Evaluation of Airport Runway Pavements in Relation To Increasing Air Travel Demand in Bangladesh

EVALUATION OF AIRPORT RUNWAY PAVEMENTS IN RELATION
TO INCREASING AIR TRAVEL DEMAND IN BANGLADESH
MD. ELEOUS
DEPARTMENT OF CIVIL ENGINEERING

BANGLADESH UNIVERSITY OF ENGINEERING AND
TECHNOLOGY (BUET), DHAKA-1000
March 2017
EVALUATION OF AIRPORT RUNWAY PAVEMENTS IN RELATION
TO INCREASING AIRTRAVEL DEMAND IN BANGLADESH
By
MD. ELEOUS
A Thesis Submitted to the Department of Civil Engineering, Bangladesh

University of Engineering and Technology (BUET), Dhaka in partial
fulfillment of the requirements for the degree of
MASTER OF SCIENCE IN CIVIL ENGINEERING

(Transportation)
DEPARTMENT OF CIVIL ENGINEERING

BANGLADESH UNIVERSITY OF ENGINEERING AND
TECHNOLOGY (BUET), DHAKA-1000
March 2017
ii
The thesis titled “EVALUATION OF AIRPORT RUNWAY PAVEMENTS IN
RELATION TO INCREASING AIR TRAVEL DEMAND IN BANGLADESH”,
Submitted by MD. ELEOUS, Roll: 0412042449F, Session: April-2012, has been
accepted as satisfactory in partial fulfillment of the requirements for the degree of Master
of Science in Civil Engineering (Transportation) on 28th March 2017.
BOARD OF EXAMINERS
Dr. Hasib Mohammed Ahsan Chairman

Professor (Supervisor)
Department of Civil Engineering
BUET, Dhaka-1000.
Dr. Abdul Muqtadir Member

Professor & Head (Ex-officio)
BUET, Dhaka-1000.
Dr. Md. Mazharul Hoque Member

Professor
BUET, Dhaka-1000.
Dr. Mahmood Omar Imam Member

Professor (External)
CUET, Chittagong.
iii
CANDIDATE’S DECLERATION
It is hereby declared that this thesis or any part of it has not been submitted elsewhere for
the award of any degree or diploma.
March 2017 ………………..

(MD. ELEOUS)
iv
DEDICATION
This thesis is dedicated to my mother Mrs. Sakhina Begum. Her continuous

inspirations made this effort possible.
v
ACKNOWLEDGEMENT
First and foremost, I would like to thank Allah for His grace and mercy throughout this
study. It is by His help and wisdom in guiding me to finish my work.
Second, I would like to express my sincere appreciation to my thesis supervisor, Professor

Dr.Hasib Mohammed Ahsan for his enthusiastic effort and concern. Without his continued
support and interest, this thesis would not have been the same as presented here.
Besides my supervisor, I would like to thank the rest of my thesis committee: Prof. Dr.
Abdul Muqtadir, Prof. Dr. Md. Mazharul Hoque, and Prof. Dr. Mahmood Omar Imam, for
their encouragement, insightful comments, and hard questions.
I take this opportunity to express my deep sense of gratitude to Prof. Dr. Md. Mazharul
Hoque for his valuable guidance laced with suggestion and help.
I would also like to thank the officials of Civil Aviation Authority of Bangladesh (CAAB),
for their cooperation.
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ABSTRACT
Bangladesh is a developing country and its economy is increasing significantly as well as

the air travel demand also increasing rapidly. In 2015, the number of registered carrier
departures worldwide from Bangladesh was 32,960 and the quantity for air freight in
Bangladesh was 188 million ton-km. With the increasing volume of passengers and goods
movement, airlines are introducing wide bodied and new generation aircraft and that also
demand for evaluation of airfield pavement.
The aims of this study were to determine the air travel demand (passenger, aircraft, and
cargo movement) of Bangladesh, to evaluate the airport reference code and runway
configuration, and to evaluate the runway pavement of three international airports of
Bangladesh.
The runway and taxiway configuration was evaluated according to International Civil
Aviation Organization (ICAO) and Federal Aviation Administration (FAA) standards. The
ACN-PCN (Aircraft Classification Number-Pavement Classification Number) value of the
pavements was calculated using FAA COMFAA 3.0 software.
According to the findings, HSIA (Hazrat Shahjalal International Airport) meets all the
requirements for current design aircaft (ICAO Code 4E). SAIA (Shah Amanat International
Airport) and OIA (Osmani International Airport) are showing minor deviations from the
requirements of 4E category. The PCN results for HSIA, SAIA, and OIA are 64 F / C/ X / T
, 52 F / C / X / T, and 43 F / C / X / T respectively.
Existing pavement cannot accommodate Code F aircraft operations for future air traffic
demand. Further modifications and improvements of airport runway should be made to
accommodate the future air travel demand in Bangladesh. This research can further be
extended for the evaluation of runway pavements of domestic airports.
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TABLE OF CONTENTS
CANDIDATE’S DECLERATION ........................................................................................ iv

DEDICATION ........................................................................................................................V
ACKNOWLEDGEMENT .................................................................................................... VI
ABSTRACT ......................................................................................................................... VII
TABLE OF CONTENTS ..................................................................................................... viii
LIST OF TABLES ............................................................................................................... xiii
LIST OF FIGURES .............................................................................................................. xv
LIST OF ABBREVIATIONS ............................................................................................ xviii
CHAPTER ONE: INTRODUCTION

1.1 Background of the Study .............................................................................................. 19
1.2 Objectives of the Study ................................................................................................. 20
1.3 Outline of the Research Methodology .......................................................................... 20
1.4 Scopes of the Study....................................................................................................... 20
1.5 Organization of the Thesis ............................................................................................ 21
CHAPTER TWO: LITERATURE REVIEW

2.1 General .......................................................................................................................... 22
2.2 Air Trvel Demand Related Studies ............................................................................... 22
2.2.1 ACI World Airport Traffic Report 2015 ............................................................... 22
2.2.2 Evaluation of Airport Configuration to Accommodate Newtype Aircraft ........... 23
2.2.3 The Financial Express Report ............................................................................... 23
2.2.4 Gross Domestic Product (GDP) Vs. Revenue Passenger Kilometers (RPKs) ..... 23
2.3 Airport Reference Code and Runway Configuration Related Studies.......................... 24
2.3.1 Runway Length Requirements for Airport Design ............................................... 24
2.3.2 Aerodrome Physical Characteristics ..................................................................... 24
2.3.3 Airport Reference Code ........................................................................................ 25
2.3.4 FAA Airplane Design Group , ADG .................................................................... 25
2.3.5 FAA Runway Design Code, RDC ........................................................................ 26
2.3.6 ICAO Aerodrome Reference Code, ARC ............................................................. 27
2.3.7 Aircraft Characteristics Related to Airport Design ............................................... 29
2.3.7.1 Components of Aircraft Weight : ................................................................. 29
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2.3.7.2 Operating Empty Weight (OEW) ................................................................. 29
2.3.7.3 Payload .......................................................................................................... 29
2.3.7.4 Zero Fuel Weight .......................................................................................... 29
2.3.7.5 Maximum Ramp Weight............................................................................... 30
2.3.7.6 Maximum Take-Off Weight ......................................................................... 30
2.3.7.7 Maximum Landing Weight ........................................................................... 30
2.3.7.8 Static Weight on the Main and the Nose Gear .............................................. 30
2.3.7.9 Main Landing Gear Dimensions ................................................................... 31
2.3.7.10 Wheel Configuration ..................................................................................... 31
2.3.8 Runway Configuration .......................................................................................... 35
2.3.8.1 Runway Orientation ...................................................................................... 35
2.3.8.2 Runway Length ............................................................................................. 35
2.3.8.3 FAA Approach for Length Requirements..................................................... 36
2.3.8.4 ICAO Approach for Length Requirements ................................................... 37
2.3.8.5 Runway Width .............................................................................................. 38
2.3.8.6 Runway Shoulder .......................................................................................... 38
2.3.8.7 Runway Strips ............................................................................................... 39
2.3.8.8 Runway End Safety Area (RESA) ............................................................... 40
2.3.8.9 Clearway ....................................................................................................... 40
2.3.8.10 Stop Way....................................................................................................... 41
2.4 Taxiway Configuration ................................................................................................. 41
2.4.1 Taxiway Width...................................................................................................... 41
2.4.2 Taxiway Curves .................................................................................................... 43
2.4.3 Taxiway Minimum Separation Distances ............................................................. 43
2.4.4 Rapid Exit Taxiways ............................................................................................. 44
2.4.5 Taxiway Shoulder ................................................................................................. 45
2.4.6 Taxiway Strips ...................................................................................................... 45
2.5 Airport Runway Pavement Evaluation Related Studies ............................................... 46
2.5.1 FAA (2014) Advisory Circular No.150/5335-5C ................................................. 46
2.5.2 FAA (2009) Advisory Circular No. 150/5320-6E ................................................ 46
2.5.3 CAAB (2010) Advisory Circular No.04 ............................................................... 47
2.5.4 Airport Pavements Structral and Functional Condition Evaluation ..................... 47
2.5.5 Aishah Binti Md. Noor (2010) .............................................................................. 47
2.5.6 Calculating PCN is using the FAA Method ...................................................... 48
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2.5.7 FAA (2012) AC No.150/5300-13A ...................................................................... 48
2.5.8 Runway Pavement Evaluation Process ................................................................. 48
2.5.9 Evaluation Process of Flexible Pavements ........................................................... 51
2.5.10 Evaluation Process of Rigid Pavements ............................................................... 52
2.5.11 Estimation of Runway Pavement Strength-PCN.................................................. 53
2.5.11.1 Introduction ................................................................................................... 53
2.5.11.2 Definition of ACN ........................................................................................ 54
2.5.11.3 Definition of PCN ......................................................................................... 54
2.5.11.4 Flexible Pavement ACN ............................................................................... 54
2.5.11.5 System Methodology .................................................................................... 54
2.5.11.6 Determination of Aircraft Classification Number (ACN) ............................ 55
2.5.11.7 Subgrade Category ........................................................................................ 55
2.5.11.8 ACN Calculation ........................................................................................... 55
2.5.11.9 Variables Involved in Determination of ACN Values .................................. 55
2.5.11.10 Determination of ACN Values Using COMFAA 3.0 Program .................... 56
2.5.11.11 COMFAA Program. ...................................................................................... 56
2.5.11.12 Using the COMFAA Program. ..................................................................... 57
2.6 DETERMINATION OF PCN NUMERICAL VALUE ............................................... 57
2.6.1 PCN Concept ........................................................................................................ 57
2.6.2 Determination Of PCN Numerical Value ............................................................. 58
2.6.3 Technical Evaluation Method to Determine PCN ................................................ 58
2.6.4 Determination of the PCN value ........................................................................... 59
2.6.5 Concept of Equivalent Traffic .............................................................................. 59
2.6.6 Parallel Taxiway Scenario .................................................................................... 61
2.6.7 Coverage. .............................................................................................................. 62
2.6.8 Equivalent Pavement Thickness ........................................................................... 62
2.7 Conclusion .................................................................................................................... 64
CHAPTER THREE: AIR TRAVEL DEMAND IN BANGLADESH

3.1 General .......................................................................................................................... 65
3.2 Air Traffic and Aircraft Demand in World .................................................................. 65
3.3 Global Air Travel Demand ........................................................................................... 65
a) Air Passenger Traffic in 2014 ...................................................................................... 66
b) Air Cargo Traffic in 2014 ............................................................................................ 67
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c) Aircraft movement in 2014 .......................................................................................... 68
3.4 Airbus Global Market Forecast-2015 ........................................................................... 70
3.5 Air Travel Demand in Bangladesh ............................................................................... 70
3.6 Domestic Air Fleet Status in Bangladesh ..................................................................... 75
3.7 Air Passenger Growth Rate versus GDP ...................................................................... 76
3.8 Air Travel Demand at HSIA, Dhaka............................................................................. 77
3.9 Air Travel Demand at SAIA, Chittagong ..................................................................... 80
3.10 Air Travel Demand at OIA, Sylhet .............................................................................. 84
3.11 Conclusions .................................................................................................................. 87
CHAPTER FOUR: AIRPORT REFERENCE CODE & RUNWAY CONFIGURATION

4.1 General .......................................................................................................................... 89
4.2 Aerodrome Reference Code and Aeroplane Characteristics ........................................ 89
4.3 Runway Configuration Evaluation .............................................................................. 92
4.3.1 Runway Orientation .............................................................................................. 92
4.3.2 Runway Length ..................................................................................................... 92
4.3.3 Runway Width ...................................................................................................... 93
4.3.4 Runway Shoulder .................................................................................................. 94
4.3.5 Runway Strips ....................................................................................................... 94
4.3.6 Runway End Safety Area (RESA) ........................................................................ 95
4.3.7 Clearway ............................................................................................................... 95
4.3.8 Stop Way............................................................................................................... 95
4.3.9 Taxiway Width...................................................................................................... 96
4.3.10 Taxiway Curves .................................................................................................... 96
4.4 Conclusions ................................................................................................................... 96
CHAPTER FIVE: RUNWAY PAVEMENT EVALUATION

5.1 General .......................................................................................................................... 98
5.2 Three Airports in Bangladesh ....................................................................................... 98
5.3 Hazrat Shahjalal International Airport (HSIA), Dhaka ................................................ 98
5.4 Shah Amanat International Airport (SAIA), Chittagong ............................................ 102
5.5 Osmani International Airport (OIA), Sylhet ............................................................... 105
5.6 Technical Evaluation Method to Determine PCN of HSIA Runway ......................... 108
5.6.1 Equivalent Pavement Thickness Calculation of HSIA Runway Section ............ 108
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5.6.2 COMFAA Output: HSIA Runway Section......................................................... 108
5.7 Technical Evaluation Method to Determine PCN of SAIA Runway ......................... 113
5.7.1 Equivalent Pavement Thickness Calculation of SAIA Runway Section ............ 113
5.7.2 COMFAA Output: SAIA Runway Section S2 &S5 ........................................... 114
5.7.3 SAIA Runway Section S2 ................................................................................... 114
5.7.4 SAIA Runway Section S5 ................................................................................... 119
5.8 Technical Evaluation Method to Determine PCN of OIA Runway ........................... 122
5.8.1 Equivalent Pavement Thickness Calculation Of OIA Runway Section ............. 122
5.8.2 COMFAA Run .................................................................................................... 123
5.8.3 COMFAA Output: OIA Runway Section S1 &S6 ............................................. 123
5.8.4 OIA Runway Section S1 ..................................................................................... 123
5.8.5 OIA Runway Section S6 ..................................................................................... 128
5.9 Conclusions ................................................................................................................. 131
CHAPTER SIX: CONCLUSIONS AND RECOMMENDATIONS

6.1 Conclusions ................................................................................................................. 132
6.2 Recommendations………………………………………………………………..…..136
6.2.1 Policy Recommendations.................................................................................... 133
6.2.2 Recommendations for Future Study ................................................................... 134
REFERENCES ................................................................................................................... 135
APPENDICES 139-178
APPENDIX-A: STATISTICS OF AIR TRAFFIC MOVEMENT……………… 139
APPENDIX-B: AIRCRAFT GENERAL CHARACTERISTICS……………......147
APPENDIX-C: AIRCRAFT GENERAL DIMENSIONS……………………… 152
APPENDIX-D: AIRCRAFT MOVEMENT LANDING DATA……………….. 155
APPENDIX-E: RUNWAY LENGTH REQUIREMENT……………………….. 157
APPENDIX-F: COMFAA APPLICATION…………………………………… 164
APPENDIX-G: PUBLICATION……………………………………………… 170
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LIST OF TABLES
Content Page
Table 2.1: Airplane Design Group (ADG) 26
Table 2.2: Aircraft Approach Category (AAC) 26
Table 2.3: Approach Visibility Minimums 27
Table 2.4: Aerodrome Reference Code (for Element 1) 28
Table 2.5: Aerodrome Reference Code (for Element 2) 28
Table 2.6: Main Types of Wheel Units 31
Table 2.7: Various Types of Wheeled Units of Some Popular Aircrafts 33
Table 2.8: Collected Data to Determine Runway Length 36
Table 2.9: Runway Widths According to ICAO Standards 38
Table 2.10: Recommended Longitudinal Extension of Runway Strip 39
Table 2.11: Recommended Width of Runway Strips 40
Table 2.12: ICAO Recommendation of Minimum Taxiway Width 42
Table 2.13: TDG for Boeing 777-300ER 43
Table 2.14: FAA Recommended Taxiway Width 43
Table 2.15: Clearance Distance for Taxiway Curves 43
Table 2.16: Minimum Radius of Turn-off Curve 44
Table 2.17: Minimum Taxiway and Shoulder widths on Straight Portions 45
Table 2.18 : PCN Code Format 54
Table 2.19: Standard Subgrade Support Conditions for Flexible
Pavement ACN Calculation 55
Table 2.20: Conversion Factors to Convert from One Landing
Gear Type to Another 60
Table 2.21: TC/C Ratio for Flexible Pavements – Additional Fuel Obtained 61
Table 2.22: FAA flexible pavement reference layer thickness 63
Table 2.23: Layer Conversion Factor for Equivalent Thickness Calculation 64
Table 4.1: Aerodrome Reference Code and Aeroplane Characteristics
of the Aircrafts using HSIA 89
of the Aircrafts using SAIA 90
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of the Aircrafts using OIA 91
Table 4.4: Runway Orientation of International Airports in Bangladesh 92
Table 4.5: Runway Length Provided at Three International Airports 92
Table 4.6: Declared Distances at Three International Airports 93
Table 4.7: Runway Width Requirements for Current Design Aircraft 93
Table 4.8: Runway Width of Three International Airports in Bangladesh 93
Table 4.9: Runway Strip Longitudinal Extension Provided HSIA, SAIA and OIA 94
Table 4.10: Runway Strip Lateral Extension Provided at HSIA, SAIA and OIA 94
Table 4.11: RESA Dimension Provided at Three International Airports 95
Table 4.12: Clearway Provided at International Airports of Bangladesh 95
Table 4.13: Stop Way Dimensions at HSIA, SAIA and OIA 96
Table 4.14: Taxiway Widths for International Airports of Bangladesh 96
Table 5.1: Determination of Evaluation Thickness (mm) of HSIA Runway Section 108
Table 5.2: Air Traffic Information at HSIA in Base Year 2014 108
Table 5.3: Input Air Traffic Data for HSIA Runway Section 109
Table 5.4: PCN Values for HSIA Runway Section 110
Table 5.5: Flexible ACN at Indicated Gross Weight
and Strength for HSIA Runway Section 111
Table 5.6: Determination of evaluation thickness (mm) of SAIA Runway Section 113
Table 5.7: Air Traffic Information at SAIA in Base Year 2013 114
Table 5.8: Input Air Traffic Data for SAIA Runway Section S2 115
Table 5.9: PCN Values for SAIA Runway Section S2 116
Table 5.10: Flexible ACN at Indicated Gross Weight and Strength
for SAIA Runway Section S2 117
Table 5.11: PCN Values for Runway Section S5 120
Table 5.12: Determination of Evaluation Thickness (mm) of OIA Runway Section 122
Table 5.13: Air Traffic Information at OIA in Base Year 2014 123
Table 5.14: Input Air Traffic Data for OIA Runway Section S1 124
Table 5.15: PCN Values for OIA Runway Section S1 125
Table 5.16: Flexible ACN at Indicated Gross Weight and
Strength for OIA Runway Section S1 126
Table 5.17: PCN Values for OIA Runway Section S6 129
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LIST OF FIGURES
Content Page
Figure 2.1: The Main Gears and the Nose Gears 30
Figure 2.2: Main Landing Gears Dimensions 31
Figure 2.3: Typical Clearway of an Airport 41
Figure 2.4: Typical Stop Way of an Airport 41
Figure 2.5: Taxiway Design Group (TDG) 42
Figure 2.6: Taxiway Separation Distances 44
Figure 2.7: Rapid Exit Taxiway 45
Figure 2.8: Runway with Central Taxiway 60
Figure 2.9: Runway with Parallel Taxiway 61
Figure 3.1: Annual Growth of Air Passenger Movement in Different Regions 66
Figure 3.2: % Shear of Total Air Passenger Movement in Different Regions 67
Figure 3.3: Annual Growth of Air Cargo Movement in Different Regions 68
Figure 3.4: % Shear of Total Air Cargo Movement in Different Regions 68
Figure 3.5: Annual Growth of Aircraft Movement in Different Regions 69
Figure 3.6: % Shear of Total Aircraft Movement in Different Regions 69
Figure 3.7: Airbus Global Market Forcast 2015 70
Figure 3.8: Annual Air Passenger Movement Trend in Bangladesh 72
Figure 3.9: Annual Air Cargo Movement Trend in Bangladesh 72
Figure 3.10: Aircraft Movement in Different Airports of Bangladesh 73
Figure 3.11: Air Passenger Movement in Different Airports of Bangladesh 74
Figure 3.12: Air Cargo Movement in Different Airports of Bangladesh 74
Figure 3.13: Aircraft Movement in Different Airports of Bangladesh 75
Figure 3.14: Domestic Fleet Status of Bangladesh 76
Figure 3.15: Air Passenger Growth Rate versus GDP 77
Figure 3.16: Air Passenger Movement at HSIA 77
Figure 3.17: Air Cargo Movement at HSIA 78
Figure 3.18: Aircraft Movement at HSIA 78
Figure 3.19: Projection of Air Passenger Movement at HSIA 79
Figure 3.20: Projection of Air Cargo Movement at HSIA 79
Figure 3.21: Projection of Aircraft Movement at HSIA 80
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Figure 3.22: Aircraft Type Wise Air Trffic Movement at HSIA 80
Figure 3.23: Air Passenger Movement at SAIA 81
Figure 3.24: Cargo Movement at SAIA 81
Figure 3.25: Aircraft Movement at SAIA 82
Figure 3.26: Projection of Air Passenger Movement at SAIA 82
Figure 3.27: Projection of Air Cargo Movement at SAIA 83
Figure 3.28: Projection of Aircraft Movement at SAIA 83
Figure 3.29: Aircraft Type Wise Air Traffic Movement at SAIA 84
Figure 3.30: Air Passenger Movement at OIA 84
Figure 3.31: Air Cargo Movement at OIA 85
Figure 3.32: Aircraft Movement at OIA 85
Figure 3.33: Projection of Air Passenger Movement at OIA 86
Figure 3.34: Projection of Air Cargo Movement at OIA 86
Figure 3.35: Projection of Aircraft Movement at OIA 87
Figure 3.36: Aircraft Type Wise Air Traffic Movement at OIA 87
Figure 5.1: Arial View of HSIA Runway 99
Figure 5.2: Existing Layers of HSIA Runway Pavements 100
Figure 5.3: Typical Layout Plan of HSIA Runway & Existing Features 101
Figure 5.4: Arial View of SAIA Runway 102
Figure 5.5: Existing Layers of SAIA Runway Pavement at Different Sections. 103
Figure 5.6: Typical Layout Plan of SAIA Runway and Exiting Features 104
Figure 5.7: Arial View of OIA Runway 105
Figure 5.8: Typical Layout Plan of Runway and Existing Features of OIA 106
Figure 5.9: Existing Layers of OIA Runway Pavement at Different Sections 107
Figure 5.10: Gross & Allowable Weights with CDF & 6D Thickness
for HSIA Runway Section 112
Figure 5.11: PCN & ACN of Aircrafts for HSIA Runway Section 113
Figure 5.13: PCN & ACN of Aircrafts for SAIA Runway Section S2 119
Figure 5.15: PCN & ACN of Aircrafts for SAIA Runway Section S5 122
xvi
for OIA Runway Section S1 127
Figure 5.17: PCN & ACN of Aircrafts for OIA Runway Section S1 127
for OIA Runway Section S6 130
Figure 5.19: PCN & ACN of Aircrafts for OIA Runway Section S6 130
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LIST OF ABBREVIATIONS
ACN Aircraft Classification Number

