GCOE, Amravati VNIT, Nagpur Achievement · 2020. 8. 4. · GCOE, Amravati VNIT, Nagpur Achievement Selected Scientist, NEERI-CSIR, Govt. of India. GATE Qualified Three Times. UGC

Transportation Engineering-II

Prof. Rajesh Bhagat Asst. Professor, CED, YCCE, Nagpur

B. E. (Civil Engg.) M. Tech. (Enviro. Engg.)

GCOE, Amravati VNIT, Nagpur

Achievement

Selected Scientist, NEERI-CSIR, Govt. of India.

GATE Qualified Three Times.

UGC - NET Qualified in First Attempt.

Selected Junior Engineer, ZP Washim.

Three Times Selected as UGC Approved Assistant Professor.

Assistant Professor, PCE, Nagpur.

Assistant Professor, Cummins College of Engg. For Women.

Topper of PhD Course Work at UGC-HRDC, RTMNU Nagpur.

Mobile No.:- 8483002277 / 8483003474 Email ID :- [email protected]

Website:- www.rajeysh7bhagat.wordpress.com

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Course Objective:

1) To acquaint development of railway transportation in India.

2) To understand geometric design of railway tracks.

3) To know zoning laws for development of air transportation in India.

4) To study tunnel alignment and necessity of tunnels.

Course Outcome:

1) An ability to update & upgrade knowledge about transportation system in India.

2) An ability to design railway tracks & crossing.

3) An ability to avail information about development of air transportation in urban areas.

4) An ability to understand the construction of tunnel & advances in tunneling.

Unit-I

1) Transportation and Its Development: Long term operative plans for Indian Railways,

Classification Lines and their track standards

2) Railway Terminology

3) Administration & Management

4) Traction and tractive resistance, Hauling capacity and tractive effort of locomotives,

Different types of tractions

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Unit-II

1) Permanent Way: Alignment surveys, requirement, gauges, track section, coning of

wheels, stresses in railway track, high speed track, rail types and functions, selection

for rails, test on rail wear & defects, corrugation and creep of rails, rail joints, short and

long welded panels.

2) Sleepers: Function, types, merits and demerits, sleeper density, ballast cushion, ballast

section, rail fixtures and fasteners.

3) Geometric Design of Railway Track: Gauge, gradients, speed, super elevation, cant

deficiency negative super elevation, curves, length of transition curves, grade

compensation.

4) Points and Crossing: Left and right hand turnouts, turnouts & crossovers, railway track

functions .

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Unit-III

1) Station and Yards: Types, functions, facilities & equipments.

2) Railway Signaling and Interlocking: Objects and principles of signaling, classification

and types of signals, control and movement of trains, track circulation, interlocking.

3) Railway Track construction, inspection & modern techniques of maintenance, modern

technology related to track & tractions, rolling stock, signaling & controlling

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Unit-IV

1) History of Air Transportation in India: Comparison with other transportation modes,

aircraft components and characteristics, airport site selection, modern aircrafts.

2) Airport Obstructions: Zoning laws, imaginary surfaces, approach and turning zone,

clear zone, vertical clearance for highway & railway.

3) Runway And Taxiway Design: Windrose diagram, cross wind component, runway

orientation and configuration, basic runway length and corrections, runway geometric

design standards, taxiway layout and geometric design standards, exit taxiway.

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Unit-V

1) Airport Layout and Classification: Terminal area, aircraft parking and parking systems,

unit terminal concept, aprons, hangers, International airports layout, helipads and

heliports.

2) Visual Aids: Airport marking and lighting for runways, taxiways and other areas.

3) Air Traffic Control: Need, networks, control aids, instrumented landing systems,

advances in air traffic control.

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Unit-VI

Tunnels: Alignment, surveys, cross section of highway & railway tunnels, tunneling

methods in hard rock and soft grounds, tunnel lining, drainage, ventilation and lighting of

tunnels, advances in tunneling techniques, tunnel boring machines, case studies.

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SN Author Name Title Publication

1 S. C. Saxena & S. P. Arora Railway Engineering Dhanpath Rai

2

S. K. Khanna

M. G. Arora

S. S. Jain

Airport Planning and Design Nem Chand & Bro.

