Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 https://e-journal.
id/index.
php/livas/index EVALUATION OF PAVEMENT THICKNESS FOR THE APRON
DEVELOPMENT AT SULTAN HASANUDDIN AIRPORT MAKASSAR USING
THE ACN/PCN METHOD
Dewi Rintawati 1*.
Christina Sari2.
Andhita Vinka Octaviani3
1,2,3
Departement of Civil Engineering, the Faculty of Civil Engineering and Planning.
Universitas Trisakti.
Jakarta.
Indonesia *Corresponding author: dewi.
rintawati@trisakti.
ABSTRACT
Sultan Hasanuddin Airport in Makassar has experienced an 11% increase in A passenger traffic and a 9% annual growth in aircraft movements.
In 2019.
A Sultan Hasanuddin Airport undertook an apron development to address these A An evaluation of the development was conducted to determine the A appropriate apron pavement thickness.
Aims: The aim of this study is to evaluate the apron pavement thickness by A comparing conventional calculations with the existing conditions.
Methodology and results: The calculation methods compared three approaches: conventional methods and the ACN/PCN system.
The study results using the ACN/PCN method require aggregate design thicknesses for the pavement.
The thicknesses for each apron development area are 84 cm, 91 cm, and 93 cm.
Conclusion, significance and impact study: Comparing the results of the three methods with the current conditions, which are 95 cm and 110 cm, the pavement thicknesses from the 2019 developmentAi84 cm, 91 cm, and 93 cmAiare safe for up to 20 years and are capable of supporting the planned B777-300 aircraft according to the design specifications.
MANUSCRIPT
HISTORY
Received August 14, 2024
Revised January 13, 2025
Accepted February 3, 2025
KEYWORDS
Airside.
Airport.
Pavement.
ACN/PCN.
Apron
INTRODUCTION
Sultan Hasanuddin Airport is one of the airports with relatively high traffic flow.
This can be seen from the data provided by PT Angkasa Pura I (Perser.
, which reported that in 2018, the passenger traffic reached 13.
5 million passengers, an increase of 10% from the previous yearAos Doi: https://doi.
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Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 3 million passengers.
The passenger traffic in 2018 was the highest in the past five years from 2014 to 2018.
The average increase in passenger traffic over the last five years was 11%.
This increase in passengers is reflected in the increase in aircraft movement.
In 2018.
PT Angkasa Pura I (Perser.
recorded 118,538 aircraft movements, an increase of 4% from the previous yearAos 113,991 aircraft movements.
The 2018 aircraft movements were also the highest in the past five years, from 2014 to 2018.
The average increase in aircraft movements over the last five years was 9%.
These conditions have led to a shortage of landside capacity, namely the terminal, which can only accommodate 7 million passengers.
Similarly, the airside capacity is also insufficient.
address these issues, the development of Sultan Hasanuddin Airport began in 2019.
The Stage I development project of Sultan Hasanuddin Makassar Airport consists of two work packages.
Package 1 includes land-side facilities such as revitalizing the existing terminal, expanding the existing southern terminal, parking building, and main terminal access road.
Work on Package 1 is incomplete due to a temporary work stoppage.
Package 2 includes airside work, the expansion of the south and east aprons, and supporting infrastructure, which has been completed.
According to the Ministry of TransportationAos Directorate General of Civil Aviation .
SKEP/77/VI/2005, an apron is a designated area where aircraft can be parked for passenger loading and unloading, cargo handling, parking, or aircraft maintenance.
The apron is directly connected to the terminal building, which significantly impacts the apronAos ability to service parked aircraft and other activities .
In the expansion of the airside facilities, namely the southern and eastern aprons, in Stage I of the Sultan Hasanuddin Makassar Airport Development Project, the type of aircraft that will operate or use the apron facilities will not only affect the dimensions and area of the apron but also impact the thickness of the pavement due to the load from the aircraft.