PCN Pavement Classification Number
FAA Federal Aviation Administration of U.S.A.
ICAO International Civil Aviation Organization
CAAB Civil Aviation Authority of Bangladesh
CDF Cumulative Damage Factor
AC Advisory Circular
P/C Pass to Coverage Ratio
TC Traffic Cycle
P/TC Pass to Cycle Ratio
HMA Hot Mix Asphalt
HSIA Hazrat Shahjalal International Airport
SAIA Shah Amanat International Airport
OIA Osmani International Airport
AAC Aircraft Approach Category
ADG Airplane Design Group
APM Airports Planning Manual
ARC Airport Reference Code
ASDA Accelerate Stop Distance Available
AVM Approach Visibility Minimum
CMG Cockpit to Main Gear
CWY Clearway
LDA Landing Distance Available
TP Tyre Pressure
MTOW Maximum Takeoff Weight
OMGWS Outer Main Gear Wheel Span
ARFL Aerodrome Reference Field Length
MGW Main Gear Width
MLW Maximum Landing Weight
RESA Runway End Safety Area
RVR Runway Visual Range
xviii
CHAPTER ONE
INTRODUCTION
1.1 Background of the Study
Air travel demand has experienced very fast growth in the last two decades in world. The
volume of air passenger and freight is expected to increase much faster in near future with
increased industrialization and economic development. Continued traffic growth creates a
need for effective longer range advance planning and requires a coordinated approach for
design, development and operation of future airports. Bangladesh is a developing country
and its economy is increasing significantly as well as the air travel demand also increasing
rapidly. In 2015, the number of registered carrier departures worldwide from Bangladesh
was 32,960 and the quantity for Air freight in Bangladesh was 188 million ton-km [26]. To
meet the demand, at present aviation activities are carried out from three international and
five domestic airports and about twenty airlines are now operating in and out of the country
[12]. Hazrat Shah Jalal International Airport (HSIA), handles almost 66% of Bangladesh’s
air traffic whereas about 21% is handled by Shah Amanat International Airport (SAIA),
nearly 4% by Osmani International Airport (OIA) and the remaining 9% by Bangladesh's
five domestic airports [8] . With the increasing volume of passengers and goods movement,
airlines are introducing wide bodied and new generation aircraft. Such aircraft also demands
redesigning of airfield pavement [11].
Airport pavements are constructed to provide adequate support for the loads imposed by
airplanes and to produce a firm, stable, smooth, all-year, all-weather surface free of debris
or other particles that may be blown or picked up by propeller wash or jet blast [2]. There
are different types of pavement such as flexible, rigid, hot mix asphalt overlays, and rigid
overlays. Various combinations of pavement types and stabilized layers are introducing to
improve runway condition [2]. In order to satisfactorily fulfill these requirements, the
pavement must be of such quality and thickness that it will not fail under the load imposed.
In addition, it must possess sufficient inherent stability to withstand, without damage, the
abrasive action of traffic, adverse weather conditions, and other deteriorating influences. To
produce such pavements requires a coordination of many factors of design, construction,
and inspection to assure the best possible combination of available materials and a high
standard of workmanship [2].
19
Airport pavement evaluations are necessary to assess the ability of an existing pavement to
support different types, weights, or volumes of aircraft traffic. They are also critical in
assisting airport owners with making a decision with regards to the most applicable PCN
and acceptable pavement overloads. Evaluations may be also necessary to determine the
condition of existing pavements for use in the planning or design of improvements to the
airport. The purpose of this research is to evaluate the pavement strength (PCN) of selected
Bangladeshi airports depending on ICAO (ACN / PCN) method.
1.2 Objectives of the Study

The specific objectives of this study are the following :
1. To perform extensive review of related literature.
2. To determine air travel demand ( passenger, cargo and aircraft movement ) in
Bangladesh.
3. To determine airport wise air travel demand in three international airports (HSIA,
SAIA, and OIA).
4. To determine airport reference code and runway configuration for three international
airports (HSIA, SAIA, and OIA) in Bangladesh.
5. To evaluate the runway pavements for HSIA, SAIA, and OIA using COMFAA
software.
6. To recommend some improvement options to meet the fututre travel demand.
1.3 Outline of the Research Methodology
1. Review the relevant literature through internet search for ICAO and FAA standards.
2. Collection of data from CAAB offices at different place such as Dhaka, Chittagong,
Sylhet to collect relevant airport pavement information.
3. Determination of thickness design components from collected CAAB documents.
4. Evaluate thickness design components using COMFAA software.
1.4 Scopes of the Study
The scopes of the study are:
1. This study is conducted at three international airports ( HSIA, SAIA, and OIA ) for
determination of air travel demand and runway configuration, and to evaluate runway
pavements .
2. This study focuses on the determination of runway pavement strength .
20
1.5 Organization of the Thesis
The introduction in Chapter one provides the research background relating to the subject of
this thesis, as well as the objectives of this study including the scope of the sudies that are
addressed. The organization of the thesis are also detailed.
Chapter two presents a review of literature on runway design and evaluation and also
reviews related FAA and ICAO standards.This chapter also discuss about the COMFAA
software and reviews air travel demand in Bangladesh.
Chapter three discusses about the air travel demand in Bangladesh.
Chapter four focuses on the determination of airport reference code and runway
configuration evaluation according ICAO aand FAA standards.
Chapter five examines the existing condition of runway pavements from related documents
and discusses elaborately airports pavements layers. The runway pavements ACN- PCN is
calculated using FAA COMFAA 3.0 software.
Chapter six presents the conclusions and recommendations of the study.
21
CHAPTER TWO
LITERATURE REVIEW
2.1 General
Literature review is an important part to carry out the study because it provides background
information needed to understand the study being conducted. This chapter presents a review
of literature on runway design and evaluation. It covers briefly the main component of each
type of airport runway pavement evaluation process, such as , rigid pavement and flexible
pavement. This chapter will also discuss about the COMFAA software and review air
travel demand in Bangladesh. An extensive literature survey of the documents on
relevant researches and studies both in Bangladesh and overseas, has been performed
and some of them are abstracted in this chapter.
2.2 Air Trvel Demand Related Studies
Before starting the present study, it is desirable and informative to review the past
studies related to air trvel demand . The following section summarizes those studies.
2.2.1 ACI world airport traffic report 2015
Airports Council International (ACI) is the only global trade representative of the world’s
airports. Established in 1991, ACI represents airports interests with Governments and
international organizations such as ICAO, develops standards, policies and recommended
practices for airports, and provides information and training opportunities to raise standards
around the world. Airports Council International (ACI) has released the latest edition of the
World Airport Traffic Report. With comprehensive data coverage for over 2,200 airports in
more than 160 countries worldwide, ACI’s flagship publication remains the authoritative
source and industry reference for the latest airport traffic data, rankings and trends on air
transport demand. “Passenger traffic remained resilient in the face of the global
uncertainties that beleaguered many economies in 2013 and 2014,” said Angela Gittens,
Director General of ACI World. International tourism, in particular, was irrepressible in
2014 considering the geopolitical risks that have persisted in certain parts of the world, such
as Eastern Europe and the Middle East. The Ebola outbreak also presented significant
challenges to the aviation sector. Notwithstanding, by and large, the international traveller
in 2014 appears to have been immune to these potential dangers. Overall global passenger
22
traffic grew at a rate of over 5%. This is above the 4.3% average annual growth rate in
passenger traffic from 2004 to 2014 [9].
2.2.2 Evaluation of Airport Configuration to Accommodate Newtype Aircraft
Ahsan, Hasib. Mohammed., Eleous, Md. and Hasan, M. E., (2014) conducted a study, it
was found that air travel demand in Bangladesh is increasing rapidly along with the
increasing economy. At present the aviation activities are carried out from three
international and five domestic airports and about twenty airlines are now operating in and
out of the country. It was expected that an increase in passenger volume from 5.8 to 10.2
million and increase in air cargo from 2, 30,000 to 3, 60,000 metric tons will take place by
2020 in Bangladesh. This study suggested some provisions for increased air travel demand
and accommodating new aircraft types demand airport configurations as well as airport
runways need to be upgraded to world-class standards according to the design standards of
FAA and ICAO.That provided some guidelines for future improvement options to meet the
future air travel demand [11].
2.2.3 The Financial Express Report
Naturally Bangladesh has got some advantages which other countries do not have; such as a
population base of 160 million, estimated more than ten million people working outside the
country, and more than one million people visit Saudi Arabia for Hajj. This has made
Bangladesh a lucrative destination for all foreign airlines. Recently some far eastern airlines
owned by Malaysia and Thailand are offering budget air packages and making brisk
business utilising the huge air travel market of Bangladesh as well as regional markets.
According to the World Travel and Tourism Council, the travel and tourism industry
employs approximately 255 million people and generates 9.0 percent of world GDP [13].
2.2.4 Gross Domestic Product (GDP) Vs. Revenue Passenger Kilometers (RPKs)
Air travel demand is influenced by macro-economic determinants and Tam et al (2003)

identified key relationships between the economy and the air transportation system. In the
past thirty years, although growth in world air travel has been greater than world economic
growth, analytical studies, such as the one conducted by Ishutkina (2009) at the world level,
showing that the economy drives the demand for air transportation services, indicate that
there is a high correlation between the economic growth and air traffic respectively
measured in Gross Domestic Product (GDP) and Revenue Passenger Kilometers [25].
23
2.3 Airport Reference Code and Runway Configuration Related Studies
Before starting the present study, it is desirable and informative to review the past studies
related toairport configuration. The following section summarizes those studies.
2.3.1 Runway Length Requirements for Airport Design
The FAA AC No: 150/5325-4B (2005) provides guidelines for airport designers and
planners to determine recommended runway lengths for new runways or extensions to
existing runways. Airplanes today operate on a wide range of available runway lengths.
Various factors, in turn, govern the suitability of those available runway lengths, most
notably airport elevation above mean sea level, temperature, wind velocity, airplane
operating weights, takeoff and landing flap settings, runway surface condition (dry or wet),
effective runway gradient, presence of obstructions in the vicinity of the airport, and, if any,
locally imposed noise abatement restrictions or other prohibitions. Of these factors, certain
ones have an operational impact on available runway lengths. This AC uses a five-step
procedure to determine recommended runway lengths for a selected list of critical design
airplanes.
2.3.2 Aerodrome Physical Characteristics
ICAO annex 14 (sixth edition) contains Standards and Recommended Practices

(specifications) that prescribe the physical characteristics and obstacle limitation surfaces to
be provided for at aerodromes, and certain facilities and technical services normally
provided at an aerodrome. It also contains specifications dealing with obstacles outside
those limitation surfaces. It is not intended that these specifications limit or regulate the
operation of an aircraft. To a great extent, the specifications for individual facilities detailed
in Annex 14, Volume I, have been interrelated by a reference code system, and by the
designation of the type of runway for which they are to be provided.
This document sets forth the minimum aerodrome specifications for aircraft which have the
characteristics of those which are currently operating or for similar aircraft that are planned
for introduction. Annex 14, Volume I, does not include specifications relating to the overall
planning of aerodromes (such as separation between adjacent aerodromes or capacity of
individual aerodromes), impact on the environment, or to economic and other non-technical
factors that need to be considered in the development of an aerodrome.
24
2.3.3 Airport Reference Code, ARC
The Airport Reference Code (ARC) is a coding system developed by the FAA to relate
airport design criteria to the operational and physical characteristics of the airplane types
that will operate at a particular airport. The ARC has two components relating to the airport
design aircraft. The first component, depicted by a letter, is the aircraft approach category
and relates to aircraft approach speed. The second component, depicted by a Roman
numeral, is the airplane design group and relates to airplane wingspan. In the case of Design
Group I, an additional designation of “small aircraft only” relates to aircraft with gross
weights of 12,500 pounds or less. Generally, aircraft approach speed applies to runways and
runway length related features. Airplane wingspan primarily relates to separation criteria
and width-related features.
Airports expected to accommodate single-engine airplanes normally fall into Airport

Reference Code A-I or B-I. Airports serving larger general aviation and commuter-type
planes are usually Airport Reference Code B-II or B-III. Small to medium-sized airports
serving air carriers are usually Airport Reference Code C-III, while larger air carrier airports
are usually Airport Reference Code D-VI or D-V.
In order to determine the appropriate ARC for an airport, a “design aircraft” is first
determined. The design aircraft is typically the most demanding aircraft (in terms of an
airport’s physical features) that conducts at least 500 annual operations at the airport.
2.3.4 FAA Airplane Design Group , ADG
The Airplane Design Group (ADG) is an FAA-defined grouping of aircraft types which
has six groups based on wingspan and tail height. These groups are defined in FAA
Advisory Circular 150/5300-13. It is sometmes used in place of element 2 of the ICAO
Aerodrome Reference Code. The ADG is based on the most restrictive of either the aircraft
wingspan or the aircraft tail height. The ADG categories are as follows:
25
Table 2.1: Airplane Design Group (ADG)
Group Wingspan in feet (m) Tail Height in feet (m)
I < 49' (15m) < 20' (6.1m)
II 49' (15m) - < 79' (24m) 20' (6.1m) - < 30' (9.1m)
III 79' (24m) - < 118' (36m) 30' (9.1m) - < 45' (13.7m)
IV 118' (36m) - < 171' (52m) 45' (13.7m) - < 60' (18.3m)
V 171' (52m) - < 214' (65m) 60' (18.3m) - < 66' (20.1m)
VI 214' (65m) - < 262' (80m) 66' (20.1m) - < 80' (24.4m)
2.3.5 FAA Runway Design Code, RDC
The FAA classification of airports for geometric design purposes is based upon the Runway
Design Code (RDC) [31]. The RDC of a particular runway is formed by the combination of
Aircraft Approach Category (AAC), Airplane Design Group (ADG), and Approach
Visibility Minimums. The RDC provides the information needed to determine certain
design standards that apply for that particular airport. The first element of RDC is the
Aircraft Approach Category (AAC) which is depicted by a letter from A to E and is related
to aircraft approach speed (Operational characteristics) shown in table 2.2. The aircraft
approach speed is defined as 1.3 times the stall speed in the aircrafts landing configuration
at maximum landing weight (MLW).
Table 2.2: Aircraft Approach Category (AAC)

AAC Approach Speed (Knots)
A Approach speed less than 91 knots
B Approach speed 91 knots or more but less than 121 knots
C Approach speed 121 knots or more but less than 141 knots
D Approach speed 141 knots or more but less than 166 knots
E Approach speed 166 knots or more
The second element of RDC is the Airplane Design Group which is depicted by a Roman
numeral. It relates to either the aircraft wingspan or tail height (physical characteristics);
whichever is most restrictive as shown in table 2.1. The third component relates to the
visibility minimums expressed by Runway Visual Range (RVR) values in feet of 1200,
1600, 2400, and 4000 which is shown in table 2.3. Generally, runway standards are related
26
to aircraft approach speed, aircraft wingspan, and designated or planned approach visibility
minimums.
Table 2.3: Approach Visibility Minimums

RVR (ft) Flight Visibility Category (statute mile)
4000 Lower than 1 mile
2400 Lower than 3/4 mile but not lower than 1/2 mile (CAT-I PA)
1600 Lower than 1/2 mile but not lower than 1/4 mile (CAT-II PA)
1200 Lower than 1/4 mile (CAT-III PA)
2.3.6 ICAO Aerodrome Reference Code, ARC
The ICAO Aerodrome Reference Code is a two part categorisation of aircraft types which
simplifies the process of establishing whether a particular aircraft is able to use a particular
aerodrome. It is included in ICAO Annex 14. It has two 'elements', the first is a numeric
code based on the Reference Field Length for which there are four categories and the
second is letter code based on a combination of aircraft wingspan and outer main gear
wheel span.
Civil Aviation Authority of Bangladesh (CAAB) has adopted the International Civil
Aviation Organisation (ICAO) methodology for using a code system, known as the
Aerodrome Reference Code, to specify the standards for individual aerodrome facilities
which are suitable for use by aeroplanes within a range of performances and sizes. The
Code is composed of two elements: element 1 is a number related to the aeroplane reference
field length; and element 2 is a letter related to the aeroplane wing span and outer main gear
wheel span.
A particular specification is related to the more appropriate of the two elements of the Code
or to an appropriate combination of the two Code elements. The Code letter or number
within an element selected for design purposes is related to the critical aeroplane
characteristics for which the facility is provided. There could be more than one critical
aeroplane, as the critical aeroplane for a particular facility, such as a runway, may not be the
critical aeroplane for another facility, such as the taxiway. The Code number for element 1
shall be determined from column 1 of the table 2.4 below. The Code number corresponding
to the highest value of the aeroplane reference field lengths for which the runway is
intended is to be selected.
27
Table 2.4: Aerodrome Reference Code (for Element 1)
Code number Aeroplane reference field length
1 < 800 m
2 800 m but < 1200 m
3 1200 m but < 1800 m
4 1800 m and above
The Code letter for element 2 shall be determined from column 3 of the table 2.5 below.
The Code letter, which corresponds to the greatest wingspan, or the greatest outer main gear
wheel span, whichever gives the more demanding Code letter of the aeroplanes for which
the facility is intended is to be selected. Field length means the balanced field length (which
is when the take-off distance required is equal to the accelerate-stop distance required) if
applicable, or take-off distance in other cases. Aeroplane reference field length is defined as
"the minimum field length required for take-off at maximum certificated take-off mass, at
sea level, in ISA conditions in still air and with zero runway slope as documented in
the AFM or equivalent document.
Table 2.5: Aerodrome Reference Code (for Element 2)

Code letter Wingspan Outer main gear wheel span
A < 15 m < 4.5 m
B 15 m but < 24 m 4.5 m but < 6 m
C 24 m but < 36 m 6 m but < 9 m
D 36 m but < 52 m 9 m but < 14 m
E 52 m but < 65 m 9 m but < 14 m
F 65 m but < 80 m 14 m but < 16 m
It should be noted that Element 2 is often used on its own since it has direct relevance to
detailed airport design. It also has a parallel but differently defined code use by the FAA,
the Airplane Design Group (ADG). The wingspan and the fuselage length influence the size
of parking aprons, which in turn influences the configuration of the terminal buildings. Size
also dictates the widths of runway and taxiways and the distances between these traffic
ways, and it affects the required turning radius on pavement curves.
28
2.3.7 Aircraft Characteristics Related to Airport Design
Aircraft characteristics are essential for the planning and design of airports. Aircraft weight
is important for determining the thickness of the runway, taxiway, and apron pavements,
and it affects the takeoff and landing runway length requirements at an airport. The run
way length influences to a large part the land area required at an airport.
2.3.7.1 Components of Aircraft Weight :
The weight of aircraft is one of the major factors that influence the length of the runway.
The weight of aircraft is the indicator for successful in the landing and takes off of aircraft
to/from the runways. Some weight aspects that must be understood to the airlines operation
are:
 Operating Empty Weight
 Payload
 Zero Fuel Weight
 Maximum Ramp Weight
 Maximum Take-Off Weight
 Maximum Landing Weight
2.3.7.2 Operating Empty Weight (OEW)
The basic weight of the aircraft including the crews and all of the necessary gear in
ready flight but it is not including payload and fuel. The OEW is not a constant for aircraft’s
passenger but varies depending on the seating configuration.
2.3.7.3 Payload
Payload is a term which refers to the total revenue producing load that includes passengers,
mails and cargo. Maximum payload is the maximum load which the federal government
certificates the aircraft to carry whether this load can be cargo, passenger or combination of
both. Theoretically, the maximum payload is the difference between the zero fuel weight
and the operating empty weight.
2.3.7.4 Zero Fuel Weight

Zero fuel weight consists of operating empty weight, maximum payload and which all
additional weight must be in fuel so that when the aircraft is in flight, the bending moments
at junction of the wing and fuselage do not become excessive.
29
2.3.7.5 Maximum Ramp Weight
Maximum weight for ground maneuvering on taxiing between the apron and the end of the
runway as limited by aircraft strength and airworthiness requirements. As the aircraft taxies,
it burns fuel and consequently loses weight.
2.3.7.6 Maximum Take-Off Weight
Maximum weight at start of takes off as limited by aircraft strength and airworthiness
requirements.
2.3.7.7 Maximum Landing Weight
Maximum weight at touchdown for landing as limited by aircraft strength and airworthiness
requirements.
2.3.7.8 Static Weight on the Main and the Nose Gear
Aircraft gear configuration is an effective factor in the rate of pavement damages on

airfield. Weighty aircrafts gear arrangement leads to distribution upon a higher level of
subgrade. The distribution of the load between the main gears and the nose gear depends on
the type of aircraft and the location of its center of gravity. However, the distribution of
weight between both gears is not constant. For pavement design, 5 % of the weight is
supported on the nose gear and the remainder on the main gear. If there are 2 main gears,
each gear supports 47.5 % of the weight.
Figure 2.1: The Main Gears and the Nose Gears
30
2.3.7.9 Main Landing Gear Dimensions
Landing gear is the undercarriage of an aircraft or spacecraft and may be used for either
takeoff or landing. Main landing gear dimensions some popular aircrafts are given below.
Figure 2.2: Main Landing Gears Dimensions.
2.3.7.10 Wheel Configuration
This table shows the main types of individual, basic wheeled units (single-wheel unit or
bogies composed of multiple wheels) used on most aircraft undercarriages.
Table 2.6: Main Types of Wheel Units

Symbol Wheeled unit Example
2 wheels, 1 axle
Airbus A380 nose landing gear (consisting

of a single 2-wheel bogie)
31
4 wheels, 2 axles
An Airbus A330's central landing gear

(consisting of two 4-wheel bogies)
6 wheels, 3 axles
A Boeing 777's central landing gear

(consisting of two 6-wheel bogies)
14 wheels, 7 axles
An impressive, and unique of its kind,

Antonov An-225's 14-wheel bogie from the
plane's central landing gear (consisting of
two 14-wheel bogies)
32
The tables below show how various types of wheeled units are arranged to form the
undercarriages of some popular aircraft from manufacturers Antonov, Airbus, and Boeing.
Table 2.7: Various Types of Wheeled Units of Some Popular Aircrafts

Wheels and
Nose
Aircraft Configuratio Center section Example
section
n
32 wheels
An-225
[2x2]+[2x14] The Antonov An-225 with
its impressive 32-wheel
landing gear. Note the front
gear made of two
independent, parallel 2-
wheel bogies
A318,
A319, 6 wheels
A320, [1x2]+[2x2]
A321
An Airbus A319 from bmi
A300,
A310,
A320 10 wheels
family [1x2]+[2x4]
(optional),
A330
Airbus A310 from Biman
Bangladesh Airlines
12 wheels
A340-
[1x2]+[2x4+1
200/300
x2]
An Airbus A340-300 from