3 S. P. Chandola Transportation Engineering S. Chand

4 S. C. Rangwala Railway Engineering Charotar House

5 S. C. Saxena Tunnel Engineering Dhanpath Rai

SN Author Name Title Publication

1. Robert Horonjeff, Francis, et al Planning and Design of Airports The McGraw Hill Co.

Text Books:

Reference Book:

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Air Transportation:

1) Improves accessibility to inaccessible areas.

2) Provides continuous connectivity over land & water.

3) Brings relief during emergency conditions.

4) Cost is more.

5) Operations are dependent on weather conditions.

6) Highly sophisticated machinery required.

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Development of Air Transportation:

1) 1783, First flight in a air heated balloon was made in france.

2) 1784, Englishman made a two hour flight in a balloon.

3) 1903, Wright brothers (USA) used heavier flying machine than air flying machine.

4) The first flight in India was made in 1911, (Allahabad to Naini, 7Km) by a Frenchman Henri

Piquet.

5) 1914, 3000 km distance covered in less than 16 hours in USA.

6) 1918, First international service between France & Spain.

7) 1929, first radio communication was established.

Speed Year

32 Kmph 1903

220 Kmph 1929

625 Kmph 1931

708 Kmph 1934

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Development of Air Transportation In India:

1) The first flight in India was made in 1911, (Allahabad to Naini, 7Km) by a Frenchman Henri

Piquet.

2) 1927, British Government established Civil Aviation Department.

3) 1929, Regular mail service was established from London to India.

4) 1932, I.R.D. Tata established Tata airlines mail services (Air India Ltd. 1946)

5) 1950, Govt. of India appointed an Air Transport Committee.

6) 1960, Air India started Jet Boeing 707 services to London & later to Newyork.

7) 1971, Indian Airlines started the daily Boeing 373 service for the Bombay-Kolkatta & Delhi-

Bombay Sectors.

8) Air India operates international services while Indian Airlines operates some neighboring

flights.

9) 1972, International Airport Authority of India (IAAI) was set up to operate, manage, plan &

develop airport.

10) 1985, Pawan Hans was formed to provide helicopter services to oil industry.

11) 1994, Airport Authority of India (AAI) was formed by merging IAAI & NAA.

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Air Transport Agencies:

1) International Civil Aviation Organization.

2) Federal Aviation Agency.

3) Airport Authority of India. (126 Airports)

4) Director General of Aviation.

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Comparison Between Air Transport & Other Mode of Transport:-

1) Rapidity: Air transport has a highest speed. Supersonic Jet travel faster than sound.

2) Accessibility: It has unique ability to open up any region that is inaccessible by other means

of transportation.

3) Continuous Journey over land, water, etc. without loss of time unlike other mode of

transportation .

4) Capacity: Lowest amongst other mode of transport.

5) Operating Expenses are very high including air vehicle cost, traffic control system, etc.

6) Weather Condition affects the operation of air transport.

7) Service & Comfort facilities are better than other mode of transport but suitable for specific

service only.

The Essential Parts of an Aircraft: 1. Engine

2. Propeller

3. Fuselage

4. Wings

5. Three control

6. Flaps

7. Tricycle under carriage

Engine:-

The Main purpose of an aircraft engine is to provide a force for propelling the

aircraft through air.

Aircraft can be classified according to their propulsion as follows

1) Piston engine

2) Turbo jet

3) Turbo fan or turbo prop

4) Rocket

5) Ram jet

Propeller:

1) The propeller usually has two or more blades which are driven round in a circular

path. The blades deflects air backwards with an acceleration and thus impart

forward thrust to aero plane.

2) It is provided in conventional piston engine aircrafts as well as in turbo prop

engine.

3) When engine and propeller are in front the machine is described as a tractor type

4) The engine and the airscrew are behind the wing this is known as pursher

installation.

Fuselage:-

1) It forms the main body of the aircraft and provides for the power plant, fuel,

cockpit, passengers, cargo, etc.

2) It must be large enough to give sufficient tankage space and yet be as small as

possible in order to reduce wind resistance.

3) It is shaped to fine point at the rear end and not too fine as it will other wise be

unable to resist the twisting stresses due to wind.

Wings:

1) The purpose of an aircraft wing is to support the machine in the air when the

engine has given it the necessary forward speed.

2) The wings provide the necessary force of lift to the aircraft.

