whiteley leanne_pavement design for canadian airports tighe cpatt symposium

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Pavement Thickness DesignPavement Thickness Designfor Canadian Airportsfor Canadian Airports

Leanne Whiteley, B.A.Sc., M.A.Sc.Leanne Whiteley, B.A.Sc., M.A.Sc.

Civil EngineeringCivil Engineering

Susan Tighe, Ph.D., P.Eng.Susan Tighe, Ph.D., P.Eng.

Canada Research Chair in Pavement & Infrastructure ManagementCanada Research Chair in Pavement & Infrastructure Management

and Associate Professor, Department of Civil Engineeringand Associate Professor, Department of Civil Engineering

University of WaterlooUniversity of Waterloo

CPATT SymposiumCPATT Symposium

October 13, 2006October 13, 2006



IntroductionIntroduction

Research RationaleResearch Rationale – – Aging airport pavement infrastructureAging airport pavement infrastructure

– – Heavier aircraftHeavier aircraft

– – International state-of-the-art design programsInternational state-of-the-art design programs

ScopeScope – – Flexible and rigid airport pavement design methodsFlexible and rigid airport pavement design methods

– – Canadian airport dataCanadian airport data

ObjectivesObjectives

– – To determine the sensitivity of the pavement designTo determine the sensitivity of the pavement designmethods to their input parametersmethods to their input parameters

– – To evaluate the Transport Canada design methodTo evaluate the Transport Canada design method



MethodologyMethodologyStage 1

Data Collection

Stage 2

Data Organization

Stage 3

Within Program Sensitivity Analysis

Stage 4

Between Program Data Analysis

Sources of DataData Requirements

Aircraft Traffic

& VolumesClimate

Pavement

Structure

ClimateSensitivity

Analysis

TrafficSensitivity

Analysis

SubgradeSensitivity

Analysis

Design Methodsvs.

Transport Canada



Airport Pavement Design MethodsAirport Pavement Design Methods

FlexibleFlexible

•• Transport Canada (TC)Transport Canada (TC)•• Federal AviationFederal Aviation

Administration (FAA)Administration (FAA)CBR MethodCBR Method

•• FAA Layered ElasticFAA Layered ElasticDesign (LEDFAA)Design (LEDFAA)

•• Asphalt Institute SW-1Asphalt Institute SW-1

•• Australian AirportAustralian AirportPavement StructuralPavement StructuralDesign System (APSDS)Design System (APSDS)

RigidRigid

•• Transport Canada (TC)Transport Canada (TC)•• Federal AviationFederal Aviation

Administration (FAA)Administration (FAA)Westergaard MethodWestergaard Method

•• FAA Layered ElasticFAA Layered ElasticDesign (LEDFAA)Design (LEDFAA)

•• FAA Finite ElementFAA Finite Element

Design (FEDFAA)Design (FEDFAA)•• American ConcreteAmerican Concrete

Pavement AssociationPavement Association

AIRPAVE 2000AIRPAVE 2000



Sources of DataSources of Data

20%

0%

13%

20%13%

34%

Altantic

Quebec

Ontario

Prairie

Pacific

Northern

60%13%

7%

7%

13%

National Airport System

Regional/ Local

Arctic

Remote

Unclassified

Airport Region

Airport Type



Within Program Results – FlexibleWithin Program Results – Flexible

Equivalent Granular ThicknessEquivalent Granular Thickness

I for all SSI for all SS

VS for all SSVS for all SS

I for all SSI for all SS

M - S for NSBM - S for NSB

S for NSBS for NSBM for SBM for SB

S for SBS for SB

FAAFAA

W-M for LSSW-M for LSS

I for HSSI for HSS

S-VS for HSSS-VS for HSS

I for LSSI for LSS

VS for HSSVS for HSS

I for LSSI for LSS

S - VS for HVFS - VS for HVF

W for MVFW for MVFI for LVF & XCWI for LVF & XCW

TCTC

N/AN/A

N/AN/A

N/AN/A

SS – – VS for allVS for all

LEDFAALEDFAA

N/AN/A

N/AN/A

*W for all*W for all

SSSS

VS for allVS for all

SW-1SW-1

N/AN/AWheelWheel

LoadLoad

N/AN/AMGWMGW

N/AN/AFIFI

VS for allVS for allCBRCBR

APSDSAPSDSAnalysisAnalysis

Legend:

CBR=California Bearing Ratio FI=Freezing Index MGW=Maximum Gross Weight

VS=very strong S=strong M=moderate W=weak I=insignificant

HVF=high volume facility MVF=medium volume facility LVF=low volume facilityHSS=high subgrade strength MSS=medium subgrade strength LSS=low subgrade strength

