07 Airport Pavt Design

Airport Pavement Design
By laurent Porot Technology Implementer, Shell Bitumen Sustainable development
Airport Workshop Lafarge/Shell 10th July 2007, London
Agenda
1. Background
2. What are the key parameters for airport pavements 3. What about pavement design
4. What is new in airport pavement engineering

5. Conclusions
Airport Workshop Lafarge/Shell,
of July 2007 London Airport Pavement Design
10th
1. Background
2. What are the key parameters for airport pavements? 3. What about pavement design? 4. What is new in airport pavement engineering? 5. Conclusions
10th
A road can fail a runway can not

Airport pavements must exhibit higher performances than road pavements and are less tolerant of failures Which properties should be optimised What is the reality
10th
Airport pavement specificity Airport pavement is not as unique as a road!

Apron Terminal
Taxiway
Runway
5 Airport Workshop Lafarge/Shell, 10th of July 2007 London Airport Pavement Design
Airport vs. Road

In terms of geometry
In terms of loadings
Wider, shorter length and low transversal slope Higher load up to 16bars, up to 6 wheels Low speed on taxiways, high speed on runways Lower traffic volume 104 instead of 106 cycles Random in loading application Skid resistance FOD Traffic control
In terms of pavement
In terms of serviceability
1. 3. 4. 5.
Background What about pavement design? What is new in airport pavement engineering? Conclusions
2. What are the key parameters for airport pavements?
Airport pavement functions

Service value: Permanent deformation Surface Shear Skid resistance Water evacuation FOD / integrity Fuel spilling Joint sealant
Top layers
Maintenance: Rubber removal Surface sealant De-icing Works under traffic control Overlay on concrete
Asset value: Structural need Cracking Permanent deformation
Bound base layers
Granular base layers
Airport pavement functions

Service value: Permanent deformation Surface Shear Skid resistance Water evacuation FOD / integrity Fuel spilling Joint sealant
Top layers
Maintenance: Rubber removal Surface sealant De-icing Works under traffic control Overlay on concrete
Asset value: Structural need Cracking Permanent deformation
Bound base layers
Granular base layers
Permanent deformation
Degradation on aprons, taxiways, runway entrances
Mainly at aircraft stop lines
Material performances:
Static loading more than dynamic loading Stiffness at low speed (low frequency) Low energy dissipation Thin asphalt system for top layers (SMA) High modulus base layer Polymer modified bitumen PmB
Suitable solution
Cracking resistance
Taxiways and runways
Various types: fatigue, thermal, ageing, reflective Can lead to integrity loss FOD
Truck standard axle
In connection with strain / stress levels (higher level and longer time application) Material performances:
Fatigue, self healing Flexibility at low temperature
B 777 gear
Strength and structural need

Structural value of the pavement itself
Spread load on sub grade and withstand traffic flow Valid on aprons, taxiways, runways
Material performance
Stiffness at various conditions

100000
Master Curve at 15C
High T Low frequency Low T High frequency
10000
Modulus, MPa
Stiffness at various conditions

Asphalt Mix A
1000
15C 10Hz
Asphalt Mix B
Asphalt Mix C
100 1,E-03 1,E-02 1,E-01 1,E+00 1,E+01 1,E+02 1,E+03 1,E+04 1,E+05 1,E+06
Shift Frequency

Stiffness at various conditions Dense asphalt concrete

100000
Master Curve at 15C
Depends on the load conditions

10000
High T Low frequency
Low T High frequency
Modulus, MPa
Asphalt Mix A
1000
15C 10Hz
Asphalt Mix B
Asphalt Mix C
100 1,E-03 1,E-02 1,E-01 1,E+00 1,E+01 1,E+02 1,E+03 1,E+04 1,E+05 1,E+06
Shift Frequency
Fuel resistance
Degradation on taxiways, aprons
Due to chemical agent Can lead to integrity loss FOD
Material performance required:

Fuel resistance Dense asphalt / closed surface
Special products available
Fuel resisting binder instead of tar
Airport pavements are specific

Pavement materials have to address key performance parameters How to predict and characterise these performances Relevant testing Under which conditions
Specification for permanent deformation

For road applications
Wheel tracking test
Dynamic loading Standard road loading
French Wheel Tracking Tester
Creep test static or cyclic
What is suitable for airport applications

Static loading Slow speed related (loading time) Heavy load, high pressure
Creep test
Specification for cracking resistance

Fatigue test
For 1 million cycles Strain level in range of 60-150 micro strain
2 points fatigue test
Thermal cracking susceptibility Fatigue test

For 10 000 cycles
High strain level in connection with heavy load
Fracture toughness
Healing effect
Fracture toughness

Elastic modulus (at low strain level)
Indirect tensile strength, ITS at 20C Full complex modulus measurement

High strain maybe not any more in the elastic domain Need for complex modulus measurement and interpretation At various conditions especially for slow speed Look at visco-elasticity of the material
Fuel resisting material

Common fuel immersion test procedure
Immersion of samples in kerosene Results compared to dry samples
Specimen mass loss as a function of Kerosine Immersion Time BBSG 0/10, 5% voids
18 16
Specimen mass loss, %
Mass loss
14 12 10 8 6 4 2 0
As a function of immersion time Less than 1% after 24h

Indirect Tensile Strength
Specimen stability after immersion

Direct compression Strength Not less than 75% of strength loss
Limited use, depend on integrity of specimen
20
40
60
80
100
120
140
160
180
Immersion time, h
1.
Background
2.
4. 5.
What are the key parameters for airport pavements?

