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The construction and maintenance costs, as well as the residual value, were calculated for structurally equivalent rigid and flexible airfield pavements, for a range of typical commercial aircraft, as well as a range for typical subgrade conditions. Whole of life cost analysis was performed for a range of analysis periods, from 40 years to 100 years. For the standard 40-year analysis period and a residual value based on rigid pavement reconstruction, the rigid pavements had a 40% to 105% higher whole of life cost than equivalent flexible pavements, although this comparison is limited to the pavement compositions and material cost rates adopted. However, longer analysis periods had a significant impact on the relative whole of life cost, although the rigid pavements always had a higher cost than the flexible pavements. The assumed condition of the rigid pavement at the end of the design life was the most influential factor, with a 60-year service life resulting in the rigid pavements having a lower whole of life cost than the flexible pavements, but assuming a requirement for expedient rigid pavement reconstruction resulted in the rigid pavements costing approximately 4–6 times the cost of the flexible pavements over the 40-year analysis period.
Greg White. Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis. Infrastructures 2021, 6, 117 .
AMA StyleGreg White. Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis. Infrastructures. 2021; 6 (8):117.
Chicago/Turabian StyleGreg White. 2021. "Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis." Infrastructures 6, no. 8: 117.
In this study, an innovative methodology is proposed to characterize the short-term aging of asphalt binders using the matrix analysis method. The rotational viscosity and complex shear modulus of asphalt binders were chosen as target rheological properties for the analysis of aging. A set of square matrices was developed based on test temperatures and the synthetic additive wax content. Transformational short-term aging matrices were obtained that characterize the trend of the aging process as a function of binder type, temperature sweep, and additive percentage. The results of the matrix analysis show that the trend of short-term aging depends on the binder performance grade and the rheological characteristic chosen for the analysis of aging. In addition, transformational aging matrices can provide detailed information about the range of the aging rate and the trend in aging for each binder type. Furthermore, the components of the transformational matrices clearly show the sensitivity of the binders to aging. In conclusion, the matrix analysis of aging can be used to compare the effects of short-term aging of different asphalt binders.
Ali Jamshidi; Greg White; Wim Van Den Bergh; Seyed Omranian; Meor Hamzah. Development of a Matrix Analysis Methodology for Characterization of Short-Term Aging in Asphalt Binders Modified by Synthetic Wax. Sustainability 2021, 13, 5784 .
AMA StyleAli Jamshidi, Greg White, Wim Van Den Bergh, Seyed Omranian, Meor Hamzah. Development of a Matrix Analysis Methodology for Characterization of Short-Term Aging in Asphalt Binders Modified by Synthetic Wax. Sustainability. 2021; 13 (11):5784.
Chicago/Turabian StyleAli Jamshidi; Greg White; Wim Van Den Bergh; Seyed Omranian; Meor Hamzah. 2021. "Development of a Matrix Analysis Methodology for Characterization of Short-Term Aging in Asphalt Binders Modified by Synthetic Wax." Sustainability 13, no. 11: 5784.
Many airports are surfaced with grooved Marshall-designed dense graded asphalt. Grooving is required to satisfy regulatory aircraft skid resistance requirements, but introduces the risk of groove-related distress, such as groove closure. Consequently, airports seek an ungrooved runway surface option that performs similarly to dense graded asphalt but allows grooving to be avoided. Stone mastic asphalt is the most viable ungrooved runway surface solution and has been used on runways in Europe and China. However, before being accepted as an ungrooved runway surface in Australia, stone mastic asphalt must be shown to meet regulatory runway aircraft skid resistance requirements, and to otherwise perform similarly to typical dense graded asphalt mixtures for runway surfacing, including deformation resistance, fatigue cracking resistance and durability. Based on laboratory performance-related testing, 10-mm and 14-mm sized stone mastic asphalt mixtures, produced with four different aggregate sources, were found to generally meet the airport asphalt performance requirements. The 14 mm mixture was found to perform better than the 10 mm mixture, particularly regarding surface macrotexture and deformation resistance. It was concluded that airports should consider 14 mm sized stone mastic asphalt as an ungrooved runway surface in the future.
Sean Jamieson; Greg White. Laboratory Evaluation of the Performance of Stone Mastic Asphalt as an Ungrooved Runway Surface. Materials 2021, 14, 502 .
