SAFETY NOTICE

OPERATIONAL CONSTRUCTION PLAN OF

DELEATHALISATION AERODROME SURFACES

PHASE 1

START DATE 18TH MARCH 2013

DURATION 5 WEEKS

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Contents

Part 1 Description of the Construction Project Part 2 Environmental Issues Part 3 Health and Safety Issues Part 4 Schedule of Works 1 Basic Schedule 2 Works Detail

Part 5 Works Method and Management 1 Airside Familiarisation and Training for Contractors 2 Site Control and Management 3 Contractor Compound and Storage 4 Access Control and Vehicle Operations 5 Plant and Machinery 6 Airside Vehicle Routes

7 Working Adjacent to the Runway 8 Emergency Precautions and Actions

9 Work Area and Runway Inspections

10 Disruptions to Licensed Aircraft Operations 11 Runway Declared Distances

12 NOTAM Information 13 Wildlife Control

Part 6 Communication Plan

Part 7 Illustrations, Drawings and Plans

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Part 1 Description of the Construction Project 1. This document details the location and extent of Phase 1 of the deleathalisation

works, the method of construction, environmental and safety hazard aspects considered, effect on normal airport activities and methods of communicating the requirement and operational constraints to all airport users, Natural England and the CAA.

2. The work is due to start week commencing 18th March 2013, and is scheduled to

last 5 weeks. The work is required to ensure that an aircraft which leaves the runway does not subsequently come in to contact with a buried upright surface associated with the edges of taxiways, chambers and ducting or the bases of navigational aids and other equipment within the clear & graded area. Basically, the work will entail the removal of the soil surface to an appropriate depth in line with the minimum requirements set out in CAP 168 Chapter 3, 4 Runway Strips. This section covers treatment of buried upright surfaces and deleathalisation of the obstruction in the way of a slope constructed at a depth not less than 0.3m below ground level and extending in a slope no greater than 1:10.

3. The design of the delethalisation ramp will be different dependant on whether there

are existing taxiway / runway light units in the immediate location or not. The variants are drawn on the plan ‘Delethalisation Works Typical Details 1’ at Part 7. Where there are no AGL which are positioned within the treated area the ramp shown at Detail B will be used.

4. Where it is possible and dependant on the ground soil condition, the top turf will be

removed and retained to be reinstated after the work is complete, the area will be excavated to the required depth and the spoil retained to be reinstated and levelled within the ramp area. Any remaining spoil will be stored for future use by the airport authority.

5. Where there are current light units these will be integrated within the delethalised

portion using either the method C1 or C2 described within the plan, ‘Typical Details 1’.

6. Currently, the elevated taxiway and runway light units are connected to concrete

bases with the power cables running out from a conduit built in to the base to the transformer. Cables for the existing AGL are generally shallow buried within the ground without the benefit of being placed within conduit and the transformers positioned one metre from the light unit again buried in the ground.

7. Where possible, it is intended to provide new deep can base housing units with

connecting ducting built in to the delethalised portion. The deep can base units will be purpose made receptacles, where either the elevated or flush light fitting can be attached to the top and also contain the cabling and transformers all in one place. Dimensions of the cans are approximately 30cm wide and 60cm deep. Using these type of bases will aid future maintenance on the units as there will be no requirement to initially locate and uncover cables and transformers, there will be a net gain in runway safety; reducing the length of time that a particular portion of lights are out of service, reducing the engineers time on the runway and increasing the overall productivity of the service engineer.

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8. Some of the areas of delethalisation contain inspection chambers. These will need

to be incorporated within the slope of the delethalisation ramp and have new hinged top cover and frame as described within ‘Delethalisation Works Typical Details 2’ at Part 7. The new chambers and lids will be formed to be level with the fall of the delethalisation ramp.

9. Details of the work to be performed are contained within the drawings at part 7

and are indicated by ‘Delethalisation works sheet 1 & 2’ which consists of a plan of the runway and clear & graded area on which is scribed the areas to be delethalised and notes on specific application methods or general warnings & advice. Drawings marked ‘Delethalisation works Typical details 1 & 2 shows the application used for each particular surface to be delethalised.

10. The requirement for each area is detailed at Part 4.2 of this document. It sets out

the areas of works to be undertaken on the Runways Northern Side, Southern Side and both Runway ends.

Part 2 Environmental Issues

1. Due to the location of the aerodrome, some areas inside the boundary are

designated As a Site of Special Scientific Interest (SSSI), Special Area of Conservation (SAC) and Special Protection Area (SPA). The majority of the interest lies with Geomorphology, Vegetated Shingle, Vascular plants, Greater Crested Newts and Invertebrates. As a result, it is incumbent upon us to consult Natural England (NE) to establish the level of mitigation required so as not to cause extensive or unnecessary damage the protected areas or wildlife within those areas.

2. Discussions have been on-going with NE for some time in relation to the planned

works. Site visits have been undertaken and below are detailed areas of concern raised by NE and proposals for mitigation. It is understood that the planned works will only affect a relatively small combined total area of the entire local protected areas. With the most sensitive appearing to be on the South Eastern side of the runway, and the works having most affect to the buried geomorphology and given the very large size of the entire SSSI area, we perceive that as there will be little change of conditions between various areas within the airport boundary and the introduction of delethalisation ramps will cause very little long term harm to the total area of SSSI. As a result of the consultation exercise, Natural England has now given permission to begin Phase 1 of the delethalisation project.