Therefore, it is necessary to conduct an "Analysis of Pavement Thickness in the Development of the Apron at Sultan Hasanuddin Makassar Airport" to determine whether the design of the new apron pavement is optimal for supporting the aircraft loads that will operate with a comprehensive RESEARCH METHODOLOGY Sultan Hasanuddin Airport is located in Maros Regency, approximately 22 km from Makassar City.
South Sulawesi Province.
The geographical coordinates of the airport are 05A 03A 39A S Doi: https://doi.
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25105/livas.
Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 latitude and 119A 33A 16A E longitude, with an altitude of 14.
44 meters above sea level.
1 Data Collection Planned Aircraft Data The planned aircraft is the aircraft that will cause the most damage to the pavement .
Aircraft Traffic Data The aircraft traffic data required for input into the FAARFIELD and COMFAA software, as well as for graphical calculations using the ACN/PCN method, includes the annual departure data of the aircraft to be operated .
Subgrade CBR Value and k-Value In flexible pavement design, the bearing capacity of the subgrade is expressed in California Bearing Ratio (CBR) values.
In rigid pavement design, the bearing capacity of the subgrade is described in terms of the modulus of subgrade reaction .
-valu.
The k-value is a constant for the material supporting the rigid pavement and indicates the bearing capacity of the supporting material.
Existing Pavement Data for Apron Development This data includes the pavement type, total pavement thickness, pavement layer structure, and Pavement Classification Number (PCN) value.
2 Data Analysis The data analysis method simplifies and makes the obtained data easier to understand.
The secondary data required for this final task is from PT.
Angkasa Pura I.
Calculations are then performed, based on the available data, to determine the pavement thickness and the bearing capacity of the apron pavement development using the ACN/PCN method.
RESULTS AND DISCUSSION
This study analyzes the apron pavement thickness for the development of Sultan Hasanuddin Airport using secondary data obtained from PT.
Angkasa Pura I, including CBR, subgrade k-values, concrete slab flexural strength, and aircraft traffic data.
In designing the apron pavement Doi: https://doi.
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25105/livas.
Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 thickness using the ACN/PCN method, the annual departure data of various aircraft operating at the airport are converted to a critical design aircraft to yield the total equivalent annual departure value .
For the calculation of the equivalent annual departure, the annual departure data .
of the aircraft are used, with the critical design aircraft being the B777-300 ER, which has a maximum take-off weight of 774,999 lbs.
A stabilized subbase (Modulus of Soil Reaction Stabilization Subbas.
is required because this rigid pavement design uses the critical planned aircraft type B777-300 ER, which weighs more than 100,000 Lbs.
,400 k.
Therefore, according to the International Civil Aviation Organization (ICAO, 1.
, the K-value for the stabilized subbase (Modulus of Soil Reaction Stabilization Subbas.
is required to determine the thickness of the concrete pavement layer .
To determine the K-value of the stabilized subbase (Modulus of Soil Reaction Stabilization Subbas.
, use Figure 2.
7 by plotting the assumed subbase layer thickness and then drawing a vertical line down to the K subgrade value (Modulus of Subgrade Reactio.
Then, draw a horizontal line perpendicular to the vertical line to obtain the stabilized subbase K value .
The subgrade K-values for Zones 1, 2, and 3 used in Figure 2.
7 are 295 PCI or 80.
30 MN/mA, 172.
4 PCI
8 MN/mA, and 115.
8 PCI or 31.
44 MN/mA, respectively.
The assumed subgrade thickness is 4 inches or 10 cm for Zone 1 and 5.
9 inches or 15 cm for Zones 2 and 3.
The resulting K-stabilized subbase values for determining the thickness of the concrete slab layer are 349 lb.
/inA or 95 MN/mA for zone 1, 289 lb.
/inA or 74 MN/mA for zone 2, and 232 lb.
/inA or 60 MN/mA for zone 3.
