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Airfield Lighting DesignsSalt Lake City International
AirportJohn Burns, PE
Penn State/FAA Hershey Conference 2009
AcknowledgementsKevin Robbins, PE SLC Dir of Engineering
Mike Widdison, PE SLC Civil EngineerSteve Smith, PE SLC Civil Engineer
Doron Lean – Burns Engineering
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Airport Background
• Four Runways (2 Parallel 12,600’, R/W 17-35, & R/W 14-32)
• Airport is FAA approved for CAT III-B Operations.
• 2 CAT III-B Lead-Across Stop Bars at H5 & H10.
• 4 CAT III-B Controllable Stop Bars at both ends of each of parallel runways.
• Majority of the SMCGS upgrade was performed under retrofit conditions.
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Presentation Overview
• Due to complexity of SMCGS system and overall airport operations airfield lighting design is incorporated & coordinated early into the planning and conceptual design.
• Presentation will review three (3) sample projects of innovative Electrical coordination performed in the early design process.
• Result: Significant cost savings and optimization of construction budget.
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Runway 34R-16L – Case Study 1• Airport’s main operational runway.
Closure significantly impact’s Airport’s operations.
• Runway inpavement lights (R/W CTL and TDZ) were originally retrofitted in existing asphalt in early 90’s.
• 2007: Due to deteriorating pavement, a 4” mill and overlay was required.
• Major issue: Majority (±400) of base cans were originally installed with short extensions that could not accommodate 4” mill.
• Several options:– Hand-mill. (Very expensive & time consuming).– Replace 400 base cans that do not
accommodate milling. – Cut base can and retrofit base new base can. No
guaranteed or warranted.– Raise runway elevation to accommodate cans.
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Runway 34R-16L – Case Study 1• SLC Maintenance, Engineering, & Burns
developed a base can height profile to be overlayed on the mill/asphalt profile to analyze how much overlay is required and potential savings.
• 799 Base cans opened and measured over a 14 night period (11:00 p.m. to 6:00 a.m.).
• Simple measurement system to quickly and accurately measure the base can height.
• Elevation profile was created across every base can for Runway Centerline & Runway TDZ.
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Problem: Base cans in the way
R/W
CT
L #1
R/W
CT
L #2
R/W
CT
L #3
R/W
CT
L #4
R/W
CT
L #5
R/W
CT
L #6
R/W
CT
L #7
R/W
CT
L #8
R/W
CT
L #9
R/W
CT
L #1
0
R/W
CT
L #1
1
R/W
CT
L #1
2
R/W
CT
L #1
3
Challenge: • Can’t raise runway too much• Fix runway humps• Overlay as close to 4” as possible• Minimize disruption to operation or number of base
cans removed
Existing Grade New Grade
Milled Surface
Base Can Height
Ele
vati
on
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Solution: Revise Profile
R/W
CT
L #1
R/W
CT
L #2
R/W
CT
L #3
R/W
CT
L #4
R/W
CT
L #5
R/W
CT
L #6
R/W
CT
L #7
R/W
CT
L #8
R/W
CT
L #9
R/W
CT
L #1
0
R/W
CT
L #1
1
R/W
CT
L #1
2
R/W
CT
L #1
3
Result: • Schedule impact significantly reduced• 350 fewer cans were removed, approximately
$400k savings• Efficient milling operation
Existing Grade New Grade
Milled Surface
Base Can Height
Ele
vati
on
Runway slightly raised in certain spots by no more than 1”
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Runway 34R-16L – Case Study 1
Light base after milling Light base removal
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Other Factors• To Meet Slope Requirements parts of shoulder were
milled and overlaid. • Navigational aids were analyzed such as
ILS/Glideslope/ALSF/PAPI to ensure impact of slight raise was within standards. Flight checked and passed as a precaution.
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Coordination of T/W CTL and Concrete Joints – Case Study 2• Challenge:
– Reconstruct center four panels only with 20’ x 20’ panels– Old concrete panel size is 25’ by 25’.– Centerline light radius and spacing fixed in existing panels– Many joint conflict with new panel size, – Base cans must be at least 2.5’ from light center to concrete joint – Would require block-outs at Concrete Joints or Partial panel replacements.
