Runway Resurfacing and Repairing Using Modern Materials and Techniques

Runway Resurfacing and Repairing Using Modern Materials and Techniques
Seminar Report 2012-2013
1.INTRODUCTION
The transport modes like roadway, waterway and airway have been used by the mankind using land, water and air. In the past railways were assigned priority of developments, Because it was one mode of transport, which helped mass transportation of goods and passengers. Railways and roadways in India and abroad are in competition today for providing better transportation facilities. Air transportation is the most suitable transportation technique for long distance travels. So runway has very importance. Runway is a long and comparatively narrow strip, which is paved for small aerodromes. Repair and resurfacing of runway is a complex activity, which requires comprehensive engineering evaluation, selection of suitable materials commensurate to problems and proper co-ordination of construction procedure and activities .It also demands setting up adequate quality planes and quality assurance methods. For runway resurfacing it is required to determine the nature and extend of deterioration and also the causes of deterioration. For this it is essential to carry out detailed study including overall projection evaluation so as to evolve suitable repair alternatives.
Dept. Of Civil Engg.
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2. The Pavement Classification Number- Runway Strength Rating and Load Control System. The Air craft Classification Number/ Pavement Classification Number (CAN/PCN) system has been adopted by ICAO as the standard for the international reporting of air field pavement bearing strengths .The ACNPCN system of rating air port pavements is designated by the international civil aviation organization (ICAO) as the only approved method for reporting strength. The ACN- PCN method came in to use in1981. The ACN- PCN system is simple to use. Each air craft is assigned a number that expresses the structural effect on a pavement for a specified pavement type and a sub grade category. Each air port operating authority reports site pavement strengths using the same numbering system. The pavement is capable of accommodating unrestricted operations provide the air craft load number is less than or equal to the pavement strength number. Maximum tire pressure limitations may also be applied to some pavements which may further restrict certain air craft operations. The ACN is based on static application on aircraft loads to the pavement surface making them somewhat conservative in nature
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The ACN and PCN are defined as follows: ACN is a number that expresses the relative structural effect of an aircraft on different pavement types for specified sub grade strengths in terms of a standard single wheel load PCN is a number that expresses the relative load carrying capacity of a pavement in terms of a standard single wheel load The system is structured so that a pavement with a particular PCN value can support, without weight restrictions ,an aircraft that has an ACN value equal to or less than the pavements PCN value
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3. ASPHALT APPLICATIONS
3.1 Airfield uses of asphalt
Most of the worlds paved roads are surfaced with asphalt, Asphalt is obtained by fractional distillation of petroleum crude, which gives good performance and durability under the most heavily trafficked conditions. Asphalt is obtained by fractional distillation of petroleum crude. These materials are also widely used in the construction of hard standing and parking areas for both light and heavy vehicles. They are therefore eminently suitable for use in the construction and surfacing of access roads, perimeter roads and vehicle parking areas on airfields. Without hard paving, access may be difficult to the airfield, flying may be restricted in inclement weather or the facilities may not come up to the minimum standards required by the regulatory authorities for passenger carrying aircraft. require hard paving: runways taxi-ways providing access to runways aircraft parking, re-fuelling or servicing aprons hanger floors
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The following areas on a typical airfield are likely to
car, bus or commercial vehicle parking areas access roads edge drainage (French Drains) for runways and taxiways