Kuwait Airways.
33
Boeing
6 wheels
717, 727,
[1x2]+[2x2]
737
A Boeing 737 from

Southwest Airlines
Boeing 18 wheels
747 [1x2]+[4x4]
A Boeing 747-400's central
landing gear. Note the strong
backward tilt of the bogies,
typical of 4- and 6-wheel
bogies, to ensure efficient
touch down with the ground
when landing.
Boeing 14 wheels
777 [1x2]+[2x6]
A Boeing 777-200 from
United Airlines. Using 6-
wheel bogies, instead of the
common 4-wheel bogies,
was visionary at the time of
the design of the 777.
Boeing
787 10 wheels
Dreamlin [1x2]+[2x4]
er
A factory Boeing 787
Dreamline.
34
2.3.8 Runway Configuration
According to ICAO, a runway is a rectangular area on the airport surface prepared for
takeoff and landing of aircrafts. Runway is the single most important facility on the airfield.
Without a properly planned and managed runway, desired aircraft would be unable to use
the airport [22]. Length and width of runway, orientation (direction), configuration (of
multiple runways), slope and pavement thickness of runways, as well as the immediate
airfield area surrounding the runways is the principal criteria for planning a runway [9].
The following sections briefly summarize the different features of runway according to
ICAO and FAA standards.
2.3.8.1 Runway Orientation
Runway location and orientation are paramount to airport safety, efficiency, economics, and
environmental impact. The runway orientation depends on the factors : the airport reference
code; the meteorological conditions; the surrounding environment; topography; and the
volume of air traffic expected at the airport [31].
The appropriate direction to take off an aircraft depends into whichever way the wind is
blowing. Runways are in fact defined by their orientation with respect to magnetic north.
Runways are identified by their degrees from magnetic north, divided by 10, rounded to the
nearest integer. A northerly oriented runway is identified as runway 36. The winds at an
airport blow from the opposite direction to that of the prevailing winds. When runways are
planned in such a manner, the runway is identified by both of its possible operating
directions. For example, a runway whose primary orientation is easterly but also may be
used in a westerly direction (i.e. 270 degrees from magnetic north) would be identified as
runway 09-27. The lower number is always identified first, regardless of which direction is
actually the primary operating orientation.
2.3.8.2 Runway Length
As Aircrafts require given minimum distances to accelerate for takeoff and to decelerate
after landing so that the runways are planned with specific lengths to accommodate aircraft
operations. The performance specifications of the runways design aircraft and the prevailing
atmospheric conditions are the principal characteristics to determine the required length of
an airport [22]. It is very difficult to specify runway lengths for different classes of airports
because runway length depends on many factors.
35
2.3.8.3 FAA Approach for Length Requirements
According to FAA approach the following factors most strongly influence required runway
length [33]:
 Performance characteristics of aircraft using the airport. It can be found in Airports
Planning Manual (APM’s) of the aircraft manufacturer.
 Landing and takeoff gross weights of the aircraft.
 Elevation of the airport.
 Average maximum air temperature at the airport.
 Runway gradient.
For the airports of Bangladesh, the aircraft Boeing B777-300ER is selected to evaluate the
provided length of runway. For this purpose data have been collected for the aircraft from
manufacturer APM’s (Appendix 4A). Data collected from APM’s of BOEING 777-300ER
are presented in table 2.8. For the runway length required for take-off of the B777-300 ER,
the takeoff requirement chart for a dry runway at standard daily temperature (SDT) and
SDT+330C (Appendix 4A-5) is used. This chart is for the airports where the mean daily
temperature of the hottest month is equal to or less than STD+330C. The following steps are
required to determine the runway length required for takeoff from the APM’s:
1. Enter the horizontal weight axis at the maximum design takeoff weight of

775,000 lb.
2. Drawing a line vertically to intersect the 4000-ft elevation curve. It reads
off on the vertical axis the intersection of the horizontal line from this point of

intersection, 10,500ft (3200m).
Table 2.8: Collected Data to Determine Runway Length

Airplane BOEING 777-300ER
Mean Daily Max. Temp. of Hottest Month at Airport 350C
Airports Elevation, ft 4000
Max. Design Landing Weight, lb 554,000
Max. Design Takeoff Weight, lb 775,000
To determine the runway length required for landing of the B777-300 ER, the
graph for the maximum flaps setting, flaps30 (Appendix 4A-7) is selected because this will
give the lowest runway length. From the abscissa axis (Appendix 4A-7) at the maximum
landing weight (554,000lb), and project this point vertically to intersect with the
36
interpolated 4000-ft airport elevation line. By using wet curves and extend this point of
intersection horizontally to the left ordinate scale, where a runway length of 6,300ft
(1921m) is read. From landing and take-off length requirements greater of the two is
recommended for the airport. It is found that recommended length is 10,500 ft (3200m)
from the take-off length.
2.3.8.4 ICAO Approach for Length Requirements
The actual runway length to be provided for a primary runway should be adequate to meet
the operational requirements of the aeroplanes for which the runway is intended and should
be not less than the longest length determined by applying the corrections for local
conditions to the operations and performance characteristics of the relevant aeroplanes. This
specification does not necessarily mean providing for operations by the critical aeroplane at
its maximum mass. Both take-off and landing requirements need to be considered when
determining the length of runway to be provided and the need for operations to be
conducted in both directions of the runway. Local conditions that may need to be
considered include elevation, temperature, runway slope, humidity and the runway surface
characteristics. The length of a secondary runway should be determined similarly to primary
runways except that it needs only to be adequate for those aeroplanes which require to use
that secondary runway in addition to the other runway or runways in order to obtain a
usability factor of at least 95 per cent [36].
The length of the airports is determined by the usability of a runway by a particular type of
turbine powered aircraft (turbojet or turbofan). ICAO uses “Declared Distances” associated
with the following four distances to assess a particular runway [36] .
 Take-off Run Available (TORA): The length of runway declared available and

suitable for the ground run of an airplane taking off.
 Take-off Distance Available (TODA): The length of the take-off run available plus

the length of the clearway, if provided.
 Accelerate Stop Distance Available (ASDA): The length of the take-off run

available plus the length of the stop way, if provided.
 Landing Distance Available (LDA): The length of runway which is declared

available and suitable for the ground run of an airplane landing.
For the runway to be usable for landing, the aircraft must be able to come to a full stop
within a distance of at most 60 percent of the landing distance available (LDA). This
37
leaves a large margin of safety to account for deviations, such as coming over the
threshold at a higher altitude or landing at a higher than normal speed. The requirements
are more complex when it comes to takeoff. Both the TODA, and the ASDA, must be
considered to determine the length of the runways.
2.3.8.5 Runway Width
The width of a runway is affected by several geometrical characteristics and operational

elements of aircrafts [34]. The minimum runway widths considered necessary to ensure
safety of operations are specified in ICAO [36] by interrelating both of the code elements
is presented in table 2.9. Lack of sufficient width will cause constraints on the operations.
Table 2.9: Runway Widths According to ICAO Standards

Code Letter
Code Number A B C D E F
1 18 m 18 m 23 m
2 23 m 23 m 30 m
3 30 m 30 m 30 m 45 m
4 45 m 45 m 45 m 60 m
2.3.8.6 Runway Shoulder
Runway shoulders must be provided to ensure a transition from the full strength pavement
to the unpaved strip of the runway. The paved shoulders protect the edge of the runway
pavement, contribute to the prevention of soil erosion by jet blast and mitigate foreign
object damage to jet engines. Runway shoulders should also be provided for a runway to
minimize the probability of serious damage to aircraft or injury to the crew or passengers if
an aircraft suddenly veers from the runway [35]. The shoulder should be vertically flush
with the runway edge [34]. According to Annex 14 [36], the width of 45 m is sufficient for
runways where the code letter is E, and that width of pavement conforming to the
undercarriage gauge of the largest aircrafts. In the event that an aircraft touches down to the
side of the centerline of a runway, even though the undercarriage is on a full strength
pavement, the wing mounted engines overlap its edge. Thus they could take in loose
material, such as small stones, with a possibility of consequent Foreign Object Damage
(FOD) to the engine. The surface of the shoulder that abuts the runway should be flush with
the surface of the runway and its transverse slope should not exceed 2.5 per cent. According
38
to ICAO standards [36] , the runway shoulders should extend symmetrically on each side of
the runway so that the overall width of the runway and its shoulders is not less than:
 60 m where the code letter is D or E; and
 75 m where the code letter is F.
According to FAA, paved shoulders are required for runways accommodating Airplane
Design Group (ADG) IV and higher aircraft, and are recommended for runways
accommodating ADG-III aircraft.
2.3.8.7 Runway Strips
The runway strip is intended to ensure the safety of an aircraft and its occupants in the event
of an airplane. It extends laterally to a specified distance from the runway center line,
longitudinally before the threshold, and beyond the runway end. It provides an area clear of
objects which may endanger airplanes. Each runway should be surrounded by a runway
strip [34]. The strip includes a graded portion which should be so prepared as to not cause
the collapse of the nose gear if an aircraft should leave the runway. Any equipment or
installation, required for air navigation purposes, located in this object-free area, should be
frangible and mounted as low as possible. The longitudinal length to which the runway strip
should extend is dependent upon the reference code number and given in table 2.10 [36] .
Table 2.10: Recommended Longitudinal Extension of Runway Strip

Code (ICAO) Runway Strip (Before the Threshold, and Beyond the Runway End
60m (Instrument runway)
1 30m (Non instrument runway)
2/3/4 60m
The required width of a runway strip depends on the degree of approach guidance to the
runway and also on the runway reference code number. The width of a non-instrument
runway strip should extend for 30 to 75 m on each side of the center line of the runway. A
strip of an instrument and a precision approach runway should extend for 75 to 150 m. The
run-way strip should extend past the runway end by 30 to 60 m. The Recommended widths
of runway strips are illustrated in table 2.11 [36].
39
Table 2.11: Recommended Width of Runway Strips
Extend Laterally for a
Runway Types Code Distance of at Least
1/2 75 m
Precision Approach Runway 3/4 150m
1/2 75m
Non Precision Approach Runway 3/4 150m
Non Instrument Runway 1/2/3/4 30 m/40m/75m/75m
2.3.8.8 Runway End Safety Area (RESA)
ICAO Aircraft Accident/Incident Data Reports have indicated that aircraft undershooting or
overrunning the runway during landings or takeoffs suffer significant damage. To minimize
such damage, it is necessary to provide an additional area beyond the ends of the runway
strip. These areas are known as Runway End Safety Areas. These areas should be capable
of adequately supporting any aircraft which overruns or undershoots the runway and should
be clear of all equipment and installations which are not frangible. A runway end safety
area is required to extend from the end of a runway strip for as great a distance as
practicable, but at least 90 m. The width of a runway end safety area is required to be at
least twice that of the associated runway.
2.3.8.9 Clearway
The clearway (figure 2.3) is an area extending beyond the runway end available for
completion of the takeoff operation of turbine-powered aircraft. A clearway increases the
allowable aircraft operating takeoff weight without increasing runway length. The
clearway must be at least 500 feet (152 m) wide centered on the runway centerline. The
length may be no more than the runway length [31] . The clearway is located at the far end
of TORA. The portion of runway extending into the clearway is unavailable and/or
unsuitable for takeoff run and takeoff distance computations. The length of a clearway
should not exceed half the length of the take-off run available [31] [36] . A clearway
should extend laterally to a distance of at least 75 m on each side of the ex-tended center
line of the runway [36] .
40
Figure 2.3: Typical Clearway of an Airport
2.3.8.10 Stop Way
A stop way (figure 2.4) is an area beyond the takeoff runway centered on the extended
runway centerline and designated by the airport owner for use in decelerating an aircraft
during an aborted takeoff [31] . A stop way shall have the same width as the runway with
which it is associated [36] . A stop way should be prepared or constructed so as to be
capable, in the event of an abandoned takeoff, of supporting the aero-plane which the stop
way is intended to serve without inducing structural damage to the aircraft.The surface of a
paved stop way should be so constructed as to provide a good coefficient of friction,
compatible with that of the associated runway, when the stop way is wet [36] .
Figure 2.4: Typical Stop Way of an Airport
2.4 Taxiway Configuration
The taxiway system has a decisive influence on the capacity of the runway system, and
thereby also the overall capacity of the airport. It should be provided to permit the safe and
expeditious surface movement of aircraft. In cross section, a taxiway is similar in
appearance to a runway and the load bearing strength of a taxiway should be equal to or
greater than the load bearing strength of a runway.
2.4.1 Taxiway Width

The taxiway system is designed to provide connections between the runways and the
apron areas near and around passenger and cargo buildings, maintenance areas, etc. A
41
straight portion of a taxiway should have a width of not less than that given by ICAO in
the following table 2.12.
Table 2.12: ICAO Recommendation of Minimum Taxiway Width

Code letter Taxiway Width
A 7.5 m
B 10.5 m
15 m where aircrafts with a wheel base less than 18 m;
C
18 m where aircrafts with a wheel base equal to or greater than 18 m.
18 m where aircrafts with an outer main gear wheel span of less than 9m;
D
23 m where aircrafts with an outer main gear wheel span greater than 9 m.
E 23 m
F 25 m
Figure 2.5: Taxiway Design Group (TDG)
FAA determines width of the taxiway according to Taxiway Design Group (TDG) (FAA,
(2012): AC 150/5300-13A). TDG is evaluated from the Figure 2.5 using the overall Main
Gear Width (MGW) and the Cockpit to Main Gear (CMG) distance. For Boeing 777-
300ER the overall Main Gear Width (MGW) are 36 ft (Appendix 3B) and the Cockpit to
Main Gear (CMG) distance is 120 ft. It is found that TDG for Boeing 777-300ER is TDG-6
as shown in table 2.13. The width for the different groups of TDG recommended by the
FAA is given in table 2.14.
42
Table 2.13: TDG for Boeing 777-300ER
Aircraft Boeing 777-300ER
Main Gear Width 36 ft
Cockpit to Main Gear distance 120
Taxiway Design Group(TDG) TDG-6
Table 2.14: FAA Recommended Taxiway Width

TDG-
Item TDG-2 TDG-3 TDG-4 TDG-5 TDG-6 TDG-7
1
Taxiay
7.5 m 10.5 m 15 m 15 m 23 m 23 m 25 m
Width
Taxiway
Shoulder 3m 3m 6m 6m 10.5m 10.5m 12m
Width
2.4.2 Taxiway Curves
Curves are provides in taxiway to change the direction of movement of the aircrafts but
these changes in direction of taxiways should be as few and small as possible. The radius of
the curves should be compatible with the maneuvering capability and normal taxiing speeds
of the aircrafts for which the taxiway is intended. The design of the curve should be such
that, when the cockpit of the aircraft remains over the taxiway center line markings, the
clearance distance between the outer main wheels of the aircraft and the edge of the
taxiway should not be less than the specifications specified in the table 2.15.
Table 2.15: Clearance Distance for Taxiway Curves

Code Clearance
letter
A 1.5 m
B 2.25 m
C/D/E 4.5 m
2.4.3 Taxiway Minimum Separation Distances
For parallel taxiway there should be minimum separation distance between taxiways.
Taxiway to taxiway centerline separation should be equal to 1.2 times the maximum
wingspan of the ADG plus 10 feet (3 m). This gives a wingtip clearance of 0.2 times the
43
wingspan plus 10 feet (3 m). For taxiways built to different ADGs, wingtip clearance
required is used by the higher ADG. However, this separation may need to be increased
based on TDG if 180 degree turns to a parallel taxiway are necessary, as shown in figure
2.6.
Figure 2.6: Taxiway Separation Distances
2.4.4 Rapid Exit Taxiways
The purpose of a high speed exit is to enhance airport capacity. A specific case of an acute
angle runway exit taxiway that forms a 30 degree angle with the runway centerline is
commonly referred to as a ”high speed” exit taxiway. The radius of turn-off curve for a
rapid exit taxiway to enable exit speeds under wet conditions is shown in table 2.16. A
typical rapid exit taxiway configuration is shown in figure 2.7.
Table 2.16: Minimum Radius of Turn-off Curve

Code Minimum Radius of Maximum Exit Speed
Number Turn-off Curve Under Wet Condition
1 or 2 275 m 65 km/h
3 or 4 550 m 93 km/h
44
Figure 2.7: Rapid Exit Taxiway
2.4.5 Taxiway Shoulder
On the straight portions of a taxiway shoulders should be provided which extend

symmetrically on each side of the taxiway. The overall width of the taxiway and its
shoulders on straight portions for the code letter C, D, E or F is shown in table 2.17.
Table 2.17: Minimum Taxiway and Shoulder widths on Straight Portions

Code Letters Minimum Width, m
C 25
D 38
E 44
F 60
On taxiway curves and on junctions or intersections where increased pavement is provided,

the shoulder width should be not less than that on the adjacent straight portions of the
taxiway.
2.4.6 Taxiway Strips
A taxiway strip should extend symmetrically on each side of the center line of the taxiway
throughout the length of the taxiway. The taxiway strip should provide an area clear of
objects which may endanger taxiing aircraft. The surface of the strip should be flush at the
edge of the taxiway or shoulder, if provided, and the graded portion should not have an
upward transverse slope exceeding:

2.5 percent for strips where the code letter is C, D, E or F; and 
45

3 percent for strips of taxiways where the code letter is A or B. 
2.5 Airport Runway Pavement Evaluation Related Studies
Before starting the present study, it is desirable and informative to review the past studies
relatend to runway pavement evaluation in Bangladesh as well as overseas. This section
summarizes those studies.
2.5.1 FAA (2014) Advisory Circular No.150/5335-5C
This circular provides guidance for calculating airport pavement strength–PCN and this
standardized method of reporting pavement strength applies only to pavements with
bearing strengths of 12,500 pounds (5 700 kg) or greater. The ACN-PCN system is
only intended as a method that airport operators can use to evaluate acceptable
operations of aircraft. It is not intended as a pavement design or pavement evaluation
procedure, nor does it restrict the methodology used to design or evaluate a pavement
structure. To facilitate the use of the ACN-PCN system, the FAA developed a software
application that calculates ACN values using the procedures and conditions specified
by ICAO and can be used to determine PCN values following the procedures in this
AC. The software is called COMFAA and the program is useful for determining an
ACN value under various conditions; however, official ACN values are provided by the
aircraft manufacturer [1].
2.5.2 FAA (2009) Advisory Circular No. 150/5320-6E
This circular provides guidance to the public on the design and evaluation of pavements
at civil airports. The FAA recommends the guidelines and standards in this AC for
airport pavement design and evaluation. The pavement design guidance presented in
this AC implements layered elastic theory for flexible pavement design and three-
dimensional finite element theory for rigid pavement design. The FAA adopted these
methodologies to address the impact of new landing gear configurations and increased
pavement load conditions. These procedures are robust and can address future gear
configurations without modifying their underlying design procedures. Chapter six
presents the pavement evaluation portion of this AC. A slight change in pavement
thickness can have a dramatic effect on the payload or range of an airplane. Since a new
pavement design methodology might produce different pavement thicknesses, an
evaluation of an existing pavement using the new methodology could result in
46
incompatible results. To avoid this situation, airport operators should base the
evaluation, whenever possible, on the same methodology as was used for the design.
This discussed about the necessary of pavements evaluation. This circular covers the
evaluation of pavements for all weights of airplanes [2].
2.5.3 CAAB (2010) Advisory Circular No.04
This circular provides guidelines for using the standardized International Civil Aviation
Organization (ICAO) method to report airport pavement strength-PCN.Chapter two of
this AC also discussed about the criteria for overload operation. The standardized
method is known as the Aircraft Classification Number – Pavement Classification
Number (ACN-PCN) method. The ACN-PCN method also envisages the reporting of
the following information in respect for each pavement that is pavement type; subgrade
category; maximum tire pressure allowable, and pavement evaluation method used [6].
2.5.4 Airport Pavements Structral and Functional Condition Evaluation
Freda Iulian Osman (2015) conducted a study on Airport pavements evaluation. This
study evaluates the structural and functional condition of airport pavements. The aim of
his study was to to present the methodologies used nowadays for airport pavement
evaluation and to contribute to their improvement in structural analysis area. The study
was addressed the application of the Ground Penetrating Radar (GPR) and the use of
the Falling Weight Deflectometer (FWD) tests, for structural evaluation, and the use of
the GRIP tester and the measurement of texture depth of the wearing course layer, for
the functional evaluation of the runway. Also, freeware computer software’s used to
design new runways (FAARFIELD and COMFAA) [17].
2.5.5 Aishah Binti Md. Noor (2010)
The objective of his study was to evaluate pavement performance and to provide
recommendation on maintenance and rehabilitation to the problems of serious
depression on Runway 2 of Kuala Lumpur International Airport. The evaluation
process was divided into three main characterizations that were visual surface
condition, structural and functional (ride quality) adequacy. An area of 243,360 m2 was
involved in this study which was divided into 15 sections and 634 sample units.
Approximately 20% of total sample units or equivalent to 122 numbers was evaluated.
The technical assessments were carried out by collecting of historical data, conducting
47
visual distress survey, destructive and non-destructive test on site. The destructive and
non-destructive test includes heavy weight deflectometer, dynamic cone penetrometer,
coring, and runway friction test and runway surface profiler. Software such as Micro
PAVER 5.3 and Evaluation of Layer Moduli and Overlay Design (ELMOD) 5 were
used for data analysis. From the analysis, the visual condition of the pavement so called
Pavement Condition Index (PCI) is moderate (56 – 70). In the functional analysis, it
indicates that the deflection is high while the Boeing Bump Index is good. The problem
occurs in the structural of the pavement which shows a failure at Crack Relief Layer
(CRL) from the cores sample.
2.5.6 Calculating PCN is using the FAA Method
Ken DeBord, P.E. (2012) conducted a study that is called “Calculating PCN is using the
FAA Method”. This study discussed about the Federal Aviation Administration method
to calculate PCN. The steps outlined in this document can be used by a pavement
engineer to determine the rating of a runway pavement in terms of PCN. Both rigid
(concrete) and flexible (asphalt) runway types were included, along with a discussion of
composite pavements [3].
2.5.7 FAA (2012) AC No.150/5300-13A
In this circular chapter three presents the design standards for runways and runway
associated elements such as shoulders, blast pads, Runway Safety Areas (RSAs),
Object Free Zones (OFZs), Object Free Areas (OFAs), clearways, and stop ways. In
addition, this chapter presents design standards for runway end siting, object clearing,
approach procedure development, and rescue and firefighting access [10].
2.5.8 Runway Pavement Evaluation Process
The evaluation of airport pavements should be a methodical step-by-step process. The

recommended steps in the evaluation process described below should be used regardless of
the type of pavement.
a) Records Research
A thorough review of construction data and history, design considerations, specifications,
testing methods and results, as-built drawings, and maintenance history should be
48
performed. Weather records and the most complete traffic history available are also parts of
a usable records file.
b) Site Inspection
The site in question should be visited and the condition of the pavements noted by visual
inspection. This should include, in addition to the inspection of the pavements, an
examination of the existing drainage conditions and drainage structures at the site. Evidence
of the adverse effects of frost action, swelling soils, reactive aggregates, etc., should also be
noted.
c) Sampling and Testing

The need for and scope of physical tests and materials analyses will be based on the
findings made from the site inspection, records research, and type of evaluation. A complete
evaluation for detailed design will require more sampling and testing than, for example, an
evaluation intended for use in a master plan. Sampling and testing is intended to provide
information on the thickness, quality, and general condition of the pavement elements.
(1) Direct Sampling Procedures
The basic evaluation procedure for planning and design will be visual inspection and
reference to the FAA design criteria, supplemented by the additional sampling, testing, and
research, which the evaluation processes may warrant. For relatively new pavement
constructed to FAA standards and without visible sign of wear or stress, strength may be
based on inspection of the FAA Form 5100-1, Airport Pavement Design, and the as-
constructed sections, with modification for any material variations or deficiencies of record.
Where age or visible distress indicates the original strength no longer exists, further
modification should be applied on the basis of judgment or a combination of judgment and
supplemental physical testing. For pavements that consist of sections not readily
comparable to FAA design standards, evaluation should be based on FAA standards after
material comparison and equivalencies have been applied.
(2) Nondestructive Testing
Several methods of nondestructive testing (NDT) of pavements are available. For purposes
of this discussion, NDT means observing pavement response to a controlled dynamic load,
as in the case of the falling-weight deflectometer (FWD), or other physical stimulus such as
a mechanical wave. NDT provides a means of evaluating pavements that tends to remove
some of the subjective judgment needed in other evaluation procedures. AC 150/5370-11,
49
Use of Nondestructive Testing Devices in the Evaluation of Airport Pavements, contains
guidance on nondestructive testing. The major advantages of nondestructive testing are: the
pavement is tested in place under actual conditions of moisture, density, etc.; the disruption
of traffic is minimal; and the need for destructive tests is minimized. The common NDT
tools available to assist the evaluator include: FWD, ground penetrating radar (GPR),
infrared thermography, etc.
(i) Falling Weight Deflectometer
Falling weight deflectometers impart an impulse load to the pavement with a free-falling
weight. The magnitude of the dynamic load depends on the mass of the weight and the
height from which it is dropped. The resulting deflections of the pavement surface are
typically measured using an array of sensors. The Heavy Falling Weight Deflectometer
(HWD) uses a greater dynamic load than FWD and may be more suitable for some airport
applications. FWD and HWD can be used in conjunction with appropriate software to
estimate pavement layer properties. AC 150/5370-11 gives guidance for the use of FWD
and HWD equipment.
(ii) Ground Penetrating Radar
Ground penetrating radar can be useful in studyingsubsurface conditions nondestructively.