AMA StyleSean Jamieson, Greg White. Laboratory Evaluation of the Performance of Stone Mastic Asphalt as an Ungrooved Runway Surface. Materials. 2021; 14 (3):502.
Chicago/Turabian StyleSean Jamieson; Greg White. 2021. "Laboratory Evaluation of the Performance of Stone Mastic Asphalt as an Ungrooved Runway Surface." Materials 14, no. 3: 502.
Foamed bitumen stabilization is a useful and well established method for improving crushed rock and natural gravel materials for pavement construction. Like most pavements, those with a foamed bitumen base course (FBB) are usually designed using layered elastic softwares in which the FBB layer is characterized by an elastic modulus and a Poisson’s ratio, with the modulus having a significant influence on pavement thickness. In Australia, FBB characterization is based on the saturated indirect tensile modulus after three days of accelerated curing of samples produced in a laboratory mixer. It is well established that this approach to FBB characterization is not representative of field production and in-pavement curing conditions. To determine the effect of FBB production and curing on FBB modulus, pavement thickness and predicted pavement life, the same FBB was produced using a laboratory mixer, an exsitu pugmil and an insitu stabilizer. Material was sampled and the uncured, cured and saturated modulus was measured after various periods of accelerated laboratory curing. The exsitu produced FBB was also cured using simulated in-pavement conditions. The various FBB modulus values were then used to determine the required thickness and predicted life of a typical aircraft pavement including a 300 mm thick FBB layer. It was found that field produced FBB modulus increased significantly during the first 90 days after production and that laboratory production and curing protocols were not representative of field production and in-pavement curing conditions. Layered elastic pavement modelling showed that more than 80% of the predicted pavement damage occurred in the first 20 days after FBB production. It is therefore recommended that FBB remains untrafficked for 7–12 days after production, wherever possible, and thinner pavements are likely to perform adequately in situations where the FBB is protected from traffic loading for more than 14 days following production.
Greg White; Tom Weir. Implications of Different Foamed Bitumen Stabilization Production and Curing Processes on Airport Pavement Thickness and Life. Advancements in Geotechnical Engineering 2020, 107 -126.
AMA StyleGreg White, Tom Weir. Implications of Different Foamed Bitumen Stabilization Production and Curing Processes on Airport Pavement Thickness and Life. Advancements in Geotechnical Engineering. 2020; ():107-126.
Chicago/Turabian StyleGreg White; Tom Weir. 2020. "Implications of Different Foamed Bitumen Stabilization Production and Curing Processes on Airport Pavement Thickness and Life." Advancements in Geotechnical Engineering , no. : 107-126.
Coarse and fine aggregate constitutes approximately 93% of dense graded airport asphalt and the aggregate properties can affect asphalt surface performance. Despite a general trend towards performance-related specification of asphalt mixtures, prescriptive aggregate properties are generally still retained. This primarily reflects the absence of reliable performance-based laboratory test methods for determining the effect of aggregates on asphalt weathering and erosion. Historical airport asphalt specifications included a broad range of aggregate durability properties and the aggregate supply industry has questioned whether coarse aggregate durability testing can be simplified to combinations of just two properties. To determine whether a reduction in aggregate durability testing is appropriate for Australian airport asphalt, eight sources of aggregate were tested for wet strength, wet-dry strength variation, Los Angeles abrasion, sodium sulphate soundness and water absorption. The different tests were associated with different levels of variability and the correlation between the various tests results was generally low, except for Los Angeles abrasion and wet strength. The industry recommended combinations of aggregate durability testing were found to be inconsistent and ineffective. Consequently, the current range of aggregate durability tests must be retained. The only exception was the potential to omit Los Angeles abrasion when the wet strength is high. Furthermore, there was no significant difference between the results associated with the various coarse aggregate fraction sizes, indicating it may be appropriate to allow only one sized fraction per quarry source to be tested. Further work is required to correlate the various aggregate durability tests to asphalt field performance.
Greg White; Kayl Fergusson. Exploring the Durability Specification of Coarse Aggregate Used in Airport Asphalt Mixtures. Advancements in Geotechnical Engineering 2020, 207 -224.