Three Control:

There are three axes about which an aircraft in space may move.

1) X-axis – Lateral or Rolling movement- Aileron

2) Y-axis – Pitching movement - Elevator

3) Z-axis – Yawing movement- Rudder

To control these movements the aero plane is provided with three principle control

elevator, rudder, aileron.

Each control can be operated by the pilot from his cabin.

Three axis of movements

Elevator : It consist of two flaps capable of moving up

and down through an angle of 50 to 60 and are

hinged to a fixed horizontal surface placed at the

extreme rear of the fuselage.

It controls the pitching or up and down movements of

the aircraft. When the elevator flap is raised, there is

increased air pressure on it causing the tail to go

down and the nose to point up.

Rudder: It can be moved right or left of the vertical axis

through an angle of about 30.

It is utilized for the turning or yawing movement of the

aircraft.

Aileron:

It is a hinged flap which is fixed in the trailing edge of the wing near the wing tip.

It is so rigged that when aileron in one wing is pulled up that in other is pulled

down.

The function of aileron is not only to enable the pilot to balance the aeroplane

when it is tilted by gust of wind, but also to tilt the machine purposely when it is

describing a circle and it is desired to bank the machine.

Flap:-

1) These are somewhat similar to ailerons and are used for increasing the lift on

aerofoils, operated by the pilot from his cabin.

2) They are fitted to the inner portion of the wing .

Tricycle Under Carriage:-

1) It is a structure to support the aircraft while it is in contact with the ground.

2) It has two principle functions to perform

3) To absorb landing shocks : when an aircraft lands it always touches the ground with

certain vertical velocity. Thus a given amount of energy has to be dissipated during the

touch down. It is one of the functions of the undercarriage to do this as smooth as

possible.

4) To enable the aircraft to manoeuvre on ground : For this , wheels are required over

which the aircraft may run and carry the entire weight of the aircraft. The major

portion of the total load is carried by two main gears which are provided in the

fuselage. There fore the third wheel which is provided near the tail or the nose , carries

very small portion ( about 10% ) of total load.

Location of Airport:-

For the location of an airport there are many considerations such as political,

geographical, aeronautical, military, economic and many more considerations.

1) It should be far away from the urban boundary or congested locality.

2) It should not have obstruction i.e., such object which may obstruct the movement of

flights.

3) It should not have restrictions for future expansion and developments.

4) It should be away from industrial hazardous, thereby limiting the operations of

flights due to poor visibility etc.

5) The site of an airport should be away from the hill, river and pond etc.

6) It should be well connected by a national highway or state highway.

Points To Be Considered For Selection of Site For Major Airport:-

1. Type of population area to be served: the area, the population and activities to be

served.

2. Traffic volume.

3. Cross wind component: as landing and take-off of the aircraft takes place against the

direction of the wind, so cross wind component is introduced which produces difficulty in

the operation of the aircraft.

4. Relation with respect to other airports: Airports should be located sufficiently distant

from each other to avoid confusion occurs due to unconventional traffic pattern.

6. Proximity to airways: New airports to be located as to contribute the least possible

unnecessary congestion to these airspaces while providing accessible landing facilities

for planes using the airways.

7. Direction, frequency and velocity of prevailing winds: This information shall help to

decide the runway length in each direction and so shall influence the shape and size of the

airport.

8. Visibility: Good visibility, both during the day and at night is more essential for air

transportation.

9. Other atmospheric conditions: In addition to visibility conditions, information about

fog, mist, rain, smoke, low clouds, dust storms, snow fall, etc must be obtained.

10. Obstruction in airport area and approach zones: The site should be kept free from

any obstruction.

11. Accessibility: Easy access to the main business area or the metropolitan area is of most

important in selecting airport site.

12.Natural topography, soil conditions and drainage: This factor is also help to decide

the location of airport.

13.Airport size and shape of the miscellaneous physical features: The site has to be

located in an appropriate manner so that the propose shape and area fit into the site in

the suitable manner.

14.General economic consideration: Availability of construction material must be

carefully considered, cost of development, operation & maintenance, Revenue, etc

Characteristics of Aircraft:-

The important characteristics of aircraft affecting planning and designing of airports:-

1) The size

2) Landing gear tread

3) Wheel base

4) Tail width

5) Minimum turning radius

6) Take off gross weight

7) Aircraft capacity

8) Take off & landing distance

9) Tyre pressure & contact area

10)Range

Characteristics of Aircraft:-

1) Size of aircraft are used for building requirements, side clearance, for determining

the size of the parking aprons.

