Runway construction project execution plan

Muscat Airport Expansion Site Articles By David H Moloney
Page 1 of 34 of PEP Articles
Muscat Airport Runway Construction
Project Execution Plan Articles
By Mr. David H Moloney Author

Contents
1. Scope, Resources, Facilities & Logistics
2. SUPERPAVE PmB Asphalt Runway Pavement
3. Airfield Pavement Concrete by Slipform Paver
4. Operation of Site Precast Yard
5. Onsite Material Testing Laboratories Operation
6. Crushed Aggregate Base Course (CABC) - Place, Compact & Test
7. Earthworks Activities
8. Onsite Concrete Batching Yard Operation

Intentionally Blank

Muscat International Airport Expansion - Phase 1 - Civil Works
Package (MC1) by David H Moloney
Expansion of Muscat Airport, Main Civil Contract.
Scope, Resources, Facilities & Logistics.
Map showing Existing and Expanded Airport
Introduction
Consolidated Contractor Company and TAV Construction in a joint venture are
constructing the main civil contract for the expansion of Muscat Airport. The
contract value is 1.2 billion dollars.
CCC Oman is a subsidiary of Consolidated Contractors Group SAL (CCG), a
Lebanese multinational company headquartered in Greece. CCG and its
subsidiaries around the region boast a combined workforce of 120,000
employees and revenue of $5.5bn its origins go back to 1952. CCC workforce is
composed of more than 80 nationalities, in almost every country of the Middle
East, Africa, Europe. CCC is the largest engineering and construction company
in the Middle East. CCC has operated in OMAN for many decades.
TAV Construction is a member of the global airport brand TAV Group, TAV
Construction was established in 2003 with the vision to become a leading brand
in airport construction. In less than a decade, the Company achieved to
undertake and realize projects worth US $ 15 billion in contract value.
Engineering News Record (ENR), one of the most reputable publications in the
construction industry, ranks TAV as the World’s 4th largest airport contractor.
Scope of Main Civil Contract
The project consists of the following:-
• A new 4.3 km long runway, new aprons and taxiways, renovation of the
current runway and taxiways.
• Airport access highway with 3 lanes per carriageway, 2# interchanges &
7# bridges.
• Electricity substations and underground electricity power lines.
• Fuel farm, fuel pipelines and hydrant pit systems.
• Chiller buildings with cooling towers and chilled water storage tanks.
Generator buildings.
• Storm water culverts, channels and pipelines. Potable, fire fighting,
irrigation and chilled water pipelines,
• Potable and fire fighting water storage tanks and pumphouses.
• Ground improvement by surcharging & stone columns. Insitu concrete
piling. Landscaping.
Design of Airport
Existing Airport
The existing passenger terminal building handled 4 million passengers in 2011,
the runway is 3,400m long by 45m wide. There are parking stands for 34
aircrafts. Buses are used to transport the passengers from the bus lounges to the
aircrafts. The aircraft stands type are “self-manoeuvring” where the aircrafts taxi
in and out under their own power.
Airport Expansion
The New Passenger Terminal will have an initial capacity of 12 million
passengers annually with the provision to expand to 48 million passengers per
annum. The terminal is positioned between the existing and new runway, for
easy aircraft movements and to minimise taxiing time from the runways to the
parking stands. Also to increase the turnaround time between flights. To increase
the transfer time of passengers from aircrafts to the piers there are 29 #.
passenger boarding bridges to contact aircraft stands. Also there are 10# bus
boarding lounges and 30# remote aircraft stands. The total floor area of the
terminal is 340,000 square metres. There is a multi storey car parks with 8,000
spaces. The new Cargo Terminal with an annual capacity of 260,000 tonnes.
New Access Highway
Existing Airport

A new access highway with 3 lane per carriageways will connect the new
terminal to the main roads outside the airport with two major interchanges. In
total there is over 53 km of multi lane carriageways.
List of Main Project Quantities
• Earthworks – Excavation 17 million cu m, Imported Rock Fill 18 million cu
m, RipRap 370,000 cu m
• Concrete - 840,000 cu m, including 183,000 cu m of pavement concrete.
• Pavements – Asphalt 1,550,000 tonnes, Crushed Aggregate Base course
1,1 56,000 cu m, Granular Subbase 691,000 cu m.
• Bridges 7#,
• Carriageways multi lane 53 km,
• Interchanges 2#.
• Airfield Lighting - Duct trenches 300 km, Ground Lights 10,000#,
Chambers 600 #, Sign boards 260#, AGL cables 760 km.
• Electricity - 132kV cables 93 km, 11kv cables 213km, Substations
39# Transformers 132kv to 11kv 7#, 11kv to 0.433kv 104#
• Stone Columns 142,000# 769,000 lin m,
• Piles Insitu 1,225 # 14,000 lin m
• Pipelines – Sewer 20km with 326# chambers, Chilled water 24 km with
76# chambers, Potable water 29km with 219# chambers, Fire fighting
30km with 298# chambers.
• Fuel Farm & Hydrant System – Pipelines 500mm dia. 15km, hydrant pits
150# & valve chambers 17#.
• I.T. Network AWAN – Underground cables 83km.
• Fibre Optic - underground cables 33km
• Low Voltage & Street Lighting – 550 km
Photo of Project Camp
Resources Employed
Project Camp
• A Project Camp to accommodate 8,000 + workers and staff was
constructed 9 miles inland from the site. The camp consists of:-
accommodation blocks, messes, clinic open 24hours, Masjid, laundry,
kitchens, money exchange, groceries & clothes shops, gymnasiums,
sports facilities for volley-ball, basket-ball, cricket & football. Workshops,
food stores for frozen, dry and fresh foodstuffs, sewerage treatment plant,
fresh water storage tanks, generators.
• On a recent Wednesday over 11 tonnes of food are consumed, the list of
foodstuffs was:- Meat 250 kgs, Chicken 2.6 tonnes, Vegetables 2.6
tonnes, Fruit 1.2 tonnes, Rice 2.15 tonnes, Dry items 2 tonnes, Sugar 250
kgs, Salt 75 kgs, soft drinks and orange juice 8000 # cans..
Staff
• At peak 800 # staff includes office and site staff down to chargehand
level.
Labour - Joint Venture’s Employees
• At peak there were 8,000 # employees. 74 # buses are used to transport
the works from the camp to the site.

Subcontractors
Specialist subcontractors were employed for the MEP installation, post
tensioning of bridges, fuel hydrant system, structural steel, roof covering, riprap
and building finishing trades. At peak subcontractors had 3,200 # employees.
Local Suppliers and Subcontractors.
Where possible the materials, machinery and equipment to be incorporated in
the permanent works were purchased within the Sultanate of Oman either
directly or through subcontractors. 91% of the materials were obtained locally.
Also local subcontractor were employed to carry out specialist and finishing work
activities
Health, Safety, Security & Environmental
The main objective is to ensure that the site is a safe place to works and the site
is environmentally friendly. Recently the joint venture achieved 40 million man
hours without a long term injury which is a remarkable achievement and proof of
the safety culture on site.
Safety Success & Measures
To date over 66 million man hours have been worked on site by a total of 57,000
individuals at different stages of the project from 15 nationalities. The peak
number of workers on site at any one time was 12,000.
The main safety indicators achieved are:-
• Fatalities = zero.
• Highest number of hours worked without a Lost Time Injury or incident
(LTI) = 41 million.
• Total recordable LTI's = 6 numbers
Safety training is given covering 51 different subjects in 5 languages in the site
Training Centre to ensure that individuals are trained at and in the use of
equipment they will use and made aware of the hazards and controls to minimise
or eliminate the risks associated with work that they will supervise or perform.
Before anyone under the control of the CCC starts on site they have to attend a
site safety Induction to become familiar with the risks and safety procedure on
site. A site specific Safety Video that was filmed on site and is used to visually
communicate and familiarise team member with the site which is 10 km long by 4
km wide at its maximums.
Programme & Stages of Construction
There are two main stages, firstly to constructing the new runway and connecting
taxiways to the existing Airport apron to enable aircraft to use the new runway
and taxi from the existing airport. The second stage is to upgrade the existing
runway and taxiways.
Quality Assurance and Control
There is a set of site procedures designed to ensure that quality standards and
processes are adhered to, that the final product meets or exceeds the required
technical and performance requirements. There are two number site laboratories,
one for testing concrete, soils and aggregates and the second for testing
pavement asphalt, polymer modified bitumen, prime and tack coat.
Technologies Used
Asphalt Pavement.

Photo of Asphalt Laydown & Compaction – 4# Pavers in Echelon
The runway and taxiway surface comprises three layers of Superpave Polymer
modified Bitumen (PmB) Asphalt. The asphalt pavement is a Superpave System
that includes a performance-based asphalt binder specification, a mix design
analysis system, specific new test procedures, and specialized testing
equipment. Materials are tested on site, within a fully equipped Superpave
asphalt testing laboratory for compliance with the specification. The site
laboratory is the only fully equipped laboratory of this type in the Middle East.
Airfield Pavement Concrete by Slipform Pavers
Photo of Concrete Slipform Plant
The process consists of placing and spreading low slump concrete on the ground in front
of a paver that slips over the concrete and extrudes strips of slabs. Vibrators fixed along
the front of the paver consolidate and fluidize the concrete. The concrete is then shaped
by passing between the vertical side forms and underside of the horizontal profile pan as
the paver moves forward. Finally the top surface is brushed to provide a texture and
curing agent is sprayed to the top and side surfaces.
Obstructions & Problems.
The design was not completed prior to start of construction. Large sections of the
works were put on hold awaiting drawings. There are many variations and
changes to the design. Other major projects on site were late starting this lead to
many unknowns at to interface issues.
Working Hours
Working hours are generally Saturday to Wednesday inclusive 7am to 5:30pm
and Thursday 7am to 1pm. During hot weather concreting is carried out at night
and all the airfield pavement concrete is placed at night. In summer no work is
carried out between midday and 3pm because of the high temperatures. During
the holy month of Ramadan reduced hours are worked.
Photo of Aprons, Taxiways & Runway
On Site Manufacturing & Facilities
• Concrete Batching Yard - There are 3 nr. batching plants with a combined
capacity 250m3 per hour. Also there is a batching plant for producing
Crushed Aggregate Basecourse.
• Asphalt Batching Yard. - There are two batching plants manufactured by
Marini & Wibau with a combined capacity 450 tonnes per hour
• Reinforcement Cutting & Bending Yard processed 50,000 tonnes of
reinforcement.