Table 1 Result of K-Stabilized Subbase Value ZONA 1
ZONA 2
ZONA 3
349 LB/IN3
289 LB/IN3
232 LB/IN3
95 MN/m3 74 MN/m3 60 MN/m3 Next, to determine the thickness of the concrete slab layer using the graph for rigid pavement design in this study, several parameter data are required, such as the MTOW (Maximum Takeoff Weigh.
of the critical planned aircraft, equivalent annual departure values, stabilized subbase K-values, and the flexural strength of the concrete slab .
Table 2 contains the parameter data for each zone required to determine the concrete slab layer thickness design.
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Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025
Table 2 Parameters of Concrete Slab Layer Design Value MTOW aircraft critical plan
equivalent annual departure ZONA 1
ZONA 2
ZONA 3
B777-300 ER
B777-300 ER
B777-300 ER
774999 lbs
774999 lbs
774999 lbs
349 LB/IN
K stabilized subbase 232 LB/IN3 74 MN/m3 60 MN/m3 289 LB/IN 95 MN/m3 Flexural Strength Slab
K-400
618,46 psi atau 4,26 Mpa Once the parameter data needed to determine the concrete slab layer thickness is obtained from Table 2 for each zone, the thickness of the rigid pavement concrete slab can be determined using the ICAO graphs by plotting the parameter data for each zone.
Based on Figures 4.
4, 4.
5, and 4.
above, the resulting concrete slab layer thickness for the rigid pavement design of the apron development at Sultan Hasanuddin Airport in this study is 39 cm for Zone 1, 41 cm for Zone 2, and 43 cm for Zone 3, as shown in Table 3.
The final design results for pavement thickness obtained from the manual graphic ACN/PCN method are shown in Table 4.
Table 3 Concrete-Slab Thickness Results ACN&PCN Method
ZONA 1
39 cm
ZONA 2
41 cm
ZONA 3
43 cm
Table 4 Pavement Thickness Results of ACN PCN Methode ZONA 1
ZONA 2
ZONA 3
Subsoil CBR
K subgrade 80,30 MN/m3 46,8 MN/m3 31,44 MN/m3 K Subbase stability 95 MN/m3 74 MN/m3 60 MN/m3 Concrete Quality Strong Bending Concrete 4,26 Mpa
4,26 Mpa
4,26 Mpa
Portland Composite Cement
(PCC)
Stabilized Base Layer
(P-304 CTB)
Base Layer (P-209 Cr A.
Subbase Layer (P-154 UnCr A.
39 cm 41 cm 43 cm 15 cm 15 cm 15 cm 20 cm 20 cm 20 cm 10 cm 15 cm 15 cm Doi: https://doi.
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Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025
Total Pavement Thickness ZONA 1
ZONA 2
ZONA 3
84 cm 91 cm 93 cm The total thickness of the apron pavement for this study is 84 cm for Zone 1 of the apron development, with a concrete slab layer thickness of 39 cm, a stabilized base layer thickness of 15 cm, a base layer thickness of 20 cm, and a subbase layer thickness of 10 cm.
The total pavement thickness is 91 cm for Zone 2 of the apron development, with a concrete slab layer thickness of 41 cm, a stabilized base layer thickness of 15 cm, a base layer thickness of 20 cm, and a subbase layer thickness of 15 cm.
The total pavement thickness for Zone 3 of the apron development is 93 cm, with a concrete slab layer thickness of 43 cm, a stabilized base layer thickness of 15 cm, a base layer thickness of 20 cm, and a subbase layer thickness of 15 cm.
The design thickness for the subbase, base, and stabilized base layers using the ACN/PCN method is determined based on the desired design thickness, with the rule that these layers shall not be less than the required minimum thickness .
The Pavement Classification Number (PCN) can be determined based on the total pavement thickness obtained.