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Part 3 Health and Safety Issues 1. The Airport authority will:

a. Ensure that the airport maintains an adequate level of current Third Party Liability insurance.

b. Ensure that prior to work commencing, the contractor is in receipt of the

airport’s safety guidance manual for contractors and any other safety or technical guidance material which would be reasonably required in order to manage the works.

c. Ensure that Information, and training is made available to the contractor,

commensurate with the works to be undertaken. Also that any such operational or safety information is given to the contractor in a timely manner so they may act upon the contents without adding to the risks posed. Appropriate training will be delivered and the results of practical or written examinations are assessed by experienced persons within the airport company (or contracted in, through a third party company as necessary).

d. Ensure that all persons using the airport are informed of the project and

that any alterations etc, are related to airport users in a timely fashion. 2. The contractor is responsible for;

a. Providing evidence of current Third Party & Employers Liability insurance and that such insurance specifically covers aviation risks.

b. Following safety / technical advice and guidance from the airport authority

on airport / aviation safety related matters.

c. Providing evidence of the assessments of risk based upon the works to be undertaken and the level of human resources available.

d. Providing evidence of employment of safe working practices and method

statements proportionate to the works being undertaken.

e. Ensuring that the workforce employed are given adequate information, training and supervision at all times during the contract. And supply staff competency / training records to the airport authority where these are requested.

f. Ensuring that sub-contractors employed by the contractor are trained and

competent to complete the tasks for which they are employed.

g. Ensuring that its site management, work force and/or sub-contractors follow safety procedures laid down by the airport authority and do not behave recklessly or in a manner likely to cause an incident or accident at work; and also there are no wanton breaches of health and safety law by its employees or sub-contractors.

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h. Being responsible for the general supervision health, safety and well

being of its employees and sub contractors whilst they are airside.

i. In addition the contractor will assume responsibility for the implementation of CDM regulations and act as the CDM co-ordinator should the implementation of the regulations be deemed necessary

Part 4 Schedule of Works 1. Basic Schedule. 1.1 Phase 1 of the works scheduled to start on 18th March 2013 and planned to take

5 weeks to complete. 1.2 The works will be carried out during the airport closed hours between 19:00 to

08:30 hours local time. 1.3 A complete breakdown of the individual aspects of the works schedule is

attached at the rear of this document and related directly to the drawing ‘Delethalisation Works’, both attached at Part 7

1.4 A weekly briefing summary of the works will be issued by the airport manager

which will include the progress to date, any issues arising, any shift to the schedule and next steps.

1.5 Where necessary, the airport manager will instigate separate briefings either

group or individually to inform and consult airport users on any major unforeseen problems or alterations to the schedule and the implications on aircraft movements.

2. Works Detail 2.1 Phase 1 of the project is to provide delethalisation to areas where the airport

authority has determined are the most ‘at risk’ areas and includes the following elements with the corresponding codes annotated on the plan at Part 7 ‘Delethalisation works sheet 1 & 2’;

2.2 Prior to starting the works, the contractor in conjunction with the airport authority

will ensure that the areas to be treated are surveyed to establish the location of buried cables and services.

2.3 Where existing runway lighting cables run through areas which are to be treated

and cannot be relocated, they will be placed within new conduit constructed within the delethalised area.

2.4 Runway South; Old Cross Wind Runway – Both sides of the paved surface

requires delethalisation using the method at Detail B.

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2.4.1 The Left Side runs for a distance of 91.59m and the Right Side for a distance 91.46m out to the extent of the 105m Clear and Graded Area.

2.4.2 One runway edge light is in place at the corner of the delethalisation where the

old stub runway (left side) meets the runway. This unit will need to have its cables and transformer moved outside of the ramp area in conduit.

2.4.3 There are runway edge lighting cables which run under the surface where it joins

the main runway. The conduit will be extended either side of the paved surface to accommodate the runway edge cables running under the new delethalisation ramp.

2.4.4 On completion of the delethalisation, the soil and turf previously removed will be

reinstated and compacted to ensure the area is levelled. 2.5 Runway North; Central Access – Both Sides of the paved surface requires

delethalisation using the method at Detail C1.

2.5.1 The Left Side is a 108m run on the curve. There is one inspection chamber close to the paved edge which will be integrated within the delethalised ramp including a new inspection chamber lid to the specification described in Part 1.

2.5.2 There are 5 elevated taxiway lights at this position. These will be removed and

recovered along with the transformer and associated cables prior to excavation commencing. Once the ramp and deep can bases are set in place, the area will be re-cabled and reconnected to the power source with the recovered light fittings having been re-set upon deep can bases.

2.5.3 The soil and turf previously removed will be reinstated and compacted to ensure

the area is levelled. 2.5.4 One additional taxiway light on the runway line near RN8, needs to be lowered to

be level with the surround and may require re-cabling. 2.5.5 One inset runway edge central to the exit taxiway has sunk and is to be re sited

and the surrounding tarmac brought level, this will require re-cabling.

2.5.6 The Right Side is a 68m run up to the Alpha taxiway. There are 2 inspection chamber close to the paved edge which will be integrated within the delethalised ramp including new inspection chamber lids to the specification described in the drawings.