• Precast Concrete Yard. Total volume of concrete used was 1,400 cu m.
• Site Laboratories – tested asphalt, concrete, granular fill and soils for
compliance with the specification.
• Stores & storage yards for materials and equipment.
• Offices for the joint venture and the Engineers staff.
• Site Clinic 2# open 24 hours, with ambulances.
• Firefighting Equipment
• Plant & Equipment Yard for fuelling, servicing, storage, maintenance and
repairs.
• Dewatering pimps, hoses, settlement lagoons and sea outfalls.
• HSE Training facilities.
Satellite Image January 2013
Quarry & Aggregate Production
Quarry and aggregate production facility in located 12 miles from site in the
foothills of the Al Hajar Mountains. The crushing & screening plant has a capacity
of 320 tonnes per hour and operates 24 hours per day for 6 days per week. At
the peak there were 4 blasts per week. Aggregates are produced for concrete,
asphalt pavements, crushed aggregate basecourse, fill and sub base course and
backfill.
Main Plant & Equipment
At peak – Dozers 25#, Graders 19#, Excavators 24#, Tipper trucks 143#, Trucks
with tipping trailers 62#, Cranes 23#, Compaction rollers 38#, Pavers 6#,
Concrete trucks 9#, Concrete mixers 4#. Dewatering pumps 9#, Buses 66#.
Other plant items are generators, compressors, water tankers etc.
Site Entrances & Roads
There are four entrances manned by security and the main site roads are dual
carriageway. The speed limit is set at 40 km per hour and is monitored by hand
held speed camera. The site roads have speed ramps. At two of the entrances
there are weigh bridges with sheeting towers and wheel washer. The gates are
manned by security personnel.
Site Roads Network

Construction Practices and Techniques
See the following separate articles that deal with the construction practices and
techniques used:-
• Construction of Bridge 185
• Highway on Embankment
• Asphalt - Airfield Pavement
• Concrete - Airfield Pavement
• Precast Yard Operation
• Site Laboratories Operation
• Reinforcement Yard
• Crushed Aggregate Base-course
• Earthworks
• Concrete Batching Yard
Also see technical videos that are a record of how the work is carried out on site
and are an informative, good training and educational tool.
• Site Logistics
• Camp Accommodation
• Concrete Batching Yard & Laboratory – Operation
• Reinforcement Yard - Operation
• Precast Yard - Operation
• Dewatering Site
• Earthworks
• Crushed Aggregate Base-course - Lay, Compact & Test
• Asphalt Pavements
• Concrete Pavements
• Roads & Bridges Construction
• Post Tensioning Bridge – How it is done
• RipRap Slope Protection - Construction
• 11kv cable laying
• Airfield ground Lighting - Construction
• Underground Utilities
• Chiller Buildings Construction
• Terminal Building & ATC Tower
• Work Method Charts
• Airport Fence
• Piling & Stone Columns
• Roof Coverings.

SUPERPAVE PmB Asphalt Runway Pavement
Muscat Airport Expansion
By David H Moloney For CCC/TAV JV
Introduction
CCC in a Joint Venture Project with TAV are undertaking the civil contract
on the Development of Muscat International Airport (DMIA). Works include the
construction of a new 4,000 metres long by 60 metres wide runway and
associated taxiways as well as refurbishment of the existing runway. The
runway surface comprises three layers of Superpave Polymer modified Bitumen
(PmB) Asphalt on 370mm thickness of crushed aggregate base course, on 2 to
6 metres thickness of rockfill.
Superpave
The asphalt pavement is a Superpave System that includes a performance-
based asphalt binder specification, a mix design analysis system, specific new
test procedures, and specialized testing equipment.
Rock Extraction
Rock for the asphalt aggregates is blasted, crushed and screened fourteen
miles from site at the joint venture’s quarry and aggregate processing yard in
the Al Hajar Mountains. The rock is Gabbro which is an intrusive igneous rock
that is grey in color, moderately strong to strong in strength and has a
composition similar to basalt. The contract required that a detailed Aggregates
Resources report was produced and submitted for acceptance by the engineer.
This was completed and quarrying works
subsequently commenced. Extraction of the Gabbro rock is undertaken by
drilling and blasting a face on the mountain side. The open face practice of
drilling and blasting rock benches, secondary breaking of any over sized rock,
loading of blasted rock by excavators and hauling to the primary crusher using
30 tonne capacity lorries is utilised. Drilling is done with heavy duty down the
hole / top hammer drill rigs to a preset pattern of holes at 2.5 to 3m centres
longitudinally and 3m centres from face. The holes are charged with explosives
and the top 2.7 m is stemmed with grit to minimise fly rock. The explosives in
the holes are detonated in a set firing pattern to fragment the rock. Any
fragmented rock that is contaminated with clay or fine weathered rock or shale
is passed over a grizzly static screed to separate the good rock from the
deleterious material. The average blast size is 100m long by 9m wide by 20m
deep and produces 18,000m3. Blasting is carried 4 days every week.
Aggregate Production
Rock crushing is undertaken with high-tech equipment: primary and
secondary crushers manufactured by Metso. A Barmac crusher is used to
cubically shape the aggregate. The crushed rock is screened into the required
aggregate sizes for mixing on site to produce the pavement asphalt. The
aggregates are dispatched by trucks to site. Trucks are weighted at the
weighbridge, given a load out ticket specifying material requirement and
directed to the correct stockpile. Loaded trucks are passed back through the
weighbridge to be weighted again to calculate their load weight.
Aggregate Storage at the Asphalt Yard
The aggregates are stored in stockpile bays where the different sizes of
coarse and fine aggregates are kept separated by walls. Front end loaders are
used to fill the cold bins of the asphalt plant.
Polymer modified Bitumen

Bitumen grade 60/70 from BABCO refinery (Bahrain Petroleum Company)
is supplied by Shell and delivered to site by road from Jebel Ali Port in Dubai.
On-site the bitumen is mixed with polymer in the Massenza Blending Plant to
produce the PmB. The PmB provides prolonged life and enhanced pavement
performance. The PmB blend is that of 60/70 straight run bitumen, and
butadiene-styrene copolymer, Commercial name of PmB is Cariphalte PG 76-
22
Tack & Prime coat
The bituminous MC-70 prime coat and CSS-1h tack coat will be produced on
site. The MC-70 prime coat is applied with a lorry mounted sprayer at a rate of
0.50 kgs per m2 at a temperature of 90*C.
Asphalt Production
Hot bitumen PmB is mixed with the heated aggregates in the two on-site
asphalt batching plants that are manufactured by Wibau and Marini with a
combined output of 480 tonnes of asphalt per hour. The type of asphalt plants
are “Batch Asphalt Plants” and the major components are the aggregate cold
bins and feed system, aggregate dryer, mixing tower, emission control system,
bitumen storage tanks and supply system and the asphalt storage bins and truck
loading system. The temperature of the asphalt is in the 160 to 180*C range
when produced. ,
Site Trials .
Prior to starting paving all the materials were pretested and a site trial was
carried out to familiarise the crew with the equipment and the characteristics of
the particular PmB asphalt mix and to ensure that the workmanship, as well as
the material, complies with the specification requirements.
Laying
The PmB Asphalt is laid with two tracked Vogele Pavers Super 1900-2
equipped with extending screed, tamper and vibrators, auger and conveyor,
working in echelon in a staggered formation producing a fifteen metre wide mat.
Level control is maintained by two string-lines as a grade reference system for
the lead paver and a matching shoe and one string-line for the following paver.
The pavers operate using an automatic screed control, which controls the screed
height using the string-line or the matching shoe as a level reference. The un-
compacted asphalt level behind the paver is checked by pulling a string-line
between the longitudinal string-lines at the ten metre chainage pin locations and
taking dip measurements using a tape measure. The asphalt with compaction
reduces in thickness by approximately 20%.The jointing and laying sequence
across the runway is designed to ensure that the longitudinal joints are staggered
by 300 mm between layers, free edges that will form joints are cut back by
100mm.The level tolerance is +/- 6mm and the smoothness tolerance is a
maximum of 6mm with a 3m long straight edge. Average output is 4 to 5 loads
per hour = 120 tonnes per hour
Compaction
The asphalt is compacted using a combination of tandem drum steel rollers
and pneumatic tire rollers (PTR) to compact the asphalt to the required density
and provide a good surface, texture and rideability. The rolling pattern that is
used was determined during a site trial where three roller test strips were laid
and the asphalt densities obtained by cores were correlated with different rolling
patterns. The rolling pattern used is: Initial or Breakdown Rolling by steel drum
tandem rollers 3 passes static and 1 pass with vibratory. Intermediate Rolling 6
passes with pneumatic tyre rollers (PTR). Finish Rolling using steel drum
tandem rollers 1 pass vibratory and 3 pass static. The compaction requirement
is 94% of maximum theoretical density.
Material Testing
Materials are tested on site, within a fully equipped Superpave asphalt
testing laboratory for compliance with the specification. The site laboratory is the
only fully equipped laboratory of this type in the Middle East. The following are
some of the tests that are carried out;- Finish levels are tested by Engineer’s
Level, smoothness by using straight edge, compaction / densities by sample
cores, ingredients by samples sent to the laboratory, temperature by digital
thermometer, thickness by cores and tensile strength by cores.
Crew & Outputs
Generally working a 9 hour day. Average output per 9 hour shift for each paver
crew is 750 tonnes. The equipment comprises 1# tracked paver, 2# PTR rollers,
2# tandem steel drum rollers, 1# Tanker truck part time 8# tipper trucks. The

paver crew comprises 5 drivers, 2 screw men, 4# Rakers, 2 labourers, & a
survey crew of 5# persons.
Conclusion
The Runway is the first of its kind in the Middle East. It has an a pavement
thickness made up of 70mm base course, 50mm binder course, and 40mm
wearing course, total 160mm thickness which was designed by the engineers
to take the weight of the A380 Airbus at 592 tonnes.
There is not another Runway within 6,000 miles that even resembles this state
of the art structure.
Millions of tons of rock were transported from the JV quarries to create the
foundation for this runway, Crushed rock was placed in 500 mm thick layers.
The runway is elevated above the existing ground level
From first impressions one may conclude that this runway was a build operation
like any other. The team from DMIA undertook the challenge of getting the
Engineers approval for aggregates, bitumen, PmB, paving equipment, method
statements for production and laying, factual reports on site trials, attending
numerous meetings with the Engineer, responding to the Engineers queries,
and countless discussions all of which was a mammoth task.
Due to the successful collaboration of the Joint Venture Team and the
dedication of its employees, we now have the newest runway in the Middle
East, a first of its kind. Surrounding GCC countries will no doubt look to this
project when building similar runways in the future. And now for a smooth take
off!!