2) Gross weight, tyre pressure, etc give an indication of strength of the runway needed

to handle the various categories of aircraft.

3) Minimum turning radius will help to determine the size of the apron & taxiway.

4) Aircraft capacity regarding fuel, passenger & cargo, etc. has an important bearing on

the fuel storage facilities, cargo handling facilities at the terminal building.

5) Take off & landing distance for an aircraft help to determine the minimum runway

length needed for a particularly type of aircraft.

6) Range ie the length of the normal haul of the aircraft has an important influence on

the frequency of operation affecting peak traffic volume & runway capacity.

Classification of Airport Obstruction:-

Obstruction to safe air navigations are broadly divided into the following two categories:

1. Objects projecting above certain imaginary surfaces.

2. Actual objects exceeding their limiting heights above the

ground surface in approach zones and turning zones.

Imaginary Surface:-

The types of imaginary surfaces: :

1) Take-off climb surface

2) Approach surface

3) Inner horizontal surface

4) Conical surface

5) Transitional surface

6) Outer horizontal surface

Fig. Imaginary surfaces

1.Take off climb surface:-

The take-off climb area shall be established beyond the end of runway or clearway for

each runway direction intended to be used for the take-off aero planes.

The take-off climb surface comprises of the following:

(a) an inner edge, horizontal and perpendicular to the centre line of runway and located

either at a specified distance beyond the end of the runway or at the end of the

clearway when such is provided.

(b) Two sides originating from the ends of the inner edge, diverging uniformly at a specified

rate along the take-off track to a specified final width.

(c) An outer edge horizontal and perpendicular to the specified take-off track.

Fig. Perspective view of take-off climb surface

2. Approach Surface:- shall be established from the smaller ends of runway strip

for each runway direction intended to be used for the landing of aeroplanes.

It comprises of the following.

1) an inner edge of specified length, horizontal and perpendicular to the extended centre

line of the runway and located at a specified distance before the threshold.

2) two sides originating at the ends of the inner edge and diverging uniformly at a

specified rate from the extended centre line of the runway.

3) The surface extends upwards and outwards at a specified slope which shall be

measured in the vertical plane containing the centre line of the runway.

4) an outer edge which is parallel to the inner edge. The perspective views of approach

surfaces for instrument and non- instrument runways.

Fig. Approach surface

3.Inner Horizontal Surface:- (IHS)

It is the surface located in a horizontal plane above an aerodrome and its

surrounding.

The shape of the IHS need not necessarily be circular.

The radius or outer limits of IHS shall be measured from Airport Reference Point

(ARP) or points established for such purposes.

4. Conical Surface:-

It extends upwards and outwards from the periphery of the inner horizontal surface.

The limits of the conical surface shall comprise the following :

1) a lower edge coincident with the periphery of the inner horizontal surface.

2) an upper edge located at a specified height above the inner horizontal surface.

3) The slope of the conical 'surface shall be measured in a vertical plane perpendicular

to the periphery of the inner horizontal surface.

5. Transitional Surface :-

It is a complex surface along the side of the strip and part of the side of approach

surface that slopes upwards and outwards to the inner horizontal surface.

This is intended to serve as the controlling obstacle limitation surface for buildings,

etc.

6. Outer Horizontal Surface:- OHS

It is not proposed to establish OHS for aerodromes with runways of length less than

900 m.

It is circular in plane with centre located at Airport Reference Point (ARP). Where

the longest runway is more than 900 m in length but less than 1500 m, the OHS shall

extend to 9900 m from the ARP.

For airports where the length of the longest runway is 1500 m or more OHS shall

extend to 15,000 m from the ARP.

The height of OHS is 150 m above the ARP elevation. The constructions protruding

above this surface shall not be permitted.

Approach Zone:-

An aircraft loses or gains height gradually along an inclined path called the glide path.

Wide area on either side of a particular runway up to a certain distance, must be kept

clear of any obstruction.

As such wide clearance areas known as approach zones are required (In either side of

runway along the direction of landing and take-off of aircraft)

The centre line of such an area called approach area or approach zone, coincident with

that of the runway.

