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shoulders do not support the loading imposed by aircraft, four options were considered.
These included asphalt pavement, artificial turf, precast concrete panels and tack coat.
Leung, Little, and Li 8
Life cycle cost evaluations, risk assessments and work program implication analyses
were conducted on all four options. Based on the results, the asphalt pavement option was
finally adopted. The new pavement comprises a 50 mm Marshall Asphalt Wearing Course
and a 150 mm Crushed Aggregates Base Course (CABC) on top of the existing compacted
subgrade. Run-up slabs were provided at the taxiway /runway junctions. Typical details are
shown in Figure 2.
Figure 2 - Taxiway Shoulder Widening Detail
The first phase of the widening works covering Taxiways H, J, V, V1, and W with
total area of 108,090 m2 was completed in 2006. Part of the works were carried out under a
special arrangement of partial closures of the taxiways sections to allow for 24 hour work. In
critical sections, the widening works had to be carried out during the night closure period
between 00:00hrs to 08:00hrs.
Before excavation, utilities defect surveys and trial trenches were carried out to
identify existing cables and utilities. Protection or diversions were then carried out as
necessary. The existing top soil of 200 mm depth was removed, the subgrade compacted, and
a double layer of tack coat was applied followed by the laying of 150 mm CABC. The tack
coat was applied on top of the exposed CABC after each work shift prior to handing back the
taxiways for operation. The wearing course was laid only after the completion of a
substantial area of CABC. At taxiway runway junctions, the existing run-up slabs had to be
removed and re-instated after the pavement widening was complete.
3.2 Relocation of Runway Holding Points
Following the findings of the A380 Compatibility Study in 2005, the runway stop
bars (for runway entry and runway crossing) were relocated to comply with the minimum
distance of 107.5 meter from the runway centreline. A total of 15 stop bars were relocated,
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nine on the South Runway and six on the North Runway. The existing Movement Area
Guidance Signs (MAGS) were also relocated adjacent to the new stop bar locations. Typical
details of the stop bar AGL are shown in Figure 3.
Figure 3.
Construction Constraints
Access to the Southern Runway was granted 5 nights per week (00:30 to 08:30 hours)
and to the North Runway, 2 nights per week (01:00 to 08:30 hrs). Areas were required to be
operational again after each work shift, with the exceptions of the runway secondary entry
whereby 24 hours access was allowed.
Site Constraints
Detailed design revealed that other utilities or drains under the pavement or on the
ground clashed with some of the proposed stop bar locations. Hand dug trial pits were
carried out to identify problem locations and determine the appropriate construction method.
Construction Method
The conventional cast-in-situ method, as shown of Figure 4, was adopted for
relocating those stop bar AGL at the runway secondary entries for which the entire runway
entry was closed off and 24 hour work duration was allowed.
Leung, Little, and Li 10
Figure 4 - Cast-In-Situ Method on Asphalt Pavement
The pre-cast method as shown on Figure 5, had to be used for relocating those stop
bar AGL at the runway preliminary entries for which access was limited.
Figure 5 - Pre-cast Method on Asphalt Pavement
3.3 Modification of Aircraft Loading Bridges in HKIA
The Passenger Terminal Building (PTB) in HKIA is equipped with 49 frontal stands.
Five dedicated stands located at the Northwest Concourse were designed to accommodate the
New Large Aircraft (NLA). With the development of the A380 aircraft, the boarding bridges
at two stands (N60 and N62) underwent a series of modifications to provide passenger
boarding and disembarking services to take multi-deck aircraft.
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Each of the boarding gates comprises of two apron drive loading bridges with a threetunnel
configuration, specifically designed to provide parallel boarding or disembarkation
services for aircrafts. Different modifications options of these loading bridges were
considered and the option most compatibles with the A380 implemented.
Operation Modes of Aircraft Loading Bridges for A380
The A380 is the world’s first double-deck jetliner with a full upper deck cabin layout
for passenger seating. As shown in Figure 6, there are seven passenger doors on each side of
the aircraft, 3 on the upper deck and 4 on the lower deck.
Figure 6 - A380 Door Arrangement
With two loading bridges installed at each gate, namely
　
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