the evolution of sustainability in airfield paving

THE EVOLUTION OF SUSTAINABILITY IN AIRFIELD PAVING SPECIFICATIONS

2011 CAPTG WORKSHOP

Ludomir Uzarowski, Ph.D., P.Eng., Associate, Golder Associates Ltd.Rabiah Rizvi, B.A.Sc., Golder Associates Ltd.

Montreal, QuebecSeptember 15, 2011

PRESENTATION OUTLINE

September 27, 2011 2

Introduction to SustainabilitySustainability in Pavement ApplicationsExample of Highway Pavement Sustainability EvaluationAirfield Pavement Specifications in CanadaAmended P-401 SpecificationAAPTP ProgramAirfield Pavement Life Cycle Cost AnalysisNon-Load Related Pavement DamageAdditional AspectsConclusions

WHAT IS SUSTAINABILITY?


Sustainable development is defined in the Brundtland Report in 1987 as:

“….. development that meets the needs of the present

without compromising the ability of future generation

to meet their needs”

WORLD TRENDS


Global WarmingGreen House Gas (GHG) emissions

Transportation responsible for 28% of GHG emissions –85% of this due to road transportation

Rapid population growth in urban areasEveryone seeking greater affluenceWorld ecosystem increasingly impacted by population growth, increasing affluence and technology growthTransport is a significant component of human consumption

ECOLOGICAL FOOTPRINT


Every person consumes resources to maintain their lifestyleCombined impact of this consumption has an impact on the earthEcological footprint measures what we consume in terms of productive land and water needed to produce these resources and also too absorb all the waste we makeComponents of consumption that contribute to this footprint are food, housing, services, energy, transportation, consumer goods, and services

WHAT IS THE CONCERN?


In 1900There were 5.6 ha of biologically productive land available per world citizenAverage Canadian needed 1 ha to support their lifestyle

In 2000Estimated that only 2 ha available per personCurrent consumption levels

United States – 12 ha/personCanada – 8 ha/personItaly – 6 ha/person

CURRENT TREND IS NOT SUSTAINABLE!

TRIPLE BOTTOM LINE


To achieve sustainability three aspects need to be considered

Economic – associated costsEnvironment – impact to our surroundingsSocial – impact on the general public

Technical aspects also need to be considered in addition to the triple bottom line to achieve sustainability

THE ROAD TO LEADERSHIP


App

licat

ion

Function

System

Leading the Pack

Improving the floor

Expanding thevision

Innovating –raising the ceiling

Meeting minimum standards

-1 +10high low highlow

OPPORTUNITYRISKSTi

me

Today

Tomorrow

Internal External

©2005 BRIDGES to Sustainability Adapted from Transforming Sustainability Strategy into

Action, Beloff et al, 2005

Transportation and Sustainability


Sustainability principles applied to every stageAirport planningDevelopmentConstructionOperationsMaintenance

Cooperation between owners and their engineersAchieve balance between technical, economic, social and environmental factors

Sustainable Pavements


Sustainable Pavements – safe, efficient, durable, minimum impact on environmentCriteria

Minimize use of natural resourcesReduced energy consumptionReduced GHG emissionsLimiting PollutionImproving safety and risk preventionReduced user delay and increased comfortLonger lastingInnovative

Cannot compromise pavement performance

SUSTAINABLE PAVEMENTS


SocialSkills training and accreditationImproved safetyDecreased user delay costs

EconomicUse of recycled materials – reduced costsReduced waste disposal costsReduced haulage costsReduced quantity of new materials

SUSTAINABLE PAVEMENTS


EnvironmentIncreased recycling and re-use of waste materialReduced energy consumption from reduced haulagePreventive maintenance to prolong serviceable lifeConservation of finite resourcesReduced use of bituminous products through recyclingReduced GHG emissions through reduced haulage requirements

ROAD PAVEMENT SUSTAINABILITY EVALUATION


Examples of available programsGreen Road – FHWA (University of Washington)GreenPave – Ontario Ministry of Transportation (MTO)PaLATEGoldSET

Reduced Environmental Impacts

RHVP Perpetual Pavement

0

100,000,000

200,000,000

300,000,000

400,000,000

Initial Construction Maintenance Total

Ene

rgy

[MJ]

Processes (Equipment)

Materials Transportation

Materials Production

RHVP Deep Strength Pavement

0

100,000,000

200,000,000

300,000,000

400,000,000


Ene

rgy

[MJ]