This area has to be kept free of obstructions and as such zoning laws are implemented

in this area.

The plan of approach zone is the same as that of the approach surface.

The only difference between the two is that while approach surface is an imaginary

surface, the approach area indicates the actual ground area.

Fig. Approach zone profile for runway for instrumental landing

system (ILS)

Clear Zone:-

The inner most portion of approach zone which is the most critical portion from

obstruction view-point is known as clear zone.

The purchase of land in this zone is recommended for the effective implementation of

zoning laws.

All obstructions are removed. Naturally a level area is preferred, but it is not essential.

Fences, ditches and other minor obstacles are permitted.

Turning Zone :-

If during the take-off, the engine fails or the pilot selects to land for any reason, the

aircraft will have to take a turn and come in line with runway before landing.

The area of airport other than the approach area, which is used for turning operations

of aircraft is called turning zone.

Since in turning zone the aircraft operates at a considerably low height, it has to be

ascertained that this area is also free from obstructions.

Highway and Railway Clearance:-

• Roads and railways are not objectionable in clear zones provided they comply with the

clearance standards and the vehicles within this zone are always in motion.

• The essential clearance over a highway or a railway located any where in approach area

are as shown in fig.

Zoning Laws:-

The site for airport should not obstruct the safe landing and take-off of aircrafts.

Should curb the possibility of developing any future obstruction.

Zoning ordinances regarding the permissible height of structures and the land use

within the airport boundary need implementation as soon as the site is selected for

the airport development.

The permissible height of structures depends upon the airport and the aircraft types

which will use the airport.

The use of land for manufacture of certain items which may result in smoke nuisance,

foul odour etc. is also controlled by the zoning laws.

All zoning ordinances are reasonable and the application is fair; otherwise they are

likely to create anger from the public and may result in mass disobedience.

Whenever it is felt that the zoning laws are offensive or provocative, sufficient

compensation should be announced in order to ascertain its effective implementation.

Runway Orientation :-

Runway is usually oriented in the direction of prevailing winds. The head wind. i.e. the

direction of wind opposite to the direction of landing and take-off, provides greater lift

on the wings of the aircraft when it is taking-off.

Cross Wind Component and Wind Coverage :-

It is not possible to obtain the direction of wind along the direction of the centre line of

runway throughout the year. On some day of the year or hour of the day, the wind may

blow making certain angle with the centre line of runway.

If the direction of wind is at an angle to the runway centre line, its component along

the direction of runway will be VcosØ and that normal to the runway centre line Will

be VsinØ where V is the wind velocity.

The normal component of the wind is called cross wind component and may

interrupt the safe landing and take-off of the air-crafts.

The maximum permissible cross wind component depends upon the size of aircraft

and the wing configuration.

Federal Aviation Agency (FAA) recommends that for small aircrafts, the cross wind

component should not exceed 15kmph (10mph) & for mixed traffic; it should not

exceed 25kmph (15mph).

For airports serving big aircrafts, the cross wind component should not exceed

35kmph (23mph).

The percentage of time in a year during which the cross wind component remains

within the limits as specified above is called wind coverage.

Wind Rose:-

The wind data, i.e., direction, duration and intensity are

graphically represented by a diagram called wind rose.

The wind data should usually be collected for a period of at least 5 years and

preferably of 10 years, so as to obtain an average data with sufficient accuracy.

Wind rose diagram. can be plotted in two types as follows:

Type I : Showing direction and duration of wind

Type II: Showing direction, duration and intensity of wind

Type I Wind Rose: Showing direction and duration of wind

1) In this diagram the radial lines indicate the wind direction and each circle represents

the duration of wind.

2) It is observed that the total percentage of time in a year during which the wind blows

from north direction is 10.3 percent. This value is plotted along the north direction.

3) Similarly other values are also plotted along the respective direction. All plotted

points are then jointed by straight lines.

4) The best direction of runway is usually along the direction of the longest line on the

windrose diagram.

Type II Wind Rose: Showing direction, duration and intensity of wind

In this diagram each circle represents the wind intensity to some scale.

The values entered in each segment represent the percentage of time in a year

during which the wind, having a particular intensity blows from the respective

direction.