In each of these areas different considerations apply. For example, runways require good skid resistance and surface water drainage for good braking, an even surface regularity to ensure passenger comfort and minimum risk of damage to delicate electronic components and adequate strength to support the high wheel-loadings of modern aircraft. Where jet-engined aircraft operate, freedom from loose particles is an additional, essential requirement to avoid the expensive damage that can be caused to jet-engines from ingestion of foreign objects (known as Foreign Object Damage or FOD). This term may also be used for Foreign Object Debris when referring to any detritus or loose particles on or near to runways or taxiways. For aircraft parking areas the main requirement is adequate stability under high wheel-loadings; for paved areas where aircraft will undergo refuelling and servicing, the principal considerations are adequate stability under wheel-loads and heavy point loads from maintenance machinery as well as good resistance to oil spillage Runways need to be constructed with sufficient strength to carry the moving aircraft. Runways require a higher degree of resistance to skidding and aquaplaning in view of the higher speeds involved. One means of
achieving the latter, now employed on many major runways in the UK, is to use an open-graded Porous Asphalt surface course traditionally known as Porous Friction Course as the running surfacing. This acts as a drainage layer to prevent surface water adversely affecting aircraft tire grip on the surfacing in wet weather. Beneath the Porous Friction Course a strong impervious binder course of Hot Rolled Asphalt or a dense Asphalt Concrete known as Marshall Asphalt is required laid to adequate falls. Alternatively the new surface course may be laid directly on an impervious existing surfacing. When resurfacing work is being undertaken on runways, it is essential that the existing surfacing is of good regularity and laid to adequate falls or the levels are corrected by applying an appropriate regulating layer. This is of particular importance if a Porous Friction Course is to be applied and ensures that water is not held in the new surfacing to lead to heavy ice formation in winter. Where relatively light aircraft are involved standard road surfacing materials, namely Hot Rolled Asphalt, close-graded/dense Asphalt Concrete or Stone Mastic Asphalt specified using the guidance from PD 66911 and the appropriate European Asphalt Standard will provide good durability and adequate performance. If Hot Rolled Asphalt is employed, a 35% stone
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content mix without the application of pre-coated chippings should give good performance and durability 3.2 MODERN ASPHALTS Most runway resurfacing is carried out at night, with contractors given access for just a few hours. They do the work in short bursts, completing a section each night and reopening it the next day. It is not surprising, given these constraints, that designers and contractors tend to stick with tried and tested mixes for the new runway surface usually Marshall Asphalt, a continuous graded aggregate mix that gives a harder surface than traditional hot rolled mixes.
Nynas has, over the years, developed a number of products that can be used in runway surfacing and other heavily trafficked areas within airports. These include binders with high resistance to damage by fuel oils and de-icing fluids a major issue for airport managers as well as binders for thin surfacing and foam mixes.
One fuel damage resisting product Nyguard , was used at Bristol Airport to bring two redundant runways back into use as taxiways and for aircraft refueling and parking(fig.1). These ancillary areas are seen as lower risk.
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Fig.1 Nyguard, was used at Bristol airport to bring two redundant runways back in to use
Nynas has developed the product further to produce Nyguard HR(fig.2), a hot mix binder specifically designed for heavy duty areas like airfields, docks and bus bays. As well as its fuel damage resisting properties, the binder gives cohesion values up to five times greater than equivalent paving grade bitumen, making it much more resistant to shearing forces and resulting scuffing, tearing and deformation.
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Fig.2 Nyguard HR, a hot mix binder specifically design for heavy duty areas
One issue that may make airport owners more willing to look at non-traditional mixes for runways is sustainability. With local authorities setting targets for recycling, and commercial firms increasingly aware of waste and energy consumption, there is increasing pressure to reuse material in runway resurfacing.
In a recent contract at Liverpool Airport, Tarmac reused runway planings for sections of recycled pavement. These areas the outer strips of the runway were re-constructed using Nyfoam, a binder specifically developed by Nynas for foam mixes and used last year on the UKs largest road recycling contract on the A38 in Devon. 4
The successful application of the technique at Liverpool is likely to lead to other airports considering recycling for future resurfacing projects. While Nynas specialist products have so far mainly been used on ancillary areas, such as taxiways and parking bays, the company also has experience of supplying specialist materials for main runways. At Exeter Airport, for example, its Nypol TS polymer modified binder was used by Bardon in the construction of a Super AirMat runway a thin surfacing alternative to traditional Marshall Asphalt.
