Government of the Republic of Kenya Kenya Airports Authority [KAA]

EXECUTIVE SUMMARY
Airport Pavement Design Report
Engineering Report No: ISAT-ES 0211/02

Kensetsu Kaihatsu Ltd

February 2011

EXECUTIVE SUMMARY

CONFIDENTIALITY AND COPYRIGHT This document is for the sole use of the addressee (Kenya Airports Authority (KAA), Government of the Republic of Kenya) and Kensetsu Kaihatsu Limited. The document contains proprietary and confidential information that shall not be reproduced in any manner or disclosed to or discussed with any other parties without the express written permission of Kensetsu Kaihatsu Limited. Information in this document is to be considered the intellectual property of Kensetsu Kaihatsu Limited in accordance with Kenyan copyright law. This report was prepared by Kensetsu Kaihatsu Limited for the account of Kenya Airports Authority (KAA). The material in it reflects Kensetsu Kaihatsu Limiteds best judgment, in the light of the information available to it, at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. Kensetsu Kaihatsu Limited accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report. 2011 KENSETSU KAIHATSU CONSULTANTS 2011 Kensetsu Kaihatsu Limited

Isiolo Airport Pavement Design Engineering Report No: ISAT 0211/01

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EXECUTIVE SUMMARY EXECUTIVE SUMMARY ES1 Introduction

The Kenya Airport Authority (KAA) commissioned Kensetsu Kaihatsu Consultants in the Rehabilitation and Restoration of Isiolo Airport Pavement Project in Isiolo County to carry out a design of the airport pavement facility using the Boeing 737-800 as the design aircraft with provision for future expansion. The existing airstrip was constructed during the colonial era and what is remaining is a dilapidated runway. The airport is part of the LAPSSET Corridor initiative where it will play a big role in connecting the Lamu Port in Lamu, Coastal Kenya to Ethiopia and South Sudan. The airport will be constructed in phases; phase one will involve the terminal buildings with 1.2km runway and other facilities like apron, taxiway. The runway will be expanded later under subsequent phase[s] to cater for lager planes. Actual implementation of the project started in July 2004 with the engagement of a local contractor to construct an arrival building, control tower, fire and rescue building, a 3.3km runway, access road, car park and apron up to sub-base level. The government then requested its development partners to provide funding for further development. The Contract for the first phase of the project was signed in January 2011 between the Kenya Airport Authority and Kundan Singh Construction Company. The pavement works are anticipated to take about 6 months.
Plate ES1.2 Site photo showing the condition of the pavement ES.2 Background of Design Review of Isiolo Airport Pavement Structure ES2.1 Necessity for Design Review

A detailed description of the Scope of Works under this phase of construction is given in the Contract Documents of the Construction of Buildings and Pavements of Isiolo Airport.

Upon signing of the Contract, the Contractor, in accordance with Clause 8 of The Fourth Edition 1987 FIDIC Conditions of Contract (ref. to Table 1.2.1 of the Main Report), undertook monitoring, technical evaluation and geotechnical engineering investigations in order to confirm, more precisely, the engineering properties of the existing soils as well as the behavior of the existing ground and pavement structure. The preliminary results indicate that the existing ground and pavement structure exhibited much higher bearing capacity and strength responses in comparison to the values that may have been considered in the Original Design. As a consequence, the Contractor made a decision to embark on further and more detailed laboratory and in-situ experimental testing, technical evaluation, geotechnical engineering investigations and analyses. This was also in consideration of the fact that it is most likely the Original Design did not take