Airfield Pavement Concrete
by Slipform Paver
By David Moloney
For CCC/TAV JV
Introduction
Part of the main civil contract on the Development of Muscat International Airport (DMIA)
project is the construction of Airfield Pavement Concrete Slabs by slip-forming at the
runway ends, holding areas on the taxiways, the aprons in front of the piers, aircraft
parking and servicing areas.
Work has started and this article deals with the construction practices and techniques
used to produce the airfields pavement concrete slabs. This document will be updated as
the works proceed.
Slip Forming Briefly Explained
The process consists of placing and spreading low slump concrete on the ground in front
of a paver that slips over the concrete and extrudes strips of slabs. Vibrators fixed along
the front of the paver consolidate and fluidize the concrete. The concrete is then shaped
by passing between the vertical side forms and underside of the horizontal profile pan as
the paver moves forward. Finally the top surface is brushed to provide a texture and
curing agent is sprayed to the top and side surfaces.
Concrete Batching & Supply Rate
The concrete is batched on site in the NACE twin shaft and the 2 # Liebherr pan type
batching plants, all having a 2.25m3 batch capacity. The combined hourly output is 110m3
per hour.
Concrete Mix Design
The specification called for the concrete to be grade C50 with 40mm maximum size
aggregate and a maximum water / binder ratio of 0.42. The Grade C50 concrete has to
have a characteristic compressive cube strength of 50 MPa and a characteristic flexural
beam strength of 5 MPa. The concrete mix was designed and pre-tested prior to
production and execution of the permanent works to confirm and document that all the
specification requirements were fulfilled. Initial trial mixing was carried out using the site’s
batching plant. The fresh concrete properties, along with the hardening and hardened
concrete properties were tested. The slump is only 25mm so the concrete will stand up
and hold its shape after the slipform paver.
The major hurdle was to design a mix suitable for the slipforming process. Chemical
admixtures were used to improve the workability, for slump retention and as water
reducers.
Concrete mix Design used = 37 to 25mm aggregate 402 kgs, 19 to 12.5mm aggregate
402 kgs, 12 to 5.4mm aggregate 329 kgs, Washed sand 4 to 0mm 594 kgs, Dune sand 2
to 0 mm 34 kgs, Cement 392 kgs, Fly Ash 98 kgs, Reobuild-858 admixture 49 kgs and
Micro-100 admixture 0.74 kgs, Water 162 kgs.
Full-scale Pavement Trial
Before paving works commenced, a full-scale pavement trial was constructed on a
cement stabilised aggregate base-course that was laid on rock-fill, to replicate the job
situation. The Engineer was informed in writing about all pretesting and full scale trial
activities thus ensuring that the Engineer witnessed the testing. The purpose of the trial
was to demonstrate that the concrete paving methods and materials to be used on site
would meet all the specification requirements.
A Factual Report on the completed pavement trial including test results on materials and
workmanship was produced and submitted to the Engineer.
Slabs Details
The slabs are generally 5m square and 450mm thick with expansions joints at 50 metre
centre’s and construction / contraction joints at 5 metre centres. The slabs are
unreinforced concrete. Dowel bars were used to transfer loads across the expansion &
contraction joints. Tie bars are used along the longitudinal joints
Underlying Surface
A plastic sheeting separation membrane was placed on the cement stabilized aggregate
base-course that was laid by a paver on rock-fill.

Sequence of Work
Concrete strips of slabs (also known as lanes) were paved to a “hit and miss” lane pattern.
The hit lanes (also known as pilot lanes) were slipformed first with the infill lanes
completed later after a minimum of 14 days to avoid damaging the pilot lane concrete.
Timber stop-ends were used at the start and finish of the lanes and where the operation
stopped unexpectedly. At expansion joints along the lanes, it isn’t possible to insert
dowels and expansion filler board with the slipform process so a slab was left out that was
hand laid at a later date.
Stop-ends for transverse joints had to be made smaller than the slab profile to allow the
paver to move over without dragging the stop-end, therefore the stop-ends were set
500mm from the required locations and the concrete was cut at the required location, this
is known as “Cut Back” construction.
Slabs containing inserts were identified beforehand and left out to be in-filled later by hand
work.
Transporting Concrete
The freshly mixed concrete was transported in tipper lorries that were covered by sheeting
to prevent evaporation of moisture. The lorries were fitted with electrical vibrators fixed
externally to the underside of the tipper body to aid discharge. Eight number lorries were
used to ensure a continuous supply to the paver. Tipper lorries were used as the low
slump concrete would be difficult and slow to discharge using mixer lorries.
Placement of Concrete
The concrete is placed and spread using a Gomaco PS-2600 Placer / Spreader a self
propelled machine. Concrete is tipped by lorry onto the side conveyor belt that discharges
the concrete on the ground in the centre of the lane. Augers spread the concrete across
the width of the lane. Side-forms and a beam roughly shape the concrete for the paver
that follows.
Slip forming
A Gomaco GP-2600 Slipform Paver machine supported on four tracks compacts the
concrete by means of internal vibration and shape it between sliding side forms by means
of a profile pan. The vibrator frequency and elevation were set to ensure proper
compaction.
The level of the profile pan is controlled automatically from string-lines set up on either
side of the pilot lanes and by sensors attached at the four corners of the slip-form paving
machine that use the stringlines as a level reference. The alignment of the machine is
controlled automatically by sensors also using the stringlines as a reference. The slipform
paver also floats the concrete surface by the automated float attached to the rear of the
paver. Working off a footbridge, concrete finishers make good any areas not satisfactorily
finished by the automated float. Edge slump where the edge of the formed slabs after the
paver tend to slump had to be closely monitored and corrected.
Internal hydraulic 75mm dia poker vibrators are set horizontally at 400mm centres along
the front of the profile pan, the outside vibrators are set at 150mm from the slab edges,
the bottom of the pokers are set level the profile pan i.e. the top surface of the slab. The
vibration level was set at 8,000 to 11,000vpm (vibrations per minutes) which along with
the rate of pave gave the best results for compacting and fluidising the site concrete mix
without causing segregation of the mix.
Texturing & Curing
The slip formed slabs are textured using a Gomaco TC 400 Texturing / Curing Machine
that works off stringlines for accurate texturing of the slab. The texturing system travels
longitudinally with the machine, a wire comb transverses the width of the slab in one pass
at a uniform speed and pressure to give an even texture.
Finally the machine sprays curing agent at a target rate of 5m2 per liter to top surface. By
hand spraying curing agent is applied to the slab edges in two coats.
Joints
Contraction joints at 5m centre’s were formed by fixing dowel pre-fabricated joint
assemblies to the underlying surface, slipforming the concrete thought the joints and saw
cutting the concrete to a third of the slab depth after 12 hrs or when the concrete initial
strength allowed.
Holes for dowel bars and tie bars in the longitudinal and expansion joints were drilled
using a purpose made drilling rig that drills four holes at a time. Sure anchor epoxy J-50
supplied by Dayton Superior is injected into the holes to fix the dowels and tie bars.
Material Testing
Materials are tested in the site laboratory for compliance with the specification.
Crew & Outputs
Generally working a 9 hour night shift. Average output per 9 hour night shift is
600m3 = 70m3 per hour? .
The equipment comprises 1# Placer / Spreader Gomaco PS 2600 , 1# Paver
Gomaco GP 2600, 1# Texturing machine Gomaco TC400, 1# excavator on tires,
8# tipper trucks, 20# Tower lights.
The paver crew comprises 4 drivers, 2 screw men, 10# Concrete finishers, 6
labourers, & a survey crew of 5# persons.

Operation of
Site Precast Yard
By David H Moloney. For CCC/TAV JV
Contents
1. Introduction
2. Precast Elements
3. Yard Layout & Equipment
4. Submissions
5. Sample Castings
6. Casting Procedure
6.01 Shutters Fabrication & Assembly
6.02 Reinforcement
6.03 Lifting Inserts
6.04 Concreting & Finishing
6.05 De-moulding
6.06 Lifting off Casting Beds
6.07 Repairs
6.08 Waterproofing
6.09 Curing
6.10 Handling, Storage & Delivery to Site
7. Marking
8. Material Testing
9. Quality Assurance
10. Appendices
10.1 Method Statements
10.1 References
1. Introduction
On site a temporary precast yard was established for the casting, curing, de-
moulding, handling, storage and site delivery of precast elements required on
site. Construction within the precast yard generally yielded improved quality and
higher rates of production since materials, equipment and staff were all close by,
and the work tended to be highly repetitive. This article deals with the construction
practices and techniques used.
2. Precast Elements
List of precast elements were :-
• Road barriers.
• Chambers for Airfield Lighting & IT
• Spacers for buried trench Ducts
• Manhole circular covers
• Spacer blocks for reinforcement
• Light Pole Foundations
Chambers casted Upside Down
3. Yard Layout & Equipment
• Offices Crane
• Casting Area
• Storage Area
• Precast beds
• Refuse dumping area
• Main Gate
• Mobile Crane
• Pokers 50mm dia. engine driven

• Workshops for Shutters fabrication & Rebar cutting & bending
4. Submissions
Shop Drawings were produced for each type of casting showing dimensions,
box-outs, inserts, waterproof coating to external surfaces,
5. Sample Castings
Full-scale sample castings were
constructed to demonstrate and
document that all the requirements of the
concrete and the execution of the work
were fulfilled simultaneously using the
actual methods and performed by
personnel that will carry out the future
castings one concrete component of
each type was produced for approval. The approved castings were retained in a
dedicated area for quality assurance purposes.
6. Casting Procedure
6.01 Shutters - Fabrication & Assembly
• Steel shutters, fabricated off-site are used for multiple castings.
• Timber shutters, fabricated in the carpentry workshop in the precast
yard were used for a small number of and complicated castings.
External edges have chamfers
• Box-outs have sloping roofs
• GRP Liners were used for manhole covers to the internal faces.
6.02 Reinforcement
Cutting & Bending. –
Reinforcement schedules and accompanying detailed reinforcement layout
drawings were prepared in accordance with reinforcement details shown on the
Engineers drawings and submitted for the Engineers approval. Reinforcement in
straight lengths 12 metres long and in bundles of three tonne was delivered to
the site reinforcement yard, from Sharq Sohar Steel Rolling Mills in Oman. The
bundles of reinforcement were unloaded and placed by crane in stockpiles off the
ground on concrete beams and covered with tarpaulins. The bundles were fed to
the cutting and bending shop as required by crane. The bundles were placed on
benches where the bars were marked for cutting. A guillotine shear was used to
cut the stock bars to length. To minimize wastage, different scheduled lengths
were grouped together to be cut from the 12m lengths. The cut bars that were to
be bent into shape by were hand bent using a bar bending machine with formers
of the appropriate diameters. The bending force was applied as a continuous and
uniform load. Following bending and/or cutting, bars of similar size and shape
were grouped and tied together. A tag identifying the location of the steel in the
structure was tied to each bundle. This location, or label, corresponded with the
member numbering system shown on the structural drawings. Where the
structural drawings showed insufficient detail to identify the reinforcement