NSB=non-stabilized base SB=stabilized base

XCW=extreme cold weather climates * = Mean Average Air Temperature



Within Program Results – RigidWithin Program Results – Rigid

PCC SlabPCC Slab

S for allS for allN/AN/AN/AN/AN/AN/AN/AN/ATire contactTire contact

areaarea

L-M for allL-M for allN/AN/AN/AN/AN/AN/AN/AN/AGear LoadGear Load

I for allI for all

S for allS for all

I for allI for all

W for XLVFW for XLVF

VS for othersVS for others

FAAFAA

S-VS for allS-VS for all

L for HSSL for HSS

M for LSSM for LSS

I for allI for all

W for LVFW for LVF

S-VS for HFVS-VS for HFV

TCTC

N/AN/A

N/AN/A

N/AN/A

NC for XLVFNC for XLVF

VS for othersVS for others

LEDFAALEDFAA

N/AN/A

N/AN/A

N/AN/A

NC for XLVFNC for XLVF

S-VS for othersS-VS for others

FEDFAAFEDFAA

N/AN/AWheel LoadWheel Load

N/AN/AMGWMGW

N/AN/AFIFI

VS for allVS for allCBRCBR

AIRPAVEAIRPAVEAnalysisAnalysis

Legend:

CBR=California Bearing Ratio FI=Freezing Index MGW=Maximum Gross Weight

VS=very strong S=strong M=moderate W=weak I=insignificant

HVF=high volume facility MVF=medium volume facility LVF=low volume facilityHSS=high subgrade strength MSS=medium subgrade strength LSS=low subgrade strength

NSB=non-stabilized base SB=stabilized base

XLVF=extreme low volume facility NC=no change



Between Program Flexible ResultsBetween Program Flexible Results

Subgrade strength &Subgrade strength &

annual growthannual growth

statistically significantstatistically significant

Change in subgradeChange in subgrade

strength more significantstrength more significantthan an in traffic of upthan an in traffic of up

to 10%to 10%

TC with frost protection &TC with frost protection &

FAA with stabilized baseFAA with stabilized base

most conservativemost conservative

flexible pavement structureflexible pavement structure

LEDFAA and FAA withLEDFAA and FAA withstabilized base moststabilized base most

closely relate to TC flexibleclosely relate to TC flexible

design outputdesign output



Between Program Rigid ResultsBetween Program Rigid Results

Subgrade strength &Subgrade strength &annual growthannual growth

statistically significantstatistically significant

Change in subgradeChange in subgradestrength more significantstrength more significant

than an in traffic of upthan an in traffic of upto 10%to 10%

FEDFAA and TC with noFEDFAA and TC with no

frost protection = thinnestfrost protection = thinnestPCC slab thicknessesPCC slab thicknesses

TC with frost protectionTC with frost protection

and FAA = thickest PCCand FAA = thickest PCC

slab thicknessesslab thicknesses

FAA > LEDFAA > FEDFAAFAA > LEDFAA > FEDFAA

FAA & AIRPAVE mostFAA & AIRPAVE most

closely relate to Transportclosely relate to Transport

Canada rigid design outputCanada rigid design output



Conclusions - FlexibleConclusions - Flexible

Flexible pavement thickness decreases or remainsFlexible pavement thickness decreases or remains

unchanged as the subgrade strength increasesunchanged as the subgrade strength increases

The FAA flexible pavement thickness increasesThe FAA flexible pavement thickness increases

dramatically once the subgrade is reduced to a CBR of 6dramatically once the subgrade is reduced to a CBR of 6

(weak subgrade strength)(weak subgrade strength)

FAA flexible =FAA flexible = f f (design aircraft maximum gross weight)(design aircraft maximum gross weight)

LEDFAA, FEDFAA, SW-1, APSDS more sensitive toLEDFAA, FEDFAA, SW-1, APSDS more sensitive tosubgrade (vs. traffic)subgrade (vs. traffic)



Conclusions - RigidConclusions - Rigid

TC rigid PCC slab thickness =TC rigid PCC slab thickness = f f (design aircraft wheel(design aircraft wheel

load)load)

TC rigid TPT =TC rigid TPT = f f (Freezing Index)(Freezing Index)

AIRPAVE =AIRPAVE = f f (tire contact area)(tire contact area)

FEDFAA = thinnest PCC slab thicknessFEDFAA = thinnest PCC slab thickness

FAA > LEDFAA > FEDFAAFAA > LEDFAA > FEDFAA



RecommendationsRecommendations

Geometric design analysisGeometric design analysis

– – impact on pavement design and performanceimpact on pavement design and performance

Comparison new design methods (FAARFIELD)Comparison new design methods (FAARFIELD)

New state-of-the art designs do not necessarily accountNew state-of-the art designs do not necessarily accountfor the climatic conditions experienced in Canadafor the climatic conditions experienced in Canada

Incorporate economic analysis into the design andIncorporate economic analysis into the design and

planning stageplanning stage

whiteley leanne_pavement design for canadian airports tighe cpatt symposium

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