2011 KENSETSU KAIHATSU CONSULTANTS

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EXECUTIVE SUMMARY
into account the pozzolanic cementetious nature of the existing Geomaterial and its immediate response to compaction and the effects of time related consolidation, thixotropy and creep (secondary consolidation). This would certainly therefore have influenced the Original Design Concept, selection of materials and design of the pavement layer configuration. In view of the foregoing facts, and in consideration of the recent International trend whereby emphasis is placed on fostering and enhancing Value Engineering (VE) based approach in the design and construction of civil engineering structures (ref. to Sub-Clause 13.2 quoted hereafter), the Contractor made the engineering judgment to undertake a Detail Design Review (DDR) of the Isiolo Airport Pavement Structure.
Relevant VE Sub-Clause 13.2 of The Bank Harmonized Edition of the Conditions of Contract IFCE, FIDIC Clause 13.2 Value Engineering The Contractor may, at any time, submit to the Engineer a written proposal which (in the Contractors opinion will, if adopted, (i) accelerate completion, (ii) reduce the cost to the Employer of executing, maintaining or operating the Works, (iii) improve the efficiency or value to the Employer of the completed Works, or (iv) otherwise be of benefit to the Employer. The proposal shall be prepared at the cost of the Contractor and shall include the items listed in Sub-Clause 13.3 [Variation Procedure]. If a proposal, which is approved by the Engineer, includes a change in the design of part of the Permanent Works, then unless otherwise agreed by both Parties: (a) The Contractor shall design this part, (b) Sub-paragraphs (a) to (d) of Sub-Clause 4.1 [Contractors General Obligations] shall apply, and (c) If this change results in a reduction in the contract value of this part, the Engineer shall proceed in accordance with Sub-Clause 3.5 [Determinations] to agree or determine a fee, which shall be included in the Contract Price. This fee shall be half (50%) of the difference between the following amounts: (i) Such reduction in contract value, resulting from the change, excluding adjustments under Sub-Clause 13.7 [Adjustments for Changes in Legislation] and Sub-Clause 13.8 [Adjustments for Changes in Cost], and The reduction (if any) in the value to the Employer of the varied works, taking account of any reductions in quality, anticipated life or operational efficiencies. However, if amount (i) is less than amount (ii), there shall not be a fee. Interpretation of Clause 13.2 Value Engineering is basically the development and application of Advanced Technologies aimed at realizing cost-effective, durable, sound engineering and maintenance friendly structures. The Contractor intends to achieve this goal by adopting the State of the Art Technologies developed and widely applied in this region and introduced in the various sections of the Main Report. These Technologies have realized enormous time savings, whilst further enhancing the Engineering Properties by at least 150 300%. Specifically, this mainly culminates in the enhancement of the Structural Capacity, Serviceability Level, Bearing Capacity, Strength and Deformation Resistance of the Pavement Structure. ES2.2 Scope of Investigation and Main Objective of Study 1.2.2 Scope of Works The consultants, Kensetsu Kaihatsu Limited were commissioned by the Client, Kenya Airport Authority, to undertake a comprehensive geotechnical engineering analysis and review of the Existing design by employing a Value Engineering (VE) approach and set up State-of-the-Art International Standards fostering engineering and scientific concepts that can be tailored and applicable in Isiolo, Kenya. The assignment included but was not limited to the following tasks:i) Review the design using Boeing 737-800 as the design aircraft. ii) Review comprehensively, the Existing Design documents. iii) Study the US Federal Aviation Administration (FAA) Advisory Circular Airport Pavement Design and Evaluation AC 150/5320-6D, ICAO Aerodrome Design Manual, Materials and Specifications, ICAO recommended practices as detailed in Annex 14 Volume 1, and any other relevant documents. iv) Undertake comprehensive Site Surveys and Investigations. v) Carry out detailed analyses and assessment of the test data obtained from both in-situ and laboratory tests performed in Kenya. (ii)

2011 KENSETSU KAIHATSU CONSULTANTS

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EXECUTIVE SUMMARY
vi) Assessment of the laboratory equipment and capability of the same to carry out material acceptance and pavement control testing. vii) Carry out material investigation, sampling and testing for the proposed runway. viii) Perform tests on any other suitable material sites for aggregate sources, later to be utilized civil works. ix) Carry out geo-material improvement, mechanical, & chemical stabilization and testing for any non-compliance materials and/or for purposes of enhancing the engineering properties of the compliant materials. x) Build capacity in terms of training manpower, and laboratory Technicians on test methods and quality control. ES2.2.2 Isiolo Airport Surrounding Areas Project and

Kenya, and its geographical coordinates are 020'17" North and 3735'28" East and its original name (with diacritics) is Isiolo. Airports in Isiolo and in the neighbourhood: Garbatula Airport (distanced approximately 105.7 km) Garissa Airport (distanced approximately 247 km) Hola Airport (distanced approximately 341 km) Marsabit Airport (distanced approximately 225 km) Wajir Airport (distanced approximately 317 km) Bura Airport (distanced approximately 308 km)
ES2.4 Relevant Documents and Records

Fig. 1.1 shows the surrounding districts of Isiolo district

MARSABIT

ISIOLO

GARISA MERU

Fig. ES1.1 Lay Out of Isiolo

Reference is made mainly to the following documents and records. 1. United States Federal Aviation Administration (US FAA) Advisory Circular No. 150/5320-6D 2. International Civil Aviation Organization (ICAO) Annex 14 Volume I Aerodrome Design and Operations 3. Aerodrome Design Manual, Part 3 4. Boeing 747-100 Guide to Aerodrome Design and Technical Data 5. The Civil Aviation (Aerodromes) Regulations, 2007 6. AASHTO Guide to Pavement Design 7. Transport Research Laboratory (TRL) Overseas Road Note 31, Berkshire, United Kingdom 8. Japan Road Association Pavement Design Manual 9. Kenya Roads Design Manuals 10. Materials Report and Test Results 11. Reconstruction of Airport Pavements at Isiolo Airport
ES2.5 Brief Background of Project Area

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The Study including Geotechnical Investigation was carried out for Isiolo Airport and the site photos are depicted in Plate 1.3

Fig. 1.2 Satellite Image of Isiolo Airport ES2.3 Geophysical Details of Isiolo Airport in Isiolo within Isiolo Region of Kenya

The site for the Isiolo Airport located in Isiolo,

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EXECUTIVE SUMMARY
sub-base (ref. to table 3.1), the weight on the main landing gear was determined from Fig. 7.2.4 in Chapter 7 of the Main Report. Having pre-determined the design aircraft and the number of annual departures of the design aircraft, the design curves in Fig. 7.2.5 presented in Chapter 7, based on the U.S. Army Corps of Engineers Design Method S-77-1 and the U.S. FAA Design method, the total pavement thickness required was derived.
Plate ES1.3 - Photos Superimposed Satellite Imagery showing the Airport on ES3.2 Thickness of Sub-base

Refer to Section ES7.1.1 of this Executive Summary.