location, a marking drawing was required. The cut and bent reinforcement was
transported from the Reinforcement Yard to the Precast Yard by articulated unit
with a flat trailer. The reinforcement was unloaded on site and stored on firm
supports above ground, on designated hardstand areas
Prefabrication & Fixing -
Reinforcement were fabricated into cages. The cages were stacked on timber
spacers to avoid ground contamination and were covered with tarpaulins care
was taken to prevent damages or distortion during handling. Where reinforcing
bars were be formed into cages in-situ, then these were accurately placed in
accordance with the approved rebar shop drawings and adequately secured and
held in position. Tying at intersections was made using tie wires, which was bent
so that they do not protrude into the concrete cover zone. Bottom mat
reinforcement was supported on concrete blocks of a size to give the correct
cover to the reinforcement. Concrete blocks were also be used as side spacers
to provide the correct cover to vertical reinforcement. All concrete spacer blocks
were made of the same material, to the same specification and have the same
inherent properties as the parent material. During fixing and until concrete poring
commence, care was taken at all times to prevent contamination, damages,
distortion to the reinforcement. All protruding reinforcement bars e.g. dowels,
starter bars, splicing bars should be covered e.g. with end caps or timber boards.
At box-outs the reinforcement was cut-out with an angle grinder or with the large
bolt cutter. After fixing the main rebar. Trimmer bars were fixed in accordance
with the approved shop drawings. After fixing the reinforcement was checked
against the current issue of construction/ shop drawings. The Site Engineer / Site
Superintendent was responsible for checking that all aspects of fixing were
conformant to the specified requirements.
6.03 Lifting Inserts
In order to pick up precast elements, some form of lifting point was required.
Typical lifting points included:
o Lifting eyes in the form of large diameter reinforcing bars radius to a U-
shape to fit the shape of the lifting hook were used.
o Lifting bars threaded through a horizontal hole in the road barriers with a
lifting strap around the bar. The bars had end discs to prevent the lifting
strap sliding off.
The locations of lifting inserts on the concrete elements were checked to ensure
they were compatible with the lifting system used. Lifting inserts should be clearly
identified to assist in the loading and unloading stages.
6.04 Concreting & Finishing
Concrete strength was 40 N/mm2 with a slump of 150mm. Concrete took place
in the afternoon.
The concrete was produced on site in the batching plants (120m3/h max.
capacity) and was transported by transit mixer trucks to the precast yard as and
when required. Proper working platform with access ladder was provided for
pouring concrete at a height.
High moulds were located on either side of the elevated road that was 1 m high
and constructed between two concrete retaining walls, so as to allow for direct
discharge from the transit mixer trucks chutes.
Concrete deliveries were scheduled to give a continuous pour with minimum
waiting time for the lorries on site. Any dirt, mud, mould oil, heavy rust was
cleaned off the reinforcement. The pending concrete pours were checked for
setting out, reinforcement content & cover, formwork design compliance, box-
outs, inserts and cleanliness. Delivery tickets were checked to ensure that the
correct mix had been delivered. The concrete was tested for consistency on
delivery by slumping. From each pour three cubes were made for testing, one at
7 days & two at 28 days.
Concrete was placed in lifts of between 300mm and 400mm and was not be
allowed to drop from a height exceeding 1m without using a tremie pipe
Freshly placed concrete was compacted and consolidated by internal vibrators to
remove entrapped air. Vibration works by liquefies the mix causing the
entrapped air to rise to the surface while the heavier aggregates settle under the
force of gravity into a dense matrix.
The vibrator was allowed to sink vertically under its own weight and then
removed the vibrator at a rate of about 3 seconds per vertical foot (300 mm). The
surrounding concrete moved to fill the hole left by the vibrator. A good indication
that the concrete was adequately consolidated was when the large air bubbles

stopped rising to the surface. The vibrator was then reinserted close enough to
the previous location so that the radius of action overlapped the previous one. A
50 mm dia. poker typically has a radius of action of 700 mm and a rate of
concrete placement of 18 m3 per hour.
The vibrator head was not removed too quickly or dragged through the concrete
or used to move concrete. When placing the following lift, the vibrator was
inserted at least 150mm into the previous lift to stitch the layers together as this
eliminates cold joints. On thin slabs a vibrating screed was used to level and
compact the concrete.
Finishing of the concrete was done by roughly levelling the concrete by shovel or
rake then screeding the concrete to smooth the surface, leaving the concrete
shiny and wet. This was followed by using a float and trowel on the surface to
achieve the required finish the texture.
Hot Weather:- In hot weather the concrete was cooled by using chilled mixing
water and ice flakes.
The job was organised in advance to have enough concrete workers to avoid
delays placing, finishing and curing the concrete. Cool water was sprinkled on
the outside of steel forms before placing concrete. The concrete was unloaded
within 70 minutes of batching.
Post pour exposed concrete surfaces were protected from drying out by using
approved curing membranes.
6.05 De-moulding
Vertical shutters were struck after 12 hours of concreting. Each mould was used
once every day.
6.06 Lifting off Casting Beds
Precast elements were lifted 24 hours after casting. For standard elements a one
(1) day casting cycle was used. The precast elements were removed from their
bases on the second day.
Large precast elements were lifted after achieving 20 N/mm2 cube compressive
strength. Chambers that were casted upside down were turned upright by
rotating on a tyre to protect the edges.
6.07 Repairs
Any surface defects and blow holes were made good using a cementatious
repair mortar that was colour matched to the concrete.
Sharp surfaces were smoothened by breaking or grinding so that no puncturing
on the membrane would occur. Sharp protrusions and steps required grinded
down.
Other defects on the concrete surface were repaired in accordance with the
Method Statement for Concrete Repairs as necessary.
Defects were categorized as follows:
• Small cavities such as those formed by tie-bolts and by impact damage to the
surface.
• Honeycombing, i.e. concrete in which mortar is partially or completely absent.
• Misplaced surfaces which are usually the result of incorrectly aligning or
positioning formwork or movement of formwork while the concrete was being
placed. Under or overfilling of formwork may also be a cause.
• Blowholes, i.e. relatively small voids of roughly spherical shape which often
occur in surfaces formed by formwork or moulds.

Repairs of these defects required different techniques.
6.08 Waterproofing Coating
Bitumen liquid coating was applied to the manufacturers’ instructions.
Preparation. - Concrete surfaces were cleaned of dust and dirt.
Application of Waterproofing Membrane System:
Primer: - The prepared concrete surfaces were primed with a solvent based
primer. The primer penetrated into the concrete pores which promoted the
adhesion between the membrane and the concrete surface. A single coat of
primer was applied either by brush or roller.
Membrane: - The supplied liquid membrane, which had the properties as per the
Project Specifications Civil Works 800 Drainage, a fiber reinforced bitumen
based coating was mixed thoroughly prior to application so that the fibres were
uniformly distributed. The mixed liquid membrane was applied as evenly as
possible, with rollers or brushes. in accordance with the manufacturer’s
specifications.
6.09 Curing
On completion of concreting the exposed surfaces were treated with an
approved curing agent, applied to the manufacturers’ instructions. On formed
surfaces where shutters were used the forms were eased off the concrete face
and the concrete surface was treated with a curing agent or covered with wet
hessian.
6.10 Handling, Storage & Delivery to Site
The ground of the storage area for precast elements was firm and level and the
storage area was kept clean. Proper preplanning ensured the handling of
concrete elements was minimized. The placement of precast units was kept
away from the traffic access route so as to prevent collision by vehicles. During
handling, care was taken to minimise the likelihood of impact between the
concrete elements. Where concrete elements were stored in areas of vehicular
movement, protection by way of bollards or other physical barriers and
appropriate warning signs were provided.
The storage area was near to the casting area, castings were shifted from their
casting bays to the storage area by low bed trucks. A quarantine area was
clearly demarcated in the storage area. The post-casting inspection took place at
the time of lifting and storing.
All components making up the lifting equipment, including connection points,
straps, cables and cranes, were able to safely carry the loads. Precast elements
were stored in a designated area and in such a manner as to minimise multiple
handling. Concrete elements were loaded in a sequence compatible with the
required unloading sequence at their intended final destination

7. Marking
Each element was clearly marked, with a permanent marker indicating:
• Type of element
• Unique reference number (Sequential)
• Date of Casting
8. Material Testing
Materials were tested in the site laboratory for compliance with the specification
9. Quality Assurance
All works were inspected in accordance with the Inspection & Test Plan (ITP) on
an ongoing basis in accordance with our site Project Quality Plan. The ITP set
out in matrix form the sequence of inspection steps, the governing document
(specification, standard, etc.), the standard to be achieved, the persons
witnessing and the supporting documents to be produced. The Project Quality
Plan set out the quality practices and the procedures to be followed and the
manner in which compliance is verified. Also details of quality management
system and its application were included.
10. Appendices
• Appendix 10.1 Method Statements
• Appendix 10.2 References
Appendix 10.1
Relevant Method Statements & Procedures
General
• HSE Documentation SE-CTJ-01CV-PRO-3001
• Night Works across the Site SE-CTJ-01CW-MST-0266
• Scaffolding SE-CTJ-01CW-MST-0048
Concrete, Reinforcement & Formwork
• Concreting SE-CTJ-01CW-MST-0014
• Concrete - Repair Works SE-CTJ-01CW-MST-0008
• Concrete - Curing SE-CTJ-01CW-MST-0035
• Concrete - Filling of Tie Rod Holes SE-CTJ-01CW-MST-0070
• Formwork Fabrication and Handling SE-CTJ-01CW-MST-0018
• Reinforcement SE-CTJ-01CW-MST-0019
• Wash-outs for Concrete SE-CTJ-01CW-MST-0186
• Waterproofing Buried Concrete SE-CTJ-01CW-MST-0034
Appendix 10.2 - References
General Contract Requirements
Specifications:
• Concrete and Concrete Structures SE-000-C-11105-500
HS&E Plan: SE-CTJ-01AP-PLN-01002
Issue for Construction Drawings
ITP for Reinforced Concrete Activity SE-CTJ-01CV-PLN-0008

Onsite Material Testing
Laboratories Operation
Article by:- David H Moloney
Contract:- MUSCAT INTERNATIONAL AIRPORT PROJECT MAIN
CONTRACT 1
Contents
1. Superpave PmB Asphalt Laboratory
• Purpose
• Tests Performed
• Equipment, Hardware & Software
2.Soils Laboratory
• Purpose
• Tests Performed
3. Soils & Aggregates Laboratory
• Purpose
• Tests Performed
4. Organogram & Responsibilities

5. Operation, Records & documentation
1. Superpave Asphalt Laboratory
ccc
1.01 Purpose
The SuperPave Asphalt Laboratory was established to design
SuperPave asphalt pavement mixes and testing the mixes for ensuring
conformance to design specifications. All equipment and apparatus in the lab is
calibrated and used according to ASTM and AASHTO Standards and all tests
are performed according to ASTM and AASHTO Test Specifications.
1.02 Tests Performed:
• Asphalt Binder Properties
• Formulation of Performance Grade Modified Binder
• Penetration@25⁰C
• Rotational Viscosity
• Rolling Thin Film Oven Testing
• Ring and Ball Softening Point
• Cleveland Open Cup– Flash point
• Visco- Elastic (Rheology) studies using DSR
• Pressure Aging Vessel and Vacuum Degassing Oven
• Silverson High Shear Blender
• Aggregate Properties for Asphalt Mix Design
• Fine Aggregate Angularity Test
• Course Aggregate Angularity by the Flat and Elongated Particles Test
• Bulk Density and Voids in Fine Aggregates
• Bulk Density and Voids in Coarse Aggregates
• Sand Equivalent Test
• Asphalt Mix Design using SuperPave criteria
• Mix Design using CCC-Program
• Maximum Theoretical Specific Gravity Test (Rice Test)-GMM
• Compaction of Asphalt Samples using SuperPave Gyratory Compactor
• Bulk Specific Gravity of Compacted Bituminous Samples
• Water Resistivity Test and Shear Test of Bituminous Samples
• Asphalt Content of Bituminous Samples using the Binder Ignition Method
• Laboratory Roller Compactor
• Hamburg Wheel Immersion Tracker – for performance testing
• Indirect Tensile Tester
1.03 Equipment, Hardware, and Software:
• Bulk Specific Gravity Tank, Heater, and Stand
• Specific Gravity and Absorption of Fine Aggregate Apparatus
• Void Content Apparatus for Fine Aggregates
• Proportional Caliper Device for Flat and Elongated Particle Test
• Vacuum Pycnometer with vacuum pump and vibration table for Rice Test
• Genlab Convection Oven with digital temperature control
• Hot Plates, with mixing bowls, spoons, and spatulas
• Laboratory Bench Mixer
• SuperPave Gyratory Compactor
• Onboard Computer Gyratory Height Data Acquisition
• RS-232 Serial Port, Parallel Port for Data Transfer or Printing
• Hydraulic Compacted Specimen Mold Extractor
• Troxler NTO -Binder Ignition Furnace
• Extraction Apparatus (Centrifuge Method)
• Digital Circulating Water Bath