Ground penetrating radar depends on differences in dielectric constants to discriminate
between materials. The technique is sometimes used to locate voids or foreign objects, such
as, abandoned fuel tanks, tree stumps, etc. in embankments.
(iii) Infrared Thermography

Infrared thermography is a nondestructive testing procedure whereby differences in infrared
emissions are observed allowing certain physical properties of the pavement to be
determined. Infrared thermography is purportedly capable of detecting delamination’s in
bonded rigid overlay pavements and in reinforced rigid pavements.
d) Pavement Condition Index
The determination of the Pavement Condition Index (PCI) is often a useful tool in the
evaluation of airport pavements. The PCI is a numerical rating of the surface condition of a
pavement and is a measure of functional performance with implications of structural
performance. PCI values range from 100 for a pavement with no defects to 0 for a pavement
with no remaining functional life. The index is useful in describing distress and comparing
50
pavements on an equal basis. AC 150/5380-6, Guidelines and Procedures for Maintenance
of Airport Pavements, contains information on PCI surveys. The FAA recommends that
airports follow ASTM D 5340, Standard Test Method for Airport Pavement Condition
Index Surveys.
2.5.9 Evaluation Process of Flexible Pavements
Evaluation of flexible pavements requires, as a minimum, the determination of the

thickness of the component layers, and the CBR of the subgrade.
a) Layer Thickness
The thickness of the various layers in the flexible pavement structure must be known in
order to evaluate the pavement. Thicknesses may be determined from borings or NDT. As-
built drawings and records can also be used to determine thicknesses if the records are
sufficiently complete and accurate.
b) Subgrade CBR.
Laboratory CBR tests should be performed on soaked specimens in accordance with ASTM
D 1883, Bearing Ratio of Laboratory-Compacted Soils. Field CBRs should be performed in
accordance with the procedure given in The Asphalt Institute Manual Series 10 (MS-10),
Soils Manual. Field CBR tests on existing pavements less than 3 years old may not be
representative unless the subgrade moisture content has stabilized. The evaluation process
assumes a soaked CBR is and will not give reliable results if the subgrade moisture content
has not reached the ultimate in situ condition. In situations where it is impractical to
perform laboratory or field CBR tests, a back calculated subgrade elastic modulus value
may be obtained from NDT test results. AC 150/5370-11 gives the procedures for obtaining
the back calculated modulus value. The FAARFIELD program assumes that CBR is related
to the subgrade modulus as E = 1500xCBR (E in psi), so that the back calculated modulus
value can be input directly into FAARFIELD without manually converting to CBR.
c) Layer Properties
In FAARFIELD materials are designated by corresponding FAA specifications. Where

flexible pavements have been constructed to FAA standards, each layer should be assigned
a material type corresponding to the appropriate FAA specification. For example, where an
existing flexible pavement consists of an HMA surface on a high-quality crushed aggregate
base meeting FAA Item P-209, the base layer should be input as P-209 Crushed Aggregate
51
in FAARFIELD. Where the quality of materials in a pavement structure to be evaluated
differ significantly from the assumptions for FAA standard materials as given in AC
150/5370-10B, it may be necessary to use the “undefined” or “variable” layer types in
FAARFIELD to input an appropriate modulus value or use lower quality material to model
structure.
2.5.10 Evaluation Process of Rigid Pavements
Evaluation of rigid pavements requires, as a minimum, the determination of the thickness of

the component layers, the flexural strength of the concrete, and the subgrade modulus.
a) Layer Thickness
The thickness of the component layers is sometimes available from construction records.
Where information is not available or of questionable accuracy, thicknesses may be
determined by borings or test pits in the pavement.
b) Concrete Flexural Strength
The flexural strength of the concrete is most accurately determined from test beams sawed
from the existing pavement and tested in accordance with ASTM C 78. Quite often this
method is impractical as sawed beams are expensive to obtain and costs incurred in
obtaining sufficient numbers of beams to establish a representative sample is prohibitive.
Construction records, if available, may be used as a source of concrete flexural strength
data. The construction data may require adjustment due to the age of the concrete.
c) Subgrade Modulus
The modulus of subgrade reaction, k, is ideally determined by plate bearing tests performed
on the subgrade. These tests should be made in accordance with the procedures established
in AASHTO T 222. An important part of the test procedure for determining the subgrade
reaction modulus is the correction for soil saturation, which is contained in the prescribed
standard. The normal application utilizes a correction factor determined by the
consolidation testing of samples at in situ and saturated moisture content. For evaluation of
older pavement, where evidence exists that the subgrade moisture has stabilized or varies
through a limited range, the correction for saturation is not necessary. Alternatively, a back
calculated subgrade elastic modulus value may be obtained from NDT test results.
52
d) Layer Properties
In FAARFIELD materials are designated by corresponding FAA specifications. Where

rigid pavements have been constructed to FAA standards, each layer should be assigned a
material type corresponding to the appropriate FAA specification. For example, where an
existing rigid pavement consists of a PCC surface on a cement stabilized base meeting FAA
Item P-304, the base layer should be input as P-304 CTB in FAARFIELD. Where the
quality of materials in a pavement structure to be evaluated differ significantly from the
assumptions for FAA standard materials as given in AC 150/5370-10, it may be necessary
to use the “undefined” or “variable” layer types in FAARFIELD to input an appropriate
modulus value. In FAARFIELD, the number of structural layers above the subgrade for a
rigid pavement is limited to 4, including the PCC surface. If the actual rigid pavement
structure to be evaluated consists of more than 4 distinct layers, two or more of the lower
layers can be combined to reduce the total number of layers to 4 or fewer for analysis. Since
rigid pavement evaluation is not highly sensitive to modulus properties of lower layers
above the subgrade, the life computation should not be significantly affected.
2.5.11 Estimation of Runway Pavement Strength-PCN
2.5.11.1 Introduction
ICAO develops (AC 150/5335-5C) a single international method of reporting pavement

strength. ICAO adopted, the Aircraft Classification Number - Pavement Classification
Number (ACN-PCN) method. Using this method, it is possible to express the effect of an
individual aircraft on different pavements with a single unique number that varies according
to aircraft weight and configuration (e.g. tire pressure, gear geometry, etc.), pavement type,
and subgrade strength. This number is the Aircraft Classification Number (ACN).
Conversely, the load-carrying capacity of a pavement can be expressed by a single unique
number, without specifying a particular aircraft or detailed information about the pavement
structure. This number is the Pavement Classification Number (PCN).
The bearing strength of pavement intended for aircraft with a mass greater than 5,700 kg
shall be made available using the ACN-PCN method. ACN is defined as a number
expressing the relative effect of an aircraft on a pavement for specified standard subgrade
strength. PCN is defined as a number expressing the bearing strength of a pavement for
unrestricted operations. Aircraft can operate in an airport unrestrictedly as long as the ACN
value provided by the aircraft manufacturer is less than the PCN value of the airport. The
53
ACN-PCN method uses a code format to report the PCN. The PCN code shown in table
2.18 includes: pavement type, subgrade category, allowable tire pressure, and method used
to determine the PCN. There is no need to report the actual subgrade strength or the
maximum tire pressure allowable.
Table 2.18 : PCN Code Format

PCN Value Pavement Subgrade Allowable tire Pressure Method used to
Type Category determine PCN
A Number R=Rigid A = High W = No limit T = Technical
F=Flexible B = Medium X = To 1.5 Mpa (217psi) U = Using
C = Low Y = To 1.0 Mpa (145psi) Aircraft
D = Ultra low Z = To 0.5 MPa (73psi)
2.5.11.2 Definition of ACN
ACN is defined as a number that expresses the relative effect of an airplane at a given
weight on a pavement structure for specified standard subgrade strength.
2.5.11.3 Definition of PCN
PCN is a number that expresses the load-carrying capacity of a pavement for unrestricted
operations.
2.5.11.4 Flexible Pavement ACN
For flexible pavements, airplane landing gear flotation requirements are determined by the
California Bearing Ratio (CBR) method for each subgrade support category. The CBR
method employees a Boussinesq solution for stresses and displacements in a homogeneous,
isotropic elastic half-space. To standardize the ACN calculation and to remove operational
frequency from the relative rating scale, the ACN-PCN method specifies that ACN values
be determined at a frequency of 10,000 coverages.
2.5.11.5 System Methodology
The ACN-PCN system is structured so a pavement with a particular PCN value can support,
without weight restrictions, an airplane that has an ACN value equal to or less than the
pavement’s PCN value. This is possible because ACN and PCN values are computed using
the same technical basis.
54
2.5.11.6 Determination of Aircraft Classification Number (ACN)
The airplane manufacturer provides the official computation of an ACN value. Computation
of the ACN requires detailed information on the operational characteristics of the airplane
such as maximum aircraft center of gravity, maximum ramp weight, wheel spacing, tire
pressure, and other factors [1].
2.5.11.7 Subgrade Category
The ACN-PCN method adopts four standard levels of subgrade strength for flexible
pavement [1]. These standard support conditions are used to represent a range of subgrade
conditions as shown in table 2.19.
Table 2.19: Standard Subgrade Support Conditions for Flexible Pavement ACN
Calculation
Subgrade Subgrade
Code
Strength Support Represents
Designation
Category CBR-Value
High 15 CBR > 13 A
Medium 10 8<CBR<13 B
Low 6 4<CBR<8 C
Ultra Low 3 CBR<4 D
2.5.11.8 ACN Calculation
Using the parameters defined for each type of pavement section, a mathematically derived
single wheel load is calculated to define the landing gear/pavement interaction. The derived
single wheel load implies equal stress to the pavement structure and eliminates the need to
specify pavement thickness for comparative purposes. This is achieved by equating the
thickness derived for a given airplane landing gear to the thickness derived for a single
wheel load at a standard tire pressure of 181 psi (1.25 MPa). The ACN is defined as two
times the derived single wheel load (expressed in thousands of kilograms).
2.5.11.9 Variables Involved in Determination of ACN Values
Because aircraft can be operated at various weight and center of gravity

combinations,ICAO adopted standard operating conditions for determining ACN values.
The ACN isto be determined at the weight and center of gravity combination that creates
55
themaximum ACN value. Tire pressures are assumed to be those recommended by the
manufacturer for the noted conditions. Aircraft manufacturers publish maximum weight and
center of gravity information in their Aircraft Characteristics for Airport Planning (ACAP)
manuals. To standardize the ACN calculation and to remove operational frequency from the
relative rating scale, the ACN-PCN method specifies that ACNvalues be determined at a
frequency of 10,000 coverages.
2.5.11.10 Determination of ACN Values Using COMFAA 3.0 Program
To facilitate the use of the ACN-PCN system, FAA developed a software application that
calculates ACN values using the procedures and conditions specified by ICAO. The
software is called COMFAA and it may be downloaded along with its source code and
supporting documentation from the FAA website.
2.5.11.11 COMFAA Program.
The COMFAA 3.0 software is a general purpose program that operates in two
computational modes: ACN Computation Mode and Pavement Thickness Mode.
a) ACN computation mode
 Calculates the ACN number for airplanes on flexible pavements.

 Calculates flexible pavement thickness based on the ICAO procedure (CBR method) for
default values of CBR (15, 10, 6, and 3).
(Note. Thickness calculation in the ACN mode is for specific conditions identified by ICAO
for determination of ACN and not intended to be used to design a new pavement. For
flexible pavements, a standard tire pressure of 181 psi (1.25 MPa) and 10,000 coverages is
specified. The thickness calculated in ACN mode has meaning for determining allowable
pavement loading only for the specific conditions identified by ICAO.)
b) Pavement thickness mode
 Calculates total flexible pavement thickness based on the FAA CBR method specified in
AC 150/5320-6E, Airport Pavement Design and Evaluation, for CBR values and coverage
levels specified by the user.
56
2.5.11.12 Using the COMFAA Program.
Using the COMFAA program to calculate ACN values to determine PCN is visually
interactive and intuitive.
ACN
The user—
 Selects the desired aircraft,

 Confirms the physical properties of the aircraft. Only gross weight, percent gross
weight on main gear, and tire pressure are changeable. All other properties are fixed
by the ICAO standard.
 Clicks on the “MORE” button, and
 Clicks on the ACN Flexible or ACN Rigid button to determine the ACN for the four
standard subgrade conditions.
 Clicks on the “Details” button to view parameters used to compute ACN.
PCN
The user—
 Adds the runway traffic mix aircraft to an external file,

 Confirms the physical properties of each individual aircraft in the traffic mix,
 Inputs either annual departures or coverages of the aircraft,
 Inputs the evaluation thickness and the subgrade support strength,
 Inputs the concrete strength if analyzing a rigid pavement,
 Clicks on the “LESS” button to activate the PCN Batch computational mode, and
 Clicks on the PCN Flexible Batch or PCN Rigid Batch button to determine the PCN
of the pavement.
 Clicks on the “Details” button to view the Results Tables.
2.6 DETERMINATION OF PCN NUMERICAL VALUE
2.6.1 PCN Concept
In fundamental terms, the determination of a pavement rating in terms of PCN is a

process of determining the ACN for the selected critical or most demanding airplane and
57
reporting the ACN value as the PCN for the pavement structure. Under these conditions,
any airplane with an ACN equal to or less than the reported PCN value can safely operate
on the pavement subject to any limitations on tire pressure.
2.6.2 Determination Of PCN Numerical Value
Determination of the numerical PCN value for a particular pavement can be based upon one
of two procedures. The procedures are known as the “using” airplane method and the
“technical” evaluation method. ICAO procedures permit member states to determine how
PCN values will be determined based upon internally developed pavement evaluation
procedures. Either procedure may be used to determine a PCN, but the methodology must
be reported as part of the posted rating. Technical evaluation method has been exercised
under the present study for ACN-PCN determination.
2.6.3 Technical Evaluation Method to Determine PCN
The strength of a pavement section is difficult to summarize in a precise manner and will
vary depending upon the unique combination of airplane loading conditions, frequency of
operation, and pavement support conditions. The technical evaluation method attempts to
address these and other site-specific variables to determine reasonable pavement strength.
In general terms, for a given pavement structure and given airplane, the allowable number
of operations (traffic) will decrease as the intensity of pavement loading increases (increase
in airplane weight). It is entirely possible that two pavement structures with different cross-
sections will report similar strength. However, the permissible airplane operations will be
considerably different. This discrepancy must be acknowledged by the airport operator and
may require operational limitations administered outside of the ACN-PCN system. All of
the factors involved in determining a pavement rating are important, and it is for this reason
that pavement ratings should not be viewed in absolute terms, but rather as estimations of a
representative value. A successful pavement evaluation is one that assigns a pavement
strength rating that considers the effects of all variables on the pavement.
The accuracy of a technical evaluation is better than the using airplane procedure but
requires a considerable increase in time and resources. Pavement evaluation may require a
combination of on-site inspections, load-bearing tests and engineering judgment. It is
common to think of pavement strength rating in terms of ultimate strength or immediate
failure criteria. However, pavements are rarely removed from service due to instantaneous
structural failure. A decrease in the serviceability of a pavement is commonly attributed to
58
increases in surface roughness or localized distress, such as rutting or cracking.
Determination of the adequacy of a pavement structure must not only consider the
magnitude of pavement loads but the impact of the accumulated effect of traffic volume
over the intended life of the pavement.
2.6.4 Determination of the PCN value
The PCN numerical value is determined from an allowable load rating. While it is
important not to confuse the PCN value with a pavement design parameter, the PCN is
developed in a similar fashion. An allowable load rating is determined by applying the
same principles as those used for pavement design. The process for determining the
allowable load rating takes factors such as frequency of operations and permissible stress
levels into account. Allowable load ratings are often stated in terms of airplane gear type
and maximum gross airplane weight, as these variables are used in the pavement design
procedure. Missing from the stated load rating, but just as important, is frequency of
operation. In determining an allowable load rating, the evaluation must address whether the
allowable load rating represents the pavement strength over a reasonable frequency of
operation. Once the allowable load rating is established, the determination of the PCN
value is a simple process of determining the ACN of the airplane representing the allowable
load and reporting the value as the PCN.
2.6.5 Concept of Equivalent Traffic
The ACN-PCN method is based upon design procedures that establish one airplane as the
critical or most demanding on the pavement structure. Calculations necessary to determine
the PCN can only be performed for one airplane at a time. The ACN-PCN method does not
directly address how to represent a traffic mixture as a single airplane. To address this
limitation, FAA uses the equivalent airplane concept to consolidate entire traffic mixtures
into one representative airplane. In order to complete the equivalent traffic calculations for
converting one of the aircraft in the mix to another, a procedure based on cumulative
damage factor (CDF) is used. The CDF method is similar to the one used in the design
procedures embodied in the design program FAARFIELD, required by AC 150/5320-6E,
and provides more consistent results than the wheel load method (as in FAA’s CBR and
Westergaard methods) when the traffic mix contains a wide range of gear geometries and
structural loads. Equivalent traffic based on gear type can be converted from one gear type
to another using the conversion factors as shown in table 2.20.
59
Table 2.20: Conversion Factors to Convert from One Landing Gear Type to Another
Multiply
To Convert
To Gear Traffic
From Gear
Type (M) Cycles
Type (N)
By
S D 0.80
S 2D 0.51
S 3D 0.33
D S 1.25
D 2D 0.64
D 3D 0.41
2D S 1.95
2D D 1.56
2D 3D 0.64
3D S 3.05
3D D 2.44
3D 2D 1.56
2D/2D2 D 1.56
2D/2D2 2D 1.00
2.4.16.1 Central taxiway scenario
For a central taxiway configuration, as shown in figure 2.8, there are two possible loading
situations that can occur. Both of these situations assume that the payload is approximately
the same for the entire landing and takeoff cycle.
Landing
Takeoff
Taxi Taxi
Figure 2.8: Runway with Central Taxiway.

 If the airplane obtains fuel at the airport, then both the takeoff and taxi to takeoff passes
should be counted since they result in a traffic cycle consisting of two passes at the
maximum load stress. The landing pass can be ignored in this case. It is recognized that
only part of the runway is used during some of these operations, but it is conservative to
60
assume that the entire runway is covered each time a pass occurs. For this situation, the
P/TC ratio is 2.
 If the airplane does not obtain fuel at the airport, then both the landing and takeoff
passes should be counted, along with the taxi pass, and a traffic cycle consists of three
passes at loads of equal magnitude. In this case, the P/TC ratio is 3.
2.6.6 Parallel Taxiway Scenario
In the case of the parallel taxiway, two possible loading situations can occur. Both of these
situations assume that the passenger count and cargo payload are approximately the same
for the entire landing and takeoff cycle:
1. If the aircraft obtains fuel at the airport, then a traffic cycle consists of only one pass
since the landing stress loading is considered at a reduced level, which is a fractional
equivalence. For this condition only the takeoff pass is counted, and the ratio of
passes to traffic cycles (P/TC) is 1.
2. If the aircraft does not obtain fuel at the airport, then both landing and takeoff
passes should be counted, and a traffic cycle consists of two passes of equal load
stress. In this case, the P/TC ratio is 2.
Figure 2.9: Runway with Parallel Taxiway
Table 2.21: TC/C Ratio for Flexible Pavements – Additional Fuel Obtained
Typical Dual Typical Dual Tandem Typical Triple Dual

Taxiway Type
Gear (D) Gear (2D) Tandem Gear (3D)
P/C 3.6 1.8 1.4
P/TC Parallel 1 1 1
P/TC Central 2 2 2
TC/C Parallel 3.6 1.8 1.4
TC/C Central 1.8 0.9 0.7
61
2.6.7 Coverage.
When an aircraft moves along a runway, it seldom travels in a perfectly straight line or over
the exact same wheel path as before. It will wander on the runway with a statistically
normal distribution. One coverage occurs when a unit area of the runway has been traversed
by a wheel of the aircraft main gear. Due to wander, this unit area may not be covered by
the wheel every time the aircraft is on the runway. The number of passes required to
statistically cover the unit area one time on the pavement is expressed by the pass to
coverage (P/C) ratio.
Although the terms coverage and P/C ratio have commonly been applied to both flexible
and rigid pavements, the P/C ratio has a slightly different meaning when applied to flexible
pavements as opposed to rigid pavements. This is due to the manner in which flexible and
rigid pavements are considered to react to various types of gear configurations. For gear
configurations with wheels in tandem, such as dual tandem (2D) and triple dual tandem
(3D), the ratios are different for flexible and rigid pavements, and using the same term for
both types of pavements may become confusing. It is incumbent upon the user to select the
proper value for flexible and rigid pavements as shown in Table 3 for flexible pavement.
Aircraft passes can be determined (counted) by observation but coverages are used by the
COMFAA program. The P/C ratio is necessary to convert passes to coverages for use in the
program. This ratio is different for each aircraft because of the different number of wheels,
main gear configurations, tire contact areas, and load on the gear. Fortunately, the P/C ratio
for any aircraft is automatically determined by the COMFAA program and the user only
need be concerned with passes.
2.6.8 Equivalent Pavement Thickness
The thickness of the pavement section under consideration must be converted to an

equivalent pavement thickness based on a standard reference pavement section for
evaluation purposes. The equivalent pavement thickness is the total thickness requirement
calculated by the COMFAA program assuming minimum layer thickness for the asphalt
surface, minimum base layer thickness of material with a CBR 80 or higher, and a variable
subbase layer with a CBR 20 or greater. If the pavement has excess material or improved
materials, the total pavement thickness may be increased according to the FAA CBR
method as detailed in Appendix B of AC 150/5335-5C.
62
When no aircraft in the traffic mix have four or more wheels on a main gear, the reference
structure to be used is: 3 inches asphalt surface course (P401) and 6 inches crushed
aggregate base course (P209). When one or more aircraft in the traffic mix have four or
more wheels on a main gear, the reference structure to be used is: 5 inches asphalt surface
course (P401) and 8 inches crushed aggregate base course (P209). FAA flexible pavement
reference layer thickness is shown in below.
Table 2.22: FAA flexible pavement reference layer thickness

