framework for hma airfield pavement performance-based specifications

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CONINFRA 2009 - 3º TRANSPORTATION INFRASTRUCTURE CONFERENCE São Paulo – July 29th – 31th, 2009. Framework for HMA Airfield Pavement Performance-Based Specifications. Gonzalo R. Rada, Ph.D., P.E. Fugro Consultants, Inc. Pablo E. Bolzan Consultant, SIP Pablo E. Luchetti. - PowerPoint PPT Presentation

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  • Field and Lab Testing of As-Constructed Mix

    Surface Friction & Texture Tests: Int. RunwayFriction Index, Surface Texture (NASA Grease Smear)

    HMA Aggregate Tests: Soundness & Polish Resistance,Maximum Size & Gradation,Texture

    HMA Mix Tests: Air Voids, Asphalt Content,Density Compaction

    Estimated Surface Friction at End of Design Life for Designed HMA Pavement

    Estimated Surface Friction at End of Design Life for As-Constructed HMA Pavement

    Estimated Present Value M&R Costs based on As-Designed Surface Friction

    Estimated Present Value M&R Costs based on As-Constructed Surface Friction

    Bonus / Penalty is Difference in Those Costs or Other Form of Pay Adjustment

    Compare As-Designed to As-Constructed Surface Friction at End of Design Life

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    Performance Prediction Models

  • HMA Properties:As-DesignedAs-Constructed

    Surface Friction & Texture Tests: Int. RunwayFriction Index, Surface Texture (NASA Grease Smear)

    HMA Aggregate Tests: Soundness & Polish Resistance,Maximum Size & Gradation,Texture

    HMA Mix Tests: Air Voids, Asphalt Content,Density Compaction

    Other Performance Inputs: Traffic and Environmental Conditions

    HMA Performance:As-DesignedAs-Constructed

    Chart2

    0.70.68

    0.680.69

    0.660.67

    0.630.65

    0.60.63

    0.560.6

    0.510.57

    0.460.53

    0.40.49

    0.330.44

    0.250.38

    Friction Coefficient As-Dersigned

    Friction Coefficient As-Constructed

    Time (years)

    Friction Coefficient

    Sheet1

    Friction Coefficient As-DersignedFriction Coefficient As-ConstructedTime

    0.70.680

    0.680.692

    0.660.674

    0.630.656

    0.60.638

    0.560.610

    0.510.5712

    0.460.5314

    0.40.4916

    0.330.4418

    0.250.3820

    Sheet1

    Friction Coefficient As-Dersigned

    Time (years)

    Friction Coefficient

    Sheet2

    Friction Coefficient As-Dersigned

    Friction Coefficient As-Constructed

    Time (years)

    Friction Coefficient

    Sheet3

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    Need for DatabaseDatabasePerformancePredictions

    Chart1

    0.70.68

    0.680.69

    0.660.67

    0.630.65

    0.60.63

    0.560.6

    0.510.57

    0.460.53

    0.40.49

    0.330.44

    0.250.38

    Friction Coefficient As-Dersigned

    Friction Coefficient As-Constructed

    Time (years)

    Friction Coefficient

    Sheet1

    Friction Coefficient As-DersignedFriction Coefficient As-ConstructedTime

    0.70.680

    0.680.692

    0.660.674

    0.630.656

    0.60.638

    0.560.610

    0.510.5712

    0.460.5314

    0.40.4916

    0.330.4418

    0.250.3820

    Sheet1

    Friction Coefficient As-Dersigned

    Time (years)

    Friction Coefficient

    Sheet2

    Friction Coefficient As-Dersigned

    Friction Coefficient As-Constructed

    Time (years)

    Friction Coefficient

    Sheet3

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    Summary & ConclusionsPBS require that predicted performance characteristics like distress & roughness meet acceptance criteriaPBS framework consists of 3 key elements: OPCs, PPCs & AQCsChallenges: performance predictive methodology, which requires DB