AMA StyleGreg White, Kayl Fergusson. Exploring the Durability Specification of Coarse Aggregate Used in Airport Asphalt Mixtures. Advancements in Geotechnical Engineering. 2020; ():207-224.
Chicago/Turabian StyleGreg White; Kayl Fergusson. 2020. "Exploring the Durability Specification of Coarse Aggregate Used in Airport Asphalt Mixtures." Advancements in Geotechnical Engineering , no. : 207-224.
The desire to develop sustainable infrastructure, including pavement structures and materials, is ever increasing in recent times. One opportunity is to partially replace high-cost bituminous binder with low-cost recycled plastic in asphalt mixtures. This synthesis combines the various research efforts to understand the effects of two commercially available recycled plastics, known as MR6 and MR10, on bituminous binders and asphalt mixtures. Using common test methods from the United Kingdom, the United States and Australia, generally consistent and significant effects were observed in various base bitumen grades and various common asphalt mixture types. Binder resistance to flow and binder elasticity both increased significantly and were associated with the three to four grade increases under the Performing Grading system. Similarly, mixture stiffness and mixture resistance to deformation increased significantly, while crack resistance and moisture damage resistance were not significantly affected. The effects of MR6 and MR10 were generally similar to the effects associated with conventional polymer modification of asphalt binders and asphalt mixtures, particularly those effects associated with plastomeric polymers.
Greg White. A Synthesis on the Effects of Two Commercial Recycled Plastics on the Properties of Bitumen and Asphalt. Sustainability 2020, 12, 8594 .
AMA StyleGreg White. A Synthesis on the Effects of Two Commercial Recycled Plastics on the Properties of Bitumen and Asphalt. Sustainability. 2020; 12 (20):8594.
Chicago/Turabian StyleGreg White. 2020. "A Synthesis on the Effects of Two Commercial Recycled Plastics on the Properties of Bitumen and Asphalt." Sustainability 12, no. 20: 8594.
Ungrooved stone mastic asphalt (SMA) provides an alternate to grooved dense graded asphalt (DGA) as a runway surface. To be verified as suitable in this application, SMA must provide similar or better asphalt surface performance, compared to DGA, and must achieve regulated aircraft skid resistance requirements. A pilot runway resurfacing project provided the basis for this laboratory and field comparison of ungrooved SMA to grooved DGA as a runway surface. Laboratory performance testing demonstrated adequate and comparable deformation, fatigue and moisture resistance of SMA, while the quality assurance records indicated acceptable asphalt production. The construction records indicated that SMA had a lower air void content in the compacted layer, which can only provide a more durable surface. Most importantly, the aircraft skid resistance of SMA exceeded that of grooved DGA, based on surface macro-texture and wet friction measurements. It was concluded that SMA performed equal to or better than DGA, particularly with regard to surface texture and wet friction and it is recommended that airports consider ungrooved SMA as a runway surface in the future. The demonstration project should also be monitored in the future, to verify the long-term performance of SMA, compared to the DGA.
Greg White; Humoud Almutairi. Laboratory and field performance comparison of dense graded and stone mastic asphalt as a runway surface. International Journal of Pavement Engineering 2020, 1 -13.
AMA StyleGreg White, Humoud Almutairi. Laboratory and field performance comparison of dense graded and stone mastic asphalt as a runway surface. International Journal of Pavement Engineering. 2020; ():1-13.
Chicago/Turabian StyleGreg White; Humoud Almutairi. 2020. "Laboratory and field performance comparison of dense graded and stone mastic asphalt as a runway surface." International Journal of Pavement Engineering , no. : 1-13.
Reflective cracking is identified as the main weakness of composite pavement in airfield and highways forcing the authorities to devote a large portion of their budget to rehabilitation and/or reconstruction of the existing composite pavements. It is, therefore, very important to have a better understanding of the reflective cracking mechanism to propose the most effective remedial solution(s), which corresponds to that mode of failure. Moreover, it is inevitable to develop a proper constitutive model, which can simulate the reflective cracking performance of the composite pavements as close as possible to the field conditions. The key step to develop such a model, would be therefore, identifying the current gaps within the literature to facilitate further developments and improvements in those areas. This paper is the outcome of a comprehensive literature review which was carried out as part of a current research project, to better understand the problem and identify the gaps within the literature. Three major gaps in terms of required laboratory testing setups, potential improvements in retardation approaches and development of proper numerical models have been identified by the authors which will be further discussed in this paper.