Reference Structural Layer Thickness Less than Four Four or More
(inches) Wheels on Main Wheels on
Gear Main
Gear
Asphaltic Concrete (FAA Item P-401) 3 5
High Quality Granular Base (FAA Item P-209) 6 8
The pavement is considered to have excess asphalt, which can be converted to extra crushed
aggregate equivalent thickness, when the asphalt thickness is greater than the minimum
thickness of asphalt surfaced. The recommended reference section for this traffic mix is an
asphalt surface course thickness of 5 inches (127mm). The pavement may also be
considered to have excess crushed aggregate base thickness when the cross-section has a
high quality crushed aggregate base thickness greater than 8 inches (203mm) or when other
improved materials such as asphalt stabilization or cement treated materials, are present.
Likewise, additional subbase thickness or improved subbase materials may also be
converted to additional total pavement thickness. The support program facilitates converting
existing pavement structures to the requisite standard equivalent structure used in
COMFAA. The assumed conversion factor for converting existing pavement layers to P209
base and P154 subbase layer are presented in the table 2.23. The conversion factors are
conservatively estimated from Appendix B, AC 150/5335-5C suggested value ranges based
on current field and laboratory investigation results.
63
Table 2.23: Layer Conversion Factor for Equivalent Thickness Calculation
Existing Pavement Layer Factor for Factor for

converting converting to
to P209 P154
Asphalt concrete 1.2 1.7
DAC Wearing 1.4 2
SDAC Binder DBM Binder 1.2 1.7
Old Cement concrete, Base
1.2 1.6
Course
Old AC/BM Wearing/Binder
1.1 1.4
Old CC Base Course
WMM 1.0 1.2
Boulder G S B C - 1.0
2.7 Conclusions
A review of literature reveals that, only a limited number of studies have been accomp
lished on runway pavement evaluation and no studies have so far been accomplished to
determine the discussed airport PCN in Bangladesh. Air travel demand in the world as well
as Bangladeh and airport evaluation related literature are reviewed. Some ideas from this
review have been incorporated in the current study.
64
CHAPTER THREE
AIR TRAVEL DEMAND IN BANGLADESH
3.1 General
This chapter discusses about the passenger, aircraft, and the air freight demand in
Bangladesh as well as in the world. This chapter presents air travel data at different airports
in Bangladesh.
3.2 Air Traffic and Aircraft Demand in World
There are more than 16,860 passenger aircraft in service, with more than 800 airlines
globally. By 2033, this will grow to reach more than 34,800 aircraft [24]. Today, more than
75% of Single- aisle aircraft are operating at less than 1,300 nautical miles; 4,800 nautical
miles for Twin-aisle aircraft and 5,900 nautical miles is the equivalent for VLA aircraft.
This does not mean there is no overlap; for example, nearly 20% of the twin-aisle market is
operated less than 2,000 nautical miles and around 20% is over 5,000 nautical miles.
Average aircraft size for example is increasing, simply taking the average capacity per flight
over time, aircraft size has grown on average from 139 seats to over 170 seats since the early
1970’s [16]. A second period of average aircraft size growth is beginning with today’s back
log, airlines switching to larger variants fromthat originally ordered and manufacturer
product development decisions, making it clear the future is larger aircraft from single-aisle
types to twin-aisles. Whilst there will be new route opportunities, indeed thousands of
opportunities are indicated from GMF analysis, by 2034, 70% of the global network growth
and 80% of traffic will be centred on today’s routes.
3.3 Global Air Travel Demand
The aviation sector plays an important role in the global economy by providing connectivity
through the only rapid worldwide transport network. In doing so, the direct and wider
impact on jobs and GDP globally is enormous-contributing over 22 million jobs and US$1.4
trillion in GDP. Moreover, the aviation sector makes contributions to other industries by
facilitating their growth and supporting their operations. With a significant proportion of
international tourists depending on air transport, the aviation industry supports 34.5 million
jobs within tourism globally, contributing around US$762 billion a year to world GDP [12].
65
a) Air Passenger Traffic in 2014
In 2013 the worldwide traffic was more than 6.3 billion passengers growing by 4.6 percent
from 2012 and in 2014 it is increased by 5.7% to 6.7 billion. Air passenger movement in
developing economies grew faster (8%) than in advanced countries (4%) in 2014, with
emerging markets reaching a 43% share of global passenger traffic. During 2014, the
highest number of passengers went through airports in the Asia-Pacific region [15].
1. Asia-Pacific (2.3 billion, up 7.1% over 2013)

2. Europe (1.8 billion, up 5.5% over 2013)
3. North America (1.6 billion, up 3.2% over 2013)
4. Latin America-Caribbean (531 million, up 6.4% over 2013)
5. Middle East (308 million, up 10.8% over 2013)
6. Africa (180 million, up 2.7% over 2013)
Figure 3.1 shows the percent annual growth of Air Passenger Movement in different
regions and figure 3.2 shows the percent shear of global air passenger movement in
different regions (Appendix A, Table A-4).
Figure 3.1: Annual Growth of Air Passenger Movement in Different Regions
66
Figure 3.2: % Shear of Total Air Passenger Movement In Different Regions
b) Air Cargo Traffic in 2014
Worldwide airport cargo increased by 4.7% in 2014 to 102 million metric tons, with
positive levels of growth across all six regions. Airports in the Asia-Pacific region handled
the largest amount of air cargo during 2014. Hong Kong (HKG) and Memphis (MEM) take
the first and second places respectively for the busiest air cargo airports with 4.4 million and
4.3 million metric tons in 2014 [15].
1. Asia-Pacific (40.5 million metric tons, up 6.3% over 2013)

2. North America (28.9 million metric tons, up 3% over 2013)
3. Europe (18.4 million metric tons, up 3.2% over 2013)
4. Middle East (7.4 million metric tons, up 9.2% over 2013)
5. Latin America-Caribbean (5.0 million metric tons, up 0.6% over 2013)
6. Africa (1.9 million metric tons, up 5.1% over 2013)
Figure 3.3 shows the percent annual growth of air cargo movement in different regions
and figure 3.4 shows the percent shear of global cargo movement in different regions
(Appendix A, Table A-5).
67
10 9.2
9
8
% a nnual growth
7 6.3
6 5.1
5
4 3.2 3
3
2
0.6
1
0
Africa Asia-Pacific Europe Middle East Latin America North
America
Regi on
Figure 3.3: Annual Growth of Air Cargo Movement in Different Regions
Figure 3.4: % Shear of Total Air Cargo Movement In Different Regions
c) Aircraft movement in 2014
Worldwide aircraft movements also increased by 1.3% in 2014 to 84.6 million aircraft
arrival and departures, with mixed types of growth rates across all six regions. Airports in
the North American region recorded the highest number of movements during 2014 [15].
1. North America (29.6 million, down 1.0% over 2013)

2. Europe (21.2 million, up 1.4% over 2013)
3. Asia-Pacific (19.7 million, up 5.0% over 2013)
68
4. Latin America-Caribbean (8.7 million, up 0.8% over 2013)
5. Africa (2.9 million, up 0.5% over 2013)
6. Middle East (2.6 million, up 4.8% over 2013)
Figure 3.5 shows the Percent annual growth of aircraft movement in different regions and
figure 3.6 shows the Percent shear of global aircraft movement in different regions
(Appendix A, Table A-6).
6.00
5.00 4.80
5.00
4.00
3.00
2.00 1.40
0.80
1.00 0.50
0.00
Africa Asia-Pacific Europe Middle East Latin America North
-1.00 America
-1.00
-2.00
Series1
Figure 3.5: Annual Growth of Aircraft Movement in Different Regions
Figure 3.6: % Shear of Total Aircraft Movement In Different Regions
69
3.4 Airbus Global Market Forecast-2015
Passenger air traffic has doubled every 15 years since the early eighties. While the World
endured various crisis episodes, difficult periods for the industry and those in it, the long
term growth trend was quickly re-established. Today, solid growth drivers for the air
transport industry are in place, with at its forefront the economic dynamism of emerging
countries. With this underlying strength, demand is set to continue and is even expected to
double again in the next 15 years. The Airbus 20 year forecast shows an expected average
annual growth rate of 4.6%. The growth of international traffic will be slightly higher than
the growth on intra-regional and domestic flows. As a result, international long-haul traffic
will still represent the largest share of the demand for air travel, accounting for 45% of the
World RPKs [16].
Figure 3.7: Airbus Global Market Forcast 2015.
3.5 Air Travel Demand in Bangladesh
Bangladesh is a small country where the distances between the major cities are not large
enough for air transportation to be very effective. In general, roadway is highly congested
and accident-prone and railway and waterway are inefficient and slow [8]. But the less
improvement of roads, railways and waterways as well as imbalanced socio-economic
conditions of the country, people now a day interested by air travel. So air travel demand is
increasing rapidly in Bangladesh.
70
Bangladesh has a strategic position in Asia Pacific whereby businesses from Pakistan and
India see great potential. With cheap labour and a fairly secure environment, Bangladesh
has become a low-cost manufacturing hub and many businesses from neighbouring
countries have even relocated to Bangladesh. India was the leading source market for
arrivals in Bangladesh in 2012 and the primary reason for this are the trade links between
the two countries [7]. Bangladesh as a tourist destination has benefited from increased
arrivals from India. This is mainly due to its close proximity to the country. Sustained
growth over the forecast period will be possible if there is a clear agenda for the Bangladesh
Parjatan Corporation (BPC), which acts as the tourism board for the country. Improved
infrastructure will not only encourage a greater influx of tourists, but is also likely to lead to
a greater possibility of online sales of the various categories within travel and tourism [23].
Air travel demand has experienced very fast growth in the last two decades. The volume of
air passenger and freight is expected to increase much faster in near future with increased
industrialization and economic development. Congestion at airport runways, passenger, and
cargo terminals, inspection and ground transport facilities is expected to increase, as will
demand for additional and improved airport system.
The trends of the air travel demand for air passenger movement, air cargo movement, and
aircraft movement during the last 40 years are shown in the figures 3.8, 3.9 and 3.10
respectively [24]. (Appendix A, Tables A-7, A-8 and A-9).
The value for air transport, passengers carried in Bangladesh was 3,116,218 as of 2014. As
the graph below shows (figure-3.8), over the past 41 years this indicator reached a
maximum value of 3,116,218 in 2014 and a minimum value of 431,400 in 1974. The
growth rate of air passnegers (trend line) are showing positive movement.
The value for air transport, freight (million ton-km) in Bangladesh was 260.29 as of 2014.
As the graph below shows (figure-3.9), over the past 41 years this indicator reached a
maximum value of 260.29 in 2014 and a minimum value of 0.01 in 2009. The growth rate
of air freight (trend line) is showing positive movement.
The value for air transport, registered carrier departures worldwide in Bangladesh was
58,590 as of 2014. As the graph below shows (figure-3.10), over the past 41 years this
indicator reached a maximum value of 59,067 in 2013 and a minimum value of 5,900 in
1999. The growth rate of carrier depertures (trend line) are showing positive movement.
71
Figure 3.8: Annual Air Passenger Movement Trend in Bangladesh
Figure 3.9: Annual Air Cargo Movement Trend in Bangladesh
72
Figure 3.10: Annual Aircraft Movement Trend in Bangladesh
Although Bangladesh has 14 airports in total, the most of the passengers and cargos are
handled (almost 96% and 95% respectively) by the three international airports especially by
Hazrat Shahjalal International Airport (HSIA), Dhaka (about 82% and 90% respectively). In
case of aircraft movement, the HSIA handles 50% of total aircraft movement where all the
domestic airports carry about 30% of total aircraft movement. The annual air passenger
movements, cargo movements and aircraft movements in the airports of Bangladesh are
shown in the figures 3.11, 3.12 and 3.13 respectively. (Bangladesh Statistics Year Book,
2014) (Appendix A, Tables A-4, A-5 and A-6).
73
Figure 3.11: Air Passenger Movement in Different Airports of Bangladesh
250000
Air Cargo Movement (M.ton)
200000
150000
100000
50000
0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Year
Year HSIA SAIA OIA DOMESTIC
Figure 3.12: Cargo Movement in Different Airports of Bangladesh
74
Figure 3.13: Aircraft Movement in Different Airports of Bangladesh
3.6 Domestic Air Fleet Status in Bangladesh
There are currently five major companies in the aviation industry: Biman Bangladesh,
United Airways, Regent Airways, Novo Air, and US-Bangla Airlines.Biman Bangladesh
Airlines, established in 1972, had a good number of domestic flights during its inception,
but now mainly focuses on international flights with over 18 international destinations
spreadout throughout Asia and Europe while private sector players like United and Regent
Airways both have been strongly focusing on domestic travel. But things have changed as
now they have an increasing interest in international flights as well. Both of these airlines
travel to destinations such as Kuala Lumpur, Bangkok, Kolkata and Singapore. More
interestingly, Novo Air and US-Bangla Airways–two private sector players focus
completely on the domestic arena i.e., they fly regularly to the usual destinations such as
Chittagong, Cox’s Bazaar, Sylhet, and Jessore [25] .
75
Figure 3.14: Domestic Fleet Status
Taking a closer look at the carriers used by the respective companies, we can see a clear
distinction between airlines which offer international flights and those that do not. Biman
and United have high end carriers such as Boeing 777-300 and A 310-325 in contrast with
the low capacity carriers such as Dash 8 Q400. High end carriers are only affordable by the
top players of the market, since they are much more expensive. So, there is a general
tendency for a company to start with local destinations and eventually move to international
flights after acquiring the necessary revenue and brand image.
3.7 Air Passenger Growth Rate versus GDP
As we can observe, there is a positive correlation of the passenger growth rate with the
GDP growth rate [25]. This is because of three broad reasons:
 A higher GDP equates to higher purchasing power, which incentivizes many to

choose air travel within the country as an alternative to trains and buses.
 Given that the business environment is growing quite rapidly, saving time is
quite crucial. Airplanes save at least 70% of a business executive’s travel time.
 A higher GDP often means higher FDI. Foreign nationals tend to choose air
travel over other means of transport.
76
Figure 3.15: GDP versus Passenger Growth Rate.
3.8 Air Travel Demand at HSIA, Dhaka
HSIA is the principle airport of Bangladesh and it is handles over 50 per cent of the
country's international and domestic arrivals and departures annually. The last five years’
average growth in aircraft movement, Passenger movement and cargo movement were
6.57%, 6.31% and 9.82% respectively for this airport.
Figure 3.16: Air Passenger Movement at HSIA
77
Figure 3.17: Air Cargo Movement at HSIA
Figure 3.18 : Aircraft Movement at HSIA
Further projections (Trend Analysis) of these data shows that the estimated passenger
movement for the year 2025 would be 8.69 million for linear variation and 10.21 million for
exponential variation. Similarly, for the Cargo movement the projections for 2025 are 0.41
million M. tons for linear variation and 0.68 million M. tons for exponential variation and
the aircraft movement for HSIA is expected to rise 0.08 million for linear variation and 0.09
million for exponential variation. The projections of passenger, cargo, and aircraft
movement are shown in figures 3.19, 3.20 and 3.21 respectively.
78
Figure 3.19: Projection of Air Passenger Movement at HSIA
Figure 3.20: Projection of Air Cargo Movement at HSIA
79
Figure 3.21: Projection of Aircraft Movement at HSIA
Figure 3.22: Aircraft Type Wise Air Trffic Movement at HSIA
3.9 Air Travel Demand at SAIA, Chittagong
SAIA is the 2nd largest airport of the country and recently air traffic at SAIA has
experienced significant growth due to mainly establishment project of deep sea port at
nearby Sonadia Island, coal and LNG energy hub at Moheshkhali, new industrial zone
development around Chittagong and general development outlook of the regional
Chittagong. The average growth is 6.95% in last five years for aircraft movement in SAIA
80
where the passenger growth and cargo growth are 14.12% and 37.12% respectively.
Air passenger movement at SAIA, Chittagong

1200000
1000000
800000
Air Passenger
600000
400000
200000
0
2010 2011 2012 2013 2014
Year
Figure 3.23: Air Passenger Movement at SAIA
Air Cargo movement at SAIA, Chittagong

6000
Air cargo movement , M.ton
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014
Year
Figure 3.24: Cargo Movement at SAIA
81
Aircraft Movement at SAIA, Chittagong
30000
Air Traffic Moovement

25000
20000
15000
10000
5000
0
2010 2011 2012 2013 2014
Year
Figure 3.25: Aircraft Movement at SAIA
Figure 3.26: Projection of Air Passenger Movement at SAIA
82
Figure 3.27: Projection of Air Cargo Movement at SAIA
Figure 3.28: Projection of Aircraft Movement at SAIA
83
Figure 3.29: Aircraft Type Wise Air Traffic Movement at SAIA
3.10 Air Travel Demand at OIA, Sylhet
OIA is the 3rd international airport of the country. The vast majority of passengers using the
airport are expatriate Bangladeshis and their descendants from the Sylhet division living in
the United Kingdom. The aircraft movement, passenger movement and cargo movement for
OIA are shown in figures 3.30, 3.31 and 3.32 (Bangladesh Statistics Year Book, 2014). The
last five years’ average growth in aircraft movement, passenger movement and cargo
movement were 20.87%, 9.59% and 38.37% respectively for this airport.
Air Passenger Movement at OIA, Syhlet

300000
250000
200000
Air Passenger
150000
100000
50000
0
2010 2011 2012 2013 2014
Year
Figure 3.30: Air Passenger Movement at OIA
84
Air Cargo Movement at OIA, Syhlet
3000
Air Cargo Movement, M.ton

2500
2000
1500
1000
500
0
2010 2011 2012 2013 2014
Year
Figure 3.31: Air Cargo Movement at OIA
Aircraft Movement at OIA, Syhlet

9000
8000
7000
Aircraft Movement
6000
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014
Year
Figure 3.32: Aircraft Movement at OIA
85
Figure 3.33: Projection of Air Passenger Movement at OIA
Figure 3.34: Projection of Air Cargo Movement at OIA
86
Aircraft Movement at OIA, Syhlet
50000
y = 2323e0.1861x
R² = 0.4911
40000
Aircraft Movement
30000
20000
y = 836.4x + 1875.2
R² = 0.4018
10000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Year
Figure 3.35: Projection of Aircraft Movement at OIA
Figure 3.36: Aircraft Type Wise Air Traffic Movement at OIA
3.11 Conclusions
With increased industrialization and economic development in Bangladesh, the air travel
demand is increasing with time. Besides as a result of cheap labour and fairy secured
environment Bangladesh is becoming a low-cost manufacturing hub. Again beautiful and
mind-blowing natural environment and significant historical and archaeological sites all
over the Bangladesh makes this country a tourist destination. On the other hand a large
87
number of Bangladeshis are also travelling to international destinations because of their
educational, professional and business activities. In 2012, the air traffic movement in
Bangladeshi airports comprised of nearly 121 thousand aircraft departures, 7 million air
passengers and 223 thousand M. tons of cargoes with an increase in growth of aircraft,
passenger and cargos at an average rate of 2.9%, 9.9%, and 7.4% respectively. The HSIA is
the main airport of Bangladesh which handles 45-50%, 80-85% and 89-95% of total
aircraft, passenger and cargo movement of Bangladesh.
88
CHAPTER FOUR
AIRPORT REFERENCE CODE & RUNWAY CONFIGURATION
4.1 General
This chapter will discuss the airport reference codes and the runway in Bangladeshi
international airports within the existing facility. The existing condition and related
information about airports runway are discussed elaborately.
4.2 Aerodrome Reference Code and Aeroplane Characteristics
Aerodrome reference code number and letter combination of the aircrafts using Bangladeshi
airports are shown in the following table. For a particular aeroplane the table also provides
data on the aeroplane reference field length (ARFL), wingspan and outer main gear wheel
span used in determining the aerodrome reference code. The aeroplane data provided for
planning purposes is indicative only. Exact values of performance characteristics of a
particular aeroplane should be obtained from information published by the aeroplane
manufacturer.
In order to determine the appropriate ARC for an airport, a "design aircraft" is first
determined. The design aircraft is typically the most demanding aircraft (in terms of an
airport's physical features) that conducts at least 500 annual operations at the airport.
Table 4.1: Aerodrome Reference Code and Aeroplane Characteristics of the Aircrafts
using HSIA
Aircraft ICAO, FAA, FAA Speed Wingspan Max Length MTOW

Type (Knots) Tail
ARC ADG RDC (m) (m) (Kg)
Height
1 2 3 4 5 6 7 8 9
II C-IV 129 39.7 11.9 29.30 74,393

C-130
II C-IV 129 48.80 12.19 51.30 316,600
C-141
3C II B-II 119 23.6 8.5 27.4 29,484
Fokker 50
HTP
4D III D-IV 151 50.4 17.9 55.4 267,619
DC10-
30/40
89
4E V D-V 149 64.8 18.7 73.9 351,535
B777-300
ER
4D IV D-IV 145 47.6 16.0 54.9 186,880
B767-300
ER
4E V D-V 157 64.9 19.6 70.7 412,770
B747-
400ER
4E V C-IV 125 60.30 16.7 50.35 276,500
A340-300
std
4C V D-V 157 64.9 19.6 70.7 412,770
A330-200
std
4D IV C-IV 132 44.8 16.9 53.5 150,003
A300-B4
STD
3D IV C-IV 135 44.84 16.53 40.7 136985
A300-B2
STD
using SAIA
Aircraft Type ICAO FA FAA Speed Wings Max Length MTO
ARC A RDC (Knot pan Tail (m) W
AD s) (m) Height (Kg)
G (m)
1 2 3 4 5 6 7 8 9
Bombardier 2C III A-III 90 27.4 7.5 25.7 18,643
Dash 8
ATR-72-212A 2C III B-III 105 27.1 7.7 27.2 21,500
Embraer ERJ- 3B III C-II 135 27.4 7.5 25.7 18,643
145 XR
A310-300 4D IV C-IV 135 43.89 15.80 46.66 157,00
0
A320-200 Twin 4C III C-III 138 34.09 11.76 27.50 77,020
opt
B737-800 4C III D-III 142 34.3 12.6 39.5 79,016
B777-300 ER 4E V D-V 149 64.8 18.7 73.9 351,53
5
B747-400ER 4E V D-V 157 64.9 19.6 70.7 412,77
0
MD83 3C III C-III 135 32.9 9.2 45 67,812
DC10-10 3C IV C-IV 136 15.3 9.2 182.3 200,94
1
Antonov An-26 2C III C-III 121 29.2 8.6 23.8 24,004
HS748 2C III B-III 94 30 7.6 20.4 20,140
90
using OIA
Aircraft ICAO FAA FAA Spee Wingspa Max Lengt MTOW

Type ARC ADG RDC d n Tail h (Kg)
Knot (m) Height (m)
s (m)
1 2 3 4 5 6 7 8 9
B777-300
4E V D-V 149 64.80 18.70 73.90 351,535
ER
B737-300 4C III C-III 135 28.90 11.50 33.40 62,823
A310-300 4D IV C-IV 135 43.9 15.9 46.7 150,000
E-145 3B II C-II 135 20.04 6.75 29.87 20,600
ATR72 2C III B-III 105 27.1 7.7 27.2 21,500
DCH8 2C III A-III 90 27.4 7.5 25.7 18,643
91
4.3 Runway Configuration Evaluation
The following sections summarize the different features of runway according to ICAO and
FAA standards and the respective conditions of international airports in Bangladesh.
4.3.1 Runway Orientation
The table 4.4 shows the orientation of the airports in Bangladesh [32].
Table 4.4: Runway Orientation of International Airports in Bangladesh

Orientation HSIA, Dhaka SAIA, Chittagong OIA, Sylhet
Runway 14 5 11
Designator 32 23 29
True Bearing 144 deg. True 049 deg. True 114 deg. True
Mgnetic 324 deg. true 229 deg. True 229 deg. True
Bearing
4.3.2 Runway Length
The runway length provided for the three international airports, Hazrat Shahjalal
International Airport (HSIA), Shah Amanat International Airport (SAIA) and Osmani
International Airport (OIA) are given in table 4.5 [32]. From this table HSIA meets the
length requirement for the current design aircraft (Boeing 777-300ER) while the other two
international airports fail to meet the length requirements. But to meet the future demand
(Airbus A380) runway lengths for all the three international airports needs to be increased.
Table 4.5: Runway Length Provided at Three International Airports