2.5.7 There are 5 elevated taxiway lights at this position. These will be removed and

recovered along with the transformer and associated cables prior to excavation commencing. Once the ramp and deep can bases are set in place, the area will be re-cabled and reconnected to the power source with the recovered light fittings having been re-set upon deep can bases.

2.5.8 Two additional existing taxiway lights on the runway line will need to be

reconnected to the newly fitted units

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2.5.9 The soil and turf previously removed will be reinstated and compacted to ensure the area is levelled.

2.6 21 End of Runway Pavement (03 Threshold Area) and Approach Lighting 2.6.1 The end of the paved runway surface requires delethalisation using the method

at Detail C1, as on the plan at Part 7 ‘Delethalisation works sheet 1 & 2’. 2.6.2 There are 12 elevated stop end lights situated on the runway surface edge, in

addition there are 6 threshold lights situated in the grass just off the runway surface.

2.6.3 Prior to excavation and in order to retain serviceable lights throughout this portion

of the works, the 6 threshold light fittings will be removed from the current mountings and will be temporarily placed upon the runway surface between the existing runway end light units. The threshold lights area has been surveyed by the airport surveyors SLC. They have platted the temporary location and marked out the required 2deg toe-in angle so the lights can be re-aligned after being moved. The move will necessitate extending of the primary and secondary cables of both threshold and stop end lighting in order that the transformers can be relocated and buried to the runway side away from the excavation location

. 2.6.4 The delethalised portion will accommodate 12 deep can bases. These will

be removed and set upon deep can bases within the delethalisation as at Detail C1 and be replaced with 12 inset fittings, 6 bi-directional fittings (stop end and threshold) and 6 uni-directional fittings for stop end.

2.6.5 There are 2 elevated approach light plinths within the 21 RESA which require

delethalisation and may require secondary re-cabling to avoid the concrete slab. 2.7 03 End of Runway Pavement (21 Threshold Area) and Approach Lighting 2.7.1 The end of the paved runway surface requires delethalisation using the method

at Detail A, as on the plan at Part 7 ‘Delethalisation works sheet 1 & 2’. As there is a strong likelihood that this area will be subject to a proposed runway extension in the near future, we are carrying out the minimum works necessary to treat the area without disturbance of the current lighting set up.

2.7.2 There are 6 elevated stop end lights situated just off on the runway surface edge,

in addition there is 1 elevated approach light all of which are within the delethalisation area. We wish to retain these as they are currently set out with the least disturbance possible. There are currently two methods being considered in treating this area; a. As the end of surface within the small starter extension area was left

without a defined strait level end line which will be difficult to work off to install the ramp (and commented upon by the CAA inspector at last audit), it will be possible to measure back along the surface from the stop end lights approximately 3.5m and establish a new end of surface cut with a road saw to obtain a level line. The delethalisation ramp could then be formed to the new edge but would not reach as far as the currently

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installed lighting and associated cables. This would reduce the time on this area of works, reduce the likelihood of disturbance to the light units or associated cables and require no further additional conduit or cables which would have to be manufactured in to the ramp area. The only point which requires confirmation is that the stop end lighting would now be 3.5m past the end of the runway surface.

b. Manufacture the ramp area around the existing light unit locations, with

only the frangible coupling showing above the surface. The primary and secondary cables will be altered with new conduit set in to the delethalisation ramp (Detail A on the drawing) running to both sides of the ramp area to extend the cables to the transformers which would be buried to the edge of the runway width on both sides (3 on the left and 4 including the approach light on the right).

2.7.3 The threshold lights wing bars are situated further away from runway end. These

require delethalisation with conduit set in to the delethalisation ramp running to both sides at the outer end of the wing bars to the buried transformers. There are 6 elevated approach light plinths within the 03 RESA which require delethalisation and will require conduit, primary and secondary re-cabling to take the cables away from the delethalised slope.

Part 5 Works Method and Management 1. Airside familiarisation and Training for Contractors 1.1 Prior to site set up and works commencing, all persons employed by the

contractor who will be working within the contract will undergo airside familiarisation and training. This will be performed jointly by the airport Manager and the airport Fire Services Manager. Information handouts will be given to each trainee for their ongoing information.

1.2 At this time, the contractor will supply evidence of specific job role related training

for their plant and machinery operators. Evidence of the contractor’s policy on health and safety, training, method works related statements and risk assessments will be supplied to the airport authority prior to the contract commencing

1.3 Where the contractor finds it necessary to replace staff or bring new persons to

work on site, then these persons will have to undergo training prior to starting work within the airside areas.

2. Site Control and Management 2.1 The contractor will supply a suitably qualified site manager who will be on site on

each work period for the duration of the contract. The contractor’s normal working hours will be between 19:00 to 07:00 local time Monday to Friday.

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2.2 The airport authority will ensure that a suitably trained and authorised key member of staff is on duty at the start and end of each work period in order to discuss matters arising with the site manager and perform a detailed surface inspection to ensure the aerodrome is fully operational prior to licensed movement taking place.

2.3 In the event that the contractor has to withdraw from the runway, the airport

authority and contractor will agree prior to work commencing, on the maximum time required for the withdrawal of all persons, plant and machinery to a safe area outside the cleared and graded area, these are marked on the Vehicle Routes illustrations at Part 7.

2.4 The airport Manager will be on site each nightly working period for at least the

first week of the contract. The purpose is to ensure the guidelines and procedures in place are being carried out correctly and to gauge the amount and level of interaction and decisions which may have to be made to safeguard the interests of the airport company and the safety of its operations during the phase 1 work period. At the end of which it will be assessed if there is a need for a management representative of the airport authority to be on duty for the remainder of the contract period.