ES3.3 Thickness of Surface Course

Refer to Section ES7.1.2 of this Executive Summary.

ES3.4 Thickness of Base Course

Refer to Section ES7.1.3 of this Executive Summary.

ES3.5 Thickness of Non-Critical Areas

Refer to Section ES7.1.4 of this Executive Summary.

ES3.6 Typical Cross-section Figure ES1.4 Location map of Isiolo Airport

Refer to Section ES7.1.5 of this Executive Summary.

ES4.4 Construction Analysis Time Comparative

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Kenya is located in Eastern Africa between longitude 340 and 420 East, Latitude 50 North and 50 South. Kenya is the second largest of the East Africa countries (i.e. Kenya, Uganda, Rwanda, Burundi and Kenya), has a spectacular landscape of mainly three physiographic regions namely the coastal plains to the east; the inland plateau; and the highlands. The Great Rift Valley that runs from north east of Africa through North western and south western Kenya down to Kenya is another landmark that adds to the scenic view of the country. The valley is dotted with unique lakes which include Lakes Turkana, Baringo, Bogoria, Naivasha, Nakuru, Elementaita, Logipi and Magadi.

Refer to Section ES7.2.4 of this Executive Summary.

ES5 Materials Characterization and Analysis of Test Results

ES5.1 Basic Physical Parameters and Mechanical

Table ES5.1.1 shows the typical basic physical, mechanical and bearing capacity properties of existing BCS soils within the Isiolo Airport Project Area.
Table ES5.1.1 Typical Pre-treatment/Preconsolidation Material Test Results
# TESTED PARAMETERS TEST VALUE 0.05 17.00 2.00 1,129.00 34.50 120.00 53.00 67.00 The subgrade soil has a lot of fines 23.00 REMARKS 1 Computed UCS (Mpa) 2 CBR@100%MDD - Unsoaked 3 CBR@100%MDD - Soak 4 MDD - Kg per Cubic meter 5 OMC 6 Atterberg - LL 7 Atterberg - PL 8 Atterberg - PI 9 Atterberg - LS

ES3 Determination of Pavement Structural Design

Determination of Total Pavement Thickness Required

Subsequent to determining the Mean-section Design CBR values for the subgrade and the

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ES5.2 Correlation between Physical, Mechanical and Strength parameters
TEST VALUE SPECIFICATIONS REQMTS REMARKS SUBBASE BASE 3.32 1.80 Qualifies for base and subbase 138.00 Not<30% Not<80% Qualifies for base and subbase 1,615.00 NS NS 12.80 " " 38.00 " " 27.00 " " 11.00 Not<15% Not<15% Qualifies for base and subbase -

TESTED PARAMETERS 1 Computed UCS (Mpa) 2 CBR@100%MDD - Unsoaked 4 MDD - Kg per Cubic meter 5 OMC 6 Atterberg - LL 7 Atterberg - PL 8 Atterberg - PI 9 Atterberg - LS

The typical pre-treatment (prestabilization)/pre-consolidation basic physical, mechanical and bearing capacity for material tested from the sub-base material at BP3 Ruiri. ES 5.3 Development of test regimes To attain Optimum and a value engineered design, several Test Regimes were developed to help us achieve the optimum designs. It involves the comparison of various designs options and modeling the different structures in the Lab.
Granular MaterialGravel Stabilization Rate Neat Mode of curing 1d/c 3d/c 7d/c 1d c/s 3d c/s 1d/c 3d/c 7d/c 1d c/s 3d c/s 1d/c 3d/c 7d/c 1d c/s 3d c/s 1d/c 3d/c 7d/c 1d c/s 3d c/s 1d/c 3d/c 7d/c 1d c/s 3d c/s MDD 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 OMC 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 UCS 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 PL 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 LL 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 PI 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 GRADING 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4

D. SUMMARY OF THE TEST RESULTSCOMPARATIVE ANALYSIS

# TESTED PARAMETERS 1 Computed UCS (Mpa) 2 CBR@100%MDD - Unsoaked 4 MDD - Kg per Cubic meter 5 OMC 6 Atterberg - LL 7 Atterberg - PL 8 Atterberg - PI 9 Atterberg - LS TEST VALUE OBRM OPMC 1.23 2.28 3.32 52.00 120.00 138.00 1,486.00 1,595.00 1,615.00 19.10 12.60 12.80 45.00 38.00 38.00 33.00 28.00 27.00 11.00 10.00 11.00 6.00 SPECIFICATIONS REMARKS SUBBASE BASE - 1.80 Qualifies for base and subbase Not<30% Not<80% Qualifies for base and subbase NS NS " " " " " " Not<15% Not<15% Qualifies for base and subbase -

BP3

1%

2%

BP3

3%

4%

E. SUMMARY AND COMPARISON OF GRANULAR SUB-BASE MATERIAL FOUND IN THE VICINITY

TESTED PARAMETERS Sample # Location MDD
3

6%

Unsoaked LL PL PI LS

Soaked

3hrs Soak

Computed UCS, qu Computed UCS, qu (kgf/cm2)