Sahar Deilami; G. White. Review of reflective cracking in composite pavements. International Journal of Pavement Research and Technology 2020, 13, 524 -535.
AMA StyleSahar Deilami, G. White. Review of reflective cracking in composite pavements. International Journal of Pavement Research and Technology. 2020; 13 (5):524-535.
Chicago/Turabian StyleSahar Deilami; G. White. 2020. "Review of reflective cracking in composite pavements." International Journal of Pavement Research and Technology 13, no. 5: 524-535.
Foamed bitumen stabilisation is an attractive technology for increasing the use of marginal materials in pavement construction and rehabilitation. However, by their very nature, marginal materials do not meet the prescriptive requirements of many standard specifications. Consequently, performance-related evaluation is required. For foamed bitumen stabilised marginal materials, the cured and saturated moduli are common performance-related parameters that are also used for characterisation during structural pavement design. In this research, the indirect tensile moduli of three foamed bitumen stabilised marginal granular materials were compared to the modulus of a standard or premium material, in both cured and saturated conditions, after 3, 7 and 14 days of accelerated laboratory curing. The results indicated that the magnitude of granular material marginality was not related to the stabilised material modulus. Furthermore, the gradations of the two most marginal materials were improved by blending with another granular material and the improved marginal materials were also stabilised and tested. The gradation improvement had a variable effect on the stabilised material modulus, with the average modulus increasing by more than 20%. The modulus increase associated with the gradation improvement was related to the basis and magnitude of granular material marginality, with the saturated modulus of the most plastic marginal material increasing by the greater amount after improvement. It was concluded that foamed bitumen stabilisation is a particularly effective treatment for marginal granular materials. Furthermore, when used in combination with gradation improvement, the resulting foamed bitumen stabilised material can perform similarly to standard materials, based on cured and soaked modulus values. However, to allow the use of foamed bitumen stabilised marginal materials in pavement construction, specifications must be more performance-related and the current limits on plasticity and gradation must be relaxed.
Greg White; Roberto Espinosa. Laboratory Evaluation of Gradation Improvement of Marginal Materials for Foamed Bitumen Stabilisation. Applied Sciences 2020, 10, 4224 .
AMA StyleGreg White, Roberto Espinosa. Laboratory Evaluation of Gradation Improvement of Marginal Materials for Foamed Bitumen Stabilisation. Applied Sciences. 2020; 10 (12):4224.
Chicago/Turabian StyleGreg White; Roberto Espinosa. 2020. "Laboratory Evaluation of Gradation Improvement of Marginal Materials for Foamed Bitumen Stabilisation." Applied Sciences 10, no. 12: 4224.
Paved surfaces must reliably bear heavy loads, often under challenging environmental and geotechnical conditions. These requirements are addressed through the use of high-quality, newly produced materials in pavement design. However, in remote locations, newly produced materials are often expensive or unavailable, making waste or alternative materials more attractive. Waste materials can be used in their natural condition but are more commonly stabilised or otherwise improved to meet performance targets. However, this practice can incorporate unwarranted risk into pavement design solutions. The decision to use waste materials in a pavement is a balance between technical risk, maintenance liability, available materials, environmental emissions and capital cost. This study reviews the use of waste materials in pavement design and construction. Reclaimed asphalt pavement (RAP) materials and processed waste plastic for pavement construction are considered. Additionally, blast furnace slag (BFS) and waste glass in pavement construction are evaluated. This review focuses on the effects of alternative materials on the properties of asphalt pavement. The results indicate that RAP is acceptable as an alternative material, while BFS, waste plastic and waste glass can be used under specific conditions. Also, the current and future challenges for the use of waste materials in the pavement industry are discussed.
Ali Jamshidi; Greg White. Evaluation of Performance and Challenges of Use of Waste Materials in Pavement Construction: A Critical Review. Applied Sciences 2019, 10, 226 .
AMA StyleAli Jamshidi, Greg White. Evaluation of Performance and Challenges of Use of Waste Materials in Pavement Construction: A Critical Review. Applied Sciences. 2019; 10 (1):226.