2.5 There will be regular communication between the contractor’s representative and

airport authority. These will take the form of Pre-Contract Start Meetings, Weekly Formal Meetings and Daily Briefings at the start and end of each daily work period. In addition, short notice / ad-hock meetings will be convened at the request of either the contractor or airport authority as they may become necessary.

3. Contractor Compound and Storage 3.1 The contractor will set up a compound in the area of our access gate No.3. The

location and size of the compound is described on the ‘Contractors Compound’ illustration at Part 7. The compound is due to be in place on Wednesday 13th March 13. The rectangle fence line will be formed from our current landside / airside fence within the gravel area adjacent to the Bravo Parking Area which will be used for plant and materials storage. The compound will extend over the gate3 access road, which must be kept clear at all times to accept deliveries and provide unobstructed access to emergency services, should it become necessary. The fence line will be fitted with a gated airside access point and to include a large area around the base of the apron lighting tower nearest to the T2 hangar where the contractors will position their temporary accommodation cabins.

3.2 The portion of the compound fence line parallel and nearest to the Bravo apron

will be fitted with red / orange low intensity obstruction lighting in order to make the fence visible during the hours of darkness. The blue apron edge lights will be unobstructed and remain operational as usual. Any general (white) lighting used within the compound will be positioned in such a way so it will not shine directly on to or present glare to aircraft using the bravo apron.

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3.3 Water connections to the contractor’s accommodation will be connected from a

stand pipe situated at the facing corner of the T2 hangar into the compound. Electrical services which terminate at the base of the apron lighting tower will be used by the contractor for the duration of the works.

3.4 The contractor will ensure that electrical connections are attached to a system of

circuit breakers to minimise the risk of overload or electrocution. 3.5 The contractor will be responsible for ensuring that suitable portable fire fighting

equipment is installed within their accommodation and appropriate to the risk areas.

3.6 The contractor will be responsible for ensuring that suitable arrangements are

made for first aid provision for their staff commensurate to the risk and number of staff on duty.

3.7 In the event of a situation which requires the evacuation of the compound area,

the site manager and those on duty will exit the compound landside through gate 3 to assemble across the road on the adjacent grass area. the site manager will telephone the airport authority representative on duty to advise that they have evacuated the area and all persons are accounted for.

3.8 The contractor will be responsible for general housekeeping within the

compound. Waste material which could become airborne in the wind would provide a high risk of ingestion in to aircraft engines, no paper, packaging or general rubbish must be left to blow around the compound at any time. General waste must be contained within closed containers and emptied regularly to avoid any overspill or acting as a bird / vermin attractant. Skips brought on to airside compound site by the contractor for larger waste or controlled waste material removal must be fully enclosed or netted. If the skip is to be used for general waste including food waste, a fully enclosed skip or bin must be used as opposed to a netting arrangement.

3.9 There will be no burning of rubbish or other waste material within the compound

or any airside or adjacent landside areas without the express permission of the airport Manager or Fire Services Manager.

4. Access Control, Escorting and Vehicle Operations 4.1 The compound will be accessible from landside through Gate3 and from airside

through a gate built in to the compound fence line. The contractor will be issued with an appropriate key for the ABLOY type padlock to gate 3 by the airport authority. Where the contractor fits their own padlock to the airside gate, a copy key must be passed to the airport authority for use in emergency situations. When not in use both gates will remain locked.

4.2 For the duration of the works, Vehicles which are normally escorted through gate

3 will be escorted through gate 4.

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4.3 Accepting delivery of materials and plant in to the compound outside of their normal working hours will be the responsibility of the contractor. The contractor will establish delivery times with its suppliers and have a staff member on site to accept the delivery. No delivery vehicles should be given access through the contractor’s airside gate in to the adjacent apron parking areas without the express permission of the airport authority. Larger delivery of plant machinery may require the vehicle to turn through the airside access gate. Where this is required, the contractor must inform the airport authority beforehand in order that an airport staff member can be on hand to assist with the vehicle marshalling to avoid any conflict with aircraft which may be manoeuvring on the adjacent parking stands.

5. Plant and Machinery 5.1 The contractor is responsible for the serviceability of plant and machinery being

used on site. Furthermore, they will bare the cost of any clean-up or remedial repair operations as a result of oil or fuel spills or damage caused to surfaces as a result of any unserviceability. All such incidents must be reported to the airport authority as soon as operationally practicable.

5.2 Plant and machinery necessary for the delethalisation works, can only be

removed from the compound to the work site after Air Traffic Control has closed watch for the day. This will normally be 19:00 hour’s local time. There may be occasions where the closure time is extended, especially regarding delayed licensed movements which should have arrived or departed prior to 19:00; the ATC Controller will advise the site manager by telephone of the delay and the revised closure time. For clarity, any times passed to the contractor will be stated in local time only.

6. Airside Vehicle Routes 6.1 The routes for the various work areas are set out in the illustrations ‘Work Area

Routes’ at Part 7. Basically, routes have been chosen to avoid areas where aircraft are parked overnight, minimise the distance between the compound and work areas and to ensure that any contamination is contained within a defined route which can be more readily covered by the sweeper on the clean-up stage at the end of each shift. The contractor will be responsible for any damage caused where they have not adhered to the prescribed routing. The routes are as follows:

6.1.1 The route between the compound to access work within the ‘Old Crosswind

Runway’ and the ‘Central Access’ will be; Along the Southern edge of Bravo apron past the T2 hangar, Charlie taxiway to the Central Access and across the runway.