OMC

CBR AT 100% MDD

2 2 2

(Mpa)

kg/m %

% Top Bot Ave Top Bot Ave Top Bot Ave

0.48 9.84 11.28 12.36 6.84 1.92 0 0

1 BCS subgrade

1129 34.5 114.7 52.7 62.0 23.0 14.0 20.0 17.0 5.0 46.0 36.0 41.0 9.0 48.0 45.0 47.0 6 52 51 52 9.0 34.0 23.0 28.5 6.0 8.0 8.0 8.0

0.048929664 1.003058104 1.149847095 1.259938838 0.697247706 0.195718654 0 0 0

Table ES5.2.1 Summary of Stabilization Test Results A. Neat Material

# TESTED PARAMETERS 1 Computed UCS (Mpa) 2 CBR @ 100% MDD- Unsoak CBR @ 100% MDD- 4 days soak 3 MDD - Kg per Cubic metre 4 OMC 5 Atterberg - LL 6 Atterberg - PL 7 Atterberg - PI 8 Atterberg - LS TEST VALUE SPECIFICATIONS REQMTS BP3-NEAT SUBBASE BASE 1.23 52.00 Not<30% Not<80% 59 1,486.00 NS NS 19.10 " " 45.00 " " 33.00 " " 11.00 Not<15% Not<15% 6.00 NS NS REMARKS Qualifies for subbase

2 BP1 LMD gravel 1799.8 13.2 31.0 15.0 16.0 3 BP2 78 Tank Batt 1924.5 11.6 43.5 23.7 19.8 4 BP3 Ruiri 8 BP5 Murero 9 BP6 LMD Sandy 1486 19.1 45 33 11 1789.1 18.4 44.5 23.7 20.8 1835 14.8 36.0 12.0 24.0

Qualifies subbase Qualifies for subbase

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B. OBRM SUBBASE MATERIAL

# TESTED PARAMETERS 1 Computed UCS (Mpa) 2 CBR@100%MDD - Unsoaked 4 MDD - Kg per Cubic meter 5 OMC 6 Atterberg - LL 7 Atterberg - PL 8 Atterberg - PI 9 Atterberg - LS TEST VALUE SPECIFICATIONS REQMTS REMARKS OBRM SUBBASE BASE 2.88 1.80 Qualifies for base and subbase 120.00 Not<30% Not<80% Qualifies for base and subbase 1,595.00 NS NS 12.60 " " 38.00 " " 28.00 " " 10.00 Not<15% Not<15% Qualifies for base and subbase -

From the tables above the following can be inferred: The gravel at BP3 is of good sub-base quality. It has natural intrinsic cementetious behaviour. This makes it posses high engineering properties in comparison to other materials within the location [see table above]. The grading of BP3 is satisfactory but we will be required to add 20% Quarry Dust to improve on the densities.

C. OPMC SUBBASE MATERIAL

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EXECUTIVE SUMMARY
The strength properties, densities and particle of the neat BP3 material is enhanced by the inclusion of the 20% quarry dust and 2% cement. The cement used is Bamburi PowerPlus. It is reported that PowerPlus type of cement gains strength immediate/sporadically after stabilization and after about 28 days the strength normalizes; PowerMax gains strength with time and its expected to yield maximum strength after 28 days. Laboratory tests and monitoring are ongoing to confirm this. The OPMC batched material evidently shows improved properties. We have an increase of more than 150% in strengths after 3 day cure. Further tests are still ongoing to ascertain the behaviour with time and at different conditions as described in 5.2 From the 1 day cure results we can tentatively decide that our design will be BP3+20% Quarry Dust + Tensar TX170 Geogrids + 2% cement is the optimum design
ES5.3 Dynamic Cone Penetration Test Results

The following derivations can further be made from these tables and figures. 1. Most of the locations on the carriageway of the existing pavement structure exhibit high bearing strengths under conditions tested with averages of CBR 62%. 2. The average CBR mean results is about 62% for dry in situ conditions while the soaked conditions gives average CBR mean of less than 5%. From the two CBR figures, it is prudent that the subgrade/foundation Design considers options for moisture control in its design. We are proposing the GI-MC method for the design and construction of the improved subgrade. This because when the foundation is dry i.e. when moisture is controlled, the in-situ strengths are very high compared when it is partially or completely soaked. 3. The Subgrade BCS soil has PI values of 67%. This indicates a very high value of fines and clay minerals in its composition. The design needs to cater on how to prevent the contamination of the Base/sub-base layers through infiltration/ingress of fines into the upper pavement layers [base/sub-base]. The presence of fines into these layers will be very

The ground and Geomaterials characteristics under dynamic loading as simulated by the Dynamic Cone Penetration determined in this Study, are summarized in the Tables below, while their behavior is graphically characterized in the corresponding Figures. The fact that the existing pavement is very sound can be derived from the very high bearing capacity and strength magnitudes that it exhibits. Series 5.4.1 Tables and Figures for Dynamic Cone Penetration Results for Isiolo Airport