Life Cycle Energy Consumption

Conventional PerpetualPavement Life-cycle Assessment Tool for Environmental and Economic Effects

(PaLATE): A. Horvath

Reduced Environmental Impacts

Life Cycle CO2 Emissions

Conventional Perpetual

RHVP Perpetual Pavement

0

5,000

10,000

15,000

20,000


CO

2 [M

g]




RHVP Deep Strength Pavement

0

5,000

10,000

15,000

20,000


CO

2 [M

g]




Pavement Life-cycle Assessment Tool for Environmental and Economic Effects (PaLATE): A. Horvath

Sustainability Comparison-EnvironmentalENVIRONMENTAL ASPECTS Option 1 Option 2

-2 -1 0 1 2 -2 -1 0 1 2

Use of Natural Resources

New Aggregates x x

Bituminous Materials x x

Atmospheric Emissions

Air Emissions x x

Dust and Noise x x

Waste Generation

Excess Material Off-site x x

Value-Added Re-Use x x

Consumed Energy

Consumed energy x x

Transportation Impact

Transportation impact x x

Sustainability Comparison-SocialSOCIAL ASPECT

Health and safety

Local resident safety x x

Worker safety x x

Impact on community

Work pollution (noise, dust, visual aspects, etc) x x

Duration of works x x

Quality of Life (Frustration, ride quality, etc.) x x

Adding value to the road corridor x x

Equity

Training of employees x x

Preferably local job x x

Corporate image

Corporate image x x

Future Maintenance Needs

On-going local employment x x

Option 1 Option 2

Sustainability Comparison-EconomicECONOMIC ASPECT

Economic performance

Total construction cost x x

Life Cycle Cost x x

Local suppliers

Local suppliers x x

Sustainability

Durability x x

Level of maintenance and repair

Level of Maintenance and repair x x

Technological aspect

Research and development x x

Technological uncertainties x x

Option 1 Option 2

Sustainability Comparison-Combined

Conventional Perpetual

AIRFIELD PAVEMENT –SUSTAINABILITY ASPECTS


TechnicalFollow technical standardsOptimizing other aspects without compromising quality and pavement performancePavement design lifeLife cycle cost analysis Better materials

New/better asphalt mixesPerformance graded asphalt cement (PGAC)



TechnicalRecycling

Reclaimed Asphalt Pavement (RAP)Hot In-Place Recycling (HIR)Cold In-Place Recycling (CIR)Full Depth Reclamation (FDR)Foamed asphalt stabilization Pavement reclamationRecycled concrete and granular materials



TechnicalInnovative mix verification testing

Mechanistic propertiesRutting resistanceCracking enduranceModulusLow temperature cracking



TechnicalAdvanced testing to evaluate pavement condition

Falling Weight Deflectometer (FWD) –structural conditionGround Penetrating Radar (GPR) – layer thickness and profilesInertial profiler - smoothness

Preventive maintenanceExtend pavement lifeAddress non-load related distresses

HOT-MIX ASPHALT PAVING

Review of Airport Paving

Specifications SWIFT 2008

VARIOUS PAVING SPECIFICATIONS

Greater Toronto Airport Authority (GTAA)Department of National Defence (DND)Calgary Airport Authority (CAA)Winnipeg Airports Authority (WAA)Saskatoon International Airport (SIA)

VARIOUS PAVING SPECIFICATIONS

Vancouver International Airport Authority (YVR)Canadian Airfield Pavement Engineering Reference (CAP)Public Works and Government Services Canada (PWGSC)

Reference to Federal Aviation Administration (FAA)

HOT-MIX ASPHALT BINDER COURSE

GradationAsphalt cement content and grade

HOT-MIX ASPHALT SURFACE COURSE

GradationAsphalt cement content and grade

HOT-MIX ASPHALT

Materials

HOT-MIX ASPHALT

Material properties

HOT-MIX ASPHALT

Mix design

HOT-MIX ASPHALT

Construction

HOT-MIX ASPHALT

Surface requirements

HOT-MIX ASPHALT

Acceptance

Inconsistent airfield paving specificationsLarge differences between road and airfield paving High costs of asphalt and Portland cement concrete paving

ISSUES WITH AIRFIELD PAVING

Hot-mix asphalt paving technologySignificant improvement in the last 10 years

MaterialsProceduresLong lasting (perpetual) pavement

Marshall vs. Superpave mixesPerformance graded vs. penetration graded asphalt cementsMix materials and gradations

Pavement texturePavement frictional characteristics

Asphalt paving specifications improvements

End product specification (EPS)QC/QA procedures

ISSUES WITH AIRFIELD PAVING

INITIAL SUGGESTIONS

Discussion should involveAgencies/ownersConsultantsContractorsMaterials suppliersUniversities

Action plan requiredPositive examples

Canadian Airfield Pavement Engineering Reference

CAPTG?