Chicago/Turabian StyleAli Jamshidi; Greg White. 2019. "Evaluation of Performance and Challenges of Use of Waste Materials in Pavement Construction: A Critical Review." Applied Sciences 10, no. 1: 226.
Most airport pavement design tools include a failure criterion for predicting bottom-up asphalt fatigue cracking. However, in practice bottom-up cracking is rarely observed in airport pavement surfaces and many designers question the efficacy of the common asphalt fatigue failure criteria. Where asphalt fatigue is considered, asphalt mixtures are characterised primarily by mixture stiffness and the volume of bituminous binder, while the type of binder (unmodified, acid modified, plastomeric or elastomeric) is not directly considered. By comparing the stiffness and fatigue lives of asphalt mixtures produced with four different aggregate sources and four different binder types, the importance of binder type on the relationship between mixture stiffness and laboratory fatigue life is clear. Further work is recommended to incorporate parameters representing the type of binder into mechanistic-empirical pavement design failure criteria for asphalt fatigue.
Greg White. Incorporating binder type into asphalt fatigue life characterisation of airport pavement surfaces. International Journal of Pavement Research and Technology 2019, 13, 40 -47.
AMA StyleGreg White. Incorporating binder type into asphalt fatigue life characterisation of airport pavement surfaces. International Journal of Pavement Research and Technology. 2019; 13 (1):40-47.
Chicago/Turabian StyleGreg White. 2019. "Incorporating binder type into asphalt fatigue life characterisation of airport pavement surfaces." International Journal of Pavement Research and Technology 13, no. 1: 40-47.
A non-nuclear density gauge (NNDG) was evaluated as part of an asphalt runway resurfacing project. The repeatability of the NNDG was found to be high but asphalt temperature and surface moisture had a significant effect on the reliability of NNDG inferred asphalt density. It was also found that a single NNDG inferred density, located immediately over the core location, provided greater agreement with core density than an averaged NNDG density over and around the location of the core. It was concluded that when used 1 day behind the surface paving operation, when the temperature had stabilised and the surface was dry, the NNDG was a reliable replacement for destructive coring for density measurement. Consequently, the coring frequency was reduced by 75% following NNDG calibration. However, the influence of temperature and moisture rendered the NNDG less suited to quality control during the compaction rolling process. Finally, it is recommended that additional research be undertaken to extend these conclusions to other asphalt mixtures, allowing other airports to reduce the frequency of destructive coring for density testing during asphalt resurfacing, following mixture-specific calibration of the NNDG.
Greg White. Evaluation of a non-nuclear density gauge as an alternate to destructive coring for airport asphalt acceptance testing. SN Applied Sciences 2019, 1, 1 -14.
AMA StyleGreg White. Evaluation of a non-nuclear density gauge as an alternate to destructive coring for airport asphalt acceptance testing. SN Applied Sciences. 2019; 1 (8):1-14.
Chicago/Turabian StyleGreg White. 2019. "Evaluation of a non-nuclear density gauge as an alternate to destructive coring for airport asphalt acceptance testing." SN Applied Sciences 1, no. 8: 1-14.
The effects of the reclaimed asphalt pavement (RAP) source and content on the dynamic modulus (E*) of hot mix asphalt concrete were characterized. Two parameters were proposed: the non-dimensional dynamic modulus-temperature index (∇ET*) and non-dimensional dynamic modulus-frequency index (∇Efr*). Parameter ∇Efr* indicates the increase of relative E* per unit percent RAP from different sources during frequency and temperature sweeps, while ∇ET* characterizes the reduction of relative E* per 1 °C temperature increase. An analysis of the results showed that ∇ET* of RAP mixes were 6.80% to 12% higher than those of the control samples, indicating less temperature susceptibility. Furthermore, an analysis of ∇Efr* trends showed temperature independency at higher temperature ranges. In addition, the results showed that the activation energy (AE) of the mixes was 1.51 MJ/mol/K to 9.86 MJ/mol/K higher than that of the control samples (without RAP), which depends on the RAP content and source. Moreover, E* linearly increases as AE increases. In conclusion, the increase of intermolecular forces owing to the higher AE in the blended binders increased the mix stiffness, which resulted in a higher E* in mixes containing RAP.