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EXECUTIVE SUMMARY
detrimental to the structural performance of the pavement layers. The presence of fines will raise the Capillary action of the layers and this will result in soaking up of the layers and the subsequent reduction of strength. 4. From KM 0+000 to KM 0+700, the CBRM are greater than those from KM 0+700 to Km 1+400. This is because of consolidation with time and the presence of the old dilapidated pavement from KM 0+000 to Km 0+700 5. The Design CBR of our design criteria is 62% since it is the CBR mean result when the foundation/subgrade is Unsoaked. Conventionally, that is without the Moisture Control techniques, the CBR mean is less than 5%. The mean CBR values are shown in the following Table ES5.3.2.
Table ES5.1.1 CBR Data and CBRM Values
KM 0+200 CL 4 hour Soaked KM 0+600 CL 4 hour Soaked Penetration Thickness, t Penetration Thickness, t CBR (%) CBRP t x CBRP CBR (%) CBRP Depth (mm) (mm) Depth (mm) (mm) 0 0 0 0 0 0 0 220 220 7 1.90 419.02 90 90 34 3.23 290 70 22 2.79 195.29 110 20 304 6.72 360 70 22 2.79 195.29 120 10 608 8.47 435 75 20 2.73 204.48 125 5 1216 10.67 480 45 34 3.23 145.46 135 10 608 8.47 510 30 51 3.70 111.01 142 7 869 9.54 545 35 43 3.51 123.02 150 8 760 9.13 0 -545 0 0.00 270 120 51 3.70 0.00 0 0 0 0.00 440 170 36 3.29 0.00 0 0 0 0.00 540 100 61 3.93 0.00 0 0 0 0.00 0 -540 0 0.00 0.00 0 0 0 0.00 0 0 0 0.00 0.00 0 0 0 0.00 0 0 0 0.00 0.00 0 0 0 0.00 0 0 0 0.00 0.00 0 0 0 0.00 0 0 0 0.00 0.00 0 0 0 0.00 0 0 0 0.00 0.00 Sum 1393.58 Sum CBRM 16.72 CBRM KM 1+300 RHS 4 hour Soaked KM 1+400 RHS 4Hrs Soaked Penetration Thickness, t Penetration Thickness, t CBR (%) CBRP t x CBRP CBR (%) CBRP t x CBRP Depth (mm) (mm) Depth (mm) (mm) 0 0 0 0 0 0 0 0 0 120 120 13 100 100 3 1.45 144.86 290.93 2.33 279.73 150 30 51 140 40 8 1.97 78.64 134.48 3.70 111.01 195 45 68 160 20 15 2.48 49.54 84.72 4.07 183.27 230 35 87 210 50 6 1.83 91.26 53.37 4.43 155.00 265 35 87 270 60 5 1.72 103.05 84.72 4.43 155.00 305 40 152 350 80 4 1.56 124.84 66.79 5.34 213.47 355 50 122 370 20 15 2.48 49.54 73.01 4.95 247.71 390 35 174 410 40 8 1.97 78.64 444.04 5.58 195.29 420 30 203 430 20 15 2.48 49.54 560.10 5.87 176.22 455 35 174 450 20 15 2.48 49.54 393.22 5.58 195.29 480 25 243 470 20 15 2.48 49.54 0.00 6.24 156.05 505 25 243 510 40 8 1.97 78.64 0.00 6.24 156.05 540 35 174 520 10 30 3.12 31.21 0.00 5.58 195.29 570 30 203 530 10 30 3.12 31.21 0.00 5.87 176.22 0 -570 0 540 10 30 3.12 31.21 0.00 0.00 0.00 0 0 0 0 -540 0 0.00 0.00 0.00 0.00 0.00 2185.36 Sum 2595.60 Sum 1041.29 66.28 CBRM 94.43 CBRM 7.17
P

Table 5.5.2 shows the results of the lime stabilized material, while Fig. 5.5.3 shows the same for the cement stabilized materials. In both cases the effect of chemical stabilization (treatment) can be appreciated. This may be appreciated to the BCS nature of
ES5.6 Bearing Capacity Test Results

The Bearing Capacity test results are presented in Sections ES5.3 and ES5.5 of this Executive Summary.
ES5.7 Consolidation Test Results

The importance of studying consolidation properties was considered for three main reasons: 1. To analyze the effect of chemical stabilization on consolidation properties since consolidation is one of the methods commonly applied for ground improvement. To evaluate whether or not and to what extent water infiltration or groundwater seepage would affect the consolidation properties of the chemically stabilized Geomaterials associated with settlement and reduction in magnitude of shear stress as well as resistance to deformation. To evaluate whether further secondary consolidation is likely to occur to a detrimental extent that would cause settlement particularly for the lower layers under surcharge and dynamic traffic loading.

2.

t x CBR

3.

ES5.4 Aggregate Test Results

Refer to Section 5.4 in Chapter 5 of the Main Report.

ES5.5 Summary of Bearing Capacity and Shearing Strength Parameters

A summary of the bearing capacity and shear strength parameters determined from in-situ tests is given in Table ES5.5.1, whilst the graphical characteristics of the CBR Mean against the chainage tested are depicted in Fig. 5.5.1 under Chapter 5 Section 5.5 of the Main Report.