6.1.2 The route between the compound to access work within the runway 03 threshold

area will be; Along the Southern edge of Bravo apron past the T2 hangar, Charlie taxiway to the Charlie hold point, right along the Delta taxiway to the Delta hold and on to the runway keeping to the right hand side to the threshold.

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6.1.3 The route between the compound to access work within the runway 21 threshold area will be; Along the Southern edge of Bravo apron past the T2 hangar, Charlie taxiway to the Charlie hold point, left along the central access on to the Alpha taxiway to the Alpha hold and on to the runway keeping to the left hand side to the threshold.

7. Working Adjacent to the Runway 7.1 The contractor will establish a work area at the start of each shift which will be

demarcated by cones and flashing orange road obstruction lights within which plant, machinery and materials can be retained, the mobile lighting equipment will be retained within this area. The contractor must only take plant and machinery out to site which is essential to the works in hand at that time. They must nominate an area within the coned area, where items of machinery or materials necessary for the works can be temporarily stored during the shift period. This will ensure that all items can be accounted for, easily located and recovered on withdrawal from the area.

7.2 Excavating close to the runway edge will necessitate working around buried

services and runway lighting, data and communications cables. The contractor will, prior to the contract have detailed an experienced person to identify cables within the areas to be delethalised. Great care must be taken whilst excavating in these areas not to sever any existing cables or services.

7.3 There are occasions where aircraft (not requiring a licensed aerodrome) may

need to depart or land during the night work shift period. The aircraft owners / operators will give the airport authority prior notice and be operating on an indemnity bases in line with the airport out of hour’s indemnity procedure. Such departures or arrivals will be arranged beforehand and the timings passed on to the contractor who must be ready to withdraw its personnel, plant and machinery away from the runway end or runway edge within the agreed time scale. At the start of each working period, the site manager and airport authority representative will establish a timescale for withdrawal (giving consideration of the varying amounts and type of equipment etc required for each individual work area).

7.4 Whereas, every effort will be made to reduce the time that open excavations

exist within the cleared and graded areas, it is inevitable that works on individual areas will not be able to be fully completed within a single working shift. To lessen the impact of having open trenches during the daylight operational hours, prior to the end of night shift the trench will be filled with a hardcore / type 1 material formed into a ramp up to the adjacent level surface. This material will be removed at the start of the following nights work period to enable the construction work to be continued. The only exception to this practice will be after the concrete surface has been formed which will require a few days to harden to a point where the electrical connections and light fittings can be re-fitted to the installed bases.

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7.5 The contractor is responsible for ensuring that no foodstuffs, packaging material or loose / light equipment etc is allowed to blow around at the work site or on to the wider aerodrome surfaces. All such material must be recovered and returned to the compound for disposal.

8. Emergency precautions and actions 8.1 In emergency situations, the contractor will where appropriate to the level of

emergency telephone 999 and summon the local authority emergency services. A call should also be made to the airports representative on site and the airport duty manager directly by phone of any major injuries or emergency circumstances as soon as possible day or night. Duty Manager Mobile Phone number is: 07944 809868

8.1.1 Where necessary the local authority emergency services will be called using 999. The airport address is: Lydd Airport Lydd, Romney Marsh, Kent TN29 9QL

8.2 Where the airport fire service staff are on duty, they are trained and available to

respond to medical, fire and rescue emergencies. This department can be contacted via the Air Traffic Control tower whilst they are on duty (normally between 07:30 – 19:00 local time) by telephone. You must state that you are with the contractor working on the delethalisation project, your name, your location and the type of emergency. The external telephone number for ATC is: 01797 320881

8.3 The contractor will ensure there are first aiders on site to deal with any minor

injuries, emergencies etc, an accident record book must be available and sufficient first aid equipment available to be able to cope with any such injuries.

8.4 The contractor will make arrangements in the event of fire within their temporary facilities. This will include fire evacuation procedures and portable fire suppression appliances positioned appropriately.

8.4.1 Where necessary the local authority emergency services will be called using 999.

The airport address is at 8.1.1.above. 8.4.2 The contractor will inform the airport authority representative on duty and the

Duty Manager directly by phone of any major injuries or emergency circumstances as soon as possible day or night. Duty Manager Mobile Phone number is at 8.1 above

8.5 There is a full list of telephone contact numbers for airport and FM Conway at

Part 7.

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9. Work area and Runway inspections 9.1 Prior to the end of the work shift, an authorised representative of the airport

authority will perform a detailed inspection of the work area, its surroundings, runway and taxiway surfaces and associated lighting, signs and markings for any defects.

9.2 After performing the general morning surface and lighting inspection the person

will then look at the immediate work area paying particular attention to the following:

a. Within the immediate working area they will check that the temporary infill

ramp has been put in place. b. All AGL necessary for licensed aircraft operations is in working order. c. All of the plant, machinery and supplies taken on by the contractor have

been removed and no elevated or sharp edge obstructions exist within the area.

d. The adjacent paved surfaces and the vehicle routes are cleaned and free of FOD.