Procedure for Determining The Orientation of Runway:

1) Draw 3 equal spaced parallel lines on transparent paper strip in such a way that the

distance between the two near by parallel lines is equal to the permissible cross

wind component (25kmph)

2) Place the strip over the wind rose diagram (Centre line passes through the centre of

the diagram)

3) With the centre of wind rose, rotate the tracing paper & place it in such a position

that the sum of the all values indicating the duration of wind, within the two outer

parallel lines, is the maximum..

4) The runway should be thus oriented along the direction indicated by the central line.

5) Wind coverage can be calculated by summing up all the % shown in each segment.

The % value is assumed to be equally distributed over the entire area of the

segment.

6) If the coverage provided by a single runway is not sufficient, two or more number of

runways are planned in such a manner that the total coverage provided by them is as

required.

Taxiway:- The main function of taxiway is to provide access to the aircrafts from the runways to

the loading apron or service hangar and back.

The following considerations decide the layout of taxiway:-

1) Taxiways should be so arranged that the aircrafts which have just landed and are

taxing towards the apron, do not interfere with the aircrafts taxing for takeoff.

2) At busy airports, taxiways should be located at various points along the runway so

that the landing aircraft leaves the runway as early as possible and keeps it clear for

use by other aircrafts. Such taxiways are called exit taxiways.

3) The route for taxiway should be so selected that it provides the shortest practicable

distance from the apron to the runway end.

4) As far as possible the intersection of taxiway and runway should be avoided.

Apron: Paved area for parking of aircraft & loading & unloading of passenger & cargo.

Correction For Calculating The Length of Runways:-

The following correction are required to be applied for calculating the length of runways

for all types of airport:

1) Correction for elevation: International Civil Aviation Organization (ICAO)

recommends that the basic runway length should be increased at the rate of 7% per

300m rise in elevation above MSL.

2) Correction for temperature: The length corrected for elevation, shall be further

increased at the rate of 1% for each degree centigrade by which the aerodromes

refernce temperature exceeds the standard temperature at the elevation of the site.

3) Correction for gradient: FAA recommend that the gradient correction shall be

applied at the rate of 20% of the length corrected for altitude & temperature for each

1% of effective runway, gradient to be determined by dividing the maximum

difference in the runway centre line elevation by the total length of the runway.

Que.1 Length of runway required at MSL & standard condition is 2765m. If airport

site is at an elevation of 623m, Airport reference temperature is 30.50C &

alignment of runway has an effective gradient of 0.36%, determine the length of

runway required.

Sol.: L = 2765m,




runway required.

Sol.: L = 2765m,

Correction for Altitude: Increase @ 7% for every 300m above MSL

L1 = L + ((7/100)(623/300) x L)




runway required.

Sol.: L = 2765m,


L1 = L + ((7/100)(623/300) x L)

L1 = 2765 + ((7/100)(623/300) x 2765)

L1 = 3167m

Correction for Temperature: Increase @ 1% for each degree C in excess of the

standard temperature.

Equivalent standard temperature reduced for elevation = 150C – (6.5/1000) X 623

= 10.950C

Temperature rise = 30.5-10.95 = 19.550C

Que.1 Length of runway required at MSL & standard condition is 2765m. If airport site

is at an elevation of 623m, Airport reference temperature is 30.50C & alignment of

runway has an effective gradient of 0.36%, determine the length of runway

required.

Sol.: L = 2765m,


L1 = L + ((7/100)(623/300) x L)

L1 = 2765 + ((7/100)(623/300) x 2765)

L1 = 3167m

Correction for Temperature: Increase @ 1% for each degree C in excess of the standard

temperature.


= 10.950C


Length correction for temperature, L2 = L1 + (L1 X (1/100) x 19.55)

Que.1 Length of runway required at MSL & standard condition is 2765m. If airport site

is at an elevation of 623m, Airport reference temperature is 30.50C & alignment of

runway has an effective gradient of 0.36%, determine the length of runway

required.

Sol.: L = 2765m,


L1 = L + ((7/100)(623/300) x L)

L1 = 2765 + ((7/100)(623/300) x 2765)

L1 = 3167m


temperature.


= 10.950C


Length correction for temperature, L2 = L1 + (L1 X (1/100) x 19.55)

L2 = 3167 + (3167 X (1/100) x 19.55) = 3786m




runway required.

