warm mix asphalt for airports

7/25/2019 Warm Mix Asphalt for Airports

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Developing

Warm Mix Asphalt

For Airports

Greg WhiteTechnical Manager Airports

0400 218 048

[email protected]

Australian Asphalt Pavement Association

15thInternational Flexible Pavements Conference

Brisbane 22-25 September 2013


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Scope

Background

What is Warm Mix Asphalt?

Advantages and Benefits

Common Technologies

Historical Usage

Australian Airport Experience

The Future Conclusions

Warm Mix Asphaltfor Airports


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Background

Warm Mix Asphalt is an alternate to Hot Mix Asphalt

100 or so asphalt surfaced airports in Australia

Generally 50-60 mm of nominal 14 mm HMA Current demand of around 100,000 tonnes per year

Owners desire technically sound solutions that are:

Environmentally sustainable

Safe

AIM: To demonstrate WMA is a technically viable airport

surfacing solution worthy of a performance trial



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What is Warm Mix Asphalt?

HMA is manufactured at around 160-180C

WMA is manufactured at around 130-150C

Lowers the viscosity of the binder Temporary

Return to normal at around 100C

No change to other parameters



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Plant & Equipment for HMA


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Plant & Equipment for WMA


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Environmental

Significant CO2reduction during manufacture

Reduced fuel burn Compatibility with RAP allows reuse of binder/stone

Health and Safety

Reduction in fumes for workers and supervisors

Reduced odour for any nearby residents / observers



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Quality

Reduced binder aging during production

Increased binder life (based on aging over time) Flexibility

Reduced rates of cooling

Increased haul times and distances

Rapid return to service in thick / multiple layers



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Common Technologies

Chemical Additives

Cecabase

Organic Additives Sasobit

Foamed Bitumen

Astec Double Barrel Green

Two Stage Processes

Low Energy Asphalt and WAM Foam



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Common Technologies

Chemical Additives

Cecabase

Organic Additives Sasobit

Foamed Bitumen

Astec Double Barrel Green

Two Stage Processes

Low Energy Asphalt and WAM Foam


COMMONLY AVAILABLEIN AUSTRALIA


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Airports versus Roads

Wheel Loads (3 tonnes versus 30 tonnes per wheel)

Tyre Pressure (800 kPa versus 1600 kPa)

Asphalt surface (grooved with high binder content) Groove closure

Slow moving

High temperature

Early life

Direct parallel to grooves

Turning



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Warm Mix Asphalt


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International Usage

First developed in Germany in 1990s

Europe

Hamburg, Frankfurt, Munich Airports in Germany Cambridge Airport in the UK

Defence Airfield in Norway

Northern America

Boston-Logan Airport

US Air Force Base in Alaska

Johannesburg Airport in South Africa



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Trans-Tasman Airport Experience

Christchurch Airport in NZ

Various taxiway and runway trials since 2008

Up to 110 mm thick patches Barrow Island Airport (14,000 tonnes) (2012)

Overnight deep reconstruction on taxiways

Retained for much of the surface layer

Adelaide Airport Repairs (2013)

Deep patches overnight

PERCEIVED RISKS HAVE MEANT LITTLE AIRPORT USE



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Adelaide Airport Patches

Two by 75 mm layers and 50 mm surface

Nominal 14 mm HMA with A35P binder

Performed from 2230 to 0430

Trafficked by A330 at 0600

6-10 mm ruts after one movement

Still very warm to touch

Corrected during the day by steel drum rolling

Subsequent repairs with Double Barrel Green WMA

No reoccurrence of the rutting

No discernible difference between WMA and HMA



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Adelaide Airport Patches


!"#$%"&' (#& *+, -."/ *+, 0$%1+21.3#4

5+46%" 7#4&%4& !"!# !"!# !"$ & !"'#

89#: ("( ) ("* ++ ("$ & ("* ++ , $ ++

0&.;+9+&' -(". ) -$"/ 01 -$"* & -$"' 01 2 --"!

%4=+&' ''"4 ) ''"'# ''"*)''"4# '.#


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Barrow Island Airport

Deep reconstruction, correction and 50 mm surfacing

20 mm, 14 mm and 10 mm WMA and HMA

Deep reconstruction overnight and trafficked at 0700 No significant difference in Production Testing data

Moisture content well below specification limit

Relative densities almost identical

Flow and Stability indistinguishable

WMA reduced fumes and increased workability

Maintained for 14 mm surface layer



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Barrow Island Airport


*+,+4? @%/$%".&A"%*%.4 *#+=&A"% 7#4&%4& #B C=$D.9& .& !"#6A13#4

EF // G#/+4.9 HF // G#/+4.9

(#& 3"3(/# 3"3*!#

-."/ 3"3$-# 3"3$*#

0$%1+21.3#4 I*.,+/A/J 3"-!3# 3"-!3#

*+,+4? @%/$%".&A"%*%.4 K%9.3L% >%4=+&' #B C=$D.9& .M%" K#99+4?

EF // G#/+4.9 HF // G#/+4.9

(#& '."$# '."-#

-."/ '."-# '."3#

0$%1+21.3#4 I*+4+/A/J '/# '/#


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The Future

International usage is significant although

Different binders

Different design approach (thicker asphalt) Adelaide and Barrow Island Airports

Virtually no detectable difference in production results

Improved performance under early heaving traffic

Appropriate time for a detailed trial

Grooved surface in a turning area

Monitored (including coring) side-by-side HMA



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Conclusions

WMA is a viable alternate to HMA for Australian Airports

Environmental, Safety, Quality and Flexibility advantages

Adelaide and Barrow Island Airports provide limited data

A grooved surface trial in a turning trafficked area

Asphalt performance testing

Medium-term coring and performance testing

Occurred 20-21 September 2013 at RAAF Amberley

Specification changes (typically 24 pages long)

Production and paving temperature limits (4)

Temperature limits for hot and warm joints (3)



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TWO MOBILE PLANTS WORKING SIMULTANEOUSLY AT BRISBANE AIRPORT 201

warm mix asphalt for airports

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