9.3 A briefing will be given to ATC on the operational state of the aerodrome on their

arrival at the tower. This will include general state of the aerodrome, an overview of works undertaken during the night, its location, current state and any issues as a result of the works. It is important that unserviceabilities must be reported to the ATC controller as soon as they come on duty.

9.3.1 Major unserviceabilities and issues which can not be resolved between the

person inspecting and the contractor must be reported to the airport Duty Manager by phone as soon as possible.

9.3.2 Where it occurs that a particular unserviceability would remain in place at the

start of the promulgated licensed start time with the result in being unable to provide a licensed aerodrome, the ATC controller in conjunction with the duty manager (where on airport) will where appropriate and necessary for the safety of aircraft operations, take initial action to retain parts of, or the entire airport as closed to licensed movements. ATC will take action as soon as practicable to inform home based aircraft owners / operators and also external visitors using R/T and ATIS. They will also ensure a suitable NOTAM is issued as soon as possible.

9.3.3 On his arrival the airport duty manager in conjunction with the duty controller will

initiate steps to resolve the unserviceability as appropriate or take appropriate action to extend the closure or part closure pending a return to safe operations.

10. Disruptions to licensed Aircraft Operations 10.1 Due to the nature and the location of the works adjacent to or on the runway, it is

decided that they will be undertaken during the hours where the aerodrome is normally closed between 19:00 to 08:30. Therefore there will be no disruption to normal licensed aircraft operations.

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11. Runway Declared Distances 11.1 At this time there will not be any need to reduce the runway declared distances to

accommodate the works. 12. NOTAM Information 12.1 Prior to the start of the contract, the airport authority will ensure that appropriate

initial NOTAM action is taken in relation to the delethalisation works. 12.2 Further NOTAM’s will be issued as the works progress relating to various

individual area work in progress, any closures or operational limitations 13. Wildlife Control 13.1 The aerodrome has a bird control unit (BCU) consisting of one BCU officer who

maintains wildlife control of the airside areas on a daily shift basis. Where he is not on duty, the RFFS department fulfil this role.

13.2 The general ground condition is relatively poor throughout the aerodrome, with

most areas made up of a sandy / shingle material and some areas of soil. The work to be carried out requires the removal of topsoil to approximately 30cm depth, 3m wide for the length of the demarcated areas and replaced once the work has been carried out. As these areas are disturbed and to lesson the risk of bird infestation, particular attention must be made to the areas where the topsoil is removed prior to the works, or the soil has been replaced and seeded at the completion of the works. This will involve extra vigilance by the BCU and ATC staff with regular visits to the affected areas, the laying out visual scaring devices such as pegged and strung brightly coloured material which will blow in the wind without becoming a FOD hazard and as necessary placing bird scaring pyrotechnics (such as string bangers) within the areas to provide continuous disturbance to birds.

13.3 The BCU will advise and report any issues arising from an increase in bird

activity within the aerodrome as a result of the works in hand to the aerodrome duty manager, airport fire services manager and the airport manager.

Part 6 Communication Plan 1. It is important that the project is initially communicated to those listed below.

CAA All Aerodrome Operational Staff Home based aircraft operators or owners On airport Companies who are effected Visiting aircraft operators and owners

2. The airport manager will also ensure that regular updates are made on a weekly

basis (or as required) in the form of an e-mail briefing to ensure all persons are

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aware of progress and issues arising. Major issues will be related to home based operators on a one to one basis as required.

3. Operational Staff have received a briefing on the works program. Particular

attention has been taken to ensure that staff who will be the aerodrome representative during the works time and will be performing surface and lighting inspections prior to the days opening hours are fully aware of which areas particular attention should be made and what to do in the event of unserviceabilities which may affect the licensed aerodrome operations and the need to fully brief the tower controller prior to the start of licensed operations.

4. A series of NOTAM information detailing areas where work is in progress, dates

and times and aerodrome status including where appropriate, any withdrawal of services will be promulgated in a timely manner. These will be published to reflect the areas where work is in progress as the work proceeds to different areas.

5. The airport manager has had meetings with based operators who may be

affected by the works program as they occasionally depart unlicensed during hours where the airport is closed. Other on airport operators such as the flying club etc have been briefed on the works.

6. ATC will ensure the ATIS is appropriately updated to reflect where work sites are

and any limitations to facilities. 7. Notices showing details of the works are posted around the airport within areas

where all users will see them. Notification has also been placed upon the company web site.

8. A contact list for Airport Authority and F M Conway staff is inserted at Part 7.

Airport staff are issued with airport management contact numbers – the contact list will be for paper copies of this publication.

Part 7 Illustrations, Drawings and Plans

1. Delethalisation Works Typical Details 1 2. Delethalisation Works Typical Details 2

3. Delethalisation Works Sheet 1

4. Delethalisation Works Sheet 2

5. FM Conway Compound Illustration

6. Vehicle Routes

7. Contact Details

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DRAWN BY CHECKED BY PASSED BY DATE

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LONDON ASHFORD AIRPORT

RUNWAY CLEAR & GRADED

DELETHALISATION WORKS

TYPICAL DETAILS 1

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LONDON ASHFORD AIRPORT

RUNWAY CLEAR & GRADED

DELETHALISATION WORKS

TYPICAL DETAILS 2

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heet 1

LONDON ASHFORD AIRPORT

RUNWAY CLEAR & GRADED

DELETHALISATION WORKS

SHEET 1 OF 2

REGRADED AND SEEDED AREAS TO BE ADEQUATELY

COMPACTED TO MINIMISE ANY SETTLEMENT.