Super AirMat contains a 10mm nominally sized grit-stone with a very high polished stone value to give the surfacing a high level of grip. The Nypol TS is designed to give good adhesion and cohesion with the stone, and extra durability comes from adding cellulose fibres to the asphalt mix.
The Super AirMat mix was designed specifically for airfields, and is laid in a single pass, making it a very efficient way to surface large areas in a relatively short time.
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4. Rubber Removal Techniques The most common methods of pavement retexturing are: High Water Pressure, Ultra High Water Pressure (Track Jet), Chemical, Shot Blasting, Mechanical Process. 4.1 High Pressure Water blasting (HPW) Rubber is removed by means of rotary devices that move along the surface as it cleans. This is done utilizing up to 30 gallons of water per minute at pressures of between 100 to 1,000 bar . The water that penetrates the surface effectively cleaning rubber deposits creates an hydraulic effect. This helps to increase the frictional values and surface texture of the pavement. A combined suction part or a sweeper that picks up the rubber debris during its operations usually accompanies it. This allows for the pavement to be easily and quickly returned to operations and is especially advantageous in airport operations where time constraints and short possession time is common. Benefits of using this technique are: The speed at which rubber is removed (1,200 m per hour are claimed).
The cost efficiency of the process (water is generally provided). The improved friction characteristics of the pavement due to penetration of the water and the removal of rubber. The ease of getting off the runway in the event of an emergency. Its usage is independent of weather and can be operated in cold, damp wintry conditions. Disadvantages are: Noise from the operation requires the wearing of hearing protection. Eye protection should also be worn in the vicinity of the machine while in operation. Appropriate disposal of waste material is required. Does loosen surface matrix encouraging the loss of fine materials. Cleaning rate is 70% with one run. Heavily damages certain asphalt types like antiskid. Damages grooves and pavement surfaces over time (8 years). Damages sealing. Cannot be used to clean AGL. HPW is most effective on sprayed seals and asphalts that show loss of texture due to flushed bitumen. This results in safer operating conditions for pavements.
4.2 TrackJet (Ultra High-Pressure Water blasting) The TrackJet, an Ultra High-Pressure Water blasting machine developed by Bernd Weigel in Germany, is widely used at BAA airports and other leading airports in Europe, as well as European highways for retexturing and paint marker removal. Through its modern technology of retexturing, this machine has consistently removed 100% of rubber build-up and pavement markings from pavements without touching the pavement micro or macro texture. It utilises a nozzle system that is truck mounted, applying very little water at very high pressure through a unique computer-controlled system. This enables an environmentally friendly and most effective maintenance for all kind of surfaces. Cost savings through increasing rubber removal intervals without damaging or destroying the aggregates on the pavement surface result in an increased pavement life.
Benefits of this technology are: Optimum treatment with care of pavement surface. Reduces direct and indirect renovation cost by prolonging cleaning and resurfacing cycles. Applicable to all kinds of surfaces; for example asphalt, anti-skid, petrogrip and concrete. Best possible friction values, therefore prolongs the time interval till next cleaning.
High environmental compatibility is reached due to very low water consumption and very low eroded road/runway substance volume. No damage to grooving, runway lighting systems, marker paints and joint sealing. Clearing out of expansion joints. Only needs one personnel to operate. The ease of getting off the runway in the event of an emergency; runway can be evacuated in 3 minutes leaving the working area tidy and surface like new. Its usage is independent of weather and can be operated in cold, damp wintry conditions or warm temperatures (2 to 40 degrees centigrade). High environmental care due to extremely low water and fuel consumption; the Track Jet works with clean water without chemical adhesives and requires only 10 to 20% of the water and 30% of the fuel HPW systems normally require. Low expenses with waste removal, because no chemical is used to separate the rubber waste from waste water. This system is also universally suitable for cleaning sealing joints, concrete renovation, cleaning of steel and concrete areas, apron areas and oil spill removal. Disadvantage of systems: Appropriate disposal of waste material is required. Some airport staff claims that up to 800 m per hour cleaning (but 100% rubber removed) is too little.
