196 30NOTESPavement comprises subgrade CBR 6, sub-base CBR 10 and base CBR 35Design thickness based on 1200 annual departuresCOMFAA assumes BC surface layer (not used in Australia other than heavy jet pavements)For heavy aircraft 75mm BC surface layer at 1.5 equivalency, 38mm added to COMFAA result5.6.3 Indicative Pavement Thickness and Surfacing TreatmentsNew PavementsBased on the above requirements, the adopted design for new pavements (i.e. runwaylengthening and widening) for the future airport development scenarios are as set out in Table5-1:Ref No. 20120935DR1A Kingscote Airport Infrastructure Study Report 12
Page 6: PRELIMINARY ASSESSMENTKangaroo Isla
Page 10 and 11: PRELIMINARY ASSESSMENTKangaroo Isla
Page 16 and 17: Kangaroo Island Airport Upgrade Bus
Page 18 and 19: Document History and StatusRev Desc
Page 20 and 21: 6 Terminal Building 166.1 Descripti
Page 22 and 23: 1 Introduction1.1 Scope of ReportTh
Page 24 and 25: 3 Future Development Scenarios3.1 S
Page 26: 4 Site Investigations4.1 OutlineA s
Page 30 and 31: Coober PedyKingscoteAccordingly, a
Page 34 and 35: Table 5-1New Pavement ThicknessesPa
Page 36 and 37: In this Study, allowance has been m
Page 38 and 39: An additional 20% of the gross area
Page 40 and 41: 7 Landside Facilities7.1 Car Parkin
Page 42 and 43: This situation will require monitor
Page 44 and 45: 8 Capital Costs Estimates8.1 Introd
Page 46 and 47: Table 8-2Pavement Element Compariso
Page 48 and 49: 8.4.3 Security Screening CostsIn ad
Page 50: Appendix AKingscote Airport - Curre
Page 60 and 61: Appendix CCalculations Terminal Bui
Page 62 and 63: Appendix DCapital Cost Estimates Sc
Page 64 and 65: Kingscote Airfield ReviewKangaroo I
Page 66 and 67: Kangaroo Island Airport Upgrade Bus
Page 68 and 69: CONTENTSContents ..................
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