LEVELS TO BE CHECKED AFTER 10 MONTHS.

ANY SETTLEMENT TO BE MADE UP BY CONTRACTOR

AS PART OF DEFECTS CORRECTION.

EXISTING NAVAIDS AND AGL LIGHTING TO BE

OPERATIONAL AT END OF WORKING SHIFTS.

EXTREME CAUTION TO BE TAKEN DURING

EXCAVATIONS AS EXISTING CABLES AND

TRANSFORMERS ARE DIRECT BURIED IN THE GRASS

WITH NO PROTECTION.

ALL SURPLUS SUITABLE MATERIAL TO BE RETAINED ON

SITE.

SURPLUS UNSUITABLE MATERIAL TO BE REMOVED TO

TIPS OFF SITE.

KEY

OBSTRUCTION TO BE DELETHALISED

AS DETAIL DRAWING CS/057546-05,06

PAVEMENT EDGES TO BE DELETHALISED

AS DETAIL DRAWING CS/057546-05,06

N

WORKS TO EXISTING RUNWAY LIGHT

BASE. TOPPING UP ADJACENT GROUND

ALL WORKS TO BE CARRIED OUT DURING NIGHT TIME

CLOSURES. TIMES TO BE CLARIFIED,

Sunday 20:00 to 06:00

Monday 20:00 to 06:00

Tuesday 20:00 to 06:00

Wednesday 20:00 to 06:00

Thursday 20:00 to 06:00

ALL EXISTING CHAMBERS TO HAVE COVERS

REMOVED AND REPLACED. CHAMBERS

RECONSTRUCTED AS NOTED.

N

EXISTING AGL FITTING TO BE REFIXED

ON NEW BASE.

SEE DETAIL DRAWING CS/057546-05

PAVEMENT EDGES TO BE INVESTIGATED

AND DELETHALISED AS DETAIL 'B' IF

VERTICAL FACE ENCOUNTERED

A MINOR AMENDMENTS & STATUS RA DS DS 24.07.12

20

DRAWN BY CHECKED BY PASSED BY DATE

SCALES @ A1 SIZE ISSUE STATUS

DR CH PAREV DATE

DRAWING NUMBER REV.

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heet 1

LONDON ASHFORD AIRPORT

RUNWAY CLEAR & GRADED

DELETHALISATION WORKS

SHEET 2 OF 2

KEY

OBSTRUCTION TO BE DELETHALISED

AS DETAIL DRAWING CS/057546-05,06

PAVEMENT EDGES TO BE DELETHALISED

AS DETAIL DRAWING CS/057546-05,06

N

WORKS TO EXISTING RUNWAY LIGHT BASE.

TOPPING UP ADJACENT GROUND

ALL WORKS TO BE CARRIED OUT DURING NIGHT TIME

CLOSURES. TIMES TO BE CLARIFIED,

Sunday 20:00 to 06:00

Monday 20:00 to 06:00

Tuesday 20:00 to 06:00

Wednesday 20:00 to 06:00

Thursday 20:00 to 06:00

ALL EXISTING CHAMBERS TO HAVE COVERS

REMOVED AND REPLACED. CHAMBERS

RECONSTRUCTED AS NOTED.

REGRADED AND SEEDED AREAS TO BE ADEQUATELY

COMPACTED TO MINIMISE ANY SETTLEMENT.

LEVELS TO BE CHECKED AFTER 10 MONTHS.

ANY SETTLEMENT TO BE MADE UP BY CONTRACTOR

AS PART OF DEFECTS CORRECTION.

EXISTING NAVAIDS AND AGL LIGHTING TO BE

OPERATIONAL AT END OF WORKING SHIFTS.

EXTREME CAUTION TO BE TAKEN DURING

EXCAVATIONS AS EXISTING CABLES AND

TRANSFORMERS ARE DIRECT BURIED IN THE GRASS

WITH NO PROTECTION.

ALL SURPLUS SUITABLE MATERIAL TO BE RETAINED ON

SITE.

SURPLUS UNSUITABLE MATERIAL TO BE REMOVED TO

TIPS OFF SITE.

EXISTING AGL FITTING TO BE REFIXED

ON NEW BASE.

SEE DETAIL DRAWING CS/057546-05

PAVEMENT EDGES TO BE INVESTIGATED

AND DELETHALISED AS DETAIL 'B' IF

VERTICAL FACE ENCOUNTERED

A MINOR AMENDMENTS & STATUS RA DS DS 24.07.12

21

F M CONWAY CONTRACTOR SITE LAYOUT

22

WORK AREA ROUTES

WORKAREA

WITHDRAWTO THIS AREA

ROUT FOR WORKS ON 'OLD CROSSWIND

RUNWAY'

COMPOUND

WORKAREA

23

WORK AREA ROUTES

WORKAREA

WORKAREA

WITHDRAWTO THIS AREA

COMPOUND

ROUT FOR WORKS ON 'CENTRAL ACCESS

24

WORK AREA ROUTES

WORKAREA

WITHDRAWTO THIS AREA

ROUT FOR WORKS ON 'RUNWAY 21 THRESHOLD'

