It is noted that the thickness of the layers required for the exits is close to the thickness of the
runway, so the thickness will be the same for the runways, taxiways, and exits ( 379 mm, rounded to
400 mm ). This convergence in the value resulted from the strength of the soil (CBR), which led to
the use of the minimum thicknesses as shown in Table 9- 5.
9.4 Design of Apron Area Rigid Pavements
Apron pavements need to be designed to handle the aircraft planned to use the apron. Apron design
considerations include pavement useful life, surface damage, resistance to fuel spills, the effect of
aircraft static load, the effect of any airport support equipment including passenger boarding bridges,
and Aircraft Rescue Fire Fighting Equipment (ARFF), and pavement maintenance requirements.
Based on the considerations performed, it is recommended that the pavement be constructed
using rigid concrete pavement. This recommendation is based on:
- Under all weighting options, concrete is the preferred pavement type for the static load.
- Concrete is clearly a favored option from the technical perspective for heavy aircraft parking that is
irregularly shaped. - Whilst rigid pavement having the highest capital cost, it is considered to present the lowest whole
of life cost based on its longer design life and reduced pavement maintenance requirements - Design Inputs
Annual Departure, shown in Table 9-3.
Modulus of Subgrade Reaction, k = 28.6926 × CBR0.7788, (k, pci)
For CBR 47, K value is 575 pci = 156.2 MN/m^3