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Various equipments used for water jet system are shown in figures
Fig.3 SUPRA SNOW REMOVAL VEHICLE
Fig.4 UNIMOG 400 L FOR WATERJET SYSTEM
Fig.5 EQUIPMENT FOR WATERJET SYSTEM
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4.3 Chemicals Environmentally friendly chemicals have been developed that are safe and effective in cleaning rubber from contaminated surfaces. This is done by spraying the chemicals onto the pavement surface and then scrubbing, brushing and working them into the rubber deposit over several hours. The chemicals break down the polymerized rubber into a soft jelly like substance. The substance is then flushed off the runway by water blasting when the process is completed. During this process, the runway cannot be reopened until the process is completed due to the runway surface being slippery. The debris cannot be swept up using conventional sweepers since the chemicals will react with the rubber seals within the sweeper. Even though the debris is considered to be biodegradable, the chemical is not and as a result, the usual method of clean up is: flush the soapy residue off the pavement surface onto the surrounding soil after completion of works. Over time, the debris accumulates and may eventually cause an environmental problem requiring remediation. The cost of chemical removal is usually double the cost of HPW and Track Jet due to the cost of the chemicals.
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Benefits of this method are: Rubber is cleaned at the same rate as HPW. It softens and removes polymerized rubber. The work can be accomplished using airfield staff and equipment. Disadvantages are: Once the process begins, the pavement/runway must remain closed until clean up is complete. It is expensive in comparison to HPW and Track Jet. Poses an environmental problem due to chemicals not being biodegradable over time. Time taken for process to be completed. Requires more than one personal to carry out process. Reacts with rubber seals in conventional sweepers and on runways. Large amount of effluent needed to be disposed of. 4.4 High Velocity Impact Removal or Shot Blasting Propelling abrasive particles onto the runway surface that blast the contaminant from the pavement surface using Shot-blasting. The operation is environmentally clean since it is self .contained and the equipment can be adjusted to produce the desired surface texture result. On a non-grooved surface it collects the abrasive particles, loose contaminants and dust from the runway surface. The steel is then recycled for re-use. The primary reason using this method is for paint removal and the resurfacing and
retexturing of pavement surfaces and not necessarily the removal of rubber deposits . Benefits are: It retextures pavement and removes rubber deposit in excess of 1,000 m per hour. Retexturing is done by removing a thin layer of the pavement and coincidentally removing rubber deposits as well. The equipment is truck-mounted and can easily be removed from the runway (like HPW and TrackJet) in case of an emergency landing. The equipment cleans the surface while working. Disadvantages are: Expensive to mobilise. Overall cost is expensive. Noise and vision hazards due to operation process of machine. Care is required to carry out machine operation. FOD hazard on airfields where steel shot becomes semi-embedded into the surface and then dislodged later in time.
4.5Mechanical Removal (Grinding or Milling) Mechanical Removal is generally carried out either by grinding or milling. Like shot blasting, the primary reason for the machine is not the removal of rubber from pavement surface.
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It is most effective in removing rough patches on highways and profiling high spots on pavements. It also removes rubber deposits as its process is carried out. Benefits are: Removes high areas such as bumps on pavement surfaces or at joints where slabs have shifted or faulted. Mills asphalt surface for preparation of overlaying. Improves pavement surface friction characteristics by removing a thin surface layer. Disadvantages: Can cause micro-cracking of the structure leading to accelerated aging of the surface. Damages surface texture.
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5. Stress Absorbing Membrane Interlayer(SAMI) Asphalt interlayer system consist of a wide variety of products and processes, each with unique benefits and specific placement methods to ensure good adhesion to the underlying pavement. The products may be classified in a number of categories such as; sand asphalts, grids, nonwovens, steel reinforcements and SAMIs. In general, a SAMI is placed on top of an existing pavement and subsequently capped with a hot mix asphalt overlay (Fig.6).Its purpose is to delay the propagation of cracking that originates in the pre-existing pavement that will eventually reflect through to the new surface layers. Cracking in the surface layers allows penetration of water, salt and other deleterious materials that can accelerate the deterioration of the entire pavement structure once it penetrates the aggregate base.