COMPOUND

25

WORK AREA ROUTES

WORKAREA

WITHDRAWTO THIS AREA

COMPOUND

ROUT FOR WORKS ON 'RUNWAY 03 THRESHOLD'

26

ID BoQ Ref Phase Task Name ID Duration

1 Contract 1 10 days2 Contract award 2 0 wks3 RED phase Mobilisation 3 2 wks4 H&S Plan, Method statements submission & Approval 4 5 days5 5

6 1 Mobilisation Phase 1 6 26.9 days7 1 Traffic / Pedestrian Management 7 1 day8 1 Compound 8 1 day9 1 Accommodation 9 1 day

10 1 Site survey and cable location 10 5 days11 1 Phase 1 float 11 5 days12 1 Phase 1 demobilisation 12 2 days13 1 Phase 1 end 13 0 days14 Mobilisation Phase 2 14 28.7 days15 2 Phase 2 start 15 0 days16 2 Phase 2 mobilisation 16 2 days17 2 Phase 2 float 17 4 days18 2 Phase 2 float 18 0 days19 03 End 19 37.4 days20 RE4E 1 Runway End 20 2.4 days21 1 Runway end/ threshold lights 21 2.4 days32 RS4 2 Delta side 32 5.5 days33 2 Delta side runway 33 0.5 days38 2 East side 38 0.5 days43 RN3 2 Taxiway Delta 43 8.5 days44 2 North Side 44 3.5 days49 2 South Side 49 4.5 days54 RE 4C 1 Lighting Masts 54 2 days55 1 North Unit 55 1 day61 1 South Unit 61 1 day67 RN3 2 Taxiway Delta Sign Bases 67 1 day68 2 North Unit 68 0.5 days73 2 South Unit 73 0.5 days78 RS3 2 Inspection Chambers 78 10.5 days79 2 Chamber 1 79 3.5 days91 2 Chamber 2 91 3.5 days103 2 Chamber 3 103 3.5 days115 RN1 2 PAPI base 115 5 days121 121

122 21 end 122 41.9 days123 RE4B1/RE1B 1 Runway End 123 3 days124 1 Runway end/ threshold lights 124 3 days135 RE3 1 Runway Edge Delethalisation 135 1.5 days136 1 West side 136 1 day142 1 East side 142 0.5 days147 RN4B 2 Alpha taxiway access 147 7 days148 2 North Side 148 4 days153 2 South Side 153 3 days158 RS1 2 Runway observation point 158 6.5 days159 2 North Side 159 2.5 days164 2 South Side 164 4 days169 RE2 1 Threshold Light Bases 169 4 days170 1 West side 170 2 days176 1 East side 176 2 days182 RE4B 1 Lighting Masts 182 6.88 days183 1 Unit 1 183 1 day189 1 Unit 2 189 1 day195 1 Unit 3 195 1 day201 1 Unit 4 201 1 day207 1 Unit 5 207 1 day213 1 Unit 6 213 1 day219 1 Unit 7 219 1 day225 RS2 2 PAPI base 225 4.5 days230 RN3 2 Sign Bases 230 1 day231 2 North Unit 231 0.5 days236 2 South Unit 236 0.5 days241 2 North Side 241 39.6 days242 RN4A 1 Runway Delethalisation 242 7 days243 1 Apha taxiway side 243 3 days248 1 South side 248 4 days253 RS4 2 Taxiway edge lights 253 10 days254 2 Light 1 254 1 day265 2 Light 2 265 1 day276 2 Light 3 276 1 day287 2 Light 4 287 1 day298 2 Light 5 298 1 day309 2 Light 6 309 1 day320 2 Light 7 320 1 day331 2 Light 8 331 1 day342 2 Light 9 342 1 day353 2 Light 10 353 1 day364 RN3 2 Sign Bases 364 0.5 days365 2 Base 365 0.5 days370 RN2 2 Chambers 370 21.7 days371 2 Chamber 1 371 3 days383 2 Chamber 2 383 3 days395 2 Chamber 3- adj acess 395 3 days407 2 Chamber 4- adj acess 407 3 days419 2 Chamber 5- adj acess 419 2.7 days431 2 Chamber 6- adj acess 431 3.5 days443 2 Chamber 7- adj acess 443 3.5 days455 South Side 455 44.9 days456 RS1 1 old crosswind runway 456 8 days457 1 North side 457 4 days462 1 South side 462 4 days467 RS3 2 Chambers 467 9 days468 2 Chamber 1 468 2 days480 2 Chamber 2 480 2 days492 2 Chamber 3 492 2 days504 2 Chamber 4 504 3 days516 516

517 2 Planting 517 12 days520 520

521 2 Demobilisation 521 1 day525 525

526 Runway edge (Provisional works) 526 40 days

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S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S M T W T F S S18 Feb '13 25 Feb '13 04 Mar '13 11 Mar '13 18 Mar '13 25 Mar '13 01 Apr '13 08 Apr '13 15 Apr '13 22 Apr '13 29 Apr '13 06 May '13 13 May '13 20 May '13Week -2 Week -1 Week 1 Week 2 Week 3 Week 4 Week 5 Week 6 Week 7 Week 8 Week 9 Week 10 Week 11 Week 12

FM Conway Tender /Lydd Airport Delethalisation Works- Mod Red and Green Phases

1 of 1 Lydd Airport Delethalisation Works- Mod Red and Green Phases FM Conway Ltd 13:54 Wed 06/03/13

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