Sol.: L = 2765m,

Correction for Altitude: Increase @ 7% for every 300m above MSL = L1 = 3167m

Length correction for temperature, L2 = 3786m

Correction for Grade: Increase @ 20% for every 1% effective gradient

L3 = L2 + (L2 x (20/100) x 0.36)




runway required.

Sol.: L = 2765m,

Correction for Altitude: Increase @ 7% for every 300m above MSL = L1 = 3167m

Length correction for temperature, L2 = 3786m


L3 = L2 + (L2 x (20/100) x 0.36)

L3 = 3786 + (3786 x (20/100) x 0.36)

L3 = 4059m

Que.2 Calculate the actual length of runway when basic runway length = 2100m,

airport elevation = 100m above MSL, airport ref. temp. = 280C, highest point on

the runway = RL 98.3m, lowest point on the runway = RL 95.2m, Apply

necessary check & suggest your opinion?

Correction for elevation: Increase @ 7% for every 300m above MSL

L1 = L + ((7/100)(100/300) x L)




necessary check & suggest your opinion.


L1 = L + ((7/100)(100/300) x L)

L1 = 2100 + ((7/100)(100/300) x 2100)

L1 = 2149m

Correction for Temperature: Increase @ 1% for each degree C in excess of the

standard temperature.


= 14.350C

Temperature rise = 28 – 14.35 = 13.650C

Length correction for temperature, L2 = L1 + (L1 (1/100) x 13.65)


airport elevation = 100m above MSL, airport ref. temp. = 280C, highest point on the

runway = RL 98.3m, lowest point on the runway = RL 95.2m, Apply necessary check

& suggest your opinion.


L1 = L + ((7/100)(100/300) x L)

L1 = 2100 + ((7/100)(100/300) x 2100)

L1 = 2149m


temperature.


= 14.350C

Temperature rise = 28 – 14.35 = 13.650C


L2 = 2149 + (2149 X (1/100) x 13.65) = 2442m





Correction for elevation: L1 = 2149m

Correction for Temperature: L2 = 2442m


Effective gradient = (98.3-95.2)/2100 = 0.00148 = 0.148%

L3 = L2 + (L2 x (20/100) x 0.148)









L3 = L2 + (L2 x (20/100) x 0.148)

L3 = 2442 + (2442 x (20/100) x 0.148)

L3 = 2646.15m









L3 = L2 + (L2 x (20/100) x 0.148)

L3 = 2442 + (2442 x (20/100) x 0.148)

L3 = 2646.15m

Final length of runway required as per the data of site is 2646m.

Check: % increase or change = ((L2 –L1) / L1) x 100 = 16.3%

which is less than 35% hence Ok.

Que.3 At an airport site at sea level with standard atmospheric condition, the runway

length required for take off and landing are 2000m and 2400m respectively. The

proposed airport is situated at an altitude of 150m. If the airport reference

temperature is 250c and if the effective runway gradient is 0.35%, calculate the

length of runway to be provided.


L1 = L + ((7/100)(150/300) x L)

L1 = 2000 + ((7/100)(150/300) x 2000)

L1 = 2070m


temperature.


= 10.090C


L2 = 2070 + (2070 X (1/100) x 10.09) = 2297m

Que.3 At an airport site at sea level with standard atmospheric condition, the runway

length required for take off and landing are 2000m and 2400m respectively. The

proposed airport is situated at an altitude of 150m. If the airport reference

temperature is 250c and if the effective runway gradient is 0.35%, calculate the

length of runway to be provided.



Correction for Grade:

L3 = L2 + (L2 x (20/100) x 0.35)

L3 = 2297 + (2297 x (20/100) x 0..35)

L3 = 2457.8m

Correction for Landing:- L1 = L + ((7/100)(150/300) x L)

L1 = 2400 + ((7/100)(150/300) x 2400) = 2484m

Final length of runway required as per the data of site is 2457.8m.

Check: % increase or change = ((L2 –L1) / L1) x 100 = 14.8%

which is less than 35% hence Ok.

Documents

GCOE, Amravati VNIT, Nagpur Achievement · 2020. 8. 4. · GCOE, Amravati VNIT, Nagpur Achievement Selected Scientist, NEERI-CSIR, Govt. of India. GATE Qualified Three Times. UGC