International Airports HSIA SAIA OIA
Length, m 3200 2940 3125
For the runway to be usable for landing, the aircraft must be able to come to a full stop
within a distance of at most 60 percent of the landing distance available (LDA). This leaves
a large margin of safety to account for deviations, such as coming over the threshold at a
higher altitude or landing at a higher than normal speed. The requirements are more
complex when it comes to takeoffs. Both the TODA, and the ASDA, must be considered to
determine the length of the runways. The declared distances that are provided at
international airports are presented in table 4.6 [ 32].
92
Table 4.6: Declared Distances at Three International Airports
International
HSIA SAIA OIA
Airports
Designator
14 32 5 23 11 29
Runway
TORA, (m) 3200 3200 2940 2940 3125 3125
TODA(m) 3625 3500 3390 3390 3375 3375
ASDA(m) 3475 3345 3090 2940 3125 3185
LDA(m) 3200 3200 2940 2940 3125 3028
SWY
275 x45 145 x 45 150 x150 Nil 95 x 46 67 x 46
Dimension
CWY
425 x150 300 x150 450 x150 450 x150 905 x153 300x153
Dimension
The declared distances provided in at Hazrat Shahjalal International Airport (HSIA) are
adequate to meet the current demand. The other two airports need length modification to
accommodate the existing design aircraft. All three international airports should undergo
length modification to meet the future aircraft demand and to upgrade to world class
standard airports.
4.3.3 Runway Width
The width requirements according to ICAO specifications for the current design aircraft
for the airports in Bangladesh is given in the table 4.7 and table 4.8 presents the existing
runway width of the three international airports [32].
Table 4.7: Runway Width Requirements for Current Design Aircraft

Current Design Aircraft Boeing 777-300ER
Aerodrome Reference Code 4E
Minimum Width Requirement 45m
Table 4.8: Runway Width of Three International Airports in Bangladesh

Width, m 45 45 46
93
The width provided is adequate for all three international airports for category E design
aircraft. The future demand for category F design aircraft requires the width to be increased
to 60m for all the three international airports in Bangladesh.
4.3.4 Runway Shoulder
The three International airports are not provided with sufficient and well-intended
shoulders. To upgrade the standard of the airports to world-class rank and accommodate
future demand airports should be provided with adequate shoulders.
4.3.5 Runway Strips
The runway strip longitudinal extension provided at HSIA, SAIA and OIA are given in
table 4.9 [32]. The longitudinal extension or runway strip for HSIA SAIA and OIA can
accommodate the current and future aircraft demand.
Table 4.9: Runway Strip Longitudinal Extension Provided HSIA, SAIA and OIA
Runway Longitudinal Extension of Strips
International Airports
Designator Beyond Runway Ends,(m)
14 205
HSIA
32 485
5 150
SAIA
23 150
11 95
OIA
29 67
The runway strip lateral extension provided at Hazrat Shahjalal International Airport
(HSIA), Shah Amanat International (SAIA) and Osmani International Airport (OIA) are
shown in Table 4.10 [32]. All of the three international airports in Bangladesh are provided
with runway strip width that is adequate to meet the demand of current and future aircraft.
Table 4.10: Runway Strip Lateral Extension Provided at HSIA, SAIA and OIA
Runway Lateral Extension
Airport
Designator Provided, m
14 150
HSIA
32 150
5 300
SAIA
23 300
11 153
OIA
29 153
94
4.3.6 Runway End Safety Area (RESA)
The RESA length and width provided at the HSIA, SAIA and OIA are shown in table 4.11
[32]. RESA widths fulfill the standard requirements for HSIA and SAIA but OIA is not
satisfies the standard requirements. There is no RESA provided at OIA and it should be
provided.
Table 4.11: RESA Dimension Provided at Three International Airports

RESA Length Provided 90 90 Nil
RESA Width Provided 90 90 Nil
4.3.7 Clearway
These dimensions of clearway for the three international airports of Bangladesh are
illustrated in table 4.12 [32]. It can be seen from the table 4.12 that the provided clearways
for the international airports are adequate according to ICAO standards.
Table 4.12: Clearway Provided at International Airports of Bangladesh

14 5 11
Runway Designator 32 23 29
3200 2940 3125
TORA, (m) 3200 2940 3125
1600 1470 1562
Recommended max. length, (m) 1600 1470 1562
425 450 905
Provided length, (m) 300 450 300
75 75 75
Recommended Min. width, (m) 75 75 75
150 150 153
Provided width, (m) 150 150 153
4.3.8 Stop Way
These dimensions of stopway for the three international airports of Bangladesh are
illustrated in table 4.13 [32]. It can be seen from the table 4.13 that the provided stopways
95
for the international airports are adequate according to ICAO standards.
Table 4.13: Stop Way Dimensions at HSIA, SAIA and OIA

Width
International Runway Length Recommended Provided,
Airports Designator Provided, m Min width, m m
14 275 45 45
HSIA 32 145 45 45
5 150 45 45
SAIA 23 150 45 45
11 95 45 46
OIA 29 67 45 46
4.3.9 Taxiway Width
The taxiway system is designed to provide connections between the runways and the
apron areas near and around passenger and cargo buildings, maintenance areas, etc. A
straight portion of a taxiway should have a width of not less than that given by ICAO
standards. The taxiways widths provided at HSIA, SAIA and OIA are given in Table 4.14.
The Taxiway width provided for the international airports in Bangladesh is sufficient to
accommodate the demands at present and future as well.
Table 4.14: Taxiway Widths for International Airports of Bangladesh

Taxiway width, ft (m) 75 (23) 115 (35) 75 (23)
4.3.10 Taxiway Curves

To increase the capacity of HISA a rapid exit taxiway is provided recently. To reduce delay
for increased aircraft operations in near future on runways rapid exit taxiways are also
necessary at Shah Amanat International (SAIA) and Osmani International Airport (OIA).
4.4 Conclusion
Various Components of airport runway configurations of the three international airports
have been evaluated in this chapter. This evaluation study has yielded the following key
findings:
i. At present Boeing 777 is the most demanding aircrafts in Bangladesh and the
96
most frequently operating aircrafts are of within Code D and E aircrafts Like
A310-300, B747-400ER, B787, B777-200ER, B777-300ER etc.
ii. All the three international airports are facilitating with single runway systems. The
HSIA meets the length and width requirement for the current design aircraft while
the other two international airports have failed for Code E aircrafts. The declared
distances provided at three international airports are adequate to meet the current
air traffic demand. The recommendations for RESA (width), stop ways and
Clearways are followed at all the international airports but at OIA RESA are not
provided.
iii. The HSIA is provided parallel taxiway system with a rapid exit taxiway at 14 end
whereas the other two airports have a central taxiways. The widths of the taxiways
meet the requirements of FAA and ICAO requirements.
97
CHAPTER FIVE
RUNWAY PAVEMENT EVALUATION
5.1 General
This chapter will discuss the process to achieve the objective of this study. The existing
condition and related information about airports pavement layer are discussed elaborately.
Finally, the runway pavements ACN and PCN are calculated using FAA COMFAA 3.0
software.
5.2 Three Airports in Bangladesh
There are three international and 12 domestic airports in the country. The air transportation
network in Bangladesh is comprised of three international, seven domestic, five STOL
(short Take-off and Landing) ports and nine other unused airports. All airports of the
country are, however, in the public sector, only a minor element of the ground facility is
in the private sector. In this study the status of three international airports are discussed
below [12].
5.3 Hazrat Shahjalal International Airport (HSIA), Dhaka
This is the largest and the principal international airport of the country. It is situated at the
capital city Dhaka. Almost all international passengers embark at and disembark from
HSIA. More than 90% of aeronautical functions of CAAB is carried out from it.The airport
has a capacity of handling 8 million passengers annually, and is predicted by the CAAB to
be enough until 2026 [12]. In 2014, it handled 6.1 million passengers, and 248,000 tonnes
of cargo.[6]Average aircraft movement per day is around 190 flights [12]. A feasibility
study is underway to decide about adding a parallel second runway [12]. The project has
been taken to cope with the rising air traffic, and take pressure off the lone runway, to
double the capacity of the airport. CAAB predicts that the airport's traffic will surpass 10
million passengers and freight. Currently, the airport can handle 10 flights an hour, 1 per 6
minutes. However, 60% of the airport's 2000 acre land remains unutilised [12].
98
Figure 5.1: Arial View of HSIA Runway
5.3.1 Location
The HSIA is located in Kurmitola and is 20 km north of the Dhaka city. The access
to the airport from the city is via a 2 x 4-lane access road. A railway station named Airport
Railway Station is situated opposite to the airport. The nearest hotel near Shahjalal
International is the Dhaka Regency Hotel.
5.3.2 HSIA Runway Pavement
The runway of the HSIA was opened for routine service in 1980. The subgrade of the
runway pavement was constructed by placing local soils from adjoining areas. The
thickness of the compacted fill varied from 0.9 to 4.2 m (CAAB and BRTC, 1993). A 150
mm lean mix concrete with 1:3:6 (cement: sand: aggregate) was used as subbase material to
support the Portland cement concrete slabs. The thickness of the original cement concrete
runway-taxiway pavement slab varied from 250 mm to 330 cm. The condition of the
runway deteriorated significantly by early 1990s, and after a detailed study, a flexible
overlay of thickness 200mm was placed on top of the original pavement in 1994-95. This
pavement was given a 2nd asphaltic overlay of 190 mm in 2012-2013. In order to improve
drainage, slope of overlay surface of 1.5 percent for the runway and 2 percent for the
shoulder were kept. Figure 3.4 shows that the existing runway pavement.
99
` 190 mm Asphalt Overlay
200 mm Asphalt Layer
330 mm PCC Layer
150 mm Lean Concrete Layer
Figure 5.2: Existing Layers of HSIA Runway Pavement.
100
Figure 5.3:Typical Layout Plan of HSIA Runway & Existing Features
101
5.3.3 Geography and Physical Environment
At the Centre of the runway of HSIA the reference point coordinates are 235036.05N,
0902352.02E. The airport has an area of 1,981 acres (802 ha). Its elevation is 27ft (8m) and
reference temperature is 35oC. Some areas within the airport are currently vacant. There are
low-lying wetland areas located to the northwest of the runway, which are used for growing
rice and fishing during the wet period of the year. There are residential areas consisting of
mainly low-rise (single to two-storey) buildings located to the immediate north and
northeast of the airport. Uttara Model Town (Sectors 5, 11-14), the planned residential area
with buildings of several storey, is located further north-northeast. The Army Golf Club and
some military facilities are located to the south and southwest of the airport. Immediate to
the southeast, there is a residential area with low-rise buildings; there are some ponds and
canals in this area which are used for fishery. The Nikunja residential area is located further
south. The Bashundhara residential area is located to the southeast of the airport (BUET,
2009).
5.4 Shah Amanat International Airport (SAIA), Chittagong
Shah Amanat International Airport is about 9.5km from Chittagong and is also known as
Chittagong Patenga Airport. It is the second largest airport of the country. It has been
developed with the financial assistance of Japanese Government. It acts as an alternate
airport to HSIA for wide bodied aircraft. The airport has a single runway (05/23), which is
2,940 m × 45 m (9,646 ft × 148 ft).
Figure 5.4: Arial View of SAIA Runway
Considering the distinctive layer system of the existing runway structure along the runway,
the layer profiles are shown in Figure 4.5 for the following five sections separately (BUET
2014-2015):
102
SEC. C1 : from No. 10 to No. 17+60
SEC. C2 : from No. 17+60 to No. 22+20
SEC. C3 : from No. 22+20 to No. 31+20
SEC. C4 : from No. 31+20 to No. 34+20
SEC. C5 : from No. 34+20 to No. 36+90
Figure 5.5: Existing Layers of SAIA Runway Pavement at Different Sections.
103
Figure 5.6: Typical Layout Plan of SAIA Runway and Existing Features
104
5.5 Osmani International Airport (OIA), Sylhet
It is situated at the city of Sylhet, a district at the North-East corner of the country. It
hasbeen upgraded to an international one in order to facilitate the people of the district
which is famous for a large number of residents of United Kingdome. The airport has a
single runway (11/29), which is 2,591 m × 46 m .
Figure 5.7: Arial View of OIA Runway
105
Figure 5.8: Typical Layout Plan of Runway and Existing Features of OIA
106
Considering the distinctive layer system of the existing runway structure
along the runway, the layer profiles are shown in Figure 4.9 for the following
six sections separately (BUET 2015):
SEC-C1: 1840m (Org. runway, incl. 60m over run at 29-End) Ch. 0+60
to 1+900
SEC-C2: 300m (1st Extension) Ch. 1+900 to 2+200
SEC-C3: 460m (2nd Extension) Ch. 2+200 to 2+660
SEC-C4: 140m (3rd Extension) Ch. 2+660 to 2+800
SEC-C5: 154m (Over runway) Ch. 2+800 to 2+954
SEC-C6: 233m (Last Extension, incl. turning pad) Ch. 2+954 to 3+187
Figure 5.9: Existing Layers of OIA Runway Pavement at Different

Sections.
107
5.6 Technical Evaluation Method to Determine PCN of HSIA Runway
5.6.1 Equivalent Pavement Thickness Calculation of HSIA Runway Section
Following table 5.1 shows the details of equivalent pavement thickness calculation of HSIA
runway section for COMFAA 3.0 input.
Table 5.1: Determination of evaluation thickness (mm) of HSIA Runway Section

Item/ Section S1
COMFAA Surface course 127
(190-127)X1.2=75.6
COMFAA Base course
106.16X1.2 =127.4
SUBTOTAL 203
93.83 X 1.7= 159.51
COMFAA Subbase 330X1.6 =528.0
150X1.0 = 150
SUBTOTAL 837.51
COMFAA Evaluation Thickness 1167.51
5.6.2 COMFAA Output: HSIA Runway Section
Runway section has an estimated evaluation thickness 1167.5 mm with proposed subgrade
CBR of 5. COMFAA outputs for above sections under estimated air traffic mix are shown
in the following tables. The annual air traffic mixes in the base year 2014 are shown in table
5.2.
Table 5.2: Air Traffic Information at HSIA in Base Year 2014.
Gross Annual
No. Aircraft Name Weight Depertures
1 Fokker 50 HTP 20.82 10,000
2 2 DC10-30/40 264.44 1500
3 A300-B4 STD 165.90 1550
4 A300-B2 STD 142.90 1300
5 A340-300 std 275.86 300
6 A330-200 std 230.90 1550
7 B767-300 ER 187.33 200
8 B777-300 ER 352.44 6500
9 C-141 156.48 600
10 C-130 70.30 300
108
Table 5.3: Input Air Traffic Data for HSIA Runway Section
Percent
Gross of Gross Tyre Annual 20-yr 6D
No. Aircraft Name Weight Wt. Press. Deps. Covs. Thickness
1 Fokker 50 HTP 20.82 95.60 590 10,000 49,843 493.70
2 DC10-30/40 264.44 75.04 1220 1500 16601 1137.30
3 A300-B4 STD 165.90 94.00 1490 1550 17005 1079.00
4 A300-B2 STD 142.90 94.00 1280 1300 14281 958.20
5 A340-300 std 275.86 79.58 1420 300 3191 1039.90
6 A330-200 std 230.90 94.80 1420 1550 16466 1155.60
7 B767-300 ER 187.33 92.40 1379 200 2190 967.30
8 B777-300 ER 352.44 92.44 1524 6500 99613 1369.00
9 C-141 156.48 95.00 1310 600 7108 1048.80
10 C-130 70.30 95.00 724 300 2595 673.80
(Note: Evaluation pavement type is flexible and design procedure is CBR. Alpha Values are
those approved by the ICAO in 2007. CBR = 5.00 (Subgrade Category is C (6)); Evaluation
pavement thickness = 1167.5mm; Units = Metric; Pass to Traffic Cycle (PtoTC) Ratio =
1.00; Maximum number of wheels per gear = 6; Maximum number of gears per aircraft =
2; At least one aircraft has 4 or more wheels per gear. The FAA recommends a reference
section assuming 127 mm of HMA and 203 mm of crushed aggregate for equivalent
thickness calculations.)
Results table 5.3 shows the required thickness in accordance with the FAA CBR method for
a flexible pavement with a CBR 5 subgrade. The B777-300ER aircraft has the greatest
individual pavement thickness requirement is 1369 mm for its total traffic over 20 years; it
is therefore the critical airplane.
109
Table 5.4: PCN Values for HSIA Runway Section
ACN
Critical Thick at
Aircraft Thickness Maximum Maximum
total for total allowable allowable PCN
Equiv. Equiv. gross gross on
No. Aircraft Name Covs. Covs. weight weight CDF C(6)
Fokker 50
1 HTP >5,000,000 731.7 49.40 665.71 0.00 33.1
2 DC10-
2 30/40 1,183,796 1344.5 220.58 835.52 0.62 52.2
3 A300-B4 STD 4,217,662 1292 143.51 822.95 0.18 50.6
4 A300-B2 STD >5,000,000 1228.5 133.05 776.61 0.00 45.1
5 A340-300 std 840,423 1352.5 227.08 855.47 0.17 54.7
6 A330-200 std 866,572 1350.6 190.41 854.83 0.84 54.6
7 B767-300 ER 1,779,317 1319.8 158.22 822.67 0.05 50.6
8 B777-300 ER 104,273 1370.6 286.23 926.84 42.24 64.2
9 C-141 2,786,948 1295.2 133.84 836.12 0.11 52.2
10 C-130 >5,000,000 1186.1 68.55 648.38 0.00 31.4
Total CDF 44.22
Table 5.4 shows the results of the detailed method based on the cumulative damage factor
(CDF) procedure that calculates the combined damage from multiple aircraft in the traffic
mix. The numerical values in the CDF column represent damage to a 1167.5 mm. thick
flexible pavement on a CBR 5 subgrade for each aircraft in the list. The total CDF
represents the combined damage from this traffic. Taking each aircraft in turn as the critical
aircraft, the program computes total equivalent coverages (based on a CDF analysis), the
corresponding thickness for the total equivalent coverages (which is greater than the
required thickness for the individual aircraft shown in results table 5.3), and a maximum
allowable gross weight. The ACN of the aircraft at the maximum allowable gross weight at
10,000 coverages, at the appropriate ICAO standard CBR, is computed and reported this
table as the PCN (last column). In this example, there are three aircraft that can load the
pavement over 5,000,000 times before the pavement fails (critical aircraft total equivalent
coverages > 5,000,000). These aircraft have little impact on this pavement’s structural
performance, and the corresponding PCNs are low. The PCN for this pavement can be
reported as the highest PCN in the PCN column. Based on the information in table 5.4, the
airport may report a PCN of 64/F/C/X/T.
110
Table 5.5: Flexible ACN at Indicated Gross Weight and Strength for HSIA Runway
Section
Percent
Gross of Tyre
Weight Gross Press. ACN ACN
No. Aircraft Name Wt. Thick on C(6)
1 Fokker 50 HTP 20.82 95.6 590 393.1 11.5
2 2 DC10-30/40 264.44 75.04 1220 953.9 68
3 A300-B4 STD 165.9 94 1490 916.3 62.8
4 A300-B2 STD 142.9 94 1280 819.2 50.2
5 A340-300 std 275.86 79.58 1420 980.8 71.9
6 A330-200 std 230.9 94.8 1420 978.6 71.9
7 B767-300 ER 187.33 92.4 1379 937.9 65.8
8 B777-300 ER 352.44 92.44 1524 1092.9 89.3
9 C-141 156.48 95 1310 937.3 65.7
10 C-130 70.3 95 724 658 32.3
Table 5.5 shows the ICAO standard ACN of each aircraft at the input values of gross
weight, percent gross weight on the main gear, and tire pressure. When the total CDF>1, as
in this case at least one of the ACN values reported in results table 5.5 will exceed all of the
PCN values in results table 5.4. In this example, the ACN computed for the B777-300ER is
89.3 on subgrade category C, so the pavement does not have sufficient strength to support
existing air traffic.
Further analysis by inserting COMFAA generated data into support spreadsheet can
produce flexible pavement analysis chart as shown in figure 5.10 and in figure 5.11. The
generated flexible pavement charts show that the PCN is reduced to 64 FB for the Section
while the critical aircraft ACN is at 89 FB.
In figure 5.10 shows that the “Maximum Allowable Aircraft Gross Weight from CDF” (row
4) is a precursor of the PCN calculation in that the PCN of each aircraft is simply the ACN
at this weight. In this example these weights are greater than the input weights (row 5),
indicating that each will have a PCN that exceeds its ACN.
111
Figure 5.10: Gross & Allowable Weights with CDF & 6D Thickness for HSIA Runway
Section
The “Maximum Allowable Aircraft Gross Weight from CDF” in figure 5.11 shows the
graphic comparison of ACN and PCN for the six most demanding aircraft of the traffic mix.
In addition, an important indication of the PCN validity for the pavement is seen by the
annual departures line 3. If the highest PCN has very low departures, then the next lower
PCN may be a better number. This is left to the engineer to decide.
112
Figure 5.11: PCN & ACN of Aircrafts for HSIA Runway Section
5.7 Technical Evaluation Method to Determine PCN of SAIA Runway
5.7.1 Equivalent Pavement Thickness Calculation of SAIA Runway Section
Following table 5.6 shows the details of equivalent pavement thickness calculation of SAIA
runway section.
Table 5.6: Determination of evaluation thickness (mm) of SAIA Runway Section
Item/ Section S2 S5
COMFAA Surface course 127 127
(287-127) X1.2=192 (197-127) X1.2=84
COMFAA Base course
10 X 1.1=11 108.18X 1.1=119
SUBTOTAL 203 203
(114-10) X 1.4=145.6 (127-108.18) X 1.4=26.34
COMFAA Subbase 254 X1.2= 304.8 140 X1.4=196
152 X1.2= 182.4 140 X1.4= 196
140X1.4=196
SUBTOTAL 632.80 614.34
COMFAA Evaluation 962.80 mm 944.34 mm
Thickness
113
5.7.2 COMFAA Output: SAIA Runway Section S2 &S5
Starting from runway end 05, S2 runway section has an estimated evaluation thickness
966.3 mm with proposed subgrade CBR of 5. Section S5 has an estimated evaluation
thickness of 865.9mm with proposed subgrade CBR of 5.
Aircraft pass information is obtained from estimated future aircraft population with
predicted annual growth rate. Annual Departures are calculated based on last twelve
months’ data. Considering the increasing trend of tourism, frequent movement, and future
developments in Chittagong air traffic growth is considered. The annual air traffic mix in
the base year 2013 are shown in table 5.7.
Table 5.7: Air Traffic Information at SAIA in Base Year 2013.
Gross Annual
No. Name of aircraft
Wt. tons Departures
01 Bombardier Dash 8 29.25 2,727
02 ATR-72-212A 22.67 1,565
03 Embraer ERJ-145 XR 24.10 2,023
04 A310-300 142.90 955
05 A320-200 Twin opt 78.40 1,006
06 B737-800 79.24 1,738
07 B777-300 ER 352.44 329
08 B747-400ER 414.13 17
09 MD83 73.02 456
10 DC10-10 207.74 654
11 Antonov An-26 24.00 308
12 HS748 21.09 186
5.7.3 SAIA Runway Section S2
COMFAA outputs for above section under estimated air traffic mix are shown in the
following tables.
114
Table 5.8: Input Air Traffic Data for SAIA Runway Section S2
Gross Percent Tire Annual 20-yr 6D