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    Pavement Performance FactorsClimateLoadMaterialsStructureResponseDistress

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    New pavement opened to traffic

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    over time it deterioratesuntil failure is reached and rehabilitation is needed

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    AAPTP StudyLiterature reviewAirports and highway pavementsInterviewsAirport operators, aircraft manufacturers & pavement expertsIdentification of Aircraft OPCsIdentification of PPCsIdentification of AQCs

    AAPTP Project 06-03 Interim Report

    CONINFRA 2009 - 3 TRANSPORTATION INFRASTRUCTURE CONFERENCESo Paulo July 29th 31th, 2009

    Interview BreakdownType of Contact Agency Type

    Thank you and good morningon behalf of my fellow co-authors Pablo B and Pablo L, it is a pleasure to be here to present the major findings from a study intended to establish a framework for development of HMA airfield pavement performance-based specifications.

    As all of you know well, pavements represent a very significant investment as well as a major component of the airport infrastructure. They not only permit aircraft take-offs and landings but also the movement of those aircraft from the runway to the terminal areas and vice-versa.

    The picture shown here are from Chicagos O'Hare and Atlantas Hartsfield international airports in the US, both large size airports with extensive pavement networks.

    but, what is a pavement?

    As you also know well, a pavement is nothing more than an engineering structure designed and constructed to carry traffic from one point to another in as safe and smooth a manner as possible.

    A very simple definition, but one that raises some important issues:

    1. A structural requirement or the ability of the pavement to carry the loads without excessive cracking or deformations over the design life of the pavement, and

    2. A functional requirement, which address both comfort or the need for the pavement to be smooth, as well safety or the need for the pavement to provide good traction, but also a surface that isSo how do we go from just subgrade soil to a pavement

    Based on the subgrade conditions at the site and the anticipated traffic, we deign the pavement structure using one of many design procedures presently available. In the US

    We then develop detailed drawings based on the design as well as constructions specifications. In the case of the HMA surface layer, that may include density or compaction of the mix, % air voids and asphalt content.

    Finally, we construct the pavement according the drawings and specifications and we perform quality checks to ensure compliance with the specifications.

    If we meet the specifications is the as-designed and as-constructed pavement the same/will they have the same performance? That is the focus of this presentations -- construction specifications for HMA airfield pavements!Construction specifications are intended to ensure that the as-constructed pavement meets a minimum level of performance.

    To date, most of those specifications have required the measurement of material characteristics such as density or compaction of the mix, % air voids and asphalt content of the mix at the time of construction...

    More and more, however, we are going towards performance-based specificationsthat is especially true for highway pavements and efforts are now underway to develop and implement PBS for airfield pavements.

    Unlike the specifications that we have gotten used to for so many years, PBS require

    To accomplish the goal and objectives of the LTPP program, 17 experiments were implemented, and as part of that effort, nearly 2,500 test sections were established throughout North America. The geographical distribution of those test sections is shown on this map. The data collected on each of these test sections and stored in the LTPP database includesan understanding of how and why pavements perform as they do.

    We know that pavement performance is affected by the separate and combined effects of climate, traffic, pavement structure and the subgrade soil.

    Climate, for example, affects the properties of the pavement materials and subgradego to next slide!

    We also know that the stiffness of asphalt concrete materials is affected by temperature; the higher the temperature, the lower its stiffness and when subjected to traffic loadingsgo to slide after next!

    So we know a lot about pavement performance, but the reality is that we still have a long way to go before we can say we truly understand it, and that makes the rehabilitation process that much more complexskip two slides!

    Ok, so a pavement is designed and constructed, and then what?

    Immediately after construction, if done properly, the pavement whether for a highway or an airfield looks great at first, but over timeunder the influence of traffic and the environment, that pavement begins to deteriorate.

    Its condition, whether structural or functional, worsens and it continues to do so until

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