Fig: 6. SAMI within the pavement structure A saturated asphalt concrete is typically unaffected structurally by water unless the asphalt aggregate is stripping prone. In
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contrast, a saturated base aggregate loses about 40% of its strength when saturated.( source: Pavement Preservation Task Group of Caltrans) In effect each crack will allow a certain amount of water to enter the road base hence negatively impacting the original engineered design. An effective SAMI should therefore; provide additional tensile strength to the pavement to combat reflective cracking, be flexible enough to allow it to move within the pavement structure as well as providing a waterproof barrio for the ingress water from the surface to the pre-existing pavement.
5.1 Stress Absorbing Membrane Interlayer (SAMI) using the FiberMat process FiberMatTM is a process that sandwiches strands of chopped fiberglass between two layers of polymer modified asphalt emulsion, and is applied using specialized equipment. The first layer of emulsion provides a bond to the existing hard surface, with random interweaving of the fiberglass strands providing tensile strength to the mix, the second application of asphalt emulsion encapsulates the fiberglass, ensures the existing pavement is sealed, and is quickly covered with a thin veil of aggregate. The aggregate is seated into this second layer of emulsion using traditional rolling techniques and the SAMI is capable of accepting traffic in approximately 20 minutes.
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This reinforced layer can be used as a temporary wearing surface, on high volume roads, and is usually covered with a thin layer of hot mix asphalt within 14 days. Once capped with hot mix, it becomes a true SAMI. Its function is to seal the existing pavement with a resilient waterproof membrane, reduce reflective cracking through the new wearing surface, and ultimately prolong the useful service life of the road.
5.2 Constructing a SAMI using the FiberMat process FiberMat is a flexible, waterproof membrane that incorporates asphalt emulsion and fiberglass strands to combat reflective cracking, meeting all three requirements of an effective SAMI. Patented equipment, developed specifically for the FiberMat process, ensures even distribution of the materials and precise computer controls to allow adjustments in application rates while the machine is in motion. This equipment is contained within a trailer that houses several spools of fiber glass, the patented cutter assembly system, an asphalt emulsion pump and distribution spray nozzles, plus the computer system that controls the application rate of each component (figure7) . The unit is pulled by an asphalt emulsion tanker, connecting the output lines of the tanker to the Fiber Mat machines emulsion pumping system
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Fig:7. The fiberMat , Application System
The fiberglass strands are pneumatically blown between two separate layers of asphalt emulsion (figure8) ensuring complete and even coverage of both fiberglass and asphalt emulsion(figure9).
Fig:8. The fiberMat Application System
Fig:9. Even distribution of materials
The even distribution of emulsion and fiberglass is achievable in a swath up to 4m wide (easily covering an entire lane width).Computer
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synchronized nozzles and cutters allow the operator to vary the application width to accommodate changes in pavement width, tapered sections and turning lanes. It is possible to place FiberMat as narrow as 1m to a maximum of 4m (150mm increments)
Fig:10. Application deck, showing separate lines of fiberglass capable of up to 4m width in single pass
To complete the process, it is necessary to imbed a layer of aggregate in to the second layer of asphalt emulsion. Aggregate is placed with a traditional chip spreader and seated using pneumatic rollers. The purpose of the aggregate layer is to protect the newly constructed membrane from vehicular traffic and construction equipment. The completed FiberMat (SAMI) is capable of accepting traffic within 20 minutes, and should be
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overlaid with hot mix asphalt prior to the onset of freezing temperatures.The unfinished road, FiberMat and aggregate are shown below(figure11).
Fig:11. Stages of FiberMat application
The entire train of equipment consists of the emulsion tanker, FiberMat trailer, chip spreader, aggregate trucks and rubber tire rollers(Figure 12).