No. Aircraft Name Weight Gross Wt Press Deps Coverages Thick
-------------------------------------------------------------------------------------------------
1 Bombardier Dash 8 29.27 95.00 441 2,727 17,294 503.6
2 ATR-72-212A 22.67 95.00 836 1,565 6,370 420.5
3 Embraer ERJ-145 XR 24.10 95.00 896 2,023 8,956 514.1
4 A310-300 142.90 94.40 1,290 955 10,473 944.4
5 A320-200 Twin opt 78.40 92.80 1,440 1,006 5,423 856.4
6 B737-800 79.24 93.56 1,413 1,738 9,771 918.3
7 B777-300 ER 352.44 92.44 1,524 329 5,042 1,221.7
8 B747-400ER 414.13 93.60 1,586 17 186 793.0
9 MD83 73.02 94.76 1,344 456 2,666 829.2
10 DC10-10 207.74 93.32 1,344 654 6,818 1,054.7
11 Antonov An-26 24.00 95.00 414 308 1,733 366.0
12 HS748 21.09 87.20 590 186 899 352.4
(Note: Evaluation pavement type is flexible and design procedure is CBR. Alpha Values are those approved
by the ICAO in 2007. CBR = 5.00 (Subgrade Category is C (6)); Evaluation pavement thickness = 962.8 mm;
Units = Metric; Pass to Traffic Cycle (PtoTC) Ratio = 1.00; Maximum number of wheels per gear = 6;
Maximum number of gears per aircraft = 4; At least one aircraft has 4 or more wheels per gear. The FAA
recommends a reference section assuming 127 mm of HMA and 203 mm of crushed aggregate for equivalent
Results table 5.8 shows the required thickness in accordance with the FAA CBR method for
a flexible pavement with a CBR 5 subgrade. The B777-300ER aircraft has the greatest
individual pavement thickness requirement is 1221.7 mm for its total traffic over 20 years;
it is therefore the critical airplane. Note that the thickness requirements for several
individual aircraft are approximately equal to, or slightly less than, the evaluation pavement
thickness of 962.8 mm. This indicates that the pavement thickness may be deficient for
existing traffic.
115
Table 5.9: PCN Values for SAIA Runway Section S2
Critical Thickness Maximum ACN Thick at
Aircraft Total for Total Allowable Max. Allowable PCN on
No. Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight Gross Weight CDF C (6)
-------------------------------------------------------------------------------------------------------------------------
1 Bombardier Dash 8 >5,000,000 813.8 38.83 514.19 0.00 19.8
2 ATR-72-212A >5,000,000 721.8 36.52 513.14 0.00 19.7
3 Embraer ERJ-145 XR >5,000,000 817.7 32.84 554.53 0.00 23.0
4 A310-300 338,376 1,096.3 119.56 718.37 0.71 38.6
5 A320-200 Twin opt 735,136 1,104.1 62.21 687.24 0.16 35.3
6 B737-800 473,769 1,111.0 61.94 701.28 0.47 36.7
7 B777-300 ER 6,418 1,237.2 257.11 853.06 18.50 54.4
8 B747-400ER 20,040 1,219.4 302.73 802.60 0.21 48.1
9 MD83 578,554 1,100.2 57.45 707.99 0.10 37.5
10 DC10-10 48,138 1,181.4 160.07 778.67 3.25 45.3
11 Antonov An-26 >5,000,000 677.7 41.42 513.70 0.00 19.7
12 HS748 >5,000,000 706.7 37.28 543.24 0.00 22.1
Total CDF = 23.40
table as the PCN (last column). In this example, there are five aircraft that can load the
116
Table 5.10: Flexible ACN at Indicated Gross Weight and Strength for SAIA Runway
Section S2
No. Aircraft Name Gross % GW on Tire ACN ACN on
Weight Main Gear Pressure Thick C (6)
----------------------------------------------------------------------------------------------
1 Bombardier Dash 8 29.25 95.00 441 432.1 13.9
2 ATR-72-212A 22.67 95.00 836 384.9 11.1
3 Embraer ERJ-145 XR 24.10 95.00 896 463.9 16.1
4 A310-300 142.90 94.40 1,290 821.9 50.5
5 A320-200 Twin opt 78.40 92.80 1,440 795.4 47.3
6 B737-800 79.24 93.56 1,413 820.3 50.3
7 B777-300 ER 352.44 92.44 1,524 1,092.9 89.3
8 B747-400ER 414.13 93.60 1,586 1,020.2 77.8
9 MD83 73.02 94.76 1,344 817.3 50.0
10 DC10-10 207.74 93.32 1,344 939.1 65.9
11 Antonov An-26 24.00 95.00 414 368.2 10.1
12 HS748 21.09 87.20 590 382.4 10.9
in this case at least one of the ACN values reported in results table 5.10 will exceed all of
the PCN values in results table 5.9. In this example, the ACN computed for the B747 is 89.3
117
on subgrade category C, so the pavement does not have sufficient strength to support
existing air traffic.
generated flexible pavement charts show that the PCN is reduced to 54 FC for Section S2
while the critical aircraft ACN is at 89 FC. In figure 5.12 shows that the “Maximum
Allowable Aircraft Gross Weight from CDF” (row 4) is a precursor of the PCN calculation
in that the PCN of each aircraft is simply the ACN at this weight. In this example these
weights are greater than the input weights (row 5), indicating that each will have a PCN that
exceeds its ACN.
Figure 5.12: Gross & Allowable Weights with CDF & 6D Thickness for SAIA Runway
Section S2
The “Maximum Allowable Aircraft Gross Weight from CDF” in figure 5.13 shows the
118
Figure 5.13: PCN & ACN of Aircrafts for SAIA Runway Section S2
5.7.4 SAIA Runway Section S5
Input air traffic data for SAIA runway section S5 is same as shown in table 5.8. It shows the
required thickness in accordance with the FAA CBR method for a flexible pavement with a
CBR 5 subgrade. The B777-300ER aircraft has the greatest individual pavement thickness
requirement is 1221.7 mm for its total traffic over 20 years; it is therefore the critical
airplane. Note that the thickness requirements for several individual aircraft are
approximately equal to, or slightly less than, the evaluation pavement thickness of 944.3
mm. This indicates that the pavement thickness may be deficient for existing traffic.
119
Table 5.11: PCN Values for runway section S5.
No. Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight Gross Weight CDF C(6)
-------------------------------------------------------------------------------------------------------------------------- -
1 Bombardier Dash 8 >5,000,000 813.8 37.56 503.73 0.00 19.0
2 ATR-72-212A >5,000,000 721.8 35.32 502.61 0.00 18.9
3 Embraer ERJ-145 XR >5,000,000 817.7 31.64 543.08 0.00 22.0
4 A310-300 288,762 1,090.9 117.19 707.66 1.00 37.4
5 A320-200 Twin opt 630,683 1,098.3 60.81 677.23 0.23 34.3
6 B737-800 412,640 1,105.5 60.48 690.80 0.65 35.7
7 B777-300 ER 6,561 1,238.5 250.41 836.26 21.21 52.3
8 B747-400ER 20,081 1,219.6 295.17 787.85 0.25 46.4
9 MD83 491,043 1,094.2 56.08 697.53 0.15 36.4
10 DC10-10 45,966 1,178.7 156.35 766.42 4.09 43.9
11 Antoni An-26 >5,000,000 677.7 40.12 504.33 0.00 19.0
12 HS748 >5,000,000 706.7 35.951 532.14 0.00 21.2
Total CDF = 26.58
required thickness for the individual aircraft shown in Results Table 5.11), and a maximum
120
table as the PCN (last column). In this example, there are five aircraft that can load the
while the critical aircraft ACN is at 89 FC.
Figure 5.14: Gross & Allowable Weights with CDF & 6D Thickness for SAIA Runway
Section S5
121
The “Maximum Allowable Aircraft Gross Weight from CDF” in Figure 5.15 shows the
Figure 5.15: PCN & ACN of Aircrafts for SAIA Runway Section S5
5.8 Technical Evaluation Method to Determine PCN of OIA Runway
5.8.1 Equivalent Pavement Thickness Calculation Of OIA Runway Section
Following table 5.12 shows the details of equivalent pavement thickness calculation of OIA
runway section for COMFAA 3.0 input.
Table 5.12 : Determination of Evaluation Thickness (mm) of OIA Runway Section
Item/ Section S1 S6
COMFAA Surface course 127 127
(225-127)X1.2=117.6 (210-127)X1.2=99.6
COMFAA Base course
77.6X1.1=85.4 103.4X1.0= 103.4
SUBTOTAL 203 203
147.4 X 1.4= 206.3 196.6 X 1.2= 235.9
COMFAA Subbase 200X1.4=280 300 X 1.0 = 300
(150)X1.0= 150
SUBTOTAL 636.3 535.9
COMFAA Evaluation 966.3 mm 865.9 mm
Thickness
122
5.8.2 COMFAA Run
Using the annual departures and P/TC ratio for the runway, the equivalent pavement
thickness, and the CBR of the subgrade, the maximum allowable gross weight for each
aircraft is computed at the appropriate ICAO standard subgrade support category using the
COMFAA program in the pavement design mode. The critical pavement sections in the
runway are taken for analysis in COMFAA program.
5.8.3 COMFAA Output: OIA Runway Section S1 &S6
Starting from runway end 29, section S1 as denoted Old runway section has an estimated
evaluation thickness 966.3 mm with proposed subgrade CBR of 5. Subsequent section S6 as
denoted by runway extension has an estimated evaluation thickness of 865.9 mm with
proposed subgrade CBR of 5. Aircraft pass information is obtained from estimated future
aircraft population with predicted annual growth rate. CAAB provided Aircraft Movement-
Landing Data from 1st July 2013 to 31st October 2014 (16 months). Annual Departures are
calculated based on last twelve months’ data. The annual air traffic mix in the base year
2014 and their projected growth rate in future are shown in table 5.13.
Table 5.13: Air Traffic Information at OIA in Base Year 2014.

Gross
Annual % Annual
No. Name Wt.
Departures Growth
tons
1 B777-300 ER 352.44 284 5.00
2 B737-300 65.50 167 5.00
3 A310-300 142.90 166 5.00
4 E-145 24.10 224 3.00
5 ATR72 22.67 108 3.00
6 DCH8 29.25 317 3.00
5.8.4 OIA Runway Section S1
COMFAA outputs for runway section S1 under estimated air traffic mix are shown in
the following tables.
123
Table 5.14: Input Air Traffic Data for OIA Runway Section S1
------------------------------------------------------------------------------------------------ --
1 B737-300 65.50 90.86 1,386 167 1,726 703.2
2 DCH 8 29.25 95.00 441 317 4,022 455.5
3 ATR-72-212A 22.67 95.00 836 108 910 368.0
4 E145 24.10 95.00 896 224 1,914 420.9
5 A310-300 142.90 94.40 1,290 166 3,641 881.0
6 B777-300 ER 352.44 92.44 1,524 284 8,705 1,255.7
(Note: Evaluation pavement type is flexible and design procedure is CBR. Alpha Values are those approved
by the ICAO in 2007. CBR = 5.00 (Subgrade Category is C (6)); Evaluation pavement thickness = 966.3 mm;
Units = Metric; Pass to Traffic Cycle (PtoTC) Ratio = 2.00; Maximum number of wheels per gear = 4;
Maximum number of gears per aircraft = 2; At least one aircraft has 4 or more wheels per gear. The FAA
recommends a reference section assuming 127 mm of HMA and 203 mm of crushed aggregate for equivalent
Results table 5.14 shows the required thickness in accordance with the FAA CBR method
for a flexible pavement with a CBR 5 subgrade. The B777-300ER aircraft has the greatest
individual pavement thickness requirement is 1255.7 mm for its total traffic over 20 years;
it is therefore the critical airplane. The thickness requirements for several individual aircraft
are approximately equal to, or slightly less than, the evaluation pavement thickness of 966.3
mm. This indicates that the pavement thickness may be deficient for existing traffic.
124
Table 5.15: PCN Values for OIA Runway Section S1
No. Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight Gross Weight CDF C (6)
-------------------------------------------------------------------------------------------------------------------------- -
1 B737-300 >5,000,000 1,068.9 53.17 643.23 0.00 30.9
2 DCH 8 >5,000,000 813.8 39.08 516.24 0.00 19.9
3 ATR-72-212A >5,000,000 748.5 35.39 525.34 0.00 20.6
4 E145 >5,000,000 790.3 34.51 535.84 0.00 21.5
5 A310-300 479,091 1,107.4 118.46 713.43 0.23 38.0
6 B777-300 ER 8,773 1,256.1 253.28 843.41 30.21 53.2
Total CDF = 30.44
mix. The numerical values in the CDF column represent damage to a 966.3 mm thick
table as the PCN (last column). In this example, there are four aircraft that can load the
125
Table 5.16: Flexible ACN at Indicated Gross Weight and Strength for OIA Runway
Section S1
Weight Main Gear Pressure Thick C (6)
----------------------------------------------------------------------------------------------
1 B737-300 63.50 90.86 1,386 720.5 38.8
2 DCH 8 29.25 95.00 441 432.1 13.9
3 ATR-72-212A 22.67 95.00 836 396.3 11.7
4 E145 24.10 95.00 896 425.3 13.5
5 A310-300 142.90 94.40 1,290 821.9 50.5
6 B777-300 ER 352.44 92.44 1,524 1,092.9 89.3
in this case at least one of the ACN values reported in results table 5.16 will exceed all of
the PCN values in results table 5.15. In this example, the ACN computed for the B777-
300ER is 89.3 on subgrade category C, so the pavement does not have sufficient strength to
support existing traffic.
126
Figure 5.16: Gross & Allowable Weights with CDF & 6D Thickness for OIA Runway
Section S1
Figure 5.17: PCN & ACN of Aircrafts for OIA Runway Section S1
127
5.8.5 OIA Runway Section S6
Input Air Traffic Data for OIA Runway Section S6 is same as section S1 in table 5.14. It
shows the required thickness in accordance with the FAA CBR method for a flexible
pavement with a CBR 5 subgrade. The B777-300ER aircraft has the greatest individual
pavement thickness requirement is 1255.7 mm for its total traffic over 20 years ; it is
therefore the critical airplane.. Note that the thickness requirements for several individual
aircraft are approximately equal to, or slightly less than, the evaluation pavement thickness
of 865.9 mm. This indicates that the pavement thickness may be deficient for existing air
traffic mix.
table as the PCN (last column). In this example, there are three aircraft that can load the
128
Table 5.17: PCN Values for OIA Runway Section S6
No. Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight Gross Weight CDF C(6)
-----------------------------------------------------------------------------------------------------------------------------
1 B737-300 2,196,410 1,026.7 47.30 597.09 0.06 26.6
2 DCH 8 >5,000,000 813.8 32.46 460.51 0.00 15.8
3 ATR-72-212A >5,000,000 748.5 29.13 464.04 0.00 16.1
4 E145 >5,000,000 790.3 28.30 471.47 0.00 16.6
5 A310-300 207,125 1,079.4 105.73 657.14 1.25 32.3
6 B777-300 ER 8,867 1,256.8 219.78 758.09 70.09 42.9
Total CDF = 71.40
129
Figure 5.18: Gross & Allowable Weights with CDF & 6D Thickness for OIA Runway
Section S6
Figure 5.19: PCN & ACN of Aircrafts for OIA Runway Section S6
130
5.9 Conclusions
From the study depending on ICAO ACN-PCN method, the PCN for Hazrat Shah Jalal
International Airport (HSIA) is 64 F / C/ X / T for Shah Amanat International Airport
(SAIA) is 52 F / C / X / T, and for Osmani International Airport (OIA) is 43 F / C / X / T.
131
CHAPTER SIX
CONCLUSIONS AND RECOMMENDATIONS
6.1 Conclusions
Air Transport is the most convenient mode of transportation in the twenty-first century and
its attraction is increasing day by day. The air transport sector plays a significant role in the
country’s development. Naturally Bangladesh has got some advantages which other
countries do not have; such as a population base of 160 million, estimated more than ten
million people working outside the country, and more than one million people visit Saudi
Arabia for Hajj. This has made Bangladesh a lucrative destination for all foreign airlines.
It is seen that the air travel demand is showing the increasing trends at three international
airports. The last five years’ average growth in aircraft movement, passenger movement and
cargo movement at HSIA airport were 6.57%, 6.31% and 9.82% respectively. The average
growth was 6.95% in last five years for aircraft movement in SAIA where the passenger
growth and cargo growth were 14.12% and 37.12% respectively. For OIA airport last five
years’ average growth in aircraft movement, passenger movement and cargo movement
were 20.87%, 9.59% and 38.37% respectively for this airport.
From runway length requirement points of view, it is found that the HSIA meets the length
requirement for the current design aircraft while the other two international airports fail to
meet the length requirements. But to meet the future demand the runway lengths for all
three international airports needs to be increased.The declared distances provided in at
Hazrat Shahjalal International Airport (HSIA) are adequate to meet the current demand. The
other two airports need length modification to accommodate the existing design aircraft. All
three international airports should undergo length modification to meet the future aircraft
demand and to upgrade to world class standard airports. The width provided is adequate for
all three international airports for category E design aircraft. The future demand for
category F design aircraft requires the width to be increased to 60m for all the three
international airports in Bangladesh.
RESA widths fulfill the standard requirements for HSIA and SAIA but OIA is not satisfies
the standard requirements. There is no RESA provided at OIA and it should be provided.
SAIA and OIA airports are not provided with sufficient and well-intended shoulders. To
132
upgrade the standard of the airports to world-class rank and accommodate future demand
airports should be provided with adequate shoulders.
From the study, it is found that the PCN value for HSIA, SAIA, and OIA are 64 F / C/ X /
T , 52 F / C / X / T, and 43 F / C / X / T respectively.
6.2 Recommendations
6.2.1 Policy Recommendations
Although most of the features of the airports are satisfied according to the FAA and ICAO
standards there are some scopes of development of the existing airport facilities. The
improvement options for developing existing facilities of the airports of Bangladesh are
discussed and recommended below-
 The statistics presented in the chapter three undoubtedly shows that air travel
demand is increasing in Bangladesh. So it is high time to recognize the increased

demand for improvement of airport facilities.
 The runway length of SAIA and OIA are not meet the standards for category E
aircrafts. On the other hand, the trend of present air travel demand shows the
possibility of admitting the category F aircrafts in near future. So to meet this
requirements runway lengths and widths, all three international airports should
undergo length and width modifications to meet the future aircraft demand and to

upgrade to world class standard airports.
 Analysis of the result shows the total CDF is much higher than 1 in three occasions
showing inadequacy of the existing pavement for projected traffic.
Under the situation, the airport authority can make three options when making a
pavement strength rating selection:
1. Let the PCN remain as derived from the technical evaluation method, but retain
local knowledge that there are some aircraft in the traffic mix that can be allowed to
operate with ACNs that exceed the published PCN or at a reduced weight to not
exceed the PCN. Thus a PCN of 64 F / C / X / T can be reported, for HSIA runway
pavement, with revised aircraft gross weight limit as shown in figure 5.11.
133
2. A PCN 52 F / C / X / T can be reported, for SAIA runway pavement, with revised
aircraft gross weight limit as shown in figure 5.14.
2. A PCN of 43 F / C / X / T can be reported, for OIA runway pavement, with revised

aircraft gross weight limit as shown in figure 5.16.
3. Provide for an increased PCN by adding an overlay or by reconstruction to

accommodate aircraft with higher ACNs and gross weight.
4. Adjust the PCN upward to that of the aircraft with the highest ACN, but recognize
the need to expect possible severe maintenance. This will result in earlier and
increased costs for reconstruction or overlay projects.
6.2.2 Recommendations for Future Study
This study provides some valuable information regarding the status of aviation sector of
Bangladesh. There is huge scope to proceed with this study in a wider scale. Therefore, the
following recommendations are proposed for further study .
 The information on the existing facilities at the airports did not cover all the aspects;
especially for the domestic airports. This research can further be extended for the

domestic airports.
134
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[30] Mrittika Prokaushali, Soil Investigation Report, Chittagong Airport Development
Project, July 1998.
[31] Antonin Kazda and Robert E. Caves (2011), Airport Design and Operation.
[32] Civil Aviation Authority of Bangladesh CAAB (2013). Information Booklet,
Kurmitola, Dhaka.
[33] FAA AC No: 150/5325-4B (2005). Runway Length Requirements for Airport
Design.
[34] Norman J. Ashford, Saleh Mumayiz , Paul H. Wright's (2011), Airport Engineering:
Planning, Design and Development of 21st Century Airports.
[35] Airbus A310 (2009). A310 AIRPLANE CHARACTERISTICS FOR AIRPORT
PLANNING. [Online] Available at: www.airbus.com/ fileadmin/
media_gallery/files/ tech_data/ AC/ AC_A310_20091201.pdf.
[36] Airbus A330. AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING.
[Online]. Available at: http://www.airbus.com/fileadmin/ media_gallery /files /tech_
data/jetFamily/media_object_file_A330_200_specifications.pdf
[Online]. Available at: http://www.airbus.com/aircraft families/previous-generation-
aircraft/a340family/a340-300/
[Online]. Available at: http://www.airbus.com/fileadmin/media_gallery/files /tech_
data/AC/Airbus-AC-A380-Dec2014.pdf
[39] Boeing B737 -700 (2011). 737 AIRPLANE CHARACTERISTICS FOR AIRPORT
PLANNING. [Online] Available from: http://www.boeing.com/boeing/ commercial/
137
airports/ plan_manuals.page and http:// www.boeing.com/ boeing/ commercial/
737family/ 737-700ER/ tech.page?
[40] Boeing B737 -800 (2011). 737 AIRPLANE CHARACTERISTICS FOR AIRPORT
PLANNING. [Online] Available from: http://www.boeing.com/ boeing/
commercial/ airports/ plan_manuals.page and http://www.boeing.com/ boeing/
commercial/ 737family/ pf/ pf_800tech.page
[41] Boeing B747 (2002). 747 AIRPLANE CHARACTERISTICS FOR AIRPORT
PLANNING. [Online] Available from:http://www.boeing.com/ boeing/ commercial/
airports/ plan_manuals.page and http:// www.boeing.com/ boeing/ commercial/
747family/ pf/ pf_400er_prod.page
[42] Boeing B777-200ER (2011). 777-200LR/-300ER/-Freighter AIRPLANE
CHARACTERISTICS FOR AIRPORT PLANNING. [Online] Available from:
http://www.boeing.com/ boeing/ commercial/ airports/ plan_manuals.page and
http:// www.boeing.com/ boeing/ commercial/ 777family/ pf/ pf_200product.page
[43] Boeing B777-300ER (2011). 777-200LR/-300ER/-Freighter AIRPLANE
CHARACTERISTICS FOR AIRPORT PLANNING. [Online] Available from:
http://www.boeing.com/ boeing/ commercial/ airports/ plan_manuals.page and
http:// www.boeing.com/ boeing/ commercial/ 777family/ pf/ pf_300product.page?
[44] Boeing B787 (2011). 787 AIRPLANE CHARACTERISTICS FOR AIRPORT
PLANNING. [Online] Available from: http://www.boeing.com/ boeing/
commercial/ airports/ plan_manuals.page and http:// www.boeing.com/ boeing/
commercial/ 787family/ 787-8prod.page
[45] Wikipedia, the free encyclopedia (2013). Aerodrome Information: Shah Amanat
International Airport, Chittagong. [Online]. Available from: http://en.wikipedia.org/
wiki/ Shah_Amanat_International_Airport/
[46] Wikipedia, the free encyclopedia (2014). Aerodrome Information: Hazrat Shahjalal
International Airport, Dhaka. [Online]. Available from: http://en.wikipedia.org /
wiki/ Shahjalal_International_Airport/
[47] Wikipedia, the free encyclopedia (2014). Aerodrome Information: Hazrat Osmani
International Airport, Sylhet. [Online]. Available from: http:// en.wikipedia.org/
wiki/ Osmani_International_Airport.
138
APPENDIX-A: STATISTICS OF AIR TRAFFIC MOVEMENT
A-1. Global Air Passenger Movement, 2014 (ACI, 2015)
% Annual
Total Passenger Growth Over
Region (billion) 2013 % Shear
Africa 0.180 2.7 2.68
Asia-Pacific 2.300 7.1 34.23
Europe 1.800 5.5 26.79
Middle East 0.308 10.8 4.58
Latin America 0.531 6.4 7.90
North America 1.600 3.2 23.81
World 6.72 5.7 100.00
A-2. Global Air Cargo Movement, 2014 (ACI, 2015)
Total Cargo % Annual

