Use of Stone Mastic Asphalt on Airport Pavements - aaptp

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In the early 1970’s nearly all the runways in Norway had to be repaved because <strong>of</strong> development <strong>of</strong> newer, larger aircraft. Until 1988 the average age <strong>of</strong> Norwegian runways was over 15 years, and the condition <strong>of</strong> the nearly 3.5 million square metres <strong>of</strong> asphalt pavements was not satisfactory. The “standard choice” <strong>of</strong> asphalt mix for Norwegian airfield pavements in this period was 11 mm nominal size dense graded asphalt, with unmodified bitumen and a binder content <strong>of</strong> 5.4 %. Due to requirements set by NATO, the asphalt mix was designed with a high Marshall stability so that the pavement was able to resist deformations from military aircraft with high tyre pressures. To increase the Marshall stability (above 9,000 N), low bitumen contents (
All tests carried out concerning wet friction characteristics show that SMA has sufficient wet friction. SMA 11 has a texture depth <strong>of</strong> 1.2-1.8 mm depending on maximum aggregate size, and temperature and homogeneity <strong>of</strong> the mix during compaction. By comparison, dense graded asphalt with a texture depth <strong>of</strong> 1.0 mm provides the best wet friction. Research Program In 1990, NCAA initiated a pavement research and development program, where the main objective was to develop more lasting pavements with sufficient friction characteristics to solve the problems associated with ageing, deterioration, different climate and friction. Results showed that SMA mixes are slightly less resistant to ageing than dense graded asphalt. This means that regularly preventive maintenance is very important when these mixes are used. Experiences since the mid 1980’s with dense graded grooved asphalt indicated that the combination <strong>of</strong> severe climatic conditions and grooved pavements lead to a high cracking and ravelling rate resulting in shortened pavement life. Friction Characteristics To prevent aquaplaning and minimize friction problems on Norwegian runways, dense graded asphalt mixes have normally been grooved. According to the International Civil Aviation Organisation (ICAO) Annex 14, the basic characteristics for a runway surface are: (a) the surface <strong>of</strong> a paved runway shall be constructed so as to provide good friction characteristics when the runway is wet, and (b) the average surface texture depth <strong>of</strong> a new surface should be not less than 1.0 mm. As mentioned earlier, nearly all Norwegian runways have been grooved. The texture depth <strong>of</strong> Norwegian 11 mm dense graded asphalt is less than 1.0 mm, but due to the grooving there has been no questioning <strong>of</strong> the texture depth. 28
Page 1 and 2: Reproducing any part of</st
Page 3 and 4: Abstract Traditionally in Australia
Page 5 and 6: Acknowledgments The research associ
Page 7 and 8: Table of Contents
Page 9 and 10: 4.3.5 St Angelo’s Airport - Ennis
Page 11 and 12: Abbreviation Meaning SBS Styrene Bu
Page 13 and 14: This report will consider the use <
Page 15 and 16: The BCA (1998) defines SMA as “a
Page 17 and 18: APRG (1998) indicates that the esse
Page 19 and 20: 2.3 Stone
Page 21 and 22: 2.4.1 Aggregates 2.4.2 Binder The s
Page 23 and 24: 2.5 Advantages and Disadvantages <s
Page 25 and 26: Table 2.1 Relative Performance <str
Page 27 and 28: Justification for the use o
Page 29 and 30: In New South Wales, only limited tr
Page 31 and 32: Recognition of its
Page 33 and 34: Table 3.2 cont. Summary of<
Page 35 and 36: 3.2.6 China Shen et al (undated) re
Page 37: This section looks at where SMA has
Page 41 and 42: Conclusions from Norway Lange, et a
Page 43 and 44: The first 1,400 metres of</
Page 45 and 46: Cologne At Cologne Airport, SMA has
Page 47 and 48: 4.2.14 Faeroe Islands 4.2.15 Austri
Page 49 and 50: 4.3.2 Prestwick Airport Sto
Page 51 and 52: The binder used in the SMA was a C1
Page 53 and 54: 5. Cairns International Airport Tri
Page 55 and 56: In May 1999, a further SMA trial wa
Page 57 and 58: 6. Sydney International Airport Tri
Page 59 and 60: STONE MASTIC ASPHALT TRIAL LOCATION
Page 61 and 62: 7. Discussion Research into the use
Page 63 and 64: During May 1999, a SMA trial was un
Page 65 and 66: 8. Conclusion The use of</s
Page 67 and 68: References 1. AAPA (1998),
Page 69 and 70: 19. van der Heide, J.P.J. (1996), <
Page 71 and 72: 39. Wonson, K. (1996) SMA - The Eur
Page 73 and 74: Appendix A This appendix contains c
Page 75 and 76: Photo 1 Laying of
Page 77 and 78: Photo 5 Typical joint between pavin
Page 79 and 80: Photo 8 Typical open textured area
Page 81 and 82: Appendix C This appendix contains t
Page 83 and 84: The following is an example <strong
Page 85: Appendix E This appendix contains d

Use of Stone Mastic Asphalt on Airport Pavements - aaptp

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