Ali Jamshidi; Greg White; Mehdi Hosseinpour; Kiyofumi Kurumisawa; Meor Othman Hamzah. Characterization of effects of reclaimed asphalt pavement (RAP) source and content on dynamic modulus of hot mix asphalt concrete. Construction and Building Materials 2019, 217, 487 -497.
AMA StyleAli Jamshidi, Greg White, Mehdi Hosseinpour, Kiyofumi Kurumisawa, Meor Othman Hamzah. Characterization of effects of reclaimed asphalt pavement (RAP) source and content on dynamic modulus of hot mix asphalt concrete. Construction and Building Materials. 2019; 217 ():487-497.
Chicago/Turabian StyleAli Jamshidi; Greg White; Mehdi Hosseinpour; Kiyofumi Kurumisawa; Meor Othman Hamzah. 2019. "Characterization of effects of reclaimed asphalt pavement (RAP) source and content on dynamic modulus of hot mix asphalt concrete." Construction and Building Materials 217, no. : 487-497.
Researchers dealing with pavements and experts on materials have been increasingly focused on the structural strength of the pavement materials without paying sufficient attention to the environment and cultural norms. In the 21st century, the concept of pavement design and rehabilitation needs to be modified owing to new requirements such as the additional structural loads derived from the climate change, environmental challenges, social requirements, and aging population. Therefore, the concept of post-modern pavement (PMP) was proposed to address the structural, sustainability, and socio-psychological requirements. In this review of the state-of-the-art, the potential of the interlocking concrete block pavement (ICBP) was evaluated based on its laboratory and field structural performance, sustainability, and social acceptance as a PMP in Japan. Therefore, the relevant literature in English and Japanese, including journals, conference proceedings, technical reports, books, and theses, over a span of 47 years (1971–2018), were studied. It was found that the structural and functional performances of the ICBP in different facilities were satisfying. Furthermore, owing to its waste material use, less noise emission, air purifying characteristics, and heat island reduction, the environmental performance of ICBP was in harmony with sustainable practices. In addition, pavements users, both able and differently abled, rated the ICBP as a more appropriate pavement system owing to its physical appearance, serviceability, aesthetic features, lower heat island effect, rapid maintenance, and positive psychologic effects after earthquake and tsunami events. As a result, the ICBP can be recommended as a PMP for the design and development of resilient transportation infrastructure assets in Japan.
Ali Jamshidi; Kiyofumi Kurumisawa; Gregory White; Tatsuo Nishizawa; Toshifumi Igarashi; Toyoharu Nawa; Jize Mao. State-of-the-art of interlocking concrete block pavement technology in Japan as a post-modern pavement. Construction and Building Materials 2019, 200, 713 -755.
AMA StyleAli Jamshidi, Kiyofumi Kurumisawa, Gregory White, Tatsuo Nishizawa, Toshifumi Igarashi, Toyoharu Nawa, Jize Mao. State-of-the-art of interlocking concrete block pavement technology in Japan as a post-modern pavement. Construction and Building Materials. 2019; 200 ():713-755.
Chicago/Turabian StyleAli Jamshidi; Kiyofumi Kurumisawa; Gregory White; Tatsuo Nishizawa; Toshifumi Igarashi; Toyoharu Nawa; Jize Mao. 2019. "State-of-the-art of interlocking concrete block pavement technology in Japan as a post-modern pavement." Construction and Building Materials 200, no. : 713-755.
Airports desire sustainable infrastructure solutions and airport pavements provide an opportunity for increased reuse and recycling of materials. The recycling of reclaimed asphalt pavement (RAP) in airport pavement surfaces is attractive and viable, but has been resisted by many airports. Two asphalt mixtures, both produced with and without RAP, were compared based on Marshall mixture design properties, laboratory performance-indicative test results and full-scale asphalt production properties. No testing indicated any detrimental effect associated with the inclusion of low-risk RAP sources at 5–10% RAP content. However, the surface friction was significantly reduced by the inclusion of RAP. It is recommended that further research consider the cause of the reduced surface friction associated with low-risk RAP inclusion, as well as the influence of other RAP sources on airport asphalt surface performance.
Greg White. Quantifying the impact of reclaimed asphalt pavement on airport asphalt surfaces. Construction and Building Materials 2018, 197, 757 -765.