(million metric Growth Over
Region tons) 2013 % Shear
Africa 1.900 5.1 1.86
Asia-Pacific 40.500 6.3 39.67
Europe 18.400 3.2 18.02
Middle East 7.400 9.2 7.25
North America 28.900 3 28.31
World 102.10 4.7 100.00
A-3. Global Aircraft Movement, 2014 (ACI, 2015)
% Annual
Number of Growth Over
Region Movement(million) 2013 % Shear
Africa 2.900 0.50 3.42
Asia-Pacific 19.700 5.00 23.26
Europe 21.200 1.40 25.03
Middle East 2.600 4.80 3.07
North America 29.600 -1.00 34.95
World 84.70 1.30 100.00
139
A-4. Air Traffic Movement in Different Airports of Bangladesh (2000-2014)
Cox's
Year HSIA SAIA OIA Jessore Iswardi Rajshahi Saidpur Tejgaon Bazar Barisal Total
2000 44292 16018 4224 37553 0 1184 774 874 1372 1634 107925
2001 39477 13413 3930 33670 0 1424 740 0 1322 1388 95364
2002 36757 14723 3798 27044 0 1026 722 1367 858 86295
2003 35815 17541 4122 33090 0 900 724 0 1814 789 94795
2004 38742 19335 4351 25790 0 736 718 0 1739 752 92163
2005 37740 18896 4567 34212 0 659 666 0 2752 498 99990
2006 37993 16650 4259 24474 0 660 707 0 2175 394 87312
2007 40053 17533 3866 26561 0 12 30 0 1849 326 90230
2008 47593 17758 3657 26307 0 0 746 120 2945 92 99218
2009 47356 21315 3391 21747 0 21 76 0 2497 182 96585
2010 56909 16040 3148 27560 0 208 15 0 2756 22 106658
2011 61220 25206 2912 26634 0 1292 92 0 3305 24 120685
2012 62949 24063 3154 22620 0 4437 1016 0 2712 62 121013
2013 63627 26870 7844 30163 0 9322 567 0 3877 172 138508
2014 64390 25583 4864 28223 0 3765 863 0 3915 290 131893
(Bangladesh Statistical Year Book-2014)
140
A-5. Air Passenger Movement in Different Airports of Bangladesh (2000-2014)
Iswar Cox's
Year HSIA SAIA OIA Jessore di Rajshahi Saidpur Tejgaon Bazar Barisal Total
2000 2638000 248000 197000 116000 0 27000 22000 0 11000 26000 3285000
2001 2816000 279000 238000 111000 0 33000 22000 0 10000 23000 3532000
2002 2954000 313000 250000 105000 0 31000 24000 0 11000 15000 3703000
2003 2909000 350000 208000 85000 0 18000 17000 0 13000 11000 3611000
2004 3103000 397000 270000 93000 0 12000 16000 0 15000 12000 3918000
2005 5788000 468000 221000 77000 0 10000 14000 0 14000 8000 6600000
2006 2891000 356000 189000 49000 0 6000 10000 0 10000 5000 3516000
2007 3140000 348000 166000 29000 0 2000 0 0 9000 0 3694000
2008 4205000 746000 182000 31000 0 0 10000 0 14000 3000 5191000
2009 4147000 559000 160000 52000 0 0 4000 0 25000 2000 4949000
2010 4690000 690000 191000 51000 0 0 0 0 35000 0 5657000
2011 4756000 861000 180000 83000 0 1000 1000 0 58000 0 5940000
2012 5574000 922000 210000 82000 0 3000 8000 0 66000 0 6865000
2013 5678000 929000 216000 105000 0 37000 6000 0 41000 3000 7014000
2014 5564000 1064000 248000 103000 0 4000 27000 0 87000 3000 7100000
141
A-6. Air Cargo Movement (M. ton) in Different Airports of Bangladesh (2001-2014)
Cox's
Year HSIA SAIA OIA Jessore Iswardi Rajshahi Saidpur Tejgaon Bazar Barisal Total
2001 98427 747 858 2243 0 15 49 0 0 141 102480
2002 103824 963 521 1287 0 17 29 0 0 82 106723
2003 110449 744 534 2992 0 20 12 0 0 85 114836
2004 109010 3100 173 4916 0 15 12 0 3022 165 120413
2005 126870 4061 198 4401 0 21 13 0 3478 96 139138
2006 111689 2622 3919 3561 0 15 14 0 3020 68 124908
2007 131240 2811 153 2880 0 2 0 0 2614 7 139707
2008 115348 2174 158 2125 0 0 11 0 2571 1 122388
2009 136179 1166 721 454 0 2 2 0 2697 632 141853
2010 155736 2501 1228 11415 0 0 0 0 3978 0 174858
2011 167758 3484 1020 3959 0 0 0 0 3881 0 180112
2012 213876 4525 852 2159 0 0 3 0 1577 0 222990
2013 233653 5227 1634 3036 0 0 0 0 2090 130 245770
2014 210977 4516 2666 4563 0 0 12769 0 3541 46 239078
142
A-7: Aircraft Movement in Bangladesh (1973-2013) (World Bank, 2014)
Aircraft %
Year Movement Growth
1973 13500
1974 13000 -3.7037
1975 14200 9.230769
1976 13400 -5.6338
1977 13000 -2.98507
1978 13700 5.384615
1979 14800 8.029197
1980 13500 -8.78378
1981 13400 -0.74074
1982 13700 2.238806
1983 14300 4.379562
1984 11800 -17.4825
1985 13600 15.25424
1986 15000 10.29412
1987 15400 2.666667
1988 13100 -14.9351
1989 14600 11.45038
1990 13000 -10.9589
1991 13800 6.153846
1992 14600 5.797101
1993 15600 6.849315
1994 13000 -16.6667
1995 12600 -3.07692
1996 13100 3.968254
1997 12800 -2.29008
1998 11900 -7.03125
1999 5900 -50.4202
2000 6313 7
2001 6486 2.740377
2002 6464 -0.33919
2003 7165 10.84468
2004 7403 3.321703
2005 7399 -0.05403
2006 7971 7.730774
2007 11139 39.74407
143
2008 11308 1.517192
2009 16399 45.02122
2010 19299.83 17.68904
2011 26535 37.48828
2012 26996.25 1.738287
2013 28213.94 4.510556
A-8: Air Passenger Movement in Bangladesh (1973-2013) (World Bank, 2014)

Air Passenger
Year Movement % Growth
1973 490000
1974 431400 -11.9592
1975 490500 13.69958
1976 453300 -7.5841
1977 470300 3.750276
1978 544200 15.71337
1979 624200 14.70048
1980 613700 -1.68215
1981 591400 -3.6337
1982 621500 5.089618
1983 623000 0.241352
1984 741800 19.06902
1985 845300 13.95255
1986 852400 0.839938
1987 861000 1.008916
1988 1004900 16.71312
1989 997400 -0.74634
1990 1044100 4.682174
1991 1020800 -2.23159
1992 1051500 3.007445
1993 1083100 3.005231
1994 1215900 12.2611
1995 1261400 3.742084
1996 1252000 -0.7452
1997 1314700 5.007987
1998 1152500 -12.3374
1999 1215400 5.457701
2000 1331369 9.541632
2001 1449980 8.90895
144
2002 1536102 5.93953
2003 1587606 3.352902
2004 1650276 3.947453
2005 1634473 -0.9576
2006 1729451 5.810925
2007 1242865 -28.1353
2008 1224222 -1.5
2009 1409414 15.12732
2010 1818901 29.05371
2011 2022389 11.18739
2012 2195062 8.538078
2013 2089211 -4.8222
A-9: Air Cargo Movement in Bangladesh (1973-2013) (World Bank, 2014)

Air Cargo
Year % Growth
Movement
1973 1.2
1974 2.7 125
1975 5.3 96.2963
1976 9.3 75.4717
1977 17 82.7957
1978 15.1 -11.1765
1979 19 25.82781
1980 19.6 3.157897
1981 19.8 1.020402
1982 19.9 0.505052
1983 20.6 3.517592
1984 53.1 157.767
1985 68.8 29.56686
1986 70.8 2.906977
1987 83.2 17.51411
1988 76.5 -8.05288
1989 84.1 9.934639
1990 69.5 -17.3603
1991 99.4 43.02158
1992 82.6 -16.9014
1993 47.7 -42.2518
1994 160.6 236.6876
1995 165.3 2.926524
145
1996 135.7 -17.9068
1997 199.8 47.23656
1998 144.8 -27.5275
1999 143.1 -1.17403
2000 193.867 35.47658
2001 169.602 -12.5163
2002 171.582 1.167439
2003 175.496 2.281125
2004 180.432 2.8126
2005 183.493 1.696484
2006 190.831 3.999063
2007 89.026 -53.3483
2008 84.219 -5.39955
2009 0.013 -99.9846
2010 164.4246 1264705
2011 159.6928 -2.87783
2012 152.319 -4.61746
2013 146.3654 -3.90868
146
APPENDIX-B: AIRCRAFT GENERAL CHARACTERISTICS
B-01: A 310-300 General Characteristics
147
B-02: A330-200 General Characteristics
The following table provides characteristics of A330-200 Models, these data are specific to each Weight
Variant
The following table provides characteristics of A330-200 Models, these data are common to each Weight
Variant
148
B-03: A340-300 General Characteristics
149
B-04: B777-300 ER General Characteristics
150
APPENDIX-C: AIRCRAFT GENERAL DIMENSIONS
C-01: A 310-300 General Dimensions
151
152
153
C-04: B777-300ER General Dimensions
154
APPENDIX-D: AIRCRAFT MOVEMENT LANDING DATA
D-1: Aircraft Movement Landing Data of OIA Airports

Month
Nov-13 Dec-13 Jan-14 Feb-14 Mar-14 Apr-14 May-14 Jun-14 Jul-14 Aug-14 Sep-14 Oct-14 Total
Aircraft
Boeing 777 13 12 14 14 21 33 34 35 33 28 26 21 284
DC-10 2 4 0 3 0 0 0 0 0 0 0 0 9
A310 13 17 13 4 10 12 8 10 8 20 25 26 166
B737 11 8 14 19 20 0 23 17 22 18 7 8 167
Dash 8 45 51 56 42 43 32 38 0 0 0 5 5 317
E145 22 21 23 15 14 13 29 15 22 0 29 21 224
ATR 72 4 10 1 4 4 12 0 25 14 0 13 21 108
B767 4 0 0 0 0 0 0 0 0 0 0 0 4
Total 114 123 121 101 112 102 132 102 99 66 105 102
155
D-2: Aircraft Movement Landing Data of SAIA Airports
DCH8 ATR72 E145 A310 A320 B738 DC10 B777 MD83 B747 Total
January 278 116 160 102 94 186 116 8 78 1138
February 236 68 186 96 88 164 108 10 118 1074
March 252 98 162 92 96 192 136 8 70 1106
April 260 138 196 96 94 142 68 38 34 1066
May 269 168 212 80 99 192 60 46 34 1160
June 327 212 228 100 110 162 48 38 32 1257
July 310 182 248 96 114 158 26 50 38 1222
August 328 170 226 95 112 156 52 50 40 1229
September 246 176 232 80 114 184 22 38 52 8 1152
October 214 172 214 80 114 242 14 36 40 6 1132
November 198 182 178 108 82 176 28 48 40 10 1050
December 276 296 186 104 94 190 16 40 10 1212
Total 3194 1978 2428 1129 1211 2144 694 410 576 34
156
APPENDIX-E: RUNWAY LENGTH REQUIREMENT
E-1. General Information (777-200LR/-300ER/-Freighter: Airplane

Characteristics for Airport Planning)
The graphs in the following Sections 4A-2 to 4A-5 provide information on F.A.R. takeoff
runway length requirements with the different engines at different pressure altitudes.
Maximum takeoff weights shown on the graphs are the heaviest for the particular airplane
models with the corresponding engines. Standard day temperatures for pressure altitudes
shown on the F.A.R. takeoff graphs are given below:
Pressure Altitude Standard Day Temp
Feet Meters 0F C
0
0 0 59.0 15.00
2,000 610 51.9 11.04
4,000 1,219 44.7 7.06
6,000 1,829 37.6 3.11
8,000 2,438 30.5 -0.85
8,800 2,682 31.2 -1.00
0,000 3,048 23.3 -4.81
The graphs in Sections 4A-6 and 4A-7 provide information on landing runway length requirements
for different airplane weights and airport altitudes. The maximum landing weights shown are the
heaviest for the particular airplane model.
157
E-2. F.A.R. Takeoff Runway Length Requirements - Standard Day
(Model 777-300ER)
158
0 0
E-3. F.A.R. Takeoff Runway Length Requirements - Standard Day+27 F (15 C)
(Model 777-300ER)
159
0 0
4A-4. F.A.R. Takeoff Runway Length Requirements - Standard Day+49 F (27 C)
(Model 777-300ER)
160
0 0
4A-5. F.A.R. Takeoff Runway Length Requirements - Standard Day+59 F (33 C)
(Model 777-300ER)
161
4A-6. F.A.R. Landing Runway Length Requirements – Flaps 25 (Model 777-
300ER)
162
4A-7. F.A.R. Landing Runway Length Requirements – Flaps 30 (Model 777-
300ER)
163
APPENDIX-F: COMFAA Application
Details of COMFAA Application
1.Click
to
create
air
2.Select
traffic
Aircraft mix
Group
8.Click
3.Select to view
Aircraft
From
results
Library
7.Click
to
4.Confir generate
m all PCN
individua Results
l table
paramete paveme
rs nts
6.Click
5. Click to to enter
enter the Thickne
Subgrade ss
CBR
Figure F-1: Example of COMFAA Input Screen
164
Figure F-2: Example of COMFAA Aircraft Window
This file name = PCN Results Flexible 18-Apr-16 23;48; 39.txt
Library file name = L:\MSC THESIS 2016 fundamentals\HSIA COMFAA ACN PCN
CALCULATION. Ext
Units = Metric
Evaluation pavement type is flexible and design procedure is CBR.
Alpha Values are those approved by the ICAO in 2007.
CBR = 7.00 (Subgrade Category is C (6))
Evaluation pavement thickness = 1,167.5 mm
Pass to Traffic Cycle (PtoTC) Ratio = 1.00
Maximum number of wheels per gear = 6
Maximum number of gears per aircraft = 4
At least one aircraft has 4 or more wheels per gear. The FAA recommends a reference
section assuming
127 mm of HMA and 203 mm of crushed aggregate for equivalent thickness

calculations.
Results Table 1. Input Traffic Data
165
----------------------------------------------------------------------------------------
1 C-130 70.307 95.00 724 300 2,595 543.1
2 C-141 156.489 95.00 1,310 600 7,108 819.2
3 Fokker 50 HTP 20.820 95.60 590 10,000 49,175 376.9
4 DC10-30/40 264.444 75.04 1,220 1,500 16,601 873.9
5 B777-300 ER 352.441 92.44 1,524 6,500 99,613 1,048.8
6 B767-300 ER 187.334 92.40 1,379 200 2,190 745.8
7 B747-400ER 414.130 93.60 1,586 1,200 13,121 919.8
8 A340-300 std 275.895 79.58 1,420 300 3,191 816.7
9 A330-200 std 230.900 94.80 1,420 1,550 16,466 899.5
10 A300-B4 STD 165.900 94.00 1,490 1,550 17,005 841.2
11 A300-B2 STD 142.900 94.00 1,280 1,300 14,281 743.1
Results Table 2. PCN Values

Aircraft Total for Total Allowable Max. Allowable
PCN on
No.
Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight Gross Weight CDF
C(6)
---------------------------------------------------------------------------------------------------------
----
1 C-130 >5,000,000 965.5 95.263 786.48 0.0000 46.2
2 C-141 >5,000,000 1,157.1 158.565 946.26 0.0000 66.9
3 Fokker 50 HTP >5,000,000 574.1 73.074 820.53 0.0000 50.3
4 DC10-30/40 >5,000,000 1,089.6 288.255 1019.16 0.0000
77.7
5 B777-300 ER 635,869 1,093.6 382.242 1167.65 0.0001
101.9
6 B767-300 ER >5,000,000 1,144.6 192.441 957.85 0.0000
68.6
7 B747-400ER 15,912 930.2 558.146 1275.35 0.0005 121.6
8 A340-300 std 848,639 1,044.1 319.556 1092.63 0.0000 89.2
9 A330-200 std 1,158,582 1,050.1 265.411 1084.06 0.0000 87.8
10 A300-B4 STD >5,000,000 1,136.9 172.124 941.29 0.0000
66.2
166
11 A300-B2 STD >5,000,000 1,018.0 172.620 941.81 0.0000
66.3
Total CDF = 0.0006
Results Table 3. Flexible ACN at Indicated Gross Weight and Strength
Weight Main Gear Pressure Thick C(6)
------------------------------------------------------------------------------------
1 C-130 70.307 95.00 724 658.0 32.3
2 C-141 156.489 95.00 1,310 937.3 65.7
3 Fokker 50 HTP 20.820 95.60 590 380.9 10.8
4 DC10-30/40 264.444 75.04 1,220 953.9 68.0
5 B777-300 ER 352.441 92.44 1,524 1,092.9 89.3
6 B767-300 ER 187.334 92.40 1,379 937.9 65.8
7 B747-400ER 414.130 93.60 1,586 1,020.2 77.8
8 A340-300 std 275.895 79.58 1,420 980.8 71.9
9 A330-200 std 230.900 94.80 1,420 978.6 71.6
10 A300-B4 STD 165.900 94.00 1,490 916.3 62.8
11 A300-B2 STD 142.900 94.00 1,280 819.2 50.2
Results Table 4. Summary Output for Copy and Paste into the Support Spread Sheet
Num, Plane, GWin, ACNin, ADout,6Dt, COV20yr, COVtoF, CDFt, GWcdf, PCNcdf,
EVALt,SUBcode,KorCBR,PtoTC,FlexOrRig1,C-
130,70.307,32.3,300,543.07,2.59474E+003,8.62471E+297,965.45,95.263,46.2,1167.5,
C,7.00,1.00,F2,C-
141,156.489,65.7,600,819.17,7.10770E+003,1.01423E+304,1157.11,158.565,66.9,116
7.5,C,7.00,1.00,F3,Fokker50,HTP,20.820,10.8,10000,376.87,4.91749E+004,1.01423E
+304,574.07,73.074,50.3,1167.5,C,7.00,1.00,F4,DC10,30/40,264.444,68.0,1500,873.8
6,1.66006E+004,3.34397E+010,1089.65,288.255,77.7,1167.5,C,7.00,1.00,F5,B777-
300ER,352.441,89.3,6500,1048.78,9.96128E+004,1.03950E+009,1093.58,382.242,10
1.9,1167.5,C,7.00,1.00,F6,B767-300
ER,187.334,65.8,200,745.78,2.18999E+003,4.08512E+013,1144.59,192.441,68.6,116
7.5, C,7.00,1.00,F7,B747-
400ER,414.130,77.8,1200,919.84,1.31207E+004,2.60131E+007,930.25,558.146,121.6
,1167.5,C,7.00,1.00,F8,A340-300
std,275.895,71.9,300,816.69,3.19134E+003,1.38733E+009,1044.13,319.556,89.2,1167
.5, C,7.00,1.00,F9,A330-200
std,230.900,71.6,1550,899.49,1.64655E+004,1.89401E+009,1050.07,265.411,87.8,116
7.5, C,7.00,1.00,F10,A300-B4
167
STD,165.900,62.8,1550,841.22,1.70048E+004,1.01423E+304,1136.87,172.124,66.2,1
167.5, C,7.00,1.00,F11,A300-B2
STD,142.900,50.2,1300,743.13,1.42811E+004,1.73568E+297,1018.04,172.620,66.3,1
167.5, C,7.00,1.00, F
Figure F-3: Detailed COMFAA Batch PCN Output
168
169
APPENDIX-G: PUBLICATION
170
171
172
173
174
175
176
177
178

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EVALUATION OF AIRPORT RUNWAY PAVEMENTS IN RELATION

TO INCREASING AIR TRAVEL DEMAND IN BANGLADESH

DEPARTMENT OF CIVIL ENGINEERING

A Thesis Submitted to the Department of Civil Engineering, Bangladesh

MASTER OF SCIENCE IN CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

Dr. Hasib Mohammed Ahsan Chairman

Dr. Abdul Muqtadir Member

Dr. Md. Mazharul Hoque Member

Dr. Mahmood Omar Imam Member

March 2017 ………………..

This thesis is dedicated to my mother Mrs. Sakhina Begum. Her continuous

Second, I would like to express my sincere appreciation to my thesis supervisor, Professor

Bangladesh is a developing country and its economy is increasing significantly as well as

CANDIDATE’S DECLERATION ........................................................................................ iv

CHAPTER ONE: INTRODUCTION

CHAPTER TWO: LITERATURE REVIEW

CHAPTER THREE: AIR TRAVEL DEMAND IN BANGLADESH

CHAPTER FOUR: AIRPORT REFERENCE CODE & RUNWAY CONFIGURATION

CHAPTER FIVE: RUNWAY PAVEMENT EVALUATION

CHAPTER SIX: CONCLUSIONS AND RECOMMENDATIONS

REFERENCES ................................................................................................................... 135

ACN Aircraft Classification Number

1.1 Background of the Study

1.2 Objectives of the Study

1.3 Outline of the Research Methodology

1.4 Scopes of the Study

The scopes of the study are:

2. This study focuses on the determination of runway pavement strength .

Chapter three discusses about the air travel demand in Bangladesh.

Chapter six presents the conclusions and recommendations of the study.

2.2 Air Trvel Demand Related Studies

2.2.1 ACI world airport traffic report 2015

2.2.2 Evaluation of Airport Configuration to Accommodate Newtype Aircraft

2.2.3 The Financial Express Report

Air travel demand is influenced by macro-economic determinants and Tam et al (2003)

2.3.1 Runway Length Requirements for Airport Design

2.3.2 Aerodrome Physical Characteristics

ICAO annex 14 (sixth edition) contains Standards and Recommended Practices

Airports expected to accommodate single-engine airplanes normally fall into Airport

2.3.4 FAA Airplane Design Group , ADG

I < 49' (15m) < 20' (6.1m)

2.3.5 FAA Runway Design Code, RDC

Table 2.2: Aircraft Approach Category (AAC)

Table 2.3: Approach Visibility Minimums

2.3.6 ICAO Aerodrome Reference Code, ARC

2 800 m but < 1200 m

3 1200 m but < 1800 m

4 1800 m and above

Table 2.5: Aerodrome Reference Code (for Element 2)

A < 15 m < 4.5 m

B 15 m but < 24 m 4.5 m but < 6 m

C 24 m but < 36 m 6 m but < 9 m

D 36 m but < 52 m 9 m but < 14 m

E 52 m but < 65 m 9 m but < 14 m

F 65 m but < 80 m 14 m but < 16 m

2.3.7.1 Components of Aircraft Weight :

2.3.7.2 Operating Empty Weight (OEW)