Use of Stone Mastic Asphalt on Airport Pavements - aaptp

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4.6 Canada <strong>Stone</strong> mastic asphalt has never used on Canadian Airports. The main reasons for this are cited as being, lack <strong>of</strong> promotion <strong>of</strong> the material by industry and conservatism on the part <strong>of</strong> the airport authority. Another reason is that current dense graded asphalt does not experience stability problems. Consequently rutting is not a major problem at Canadian airports. Up until the early 1990’s, Canadian airports were always under the influence <strong>of</strong> Transport Canada and Public Works Government Services Canada for design standards. Since the airports have been transferred or are in the process <strong>of</strong> being transferred to the local airport authorities, greater freedom in trying new materials now exists. 4.7 Middle East 4.8 Japan SMA has never been used in the Middle East. Runways in this region are typically constructed <strong>of</strong> concrete due to the extremes <strong>of</strong> temperature. <strong>Stone</strong> mastic asphalt is not a popular surfacing in Japan according to the operators <strong>of</strong> the major airports at Kansai and Narita. <strong>Stone</strong> mastic asphalt is not used on aircraft pavements as they do not think it is needed due to dense graded asphalt performing satisfactorily. 41
5. Cairns International Airport Trials Cairns International Airport in far north Queensland began trialling SMA in 1998. The use <strong>of</strong> SMA on an airport, even the trial at Cairns International Airport, was the first use <strong>of</strong> this technology in Australia. Cairns International Airport has a history <strong>of</strong> implementing innovative pavement surfacing materials and the use <strong>of</strong> SMA is no exception. Cairns International Airport is the 6 th busiest airport in Australia, predominately catering for both domestic and international tourist traffic. Last year, more than 2.6 million passengers and more than 40,000 aircraft passed through Cairns International Airport. Cairns International Airport comprises a single main runway, predominantly north-south and 3,197 metres long The total pavement area at Cairns International Airport is in excess <strong>of</strong> 600,000 m 2 <strong>of</strong> which in the order <strong>of</strong> 75 percent are asphalt surfaced flexible pavements, including all runways. The hot and humid tropical environment, and heavily loaded international aircraft combine to provide a rigorous test for the asphalt to withstand and provide adequate performance to avoid plastic flow and rutting. From cores extracted from the pavement, there is no evidence <strong>of</strong> rutting <strong>of</strong> the base course. Cairns International Airport has suffered continual asphalt problems in terms <strong>of</strong> rutting and general performance <strong>of</strong> the asphalt since the late 1980’s. Conventional asphalt and PMB asphalt have both been used at the rear <strong>of</strong> the international apron stands over the past few years. The SMA trials have been conducted on both the domestic apron and two trials on the international apron to evaluate its performance in overcoming these problems. Figure 5.1 indicates the location <strong>of</strong> the SMA trials at Cairns International Airport. 42
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 and 38: This section looks at where SMA has
Page 39 and 40: All tests carried out concerning we
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: The binder used in the SMA was a C1
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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