What is new in airport pavement engineering? Conclusions
3. What about pavement design?
Current approach - ACN/PCN Principle

International system set up by ICAO in Annex 14
ACN/PCN approach
Aircraft Classification Number, ACN
Pavement Classification Number, PCN Comparison of ACN to PCN
Maximum mass, quality of the soil support, type of structure
The CBR (Californian Bearing Ratio) method
Empirical approach using a simple equivalent wheel Pavement thickness equivalence & layer equivalency factor per material Based on DC10 as the heaviest aircraft (in correlation with the AASHO road test) Empirical method based on CBR and material equivalency Does not take into account material performances
Limitation
Effect of super jumbo jets

Introduction of large body aircraft
Bogies of 4 wheels, up to 6 wheels
Aggressiveness of B777, B747, A340, A380

Much higher than small body aircraft Research program has shown new pavement failure from bituminous layers
The new FAA method

FAA has developed a Layered Elastic airport pavement Design (LEDFAA) to comply with large aircraft body (software available for free)
Bases on multilayered model similar to Shells BISAR

Input
Real traffic flow and load configuration Elastic modulus of material Does not take into account climate condition (fatigue law)
Still limitations
Other approaches
Aircraft Loading Index ALI approach
3D Finite Element method Research & Experiments
National Airport Pavement Test Facility, NAPTF (Atlantic City, US) Pavement Experimental Programme, PEP (LCPC-Airbus)
1.
Background
2.
3. 5.
What are the key parameters for airport pavements?

What about pavement design? Conclusions
4. What is new in airport pavement engineering?
Experience sharing FAA (US)

FAA recommendation for bitumen selection (AC 150-5370-10B P401)
Use of the PG grade framework as a reference In range of PG58 and PG76 for surface layers PG bump regarding traffic classes for runway, taxiway/Aprons Shift from Marshal method to Superpave method Use of Superpave Gyratory Compactor with Ndesign and Nmax Fuel resistance sealer and binder (research project 05-02) Use of Stone Matrix Asphalt SMA (research project 04-04) Energy ratio approach for assessing fatigue performance at high strain levels (University of Illinois research
partnership)
FAA recommendation for asphalt mix design
Some on going research for more fundamental specifications
Experience sharing Middle East

Characterisation of permanent deformation resistance
Model Mobile Load Simulator MMLS from South Africa Adaptation of the speed and cycle number for airfield application
Introduction of PG82
Greater high temperature criteria to better fit with hot dry climate
Experience sharing Europe

Airbus research programme
Pavement Experimental Programme 1&2 1998-2003 to assess impact of A380 on pavement (PEP1 bituminous pavement, PEP2 rigid pavement)
Simulation of pavement strain/stress distribution Cracking performances
PEP 3 to start in 2007 to assess the tyre pressure effect on permanent deformation of asphalt pavement
7 asphalt mixtures to be assessed under various conditions of loading
French BBA, a dedicated asphalt mixture for Airfield application
Gap graded asphalt mixture Special specification against fatigue cracking and permanent deformation
1. 2. 3. 4.
Introduction Airport pavement similar to road pavement? What are the key parameters for airport? What about specification?
5. Conclusions
Conclusions
A road can fail a runway can not
Airport pavements are different than road pavements
Function, loading, use, operation Static loading High strain and stress levels Extreme conditions
Key parameters for airport pavement have greater impact
Road specifications might be not adapted to suit airfield application

Need for specific dedicated pavement engineering
Airport Pavement Design
Airport Workshop Lafarge/Shell 10th July 2007, London

07 Airport Pavt Design

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07 Airport Pavt Design

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Airport Pavement Design

By laurent Porot Technology Implementer, Shell Bitumen Sustainable development

Airport Workshop Lafarge/Shell 10th July 2007, London

4. What is new in airport pavement engineering

Airport Workshop Lafarge/Shell,

of July 2007 London Airport Pavement Design

Airport Workshop Lafarge/Shell,

of July 2007 London Airport Pavement Design

A road can fail a runway can not

Airport Workshop Lafarge/Shell,

of July 2007 London Airport Pavement Design

Airport pavement specificity Airport pavement is not as unique as a road!

Airport vs. Road

2. What are the key parameters for airport pavements?

Airport pavement functions

Asset value: Structural need Cracking Permanent deformation

Bound base layers

Granular base layers

Airport pavement functions

Asset value: Structural need Cracking Permanent deformation

Bound base layers

Granular base layers

Truck standard axle

Strength and structural need

Stiffness at various conditions

Strength and structural need

Master Curve at 15C

Stiffness at various conditions

Strength and structural need

Stiffness at various conditions Dense asphalt concrete

Master Curve at 15C

Depends on the load conditions

High T Low frequency

Low T High frequency

Material performance required:

Special products available

Fuel resisting binder instead of tar

Airport pavements are specific

Specification for permanent deformation

Creep test static or cyclic

What is suitable for airport applications

Specification for cracking resistance

Thermal cracking susceptibility Fatigue test

What is suitable for airport applications

High strain level in connection with heavy load

Strength and structural need

Indirect tensile strength, ITS at 20C Full complex modulus measurement

What is suitable for airport applications

Fuel resisting material

Specimen mass loss, %

As a function of immersion time Less than 1% after 24h

Specimen stability after immersion

What are the key parameters for airport pavements?

3. What about pavement design?

Current approach - ACN/PCN Principle

Pavement Classification Number, PCN Comparison of ACN to PCN

Maximum mass, quality of the soil support, type of structure

The CBR (Californian Bearing Ratio) method

Effect of super jumbo jets

Aggressiveness of B777, B747, A340, A380

The new FAA method

Bases on multilayered model similar to Shells BISAR