2. Soils Laboratory
2.01 Purpose
The Soils Laboratory was established to carry out tests on soil samples
to classify the soils in terms of their engineering properties and their suitability for
construction and civil engineering purposes. Soils tested include those used in
foundation bases for buildings, roads, runways and taxiways, All equipment and
apparatus in the lab is calibrated and used according to ASTM Standards and all
tests are performed according to ASTM Test Specifications.
2.02 Types of Test:
• Field Classification of Soils
• Moisture Content Test
• Specific Gravity Test
• Atterberg Limits
• Plastic Limit Test
• Liquid Limit Test
• Shrinkage Limit Test
• Grain Size Analysis
• Sieve Analysis Test
• Determination of Moisture/ Density Relationship Test
• In-Place Density Testing
- Sand-Cone Method
- Nuclear Density Gage Method
• Methods of Field Sampling for Soils
• Ohaus Explorer 4000g Capacity Electronic Balances
• 250ml, 500ml, and 1000ml Specific Gravity Glass Pycnometers
• Plastic Limit Sets, Liquid Limit Sets with Drop Cup Apparatus
• 8" Sieves ranging from 1-1/2" to #200 sieve sizes
• 6" Proctor Molds with Standard and Modified Drop Hammers
• CBR Molds with Swell Plates, Indicator Tripods, and Surcharge Weights
• Sand Cone Density Apparatus with Base Plates
• Troxler 3440 Nuclear Density Gauge

3. Concrete & Aggregates Laboratory
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3.01 Purpose
The Concrete & Aggregates Laboratory was established to carry
out tests on concrete and aggregates. The tests are conducted to
determine the engineering properties in terms of strength, strain, fatigue,
creep, elasticity, stiffness durability, and workability. This lab is also used
for the designing, proportioning, mixing, casting, curing, and tooling of
concrete batches, as well as, the erection of industrial formwork for
concrete. All equipment is calibrated according to ASTM Standards and
all tests are performed based on British Standards, ASTM, ACI, and
AASHTO testing specifications.
Work carried out:
- Batching and mixing of concrete mix designs
- Casting and moulding of concrete cylinders, cubes and beams
- Curing of concrete specimens
- Capping of concrete cylinders for compression testing
3.02 Types of Testing:
• Aggregate Testing
- Sieve Analysis
- Dry-Rodded Unit Weight Determination
- Specific Gravity Pycnometers, Conical Molds and Tampers
• Concrete Testing
- Compression testing of concrete cylinders and cubes
- Tensile testing of concrete cylinders using the "Split-Tensile Method"
- Flexural beam testing of concrete beams
• Unit Test compression machine (cylinders & cubes), capacity 2000KN.
• Matest compression machine (cylinder, cubes and beams), capacity
3000KN
• Slump Cone Test Sets with Rods, Scoops, Base Plates and Funnels
• Forney Concrete Air Pressure Meter Type B
• Cement Compression Strength and Air Content Flow Table
• Concrete cylinder capping fixture with melting pot and sulfur capping
compound
• Concrete mixer, molds, formwork, tooling, and accessories
• Ohaus B100P Bench Scales Electronic Balance
• Ohaus Voyager 22 Kg Capacity Electronic Balances
• Specific Gravity Pycnometers, Conical Molds and Tampers
• Unit Weight Containers with Compaction Rods
• 12" Sieves ranging from 1-" to #16 sieve sizes
• Los Angeles Abrasion apparatus.
• Impact value apparatus.
• Aggregate Crushing Value apparatus
• Chloride Migration apparatus.
• Flakiness Gauge
• Elongation Gauge
• Sand Patch apparatus
• 10% Fines apparatus

4. Organogram & Responsibilities
• Project Director
• Controls Manager
• QA QC Manager
• Laboratory Manager
5. Operation, Records & Documentation
Tests may to be carried out will be covered by an acceptable certification
system. The Engineer shall be informed and be given the opportunity to be
present during testing. In addition the Engineer shall have the opportunity to
witness all testing during production. All test results shall be available in the
Contractor's on-site quality documentation system, immediately after the tests
have been carried out.
6. Health & Safety
6.1 Laboratory Safety
• All staff will adhere to safe work practices and wear appropriate P.P.E.
• The laboratory restricts access to the working areas where only
authorized persons can gain entry.
• All staff will ensure that the material reception, working and storage
areas are kept in a clean and tidy condition, conductive to the
maintenance of material segregation, to avoid contamination and to
maintain general good laboratory practice.
• Fire detectors and fire fighters shall be provided in the laboratory. All
personnel working within a laboratory shall make themselves familiar
with the location of the fire fighting and other safety and emergency
equipment.
• Personnel Protective Equipment P.P.E. such as gloves, goggles, masks,
safety boots, etc will be provided as appropriate and staff will be
instructed to use it while performing the tests as relevant.
• Chemicals will be contained as appropriate in closed containers and will
be stored in separate shelves. Chemicals will be handled with caution.
• All containers, bottles, jars, etc used will be clearly labeled with the name
of the contents.
• Before a new or unknown chemical is used within the laboratory
operation, all relevant information shall be obtained from the supplier.
Copies of the material safety data sheet MSDS and COSHH sheets shall
be kept on file by the person in charge.
• The laboratory will be left in a safe condition at the end of the working
day or at shift change.
6.2 Operation of Vehicles & Equipment on Site
• All vehicles will be in good working and a safe condition. Site driving
rules will be adhered to.
• Site equipment will be in good working and a safe condition, equipment
will be provided with the required safety accessories where relevant.
• All plant and equipment brought on site is initially inspected and
thereafter maintained, safe and fit for purpose.
6.4 Trichloroethylene Disposal and Safe use.
• Is used for bitumen extraction and for cleaning equipment. It is
hazardous in case of skin contact, eye contact, ingestion and inhalation.
A copy of the MSDS and the COSHH sheet will be available in the place
of use and at the Site Clinic. The trichloroethylene will be stored, used
and disposed of as recommended in the MSDS sheet.
• The waste trichloroethylene will disposed off as per the Procedure for
site Waste Management Document reference:- PP 707-WMP -1008
copy attached. The waste material will be removed from site regularly by
a licensed waste company.

Crushed Aggregate Base Course (CABC) -
Place, Compact & Test
Reference :-
1. Site Paving Procedure SE-CTJ-01AC-PRO-00026
2. Method Statement for Granular Subbase, Crushed Aggregate Base-course & Cement Stabilised
Base-course SE-CTJ-01CW-MST-00023 Rev 5
Production of Crushed Aggregate Base Course (CABC):
The crushed aggregate base course is produced on site by the accurate
proportioning and blending of four aggregates sizes and water using the
Aggregate Stabilizer plant located in the concrete batching plant yard in
the NDA area on site. The aggregate bins are loaded constantly with
aggregate from the large storage bays by loading shovel. The aggregates
are discharged from the bins controlled by pre-setting discharge gate
openings which discharge the materials on to a single conveyor belt in
even quantities. A conveyor belt carries the aggregates to the mixer unit
that consist of two rotating shafts with paddles to mix the aggregates up
uniformly and direct the aggregates to the outlet of the mixer unit. Water
added to the mix is control by a butterfly valve. It has been established
through trials that when the valve is opened to the permanent mark on the
valve body that the correct flow of water is entering the Pugmill mixer to
give the required moisture content, the mixing process is a continuous
process The wetted and mixed aggregate is discharged from the mixer
unit on to the final conveyor belt that carries the material to the discharge
hopper where the material is loaded in to the wagons.
Survey and Setting out
After verification that the finished subbase layer was within the specified
tolerances, the surveyors establish string lines with support pins at 10 m
centres with the stringlines set 500mm from the required edge at the
finish pavement surface height.
Placement of Aggregate Base Course (CABC):
Aggregate Base Course was class “B” material Aggregate Base Course
is a 40mm down well graded crushed rock mixed with water. Crushed
Aggregate Base Course was mixed with required water to achieve the
optimum moisture content by means of a stationary stabilizer mixing
plant on site. The mixed Aggregate Base Course was delivered by tipper
trucks to the job site and tipped into the paver. Generally 6 to 7 trucks
are required. The material was applied over the full width of the finished
Subbase as per issue for construction drawings in layers not exceeding
150 mm compacted thickness ensuring at all times that the preceding
layer was clean and sound before laying commenced. The Aggregate
Base Course was spread on the Subbase or Rockfill using a tracked
paver with automatic screed control in layers to the required width,
thickness, profile, camber and cross-fall. Average output is 4 loads per
hour = 120 tonnes per hour. Compaction continues for an hour after
laying has stopped.

Compaction of Crushed Aggregate Base Course (CABC):
A Site Trial for compaction was carried out prior to the
commencement of the Crushed Aggregate Base Course (CABC)
operations. Compaction Factor The un-compacted thickness
of the CABC mat behind the paver was greater than the required
compacted thickness to allow for reduction in thickness with rolling
and compaction. Immediately after spreading the Crushed
Aggregate Base Course, the material was compacted as per the
Site trial with 1# single drum roller 18 tonne weight and 1# PTR
roller 23 to 27 tonne weight (Pneumatic Tired Roller). Additional rollers
were used depending on the compaction requirements of specific
areas.
Rolling patter was;-
Firstly - Single Drum roller 2 passes on static, 2 passes on high
vibration & 4 passes on low vibration.
Secondly - PTR roller 2 passes followed by single drum roller 2
passes to polish off.
To overcome difficulty in achieving compaction in hot weather as a
result of fast evaporation of the water, additional watering on site
was implemented. Inaccessible areas for Roller compaction were
compacted by means of mechanical tampers The compacted layer
of the Aggregate Base Course was wetted sufficiently prior to
placing the next layer to ensure proper bond between the layers.
The CABC was compacted to 100% of the maximum dry density in
accordance with the contract specifications. The moisture content
was in the optimum value +2% / -1%
Tolerances of Aggregate Base Course (CABC):
• The tolerances of the finished surfaces of the Aggregate Base
Course were:
o Surface levels: +5mm to -10mm
o Layer Thickness: +10mm to -5mm
The levels and thicknesses of the finished base course was
checked at 25 m intervals along the runway, taxiways and
roads by taking levels on the center line, edge of carriageway
and the edge of the shoulders.
Testing of Aggregate Base Course (CABC):
All required tests and their frequency, in accordance with the contract
specifications, were included in the inspection and test plan The crushed
aggregate base course was delivered, placed and spread in uniform
layers not exceeding 150mm in compacted thickness. The compaction
testing of the CABC was carried out for all layers
Crushed Aggregate Base Course – Compaction Test
The Proctor compaction test is a laboratory
method of experimentally determining the optimal
moisture content at which the Crushed
Aggregate Base Course will become most dense and
achieve its maximum dry density.
The Sand Cone Method is a sand
replacement method for determining the field in-
situ density of the compacted crushed
aggregate base course.
Site Compaction Requirement for the
crushed aggregate base course is 100% of
Maximum Dry Density.
Sand Cone Compaction Test

Earthworks Activities
Article by:- David H Moloney
Contract:- Muscat Airport Expansion Main Contract Nr 1
Taxiway under Construction Parallel to Existing Runway
Content
1. Subgrade Improvement in Cut
2. Granular Subbase
3. Field Compaction Tests
1. Subgrade Improvement
Scarify 150mm depth of existing ground
Spraying Water, Mixing & Rolling
150mm depth of the existing ground at formation is scarified by a grader fitted
with a scarifier rack to break up the soil.
Water is sprayed on the open surface and a grader with its blade mixes the soil
with the water.
Compaction is carried out using16 tonne dead weight single drum rollers.
The compaction requirement is 95% of the maximum dry density. The material
also must have a CBR (Californian Bearing Ratio) of 25% which is checked in
the site laboratory. The minimum CBR rating is used to set the minimum load-
bearing capacity of soils under taxiway & road pavements. Compaction is tested
using the sand replacement method on site.