Fig:12.
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5.3 FiberMat Type B

APPLICATION
Specially developed patented machinery chops (60-90mm length) fiberglass strands in- place and sandwiches them between two layers of asphalt emulsion prior to the application of a light dressing of 6.35mm size aggregate, which is then rolled into the surface. The glass fibres are applied at a rate of 100-140g per m2, depending on the severity of the cracking, with asphalt emulsion being applied in two simultaneous applications totaling 1.82.3 litres/m2 FiberMat Type B uses the patented FiberDec process, a combination of special polymer modified asphalt emulsion, chopped fiberglass strands and aggregate. This mixture act as a highly resilient waterproof membrane that seals and effectively delays reflective cracking. This method is superior to other surface treatments as there are no adhesion problems and the membrane cant gather or tear because it is sprayed in place. FiberMat Type B is also faster to apply than another conventional SAMIs. It can be opened to traffic within initial lay-down and the overlaying of the final wearing course; the latter may even be applied at later date.
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FiberMat Type B has sufficient tensile strength and flexibility to absorb movements in the pavement structure and can prevent the pavement from cracking. Where pavement lateral movement of the overlay might occur(due to cracks in the under laying material) FiberMat Type B reduces the magnitude of the resulting strain in the overlay by spreading it over a greater area. While conventional SAMIs simply relieve stress, FiberMat Type B acts like a cushion- its thickness absorbs stress, thereby acting as a true stress absorbing membrane.
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6. URETEKS UNIQUE TECHNOLOGIES (Floor lifting, Soil consolidation, Void filling)
6.1 Method After detailed analysis of the problem, we drill small holes to the appropriate depth above or next to the problem area. Next we inject specifically developed environmentally friendly material with uniquely strong and expansive properties. This material expands at a 100% predictable rate, filling underground voids, consolidating the soil and stabilizing the surrounding area. The process can also be used to lift sunken concrete or foundations with great accuracy; to within a tolerance of 5mm per meter.
All this can be achieved without the need for excavation, which is expensive and time-consuming.
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Fig:13. 6.2 ADVANTAGES URETEKs unique technologies are particularly effective and there are a number of advantages that are not offered by alternative methods.
Universally accepted These methods are universally accepted by architects, national and international authorities and are even recommend by insurers Phenomenal lifting capacity These methods have a lifting capacity of 40,000 kg per square metre. We can restore our concrete to full working strength no matter how heavy a load it supports.
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Environmentally friendly The resins used are without CFCs and can be applied in practically all circumstances. They do not pollute and do not affect the quality of underground water. They are even allowed for applications in the food industry.
Minimal disruption Fast installation, curing and cleanup equals minimal disruption, Also it cause minimal dust and noise pollution. After only 15 minutes our material has already reached 90% of its full strength, so load can immediately be restored to a treated area.
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7. CONCLUSIONS Runway rehabilitation scheme requires in-depth study of problems of formulate repair scheme and to choose suitable materials and techniques for repair. Use of new materials like modern asphalts, SAMI(FiberMat Type B) to delay propagation of reflection cracks are found to be a lasting solution. However, its long-term performance in context of Indian climatic conditions is yet to be established and proven. However, no guidelines are available with respect to various methods. These are the fields, which needs further studies. In future, these materials are likely to find extensive usage in highway and runway work.
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8.REFERENCES Devendra Kumar., Runway Maintenance Using modern Techniques, IRC Journal of Indian Highways, March 2005, pp.31-39 Pawan Kumar and A K Sriinivastave., Glass Fibre Reinforced plastic, Civil Engineering Construction, November 2002,pp.45-50 ICAO Aerodrome Design Manual Part 3 Defence Estates Specification 013 Marshall Asphalt for Airfields Website: www.trackjet.de.
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Runway Resurfacing and Repairing Using Modern Materials and Techniques

Seminar Report 2012-2013

Dept. Of Civil Engg.