3/24/2014
The 2014 Eastern Region
Annual Airports Conference
Workshop for Asphalt
Pavement for Airports
Guillermo Felix P.E
Eastern Region Paving Engineer
Presentation outline
Objective of the workshop
The consultants role
a) Pavement design
b) Specifications for hot mix bituminous
materials
Eastern Region laboratory Procedures Manual
(ERLPM) versus Asphalt Institute MS-2 manual
How this workshop helps me? List of people
familiar with ERLPM
Workshop agenda
3/24/2014
Objective of this workshop
Make sponsors, consultants, contractors, testing labs
and material suppliers familiar with the FAA
requirements for hot mixed bituminous pavement
specifications
P-401 and P-403 specifications found in AC 150/5370-10
(currently 10f)
Use of ERLPM versus Asphalt Institute MS-2.
References to ERLPM recently removed in national
P-401 and P-403 specs.
List of people familiar with ERLPM and NICET
Eastern Region and other regions
The consultants Role
Pavement Design: Selection of pavement
structure
Preparing contract specifications for each
layer using approved FAA specification
and selecting the appropriate elements
Apply for modification of standards when
needed
3/24/2014
Pavement Design
a)
b)
Arrangement of layers to transmit loads (aircraft) to a
prescribed area on the surface of the earth
Philosophy of load distribution: two philosophies
Loads are transmitted gradually, like a trapezoid, from
the surface of the pavement to the top level of soil
(flexible)
Loads are widely distributed like a beam (Rigid)
Sub grade: level surface of soil where pavement layers
will be placed. Strength expressed in CBR for flexible
pavement and K value for rigid pavement
Bituminous pavement is considered flexible pavement
FLEXIBLE
Surface course
Base course
Sub base course/frost
protection layer
Sub grade prepared support
3/24/2014
Typical Flexible Pavement Structure
Basic Premise of CBR method:
Provide sufficient cover above each layer to
protect that layer from shear failure
Hot-Mix Asphalt Surface
Base Course (Minimum CBR=80)
(May Require Stabilization)
Subbase (Minimum CBR=20)
(May Require Stabilization)
Assumed
Failure at
subgrade
Frost Protection (As Appropriate)
Subgrade
CURRENT DESIGN
METHOD
LAYERED ELASTIC DESIGN
LEDFAA/FAARFILED
3/24/2014
Flexible Pavement Failure Modes
Layered Elastic theory versus CBR procedure
Wheel Load
CBR
Method
LAYERED ELASTIC METHOD
ES, S, h
Not Defined
EB, B, hB
CBR
SUBBASE
ESB, SB hSB
CBR
SUBGRADE
ESG, SG hSG
CBR
SURFACE
BASE
Subgrade Support
E = Elastic Modulus
= Poissons Ratio
h = thickness
CBR = California Bearing Ratio
Flexible Pavement Failure Modes
Pavement failure modes in LEDFAA are the
same as all flexible design methods
Wheel Load
Horizontal Strain and Stress
at the bottom of the asphalt
Area of Tire Contact
Wearing Surface
Base Course
Subbase
Subgrade
Approximate Line of
Wheel-Load Distribution
Vertical Subgrade Strain
Subgrade Support
3/24/2014
Flexible Pavement Design
Three Basic Design Parameters
Subgrade Support
(CBR)
Types of Aircraft
Gear
type and Gross Load
Traffic
Annual
Departures
Type of Aircraft: Aircraft weight
3/24/2014
Aircraft Grew in Size
A380-800F
1,305,000 lbs
B-747-400
873,000 lbs
A340-600
807,000 lbs
B-777-300
752,000 lbs
A330-200
469,000 lbs
B-767-700
451,000 lbs
A300 B2
304,000 lbs
DC-10-30
583,000 lbs
DC 8-71
358,000 lbs
3/24/2014
CUMULATIVE DAMAGE
FACTOR (CDF) for Traffic Model
Sums Damage From Each Aircraft - Not From
Equivalent Aircraft
CDF = Summation ni / Ni where:
ni
= number of load repetitions from individual aircraft
Ni = allowable load repetitions of individual aircraft
When CDF = 1, Design Life is Exhausted
Must
Input Traffic Mix, NOT Equivalent
Aircraft
LEDFAA now FAARfield
3/24/2014
Computer Design
Click on desired
pavement section
Then click on the
project where the
section will be
saved
Pavement Design
Enter Traffic Mixture
Certain aircraft may
appear in the list twice.