Existing Panels (25’ x 25’)
New Panels (20’ x 20’’)
T/W L-852D @ 12.5’
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Coordination of T/W CTL and Concrete Joints – Case Study 2• Solution: Proposed to use FAA’s L-852K fixture for
radius lights. – Fixture allows for 25’ (+/- 10%) spacing while still meeting
RVR <1,200’ requirements. – Fixture is toed in on both sides of fixture.– Photometrical L-852K can be seen from 25’ away as much
as L-852D fixture can be seen from 12.5’. (Refer to DOT/FAA/AR-TN06 for photometric data)
Pictures courtesy of DOT/FAA/AR-TN06
L-852D L-852K
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Case Study #2 - Solution• L-852K fixtures: Improved coordination with concrete joint
panels. • Less maintenance due to fewer fixtures• Less construction cost due to fewer fixtures• Can be used in conjunction with L-852D, do not have to retrofit
entire Airport.Existing Panels (25’ x 25’)
New Panels (20’ x 20’)
T/W L-852K @ 25’
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Light Intensity and Vault Capacity – Case Study 3• Issue #1:
– Delta Airline Pilots complained that:(a) lights are too bright at low intensity of 3 Step
Operation(b) Centerline are not energized all the time.
– Airport configured with 3 Step CCR for taxiway centerline lights.
– Centerline lights are only energized during RVR conditions requiring taxiway centerline lights
• Issue #2:– Existing Vault was approaching physical capacity and
could not accommodate future Airport growth. (Deicing Pads, Parallel Taxiway)
– Terminal Redevelopment location was unknown and building a new vault would not only be expensive but also might be in the way of future construction.
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• Issue #1: Light Intensity– Decision was made to operate T/W CTL at all
times under 5 step operation. (Step 2 for VFR Conditions)
– Majority of existing CCRs were original “LC” type CCRs configured for 3 step operation. CCRs could not be readily converted to 5 step operation.
Light Intensity and Vault Capacity – Case Study 3
CCR 5 Step
Operation
Current
(Amps)
Photometric Value
Taxiway L-852C
(Measured Values CD)
5 6.6 400 cd
4 5.2 100 cd to 180 cd
3 4.1 20 cd to 40 cd
2 3.4 2.4 cd to 12 cd
1 2.8 0.6 cdto 6.6 cd.
CCR 3 Step
Operation
Current Intensity
Nominal Setting
(Amps)
Photometric Value
Taxiway L-852C
(Measured Values CD)
3 6.6 400 cd
2 5.5 120 cd to 200 cd
1 4.8 40 cd to 80 cd
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• Agenda
• Issue # 2 – Vault Capacity– New 5 step Ferro type CCRs are larger than 3 step
LC CCRs– Physical space to build a second stack for CCRs
limited.– Physical modifications to enlarge vault not
practical. – New terminal location is not known. Airport
hesitant to build new vault because it might need to be razed within 10 years.
– Seismic #4 rated.
Light Intensity and Vault Capacity – Case Study 3
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• Agenda
Main Vault Configuration• East and West Vault rooms are similar• Existing configuration has 4 rows of double-
stack CCRs• Also has 3 Rows of single, large Ferro CCRs• Siemens ACE Units.
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• Cost to provide new CCRs to accommodate 5 Step Operation: $1.1 Million.
Directive:Design 5 step system and provide for
future expansion at or near $1.1 million budget.
Light Intensity and Vault Capacity – Case Study 3
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• Agenda
Solution:
• Utilize switchgear CCR system on half of the rowsAdvantages: Minimizes space requirements. 14 CCRS can be
installed on 20’ long by 4’ wide by 8’ high space. Use stag connectors to pull CCR in/out and
replace easily. Minimizes overhead connection points as all
wiring goes into an incoming power bay and is transferred via bus bars to the powerpacks.
Dis-Advantages: Future upgrades are sole-sourced to mfg. that
wins initial project.
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• Agenda
Sequential Phasing• 12 Phasing steps to ensure all circuits
remain energized during nightime operations (7:00 p.m. to 7:00 a.m.)
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• Agenda
• Temporarily consolidate load on spare and other CCRs
• Remove CCRs to make space for switchboard CCRs
Early Phases
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• Install Switchgear CCRs• Reconfigure circuits to new switchgear
regulators
Later Phases
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Fu
ture S
GR
S
Fu
ture S
GR
S
• 5 step CCRs provided for T/W centerline lights
• Increased space for future regulators
Final Configuration
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Result
# of Future CCRs
CapacityEast Side
# of Future CCRs
CapacityWest Side
Total # of Future Capacity Created By
Project
Future CCRs(All Sizes – All Types)
32 36 68Space for future CCRs before reconfiguration = 12
Reconfiguration will accommodate future growth for next 15 years at a fraction of the
cost to expand the vault
Switchgear project cost = $1.6 Million vs. New Vault Cost = $7 - $9 Million
• 5 step CCRs provided for T/W centerline lights
• Increased space for future regulators
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• Investigate height of base can during design and coordinate with pavement overlay
• Use of L-852-K centerline light fixtures can reduce the concrete pavement joint conflicts
• Switchboard regulators can free up space in the vault and possibly eliminate the need to expand building
Summary