2. Granular Subbase
Mixing Granular Material
with Water on Site
Laydown & Compaction
The granular material is delivered from the quarry and tipped in a stockpile near
the work area. Water is mixed into the material by spraying from a water tanker
and using the bucket of a loading shovel to churn the material with the water until
thoroughly mixed. Generally 3 trucks are required to cart the material to the
paver. A tracked paver is used to spread the material using stringlines as level
reference in a 150mm deep layer.
After verification that the finished subbase layer was within the specified
tolerances, the surveyors establish string lines with support pins at 10 m centres
with the stringlines set 500mm from the required edge at the finish pavement
surface height.
Compaction is carried out using PTR (Pneumatic Tired Roller) and single drum
rollers. The compaction requirement is 100% maximum dry density.
The level tolerance is +/- 10mm. Compaction is tested using the sand
replacement method on site. Average site output is 4 loads per hour with
maximum 5 loads per hour = average 4 loads @ 30 tonnes 120 tonnes per hour.
Compaction continues for an hour after laying has stopped.
The rolling pattern used was
• 6 passes with steel drum roller on high vibration
• 4 passes with PTR
• 2 passes with steel drum roller on low vibration
• 6 passes with PTR
• 2 passes with steel drum on static
Pass is where a roller travels over a spot on the ground, once.
3. Insitu Compaction Testing
The Sand Cone Method and Nuclear Density Gauge were used for determining
the field in-situ density of the compacted material. The Nuclear Gauge is fast to
use but the results need to be calibrated against Sand Cones results, the results
are not very reliable.
Nuclear Density Gauge Compaction Test

Onsite Concrete Batching Yard
Operation
David H Moloney
Contents,
1 Introduction
2. Equipment
3. Quarry & Aggregate Production
4. Receiving Aggregates, Cement & Admixtures
4.1 Aggregate
4.2 Cement
4.3 Admixtures
5. Batching Operation
5.1 Taking & Fulfilling Site Orders
5.2 Controls
5.3 Loading shovel operation
5.4 Calibration
6. Delivery to Pour Location.
7. Washout for Trucks
8. Weight Bridge
1.0 Introduction
The onsite concrete batching yard comprises three batching plants with mixer,
silos, aggregate bins, conveyors and control equipment, where the ingredients
used to produce concrete are mixed before being transported to the work site
ready to be poured. For hot weather, water chillers and ice making machinery
are installed. .
The advantages of locating the concrete batching plants on site are: .
- better control
- minimum delivery delays
- minimum site time wastage
- minimum risk of the concrete being too wet or too dry
The concrete production resources and capability are geared to the long
term forecasts and peak demand of the Contract. The batching plants
are utilized effectively by reliable ordering and timing of pours.
Requested pour times are accommodated whenever possible
2.0 Equipment
The concrete batching yard contains the following:
• 2 nr concrete batching plants comprising Liebherr pan type mixers with
silos for cement and fly ash, aggregate bins and conveyor belts.
• 1 nr concrete batching plants comprising NACE twin horizontal shaft
mixer with silos for cement and fly ash, aggregate bins and conveyor
belts. This plant is best suited for producing semi dry mixes.
• 1 nr Aggregate Stabilizer Plant
• Water storage tanks
• Aggregate storage bays

• Ice Flake manufacturing plant for hot weather to keep the concrete
temperature below 32*C at point of delivery
• Chillers for cooling water also for hot weather.
• Concrete and Soils Laboratory
• Weight Bridge
• Washout Facility
• Parking area for concrete pumps and trucks
3.0 Quarry & Aggregate Production.
Rock is extracted by drilling and blasting in the company’s quarry, located in the
foothills of the Al Hajar Mountains, 12 miles inland from site. Blasting is used to
loosen and fragment the rock so it can be loaded into tipper trucks which
transport it and tip it into the primary crusher at the crushing and screening plant
yard. Using a series of crushers and screens, connected by conveyor belts,
difference size ranges of aggregates are produced and then transported to the
asphalt and concrete batching yards on site.
4.0 Receiving Aggregates, Cement & Admixtures
4.1. Aggregates -
Only aggregates approved for use in concrete are allowed on site.
Aggregates are delivered to site ready for use. Type and assessment of oversize
and other unsuitable material is visually checked on each incoming truck. All
storage areas are clearly labeled with size and type of material. Aggregate
storage areas have a firm level surface that is well drained.
4.2. Cement, Fly Ash Materials -
Each silo is clearly labeled with a number and material type. The delivery
driver reports to the Batching Plant Operator immediately on arrival at the plant.
The Batching Plant Operator instructs the driver re which silo number to
discharge the load into. The Batching Plant Operator presents the driver with the
appropriate key to unlock the locking system on the specific silo to be filled. Each
silo has a unique key for each locking system and the keys are stored in a
secure cabinet inside the batching cabin. The Batching Plant Operator ensures
that the silo to be filled has sufficient space to accept the load and that the silo
filters are switched on and operational. The delivery driver ensures that the
flexible connection hose and couplings are in good condition and properly
secured. The driver does not leave the controls whilst discharging the load. If
there is any form of dust emission or if the silo high-level alarm sounds the Driver
stops discharging immediately and investigate with the Batching Plant Operator.
After completion of discharge the Driver removes the flexible connection hose,
locks the silo in its former position and returns the key to the batching plant
operator who in turn signs and accepts the delivery ticket.
4.3. Chemical Admixtures
Only chemical admixtures approved for use in concrete and for which a
product safety data sheet and COSHH assessment record is available are
allowed on site. All chemical admixtures are stored in appropriate containers and
adequately labeled. Storage temperatures are in accordance with the
manufacturer’s recommendations and where required thermal insulation is used.
The Batching Plant Operator instructs the Admixture Tanker Driver on
arrival where to discharge and ensure that there is sufficient space in the tank to
accept the quantity delivered. All admixtures are securely stored in designated
areas that are shaded. All admixtures are kept in bunded storage. Admixtures
past their ‘use by’ date or waste admixtures are appropriately containerized,
adequately labelled and disposed of by a registered specialist waste contractor.
Admixtures are not flushed down sinks, into foul drains or into the concrete
recycling system. Admixtures are never flushed into storm drains or poured into
the ground. All spills are reported to the Engineer.
5.0 Batching Operation
5.1 Taking & Fulfilling Orders

• Concrete ordered by the Project Construction Teams is recorded in the
Daily Concrete Requirement Form. Requested pour times are
accommodated whenever possible
• The information on the Daily Concrete Requirement Form details the
following:
o Details of Pour Location,
o Target Start Time,
o Concrete Mix number and concrete Class,
o Target Slump,
o Order Quantity,
o Rate of Pour,
o Pump Requirements,
o Supervisor Controlling Pour with contact
number,
o Any Special Requirements (Ice, access gate,
etc…)
5.2 Controls
• All concrete mix designs are approved before use by the Engineer. The
moisture content of aggregates is tested manually by the laboratory
regularly so as to cross check the moisture sensor read outs.
• The pour supervisor ensures that the pour has been approved in
accordance with inspection procedures and calls forward the concrete
from the Batching Plant in accordance with the delivery order. At this
time the pour supervisor also informs the Testing Laboratory that the
pour is about to start.
• The pour supervisor liaises with the Batching Plant and the Testing
Laboratory and advises of any changes to the scheduled delivery
requirements. The operator monitors the consistency of concrete via the
variation of power consumption on the ampere meter and also visually to
estimate the slump. Water correction from +10kg to -20kg per m3 of
concrete is allowed to be made manually. All added water is recorded in
the batch report.
• Reduction of the volume of water per m3 is made to allow for admixture
water content.
• The Batching Plant informs the pour supervisor about any issues
affecting the concrete delivery schedule. He also produces a concrete
delivery ticket for each load of concrete supplied for presentation by the
truck driver at the pour location.
5.3 Loading Shovels
• The loading shovels are used to transfer aggregates from the storage
bays to the linear aggregate bins and for housekeeping of the stockpiles
during the delivery of aggregates. The linear aggregate bins are clearly
labelled with the size and type of material. The hoppers have dividers
between them to stop contamination of materials.
5.4 Plant Calibrations
• The Laboratory Testing Staff calibrate the weighing systems for
aggregates, cement, water and admixture for each site batching plant at
3 monthly intervals. The sand moisture probes are also calibrated at the
same intervals. Cleaning of items such as the load cell is carried out as
part of the routine maintenance operations, as are frequent inspections
of the gap between the carrying steel structural frame for the device for
determining the weight of admixtures
6.0 Delivery to Pour Location.
A concrete delivery ticket for each load of concrete supplied is issued for
presentation by the truck driver at the pour location. At the pour location the pour
supervisor or testing technician receives the concrete, checks that the mix type,
quantity and location are correct and allows the concrete to be poured. During
pouring the testing technician visually inspects each load of concrete for
consistency and contaminants during discharge. Pour records are also
completed detailing times between batching and placing for each load placed.

The testing technician also tests the concrete for consistency/ temperature and
takes samples for cube strength and durability as specified. The pour supervisor
or testing technician signs each delivery ticket for receipt, retains one copy for
Site records and returns all other copies via the truck drivers to the Batching
Plant. Rejected structural concrete is diverted to another location and used for
blinding or temporary works subject to approval from the relevant person in
charge. The pour supervisor arranges for the re-direction of the concrete.
Rejected concrete that cannot be used elsewhere is returned to the Batching
Plant. The pour supervisor or testing technician annotates the delivery ticket
accordingly.
7. Washout for Trucks
A washout facility for discharging excess concrete and for the washing of
concrete mixer trucks is built in the concrete batching yard. Any excess concrete
either from the production or returned from the site is tipped in the washing pit.
The washing pit is cleaned out from time to time to avoid build ups.
8. Weighing Bridge
A truck weighing bridge is installed at the entrance of the batching yard.
Trucks delivering aggregates and cementatious materials are instructed to drive
onto the weighing bridge when arriving and when leaving after discharging to
ensure control of the delivered materials weights. In the case of aggregate
deliveries, tickets are signed ‘as received’ at this point by an authorized person.