AMA StyleGreg White. Quantifying the impact of reclaimed asphalt pavement on airport asphalt surfaces. Construction and Building Materials. 2018; 197 ():757-765.
Chicago/Turabian StyleGreg White. 2018. "Quantifying the impact of reclaimed asphalt pavement on airport asphalt surfaces." Construction and Building Materials 197, no. : 757-765.
Australian runways are typically surfaced with grooved Marshall-designed dense graded asphalt (DGA). Grooving is undertaken to avoid aircraft skidding incidents during wet weather, as well as satisfying regulatory requirements. Closure of these grooves is a common distress at Australian airports and increases the risk of aircraft hydroplaning. However, there are alternative surface materials to grooved DGA that are employed internationally on runways. Of these, stone mastic asphalt (SMA) has demonstrated comparable or better performance characteristics than DGA, and can satisfy regulated surface texture requirements without the need for grooving. Locally, SMA has been implemented successfully for heavy-duty roads, but use as an airport surface in Australia has been limited, with only two trials undertaken on taxiways and aprons. Further research is required to develop an SMA specification, based on experience on Australian roads, and the international experience on airfields. Verification is also required to confirm that SMA mixtures achieve the Australian airport asphalt performance requirements, as well as the regulated surface texture limits, to confirm suitability as an ungrooved runway surface for Australian airports.
Sean Jamieson; Greg White. Review of stone mastic asphalt as a high-performance ungrooved runway surfacing. Road Materials and Pavement Design 2018, 21, 886 -905.
AMA StyleSean Jamieson, Greg White. Review of stone mastic asphalt as a high-performance ungrooved runway surfacing. Road Materials and Pavement Design. 2018; 21 (4):886-905.
Chicago/Turabian StyleSean Jamieson; Greg White. 2018. "Review of stone mastic asphalt as a high-performance ungrooved runway surfacing." Road Materials and Pavement Design 21, no. 4: 886-905.
In recent years, software has been developed to calculate aircraft pavement strength ratings from modulus values that are back-calculated from deflections measured by a falling weight deflectometer. Deflection data from a uniform section of consistent runway pavement was analysed for variability to determine the effect of deflection variability on back-calculated modulus and the resulting pavement strength rating. The drop force of the falling weight had a significant influence on the calculated pavement strength, with 50 kN drop force rating the pavement approximately 35% lower than the 100 kN drop force. The number of layers in the nominated pavement structure also had a significant influence on the back-calculated modulus values, but not the resulting pavement strength rating. Compared to traditional design-based evaluation using intrusively measured layer thicknesses and laboratory material characterisation, the falling weight deflection back-calculation underestimated the pavement strength. Consequently, it is recommended that airports do not set their PCN based on back-calculated FWD data unless also supported by intrusive geotechnical investigation and a design-based evaluation.
Greg White; Andrew Barbeler. Evaluating Falling Weight Deflectometer Back-Calculation Software for Aircraft Pavement Strength Rating. Advancements in Geotechnical Engineering 2018, 64 -83.
AMA StyleGreg White, Andrew Barbeler. Evaluating Falling Weight Deflectometer Back-Calculation Software for Aircraft Pavement Strength Rating. Advancements in Geotechnical Engineering. 2018; ():64-83.
Chicago/Turabian StyleGreg White; Andrew Barbeler. 2018. "Evaluating Falling Weight Deflectometer Back-Calculation Software for Aircraft Pavement Strength Rating." Advancements in Geotechnical Engineering , no. : 64-83.
Foamed bitumen base is one method for producing a bitumen stabilised granular material for pavement construction. Foamed bitumen relies on the rapid expansion (foaming) of hot bitumen when introduced to cold water, temporarily reducing the viscosity of the bitumen, allowing mixing, placement and compaction. The resulting material is fast to construct, stiffer than crushed rock, moisture resistant and almost immediately able to support traffic, making it valuable for expedient pavement expansion and strengthening works. Airports with single runways often require expedient pavement construction methods and this paper presents foamed bitumen base through a case study on the runway strengthening at Whitsunday Coast Airport in Australia. Foamed bitumen base was produced ex-situ, initially using new crushed rock, prior to transitioning to the existing pavement materials. Challenges included the inability to recover existing pavement material in a representatively pulverised condition during the mixture design phase and the high sensitivity of the foamed bitumen base to production moisture content. Isolated underlying unsuitable materials were also encountered and this impacted the overall productivity and program. However, the relative density and resilient modulus of all samples exceeded the relevant requirements and foamed bitumen base is recommended to other airports requiring expedient pavement upgrade solutions.