In general, the following observations can be made from Tables ES5.7.1 and 5.7.2. (a) Chemical stabilization enhances the vital consolidation parameters such as CSR, CSR and . (b) The degree of influence of the chemical stabilization on the vital consolidation parameters depends on the type of Geomaterial (c) The curing period has minimal effect on the magnitude of the vital consolidation parameters (d) The correlation of the vital consolidation parameters is quite consistent notwithstanding the curing or soaking conditions
Table ES5.7.1(a) Summary of Consolidation

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Stress Parameters Derived from

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Laboratory UCS Tests of Cement Stabilized [Chemical stabilization]
MIX Serial No. Sample UCS qu (MPa) Cu max

CSR
(MPa) (MPa)

CSR

/ CSR
15.787 15.770 15.875 0.328 0.329 0.327

1
SR C

KO
0.938 0.936 0.949 0.423 0.424 0.419

KC
0.380 0.381 0.379

1 ac
(MPa)

1 rc
(MPa)

qC
(MPa)

pC
(MPa)

1 Pozzolanic 0.66 3 PowerMax 0.6 4 PowerPlus 0.96

0.33 0.30 0.48

1.06 0.96 1.54

48.060 47.952 48.602

1.291 1.290 1.295

1.010 1.011 1.008

1.31 1.19 1.90

0.26 0.23 0.37

1.06 0.96 1.54

1.48 1.35 2.15

Note that the cement contect is 3% and the curing mode 3days soak

Table ES5.7.1(b) Summary of Consolidation Stress Parameters Derived from qmax Laboratory UCS test of Cement- Geogrid Stabilized OPMC-[Chemical - Mechanical stabilization]

The following observations can be made from the foregoing Tables ES5.8.1 ~ 5.8.2 and the corresponding Figures. The laboratory test results indicate enhanced intrinsic shearing properties of the pozzolanic material even at very low cement treatment ratios (ref. to results of 1% additive to comparative parameters presented in Chapter 7 from various International Agencies). 1) The in-situ test results show that the shearing strength is immensely enhanced as a result of the coupled effects of long term consolidation and cementetious agglomeration. 2) From Table ES5.8.1, it can be observed that there is a very good agreement between the tested and computed values. This confirms the precision of the test results accordingly. 3) On the average, the in-situ values are higher that the laboratory test results {UCSlab = 7.75 MPa compared to UCSin-situ = 8.95 MPa(average)}. However, as can be observed from the results summarized in Tables ES5.5.1 in the preceding section ES5.5, the results tend to be very similar when corrected for the effects of Long Term Consolidation by applying the following equation.
LTC qmax STC STC K0 qmax STC K0

qmax

MIX Serial No. Sample UCS qu (MPa)

Cu

CSR
(MPa) (MPa)

CSR

/ CSR
0.328 0.327 0.326

1
SR C

KO
0.943 0.949 0.956 0.421 0.419 0.416

KC
0.380 0.379 0.377

1 ac
(MPa)

1 rc
(MPa)

qC
(MPa)

pC
(MPa)

1 Pozzolanic 0.792 0 PowerMax 0.962 4 PowerPlus 1.148

0.40 0.48 0.57

1.27 48.299 1.54 48.606 1.84 48.942

1.292 15.826 1.295 15.876 1.297 15.931

1.010 1.008 1.007

1.57 1.91 2.27

0.31 0.37 0.44

1.27 1.54 1.84

1.78 2.15 2.57

Note that the cement contect is 3% and the curing mode 3days soak

ES5.8 Shearing Strength Test Results

The shearing strength parameters are summarized in Tables ES5.2.1 Series present the UCS laboratory test results for specimens tested at 1%, 2% and 3% cement treatment levels, while the graphical characteristics of the loading to failure are shown in the corresponding figures. Table ES5.8.1 is a summary of these results in comparison with values that are computed adopting empirical equations defined in Chapter 4 of the Main Report.

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On the other hand, a summary of the shear parameters derived from in-situ tests is given in Table ES5.2.3. This Table presents the results computed by adopting Eqns. 4.18 in sub-section 4.3.1 and 4.33 ~ 4.38 in sub-section 4.5.1 of Chapter 4 of the Main Report. The derivations from these results are briefly presented after Table ES5.8.2.
Table ES5.8.2 Summary of Shear Stress Parameters Derived from In-situ Tests

1n t / t0 A ' CSRSTC

Where, Superscript LTC and STC denote long term and short term consolidation respectively whereas t : LTC time and to : STC time., for OC conditions ( a/ t)fcSTC=1.