Level Control
1 For Base & Binder courses
Stringline & Joint-matching Shoe or averaging beam
2 For wearing course
David H Moloney August 2011 Method using 2 # Pavers working in Echelon Set paver screed to achieve a compacted thickness of 40mm
Contract:- Muscat Airport Expansion new Runway
References - 1 Method Statement # 40 Level Tolerances Spec Series 400, page 34
2 Specification Series 400 Asphalt Paving Surface +/- 6mm
3 ITP for Bituminous Pavement Activities SE-CTJ-01CW-PLN-00006 Under Straight edge 3mm with 3 m long beam
Level Equipment Marini Asphalt Batching plant
Lead Paver 2 # stringlines Model - Top TOWER 4000 P
Trailing Paver 1 # stringline & joint-matching shoe Plant Capacity - 300 tonnes per hour
Pins set at 10 centres with wire 100mm over finish level Mixer batch Capacity - 3.5 tonnes
Hot mix Storage - 126 tonnes
Joint Pattern across runway
South
Wibau Asphalt Batching plant
Asphalt Batching Plant Schematic Plant Capacity - 180 tonnes per hour
Hot mix Storage - 100 tonnes
Mixer model - WKM 250-4
250 tonne with 4# screens
Batching Plants Capacity
Marini 300 t / hr (TopTower 4000 P)
Wibau 250 t / hr
Total 550 t / hr
Take output @ 450 t / hr
Vogele Super 1900-2 tracked Pavers
Testing Extending Screed type AB 600-2 TP
Levels by Engineers level
Prime Coat - apply by lorry with spray bar @ 90 *C & allow to cure for 24 to 48 hours Smoothness by Straight Edge
Compaction by Cores
Surface Preparation - remove loose material & dirt with mechanical brush Ingredients by Sample to Lab
Temperature by Digital Thermometer
Asphalt Paving - Outputs & Pave Speed
Lorry 35t Round-trip Cycle Time Length of runway appro 5,000 m Train of Laydown & Compaction Plant PTR - Pneumatic Tyre Roller
Travel from batching plant to site Av 5km 10 minutes
Thickness 7.5m strip t/m
Loads
per hour
Lorry
unload
cycle
metres
per hour
Tonnes
per hour
per Paver Delivery :- Tippers & Tractor units with trailers
Queue, Reverse, Unload & Pull out 10 minutes Wearing Course 40 mm 7.5m x 1m x 0.04m x 2.6t/cm 0.78 t/m 6.6 # 9 min 290 m 225 t / hr Pavers:- Asphalt Paver - Vogele Super 1900-2
Return to batching plant 10 minutes Binder Course 50 mm 7.5m x 1m x 0.05m x 2.6t/cm 0.98 t/m 6.6 # 9 min 225 m 225 t / hr Site Pave width 7.5 m Capacity 225 t / hr / paver
Mix & Load 10 minutes Base Course 70 mm 7.5m x 1m x 0.07m x 2.6t/cm 1.365 t/m 6.6 # 9 min 160 m 225 t / hr Rollers :- PTR Pneumatic Tired Roller - Bomag BW 25 RH 25 tonne
Total 40 minutes Prime Coat MC70 Applied to CABC surface - 0.5kgs to 0.6 kgs per m2 Application temperature 90*C +/-5*C PTR Pneumatic Tired Roller - Bomag BW 24 R 24 tonne
=> 10 # Lorries capacity 35t required Tack Coat SS-1 Between asphalt layers - 0.2kgs per m2 to 0.35 kgs per m2 Application temperature 20*C to 70*C Tandem vibratory Roller - Bomag BW161 AD-4 10 tonne
Compaction of Asphalt Roller Pattern - Temp 121 to160*C Temperatures
For 7.5m wide strip & Output 225t/hr Rate of paving 290 m per hr or 5 metres per minute Paver :- Vogele Super 1900-2 Tracked Paver Storage of Bitumen 150*C
Aim - to achieve target density and smoothness of surface Mixing 165*C Incidental Plant & Equipment Steel Tandem Drum Roller
Initial or Breakdown Rolling Intermediate Rolling Finish Rolling Laying 150*C Mechanical Suction Brush
Initial Rolling min 150*C Roller with cutting wheel for longitudinal joints
Cut longitudinal Joint max 80*C Road Saw for transverse Joints
Water Bowzer & Welfare Facility with Toilet
Roller type : Steel Tandem RTR Steel Tandem
Pneumatic Tyre Roller Ballasted to 20 tonne
Typical Crew
Make & model : BW 161 AD-4 BW 25 RD BW 161 AD-4 Engineer Tandem Roller Operatives Environmental Issues - Wastage & Efficiency
# of Rollers 1 # per 7.5m strip 1 # per 7.5m strip 1 # per 2 x 7.5m strips Supervisor Paver Operator Road Planer
# of Passes : 4 # 6 # 2 # Foreman Rake Hand x 2#
Vib / Static : 2 # Static & 2 # Vibration Static 2 # Vibration & 2 # Static Extending Screed type AB 600-2 TP Setting-out Surveyors Labourer x 4#
Weight ballasted Varible Pave Width 3m to 6m , with bolt on extensions to 9.5m Screw man Levels x 2#
Speed : 5 Km/hr 4.5Km/hr 8 Km/hr PTR Roller Operator x 2# Banksman
Tyre Pressure : Pass is "one coverage" by the roller in one direction Breaks for meals 30 minutes maximum
Pneumatic Tyre Roller (PTR) used to knead the mix and achieve most compaction.
Joints Construction Details:- 1 Traverse : Temporary ramp to allow rollers to pass, prior to restart vertical joint cut, stagger joints across adjacent strips by 3 metres. Ingredients Approximate Weights
2 Longitudinal : Add extra 100mm width to pave width for cutting back, offset joints by 300mm, cut with roller wheel when asphalt is below 80* C . Paint joints with tack coat Bitument 60/80 = 4.8% of mix weight Lorry tanker for Prime & Tack Coat
Compaction Requirement :- 94% of Gmm ie Max theroretical Note :- Vertical joint surfaces sprayed with tack coat, particular attention paid to ensure compaction on hot side of joint. Polymer 3.8 kgs per tonne of mix
Runway Asphalt Laydown & Compaction
Exerts both vertical & horizintal force to knead the
asphalt for high compaction, Tyre pressures can be
altered for different applications
25 tonne
5 m/min
4 m/min
2.6 m/min
Lorry load 34 t
43 m / load
34 m / load
24 m / load
Pave Speed
Roller Pattern to be determined by Compaction Test Strip for checking
density & smoothness, detailing sequence of rollers, # of passes, speed of
rollers and vibratory or static passes.
60 lbs/in
Phoenix Model FC 8000 with spray bar, pressure pump
and devise to measure rate of application
Ensure level of aggregate layer under the asphalt base course is not
low. As the daily crew cost if fixed, seek ways to improve the daily
output without compromising quality.
10 tonne 10 tonne
Lorry mounted Bitumen Sprayer c/w hand lance for
cold joint sealing
Material Waste - Keep tight control by reconciling daily the quantity
of bitumen used at the batching plant and asphalt mix used on site,
against the theorical to establish the daily waste factors.
Main Parts
1. Cold bins 9. Hot Bins
2. Cold feed gate 10. Weight box
3. Cold Elevator 11. Mixing unit - pugmill
4. Dryer 12. Mineral Filler storage
5. Dust Collector 13. Hot asphalt cement storage
6. Exhause stack 14. Asphalt weight bucket
7. Hot elevator
8. Screening unit
Initial aka
Breakdown Rolling
Intermediate Rolling
for further compaction
Finish Rolling
for removing marks,
creases & to polish
surface

C:UsersUserDesktopc11f Asphalt Tests Chart -
Chart showing Tests References
Method Statements
SE-CTJ-01CW-MST-00040
Muscat Airport Expansion For inclusion in Factual Report ITP
Mahmoud AbdulBaki 8th June 2011 SE-CTJ-01CW-PLN-00006
The maximum theoretical density (or Rice
Density) is the unit weight of the mix if it were
compacted so it contained no air voids.
TEST & PURPOSE :- Rice Density Test is
a test to compute the Maximum Specific
Gravity (Gmm) of Asphalt
TEST & PURPOSE :- Tensile Strength of
asphalt generally and across joints
TEST & PURPOSE :- Compaction by
testing cores from site
TEST & PURPOSE :- Thickness by
measuring cores from site
TEST & PURPOSE :- Hamburg Wheel tracking Test. Use
this test method to determine the premature failure
susceptibility of bituminous mixtures due to weakness in the
aggregate structure, inadequate binder stiffness, or moisture
damage and other factors including inadequate adhesion
between the asphalt binder and aggregate. This test method
measures the rut depth and number of passes to failure.
Tolerance :- For joints 80% on general
Tolerance:- Min 94% of Maximum Specific
Gravity Gmm
Tolerance:- Reguired thickness -5mm Tolerance:-
Location:- On-site Laboratory Location:- On-site Laboratory Location:- On-site Laboratory Location:- On-site Laboratory Location:- On-site Laboratory
Metal beam 3 mt. long suspended by two legs at the
extremities. Along with two graduated wedges for
measuring
.
TEST & PURPOSE :- Extraction(Bitumen
content & Gradation) to measure
ingredients
TEST & PURPOSE :- Compaction by
Cores
TEST & PURPOSE :- Smoothness by
straight edge and measuring gap underneath
in middle
TEST & PURPOSE :- Engineers Level &
Staff used to take levels
TEST & PURPOSE :- Temperature by digital therometer
Tolerance :- +/- %
Tolerance:- Min 94% of Maximum Specific
Gravity Gmm ie the maximum theoretical
density (or Rice Density)
Tolerance:- Max 6mm with 3m straight edge Tolerance:- +/- 6mm tolerance :- Varies
Location:- On-site Laboratory Location:- On-site Location:- On-site Location:- On-site Location:- Batching Yard & On-site
1
Pavement Trial - Asphalt PmB Basecourse Testing Sheet 1 of 2

Aggregate Storage
Prime & Tack Coat
Production
Diesel Tanks
Laboratory
Marini Asphalt Plant
Weight Bridge
Bitumen Tanks
Wibau Asphalt Plant
PmB Tanks
PmB Production
Lorry
Sheeting
Tower