Greg White. Foamed Bitumen Base for Expedient Airport Pavement Upgrade: A Case Study on Whitsunday Coast Airport. Advancements in Geotechnical Engineering 2018, 94 -111.
AMA StyleGreg White. Foamed Bitumen Base for Expedient Airport Pavement Upgrade: A Case Study on Whitsunday Coast Airport. Advancements in Geotechnical Engineering. 2018; ():94-111.
Chicago/Turabian StyleGreg White. 2018. "Foamed Bitumen Base for Expedient Airport Pavement Upgrade: A Case Study on Whitsunday Coast Airport." Advancements in Geotechnical Engineering , no. : 94-111.
A regional Australian airport pavement was upgraded to increase the runway strength and improve the moisture resistance of the granular base course. Three designs were considered, including a traditional granular reconstruction with a new asphalt surface, a conservative re-use by bitumen stabilisation of the granular base course and a similar full re-use and recycling approach, including incorporation of the existing asphalt surface into the bitumen stabilised base course and reincorporation of recycled asphalt into the asphalt surface layer. A triple bottom line cost was estimated for each design option by normalising and combining the social cost (new materials consumed and waste material to landfill), financial cost (material supply and construction) and environmental cost (greenhouse gas omissions). The full re-use and recycling design provided a modest financial cost saving, at 78% of the cost of the traditional design. However, the full re-use and recycling design was found to have a social cost of just 12% of that for the traditional design, and 33% of the cost with regard the environmental. Overall, the triple bottom line for the full re-use and recycling approach was just 14% of that associated with the traditional approach, with even the conservative re-use approach costing only 25% of the traditional design. It is recommended that other airports consider re-use and recycling as part of the pavement upgrade works, with the triple bottom line approach used to objectively compare different design options.
Greg White; Helen Fairweather; Ali Jamshidi. Sustainable runway pavement rehabilitation: A case study of an Australian airport. Journal of Cleaner Production 2018, 204, 380 -389.
AMA StyleGreg White, Helen Fairweather, Ali Jamshidi. Sustainable runway pavement rehabilitation: A case study of an Australian airport. Journal of Cleaner Production. 2018; 204 ():380-389.
Chicago/Turabian StyleGreg White; Helen Fairweather; Ali Jamshidi. 2018. "Sustainable runway pavement rehabilitation: A case study of an Australian airport." Journal of Cleaner Production 204, no. : 380-389.
Airport pavements are designed to accommodate a broad range of aircraft loads, necessitating an airport-specific strength rating. Strength rating for a particular pavement is usually calculated deterministically, based on assumed pavement layer thicknesses and conservative values of stiffness for each layer of material. This research demonstrates a stochastic approach to flexible airport pavement strength determination via a case study on the Whitsunday Coast Airport. Construction records are statistically analysed and construction-based deterministic and stochastic strength ratings are compared to the design-based strength. The stochastic strength rating was generated by Monte Carlo simulation. The strength rating is found to vary greater with only slight differences in the probability of encountering understrength areas of pavement, and this case study is recommended as a template for the application to other airports. Also, 10,000 simulations were found to produce stable results and truncation of the distribution of construction factors had little impact on the resulting pavement strength distribution. Further research is recommended to better understand the distribution of asphalt modulus, as well as the direct engagement of design software for Monte Carlo simulation, in order to avoid the need for a pavement-specific prediction model.
Greg White. Stochastic strength rating of flexible airport pavements using construction data. International Journal of Pavement Engineering 2018, 21, 537 -548.
AMA StyleGreg White. Stochastic strength rating of flexible airport pavements using construction data. International Journal of Pavement Engineering. 2018; 21 (4):537-548.
Chicago/Turabian StyleGreg White. 2018. "Stochastic strength rating of flexible airport pavements using construction data." International Journal of Pavement Engineering 21, no. 4: 537-548.