INITIAL SUGGESTIONS

Work close with road agenciesDefine the properties that should be testedAddress testing procedures

Sieve sizesOther

Address mix design procedures and requirementsAddress QC/QA proceduresAddress acceptance procedures

Consider sustainability!!!

AMENDED FAA P-401 SPECIFICATION


Flexible Surface Courses P-401


RAPUp to 30% allowedIf more than 15% of RAP PG grade softening should be considered


AAPTP PROGRAM


AAPTP Projects“Use of RAP in Airfield HMA Pavements”, AAPTP No 05-06“Life Cycle Cost Analysis for Airport Pavements”, AAPTP No 06-06“Techniques for Prevention and Remediation of Non-Load Related Distresses on HMA Airport Pavements”, AAPTP No 05-07

LIFE CYCLE COST ANALYSIS


Economic analysis tool Enables comparison of different alternatives with different maintenance requirements during life cycleAlternatives with higher capital costs may have lower

Maintenance costsLonger design lifeGreater salvage value

LCCA identifies alternative that provides best economic value for investment

AAPTP REPORT 06-06


Describes life cycle cost analysis for airfield pavementSpreadsheet ImplementationFlexible and rigid pavementsDescribes and provides guidance on all aspects of LCCAReport includes

Pavement construction, maintenance and rehabilitation activities for airfield pavementsTypical costs and sources of data for costsUse of airport PMS for LCCAReview of other LCCA methodsGuidelines for conducting LCCA

LCCA Framework


Analysis PeriodInclude at least 1 rehabilitation for all alternativesShould not extend beyond period of reliable forecast

Analysis techniqueNet Present Value or Equivalent Uniform Annual Cost

Discount rateFunction of interest rate and inflation rate

Cost factorsDirect/owner costs and indirect/user costs

Statistical Computation ApproachDeterministic or Probabilistic

PAVEMENT PERFORMANCE AND M&R


Service lifeInitial design lifeLife after rehabilitation treatmentsEstimated in various ways

M&R TreatmentsPMS and historical recordsTiming of extents of treatmentIncludes routine activities, preventive activities and major repairs

OWNER COSTS AND USER COSTS


Owner costsCost of building, maintaining and rehabilitating pavementsQuantify salvage value at the end of service life

User costsCosts incurred by airport users - includes passengers and airlinesType and duration of pavement facility restriction – unique to each airportReduction in airport operations, passengers and cargoLoss of daily operating revenue

NON-LOAD RELATED DISTRESS


Distresses caused by changes in HMA temperature, moisture, and climatic exposure20% of HMA-surfaced airfield pavement exhibit some form of non-load related distressType of distresses

Block crackingLongitudinal and transverse crackingRavelling and weathering

CONTRIBUTING FACTORS


Climate conditionsThermal shrinkage stressesWarping stressesAge hardening of binderMoistureSolar radiation

Crude sources and binder propertiesHMA mix design

Aggregate absorptivityBinder PG GradeBinder Additives

REMEDIES FOR NON-LOAD RELATED DISTRESSES


Pavement preservation program is criticalPreventive Maintenance

Crack sealingSurface treatments – fog seals and slurry sealsThin overlaysMicrosurfacingUltrathin bonded wearing course

Apply treatments before damage becomes visibleTake advantage of PMS data

Hot in-place recycling (HIR) or cold in-place recycling

Extensive surface crackingPavement is structurally sound

GEOTHERMAL SYSTEMS AT AIRPORTS


Using geothermal systems for runways

Heating in winterRemoval of ice and snow build upSensors

Cooling is summerHeat recharge

EuropeUK

HeathrowGatwick

SwedenNorway

CONCLUSIONS


The days of focusing on meeting minimum technical requirements and basic LCCA analysis is coming to an endConsider four aspects of pavement sustainabilityTake advantage of existing advanced paving technologyTake advantage of PMSImplement pavement preservation programConsider longer pavement lifeHighway pavements are much more advanced in sustainability than airport pavementsUse available sustainability evaluation systems


THANK YOU!QUESTIONS?

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the evolution of sustainability in airfield paving

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