Specification Requirements Level Control
Concrete PQ ( Pavement Quality) Stringlines & sensors
David H Moloney 19th June 2011 Mix :- 50N40 w/c ratio 0.42% 25mm slump Finish :- Brush Level Equipment
Curing by :- Initial by curing agent then moist hessian & plastic sheeting for 14 days 2 # stringlines
Protection :- Keep traffic and pedestrians off slabs for 14 days Pins set at 5m centres with wire 350mm over ground level
Combines "Lessons Learned" at Doha Airport Separation Membrane :- Plastic Sheeting Paver with autonated level control , sensoring two stringlines
References - Joints Level Tolerances
1 Method Statement # 31 Expansion @ 50m c/c Surface +/- 10mm Concrete Batching Plants
2 Specification Series 5100 Pavement Concrete Contraction @ 5 m c/c Under Straight edge 3 m long. 3mm on slabs & 5mm across slabs Liebherr Mixer 2# 37m3 per hour each
3 ITP SE-CTJ-01CW-PLN-0008 Longitudinal @ 5m c/c Slab Thickness NACE Mixer 1# 43m3 per hr
4 Drawings SE-CTJ-CWCA-X-12000X-63011 Sealant for concrete joints - Cold applied Polyurethane or polysulphide Not less than designed thickness by 15mm on average Above based on 90 second mixing times
Materials Approval Submissions Sealant for concrete to asphalt joints - Hot applied
Temperatures :- Fresh max 32*C, during hardening max 65*C
Sun's Rays Protection :-
Wastage & Efficiency Cover with canvas shade set 300 high
Tipper Lorries
3 axles, 8m3
Vibrator fitted to aid discharge
Slab Thicknesses
Runway & Aprons = 450mnm
Stands & Isolation Bays = 390mm
Fuel Farm = 250mm
Gomaco Placer / Spreader
Testing Train of Plant Gomaco Slipform Paver GP-2600
Consistence by slump cone Delivery :- Tipper lorries
Compressive strength by Cubes Placer :- Gomaco Placer / Spreader with side conveyor
Levels by Engineers level Slipform Machine:- Gomaco GP-2600
Smoothness by Straight Edge Touch up :- Off foot bridge on wheels
Plastic separation membrane placed on Cement Stabilised Base Course CSBC Ingredients by Sample to Lab Brush :- Gomaco Texturing Machine
Spray Bitumen coat, better than plastic sheet as paver will tear it. Quantities, Outputs & Durations Texture depth by Sand patch method Curing :- Spray off foot bridge on wheels
Quantities Cutting Joints :- Saw cut contraction joints within 10 hours
Lorry Round-trip Cycle Time Slabs for Runways & Taxiways = 12,400 m3 Dowel drilling :- Drilling Rig
Travel from batching plant to site Av 5km 10 minutes Aprons & Aircraft Stands = 127,200 m3
Queue, Reverse, Unload & Pull out 3 to 5 minutes TOTAL = 140,000 m3
Return to batching plant 10 minutes Materials Typical Crew Gomaco Texturing Machine
Mix & Load 10 minutes Output per Day (10 hrs shift) 7 # by 45 m long strips = 700 m3 / day Concrete 50N40 25mm slump Engineer
Total 40 minutes => 200 days Curing Agent - Concure by Fosroc Supervisor
=> 8 # Lorries with capacity 8m3 required Slipform - Outputs & Pave Speed Joint Sealant Slilform Operator
Rate of Pour = 100 m3 per hour Concrete Mix Details 25mm slump Hot - Igas-K by Sika Labourer
Sequence of Construction :- Volume per metre run = 2.25 m3 per metre run 50N40 with < 40 mm slump. Temp <32*C Cold - Colpor by Fosroc Banksman
Hit and Miss strips Linear metres per Hour = 45 linear metres per 60 minutes 410 kgs Cement Joint Filler Hydrocell by Fosroc Breaks for meals 30 minutes maximum
Hand lay stop ends with shutter & return ends Rate of Pave = 0.75 linear metres per minute 745 kgs Washed Natural Sand Anchor Grout for Dowels Lokfix by Fosroc
Formwork at start 320 kgs 10mm Crusher Agg
Alternative put a stop end in 0.75m past the original line and deep saw at a later date, 450 kgs 20mm Crusher Agg Saw Contraction joints
Jump Bay at expansion joints 480 kgs 40mm Crusher Agg within 10 hours
154 kgs Water
Sequence of Construction Photos Note :- Position of ground lights relative to slab joints to be looked at. 4.5 ltrs Rheobuild 857
Sealing Joints
Dowel Cage 5m x 5m x 0.45m concrete pavement Slab
Dowels & Tie-bar
Placer with side conveyor Slipform Paver Float at back Foot bridge Texturing Machine Foot Bridge 40 mm dia coated for Contraction & Expansion Joints
Step 1 Step 2 Step 3 Step 4 Step 5 16 mm dia for Longitudinal joint with Key ( Tie joint)
Unload place, spread, strike off Vibrate, Screed & Float Touch up Brush Finish Curing by spray Note expansion joints dowels to have caps
& Final touch up Dowels preassembled in cages for contraction joints Dowels Drilling Rig
Note - No reinforcement in slabs 500 # holes per day per Rig
Telescopic Frames 3.66 m to 9.75 m
Cost
Controls.
Save
concrete
by
keeping
the
layer
of
cheaper
material
underneath
on
the
high
side
of
the
allowable
tolerance.
Carry
out
daily
material
reconciliations
on
the
material
used
against
the
quanity
that
will
be
paid
under
the
contract.
Record
the
daily
waste
factor
and
seek
ways
to
reduce
waste
and
improve
output.
60 # persons
Material Waste - Keep tight control by reconciling daily the quantity of concrete used on
site, against quantity that will be paid to establish the daily waste factors.
Ensure level of cheaper aggregate layer under is not low. As the daily crew cost if fixed,
seek ways to improve the daily output without compromising quality.
Concrete Pavement by Slipform

David H Moloney
Inset Runway Lighting & Elevate Approach Lighing Inset Light & Pot Layout of Trenches Cross Section of Inset Ground Light
Cutting Trench for Ducts Placing Ducts Manhole Precast Bachfilling Trench with Concrete
Core Drilling for Inset Light Removing Core Fixing inset ground light Placing Cables in ducts
Approach Lights - Elevated Approach Lights - Elevated Electrical Sub-Station Electrical Sub-Station
o
Airfield Ground Lights - AGL

C:UsersUserDesktopc16 Airside HSSE POSTER
Contractor :- ABC plc
Date :- May 2021
Project :- ABC Contract
By :- David H Moloney
Aim of this Poster to to bring to the attentions of the workforce the issues in a straighforward and easily understood way. Print A3 or A2 size.
aims to create an Irish society where everyone can enjoy physical and mental health, and where wellbeing is valued and supported at every level of society.
1
1 1 1
Cause - Pumping & run-off
Settlement Pond & Filter Drain
Filter Drain
Stream / River
Preventative Measures Measures Measures Preventative Measures
1 1 1 1
2 2 2
3 3 2
Airport Security
Aviation security is a combination of
measures and human and material
resources in order to safeguard civil
aviation against acts of unlawful
interference. Unlawful interference could
be acts of terrorism, sabotage, threat to
life and property, communication of false
threat, bombing, etc.
Airport Security
Report any suspicious activities or
persons
Only discharge silty water into designated
settlement systems or onto grassland.
Reclamation of waste at source with
recycling.
Record waste details according to
consignment record system to ensure
compliance regulations
Source - Used oil/fuel filters, waste oil, used
batteries, solvent and thinners, paint wastes,
asphalt road planings etc.
Usage of Alternative 'ECO Friendly'
Substances, Reduce or Substitute.
All hazardous waste shall be
appropriately packed, labeled
Hazardous waste shall be disposed
at licensed treatment or disposal
sites only.
Don’t pump silty water directly into rivers,
ditches or surface water drains.
Designated vehicle wash areas
Sheeting vehicles carrying dusty
materials to prevent materials being
blown from the vehicle whilst
travelling
Cause - Blown from the vehicle whilst travelling
Air Pollution - Dust
Waste Hazardous
Organization, Responsibilities & Supervision
Project Director: Overall responsibility for the project
operations and activities in a manner to ensure attaining the
project objectives.
HSSE Manager: Responsible for ensuring that all the project
activities are performed in an appropriate manner fulfilling the
project health, safety and environmental requirements.
Safety Officer, responsibe for: Toolbox talks, Implimentation
of Method statements, Training of workforce, provide safe
system of work and comploance with safety procedures
Site Engineer/ Site Superintendent: Responsible to
ensure that the construction of the Common water supply is in
accordance with the current issue of construction, shop
drawings, method statements and specifications
Land Surveyor Responsible to set out the lines and
reference benchmarks which should assist the erection crew
during construction. All setting out works will be based on
current issues of construction/ shop drawings.
General Foreman: Responsible for executions of works as
per the method statement
Health, Safety, Security & Environment for Airside Construction
Training
Site Induction
Toolbox Talks
Training Matrix
Tracking HSSE Issues
Use Dashboard Monthly
Dedicated
Recycling Skips
Ground Water Pollution
References
Contractor's Documents
1. Health, Safety &Environment Plan
2. Method Statements - various
3. Risk Assessments
4. Airside Specific Documents
a. Method of Work Plan
b. Risk Assessments
ICAO Documents
1 ICAO's Annex 14 Volume1 Aerodromes Design &
Operations FOD can cause damage in a number of
ways, the most notable being:
- Damaging aircraft engines if ingested;
- Cutting aircraft tyres;
- Lodging in aircraft mechanisms
preventing them from operating properly;
- Injuring people afer being propelled by
a jet blast or prop wash.
the “obstacle limitation surfaces” define
the limits to which objects may project
vertically into the airspace surrounding an
aerodrome so as to permit aircraft to be
operated safely.
Bird strike is a collision between an
airborne animal and are a significant
threat to flight safety, and have caused a
number of accidents with human
casualties. Donts attract brirds by feeding
them or leaving waste food around
COSHH is the law that requires employers
to control substances that are hazardous
to health. Aim is to prevent or reduce
workers exposure to hazardous
substances
E
N
V
I
R
O
N
M
E
N
T
The aim is to create a site where
everyone can enjoy physical and
mental health, and where wellbeing is
valued and supported at every level.
The objective of workplace safety is to
help prevent workplace injuries,
illnesses, fatalities and damage to
property. To carry out Risk
assessments to identify Hazards and
establish control measures to reduce
risks. To provide guidance in the
event of an accident, fire, natural
disaster or other emergency.
The aim of aviation security is to
prevent acts of unlawful interference,
above all by keeping threatening
items such as arms and explosives
away from aircraft.
Environmental protection is the
practice of protecting the natural
environment. Its objectives are
to conserve natural resources and the
existing natural environment and,
where possible, to repair damage and
reverse trends.
H
e
a
l
t
h
S
A
F
E
T
Y
S
E
C
U
R
I
T
Y
Personal Protective Equipment
Security Pass Security Screening
PPE will protect the user against
health or safety risks at work. E.g
safety helmets, gloves, eye protection,
high-visibility clothing, safety footwear and
safety harnesses. respiratory protective
equipment (RPE).
Safety Training
To provide the workforce with knowledge
and skills to perform their work in a way
that is safe for them and their co-workers.
Restricted Airspace Foreign Object Debris (FOD)
Waste Non-hazardous
Equipment will be subject to x-ray
screening when going through security.
Persons will be scanned. The scanner
software recognizes metallic and non-
metallic items hiding under clothing.
Applicants will be vetted for criminal
records. Security pass must be worn when
airside
Bird strikes
Substances Hazardous to Health Jet Noise
Jet Blast
Can blow over ground equipment
(baggage carts, aircraft steps, vehicles,
etc.), cause structural damage to
buildings, or injure or kill passengers,
crew and ground personnel
Jet noise is also responsible for some of
the loudest sounds ever produced by
mankind.
Wear hearing protectors when engaged in
work that exposes you to noise
Flow

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