From the calculation of the pavement bearing capacity values shown in Table 4, the PCN values are 94 for the pavement in Zone 1, 110 for the pavement in Zone 2, and 115 for the pavement in Zone 3 of the apron After determining the PCN values, a declaration can be made for the PCN value of the apron because the aircraft landing gear pressure is classified as high, and the evaluation method for determining the PCN value is a technical study method, meaning the PCN value is derived from technical studies through data computation.
The final PCN values are summarized in Table 5.
Table 5 PCN Value from ACN PCN Method
K subgrade K Subbase stability CBR Value Total Thickness PCN Value Zona 1
80,30 MN/m3 95 MN/m3 84 cm
Zona 2
46,8 MN/m3 74 MN/m3 Tabel 6 Declaration of PCN Writing ZONA 1
94/R/BX/T
ZONA 2
110/R/B/X/T
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ZONA 3
115/R/B/X/T
Zona 3 31,44 MN/m3 60 MN/m3 Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 From the calculation of the pavement bearing capacity values in Table 5, the Pavement Classification Number (PCN) values are 94 for the apron pavement in Zone 1, 110 for the apron pavement in Zone 2, and 115 for the apron pavement in Zone 3.
Once the PCN values have been determined, the next step is to prepare the declaration of the PCN value for the apron.
Since the aircraft landing gear pressure is categorized as high, the evaluation method for determining the PCN value is a technical study method, which means the PCN value is derived from technical studies through data computation.
Table 6 shows the PCN declaration for the apron pavement development in this study.
In comparison, another study at Soekarno Hatta International Airport uses ACN/PCN and MEPDG to evaluate apron pavement performance .
Pavement failures were observed due to high-frequency operations of wide-body aircraft such as Boeing 777 .
This resulted in pavement rehabilitation with increased thickness and higher quality materials.
The existing apron pavement at Sultan Hasanuddin Airport is sufficient for current aircraft operations, but future aircraft weight and frequency increases may require upgrades.
The ACN/PCN method provided a reliable initial assessment but should be supplemented with mechanistic approaches for long-term pavement performance evaluation .
Comparative studies from other airports indicate hybrid pavement structures and alternative design methods .
MEPDG.
LET) provide more accurate and sustainable solutions for apron pavements .
The recommendation for PCN evaluation is to regularly update data based on actual aircraft traffic and pavement condition surveys .
, use MEPDG or FEA for detailed stress-strain analysis, and implement polymer-modified asphalt or high-performance concrete to extend the pavement's lifespan, anticipate future traffic growth, and plan for necessary pavement strengthening .
CONCLUSION
The results of the pavement thickness and bearing capacity calculations using the ACN/PCN method are as follows: For the apron development area in Zone 1, the total pavement thickness is 84 cm with a PCN of 94/R/B/X/T.
For Zone 2, the total pavement thickness is 91 cm with a PCN of 110/R/B/X/T.
for Zone 3, the total pavement thickness is 93 cm with a PCN of 115/R/B/X/T.
The ACN/PCN method provides a pavement thickness design using rigid pavement design graphs based on the critical design aircraft.
It calculates the bearing capacity by converting the stabilized base K-value back to CBR values.
The design results for the apron development at Sultan Hasanuddin Airport in this study show a different pavement thickness and bearing capacity Doi: https://doi.
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25105/livas.
Evaliation of Pavement Thickness For the Apron Development at Sultan Hasanuddin Airport Makassar Using the CAN/PCN Method Rintawati.
Sari.
Octaviani p-ISSN 2580-7552.
e-ISSN 2548-7515.
Volume 10.
Number 1, pp 11 Ae 19, 2025 compared to the existing conditions.
The rigid pavement design for the apron development in this study has a lower total pavement thickness but a higher bearing capacity compared to the existing conditions.
By integrating the ACN/PCN method with advanced modeling approaches, the pavement design at Sultan Hasanuddin Airport can be optimized for long-term durability and .
REFERENCES