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ES5.9 Modulus of Deformation, Elastic Modulus and Linear Elastic Range

A summary of the derived modulus of deformation, elastic and shear modulus and elastic limit strain, which is defined as the range of linear elastic and recoverable behavior, given in Tables ES5.9.1 and 5.9.2, were computed by applying Equations 4.48 ~ 4.52 of the Main Report. The normalized relations are also presented in the same Tables. Table 5.9.1 Summary of Modulus of Deformation Parameters from Lab Test Results
Specimen

Table ES5.10.1 Summary of Modulus of Deformation Parameters - in-situ Test Results

MIX

E50 Emax (MPa) (MPa) 12 347 389 173 49

Gmax (MPa)

ELS 5.23 41.76 44.87 27.17 12.36

(a)max (a)50 (calculated) (calculated) (%) (%)

(a)ELS (10-3) (%)

Emax / qmax 13713 1718 1599 2641 5806

ES5.11 Summary of the effects of curing period on soil particle agglomeration and unconfined strength. From the laboratory test results OPMC Stabilized + Geogrid samples yields UCS values of 3.32 after 3day cure with 2% cement content [PowerPlus]. After extrapolation from the relation that is explained in chapter 4, the following table gives the expected calculated properties after several days of curing. Table ES5.11.1 Table: Effects of curing period on OPMC Level 3
Effects of curing period on OPMC Level 3 & Geogrid, PowerPlus 2% for 3 days Cure/soak Days 1 3 7 14 28 56 112 Curing Periods, CP[hours] 24 72 168 336 672 1344 2688 UCS, quf [Mpa] 2.28 3.31 5.51 11.09 26.11 66.30 173.09 Emax 4,621.72 5,327.08 6,463.93 8,431.71 11,673.06 16,632.49 23,951.49 CBR [%] 95.00 138.06 229.68 462.23 1,087.98 2,762.40 7,212.12

1 2 3 5 6

BCS BP1 BP2 BP5 BP6

subgrade LMD gravel 78 Tank Batt Murero LMD Sandy

1074 357.85 3834 1278.04 4007 1335.55 2946 982.10 1818 606.02

0.38 0.63 0.67 0.50 0.41

0.102782 0.250794 0.269632 0.174097 0.118929

0.169885 0.398410 0.426033 0.282299 0.195580

Table ES5.9.2 Summary of Modulus of Deformation Parameters - In-situ Test Results

The results of deformation properties and the linear elastic range are presented in Table 5.10.1 below. The results basically indicate that as the shearing strength increases with the deformation resistance, the linear elastic range is immensely enhanced.
ES5.10 Deformation Properties and Linear Elastic Range

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Table 5.11.2 Effects of curing period on Resulting, ER Composite Pavement

Effects of curing period on Resulting Er (composite pavement)
Days 1 3 7 14 28 56 112 224 448 896 1792 Curing Periods, CP[hours] 24 72 168 336 672 1344 2688 5376 10752 21504 43008 UCS, qurFCA [Mpa] 2.11 3.76 5.77 8.23 11.44 15.59 20.93 27.77 36.50 47.59 61.67 UCS, QurFCB 0.80 1.64 1.89 2.10 2.31 2.52 2.73 2.94 3.15 3.36 3.57 Emax ERCA 1,414.00 5,589.87 6,576.69 7,527.62 8,530.34 9,595.18 10,731.70 11,949.16 13,256.83 14,664.18 16,181.03 Emax ER 1,317.00 4,073.88 4,305.93 4,481.61 4,646.73 4,802.78 4,950.97 5,092.26 5,227.42 5,357.11 5,481.88 CBR [%] 87.92 156.71 240.38 342.95 476.60 649.52 872.02 1,157.02 1,520.65 1,983.08 2,569.43

The results of deformation properties and the linear elastic range are presented in Table 5.10.1 below. The results basically indicate that as the shearing strength increases with the deformation resistance, the linear elastic range is immensely enhanced.

7. PAVEMENT STRUCTURAL DESIGN 7.1 Scope

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This chapter reviews the EXISTING pavement design, determines the design based on the US FAA/ ICAO method of Design, analyzes various options and recommends the VE based design for the Isiolo Airport aimed at serving aircraft with gross weights of up to 79,016kgs for B737-800 series. The design review is limited to the Airport Pavement and does not include geometric design or design for any other of the airport facilities. 7.2 Fundamental Design Philosophy The design largely adopts the recommendations made through the Advisory Circular (AC) No. 150/5320-6D dated April 30th, 2004, Airport Pavement Design and Evaluation. Reference is also made to the 737 Airplane Characteristics Airport Planning D6-58325-6 published in May 1984 by Commercial Airplane Company, which is a Division of the Boeing Company. The Design Philosophy is based on the United States Federal Aviation Administration (FAA) and the International Civil Aviation Organization (ICAO) recommended practices. Table 7.2.1 Summary of Major Design Considerations Fig. 7.4 Landing Gear Loading on Pavement - Model 737-800 Aircraft Table 7.2.2 Technical Specifications for Boeing Aircraft detailing the B737-800

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Fig. 7.5: Pavement Thickness Design as per the Conventional Design. Based on the data presented in Table 7.5, the Total Pavement Thickness required conventionally is 16 inches or 400mm Based on the data presented in Table 7.6, the Total Pavement Thickness required using OPMC technique in this design is 200mm. 7.7.6 Typical Cross-section A

Determin ation of Thickness for This Study

Fig. 7.6: Pavement Thickness Design using the OPMC GI-MC Technique;

Table 7.8.1 Summary of the structural capacity, deformation resistance of the composite pavement
S/No T1 Description Asphalt concrete AC Pavement Layer Wearing/Binding Course Subbase Geomaterial + Geogrid Ground Improvement Subgrade Subgrade Composite pavement Composite pavement OPMC/GG Coefficient 1 CrossCrosssection A section B TA 7 TA 7 qu[Mpa] qu,A[Mpa] qu,B[Mpa] 4.50 4.50 EAmax[Mpa] EBmax[Mpa]

4,419.00

4,419.00

T2

OPMC Level 3 BCS

0.62

20

20

3.32

3.32

5,331.15

5,331.15

T3 T4 T1+T2+T3+ T4 where: Existing Black Cotton Soil ER ER

CA

0.35 0.05 100

20 53

40 33

1.38 0.83 1.46

1.38 0.05

2,179.02 492.32 1414 1317

2,179.02 65.13

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CB

100

0.94

ERCA- resultant ER for cross section A ERCB- resultant ER for cross section B

Table 7.7.1 Summary of Main Design Parameters Adopted

The Table above shows the results of the individual layers and the composite pavements after one day cure. The strength as explained and inferred in Chapter 5 will increase with time. The summaries from table 7.8.1 above shows that our proposed pavement structure is adequate to perform as a runway that will handle Boeing 737-800 aircraft with annual departures of 3000 flights for 20 years.

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Conclusion: The design used in this project realizes a reduction of the overall thickness of about 125mm as compared to the conventional designs. CHAPTER 9 9. METHOD OF CONSTRUCTION General Method of Construction:

9.3 Procedure for Construction of Asphalt Concrete Wearing Course

9.1 Procedure for Construction of Ground Improved Subgrade

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10 Conclusions and Recommendations 10.1 Conclusions Based on the derivations noted in this Report, the following main conclusions can be made. 1. The subgrade CBR is high when the subgrade condition is Unsoaked and the CBR values drops tremendously when the subgrade is wet. The

9.2 Procedure for Construction of SubBase/Base Course

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subgrade soil, predominantly Black Cotton Soil [BCS] have very high amount of fines [PI of 62%]. The intrusion of the fines into the well graded base/sub-base material should be stopped since the presence of fines will result to the increase of the capillary action of the layer making the base vulnerable to moisture. The presence of fines will therefore lead to the drop in strength of the pavement structure. The subgrade is improved using the Ground Improvement Moisture Control Technique where sand piles/columns are used to control moisture. The gravel materials from borrow pits within the vicinity of the Project Area are suitable for the construction of the Base Course pavement layer. The existing gravel material is porous and has relatively low densities. We have batched the gravel with 0.6mm quarry dust to improve on its compaction. The gravel exhibit high values of strength when stabilized; chemically using cement and mechanically using Tensar TX 170 TriAx Geogrids. Tensar TX 170G geogrids are used to mechanically stabilize the base layer thereby enhancing the durability, longevity and versatility of the pavement. Through the confinement of the granular material, the geogrid will maintain and improve the mechanical stability of the pavement once the pavement structure starts showing signs of deterioration due to age and increased passes of traffic. The pavement structure is expected to exhibit increase in strength with time as the curing process continues. This pavement design reduces the overall thickness of pavement from 400mm to 200mm in comparison to the conventional approach and cuts on the use of cement from 7-8% conventionally to less than 3%. This design does not entail the excavation and subsequent backfilling of the Black Cotton Subgrade Soil with selected granular Geomaterial. 7. Due mainly to the nature of the material and the existing natural ground, the magnitude of the bearing capacity, strength and deformation resistance of the existing sub-base and subgrade supersedes to a large extent, values specified as material requirements for base course layers by International Agencies and Researchers. 8. The Cement-Geogrid stabilized Geomaterials exhibits higher values in terms of strength, bearing capacity and deformation resistance as compared to the Cement stabilized materials. 9. This Design satisfies all the engineering properties and VE aspects. 10.2 Recommendations: From the foregoing analysis, discussions and conclusions, the following recommendations can be made accordingly.

2.

3.

4.

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1. The GI-MC technique is meant to control moisture levels in the subgrade. It also incorporates Geotextile/Geofabrics which will enhance the mobilization of the stresses within the Black Cotton Soil subgrade thereby improving further the strength of the subgrade. The geofabrics will also act as a filtration/separation membrane and will act to stop the ingress of fines into the well graded base/sub-base granular material. 2. The inclusion of the Geogrid is of importance as can be inferred from the material analysis and conclusion. 3. From the effects of curing on the strength characteristics of the cement-geogrid stabilized Geomaterials, the proposed pavement structure will depict increase of strength with time.

5.

6.

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4. A comprehensive hydrological survey need to be done so as to analyze the effects of drainage and runoff to the general operation of the airport and also design structures that will be able to control the runoff since the proposed airport is located on a flood plain. 5. From the subgrade analysis, the access roads in and out of the airport need to be adequately designed to enable delivery of material during construction. 6. It is envisaged that the above design [OPMC GI-MC Technique] will realize and overall saving on material and construction time of more than 40%. This savings will come from: a. Reduction in cement quantities from 7-8% conventionally to less than 3% b. No excavation and subsequent backfilling of the subgrade Black Cotton Soil. c. Reduction in construction time.

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