This is to address the
presence of wing gears
and belly gears
LEDFAA treats these
as two aircraft
however the weight
and departures are
interlocked
3/24/2014
LEDFAA v1.3 Sample Design
Working with a pavement section
The selected sample
pavement will
appear
The structure may be
modified if desired
LEDFAA v1.3 Sample Design
Modifying a pavement section
Select the layer
type you want to
include
Change P-209 to
P-154 in this example
Click OK
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3/24/2014
Preparing contract specifications
from FAA approved specs
AC150/5370-10F
Three
bituminous specifications,
P-401, P-402 and P-403.
Section 100 and 110 for
calculating Percent Within Limits
(PWL)
Specification for Hot Bituminous
pavement AC 150/5370-10F
P-401 Surface course as defined by
AC 150-5320-6 Requires most testing and
estimates a quality level. It must be used in
the calculate top layer
P-402: Porous Friction Course rarely used.
To be deleted
P-403: base (binder) course, stabilized subbase course, less than 12,500 lbs. aircraft
Has a pass/fail
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PART V FLEXIBLE SURFACE COURSES
ITEM P-401 PLANT MIX BITUMINOUS PAVEMENTS
DESCRIPTION
401-1.1 This item shall consist of pavement courses composed of mineral aggregate and bituminous material
mixed in a central mixing plant and placed on a prepared course in accordance with these specifications and
shall conform to the lines, grades, thicknesses, and typical cross sections shown on the plans. Each course
shall be constructed to the depth, typical section, and elevation required by the plans and shall be rolled,
finished, and approved before the placement of the next course.
*************************************************************
This specification is intended to be used for the surface course for airfield flexible pavements subject
to aircraft loadings of gross weights greater than 12,500 pounds (5670 kg) and is to apply within the
limits of the pavement designed for full load bearing capacity.
The dimensions and depth of the surface course for which this specification applies shall be that as
is defined by the Engineers pavement design as performed in accordance with FAA Advisory Circular
150/5320-6, current edition.
For courses other than the surface course, such as stabilized base courses, binder courses and/or
truing and leveling courses; for pavements designed to accommodate aircraft gross weights of 12,500
pounds (5670 kg) or less; and for pavements intended to be used for roads, shoulder pavements,
blast pads, and other pavements not subject to full aircraft loading, specification Item P-403 may be
used.
State highway department specifications may be used for shoulders, access roads, perimeter roads,
stabilized base courses under Item P-501, and other pavements not subject to aircraft loading. When
state highway specification are approved, include all applicable/approved state specifications in the
contract documents.
***************************************************
**********
Consultant decision on P-403
Specification for Stabilized Bituminous
Base
Binder Course
Truing and Leveling Courses
Testing requirement has been reduced:
pass/fail condition
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3/24/2014
ITEM P-403 PLANT MIX BITUMINOUS PAVEMENTS
(BASE, LEVELING OR SURFACE COURSE)
DESCRIPTION
403-1.1 This item shall consist of a [ ] course composed of mineral aggregate and bituminous material
mixed in a central mixing plant and placed on a prepared course in accordance with these specifications and
shall conform to the lines, grades, thicknesses, and typical cross sections shown on the plans. Each course
shall be constructed to the depth, typical section, and elevation required by the plans and shall be rolled,
finished, and approved before the placement of the next course.
*************************************************************
Specify base and/or leveling course(s). Surface course may also be specified but only for those
pavements designed to accommodate aircraft of gross weights less than or equal to 12,500 pounds
(5,670 kg) or for surface course of shoulders, blast pads, service roads, etc. Item P-401 is to be
specified for surface courses for pavements designed to accommodate aircraft gross weights greater
than 12,500 pounds (5,670 kg).
This specification is to be used as a base or leveling course for pavements designed to accommodate
aircraft of gross weights greater than 12,500 pounds (5,670 kg). State highway department
specifications may be used in lieu of this specification for access roads, perimeter roads, stabilized
base courses under Item P-501, and other pavements not subject to aircraft loading, or for pavements
designed for aircraft gross weights of 12,500 pounds (5,670 kg) or less.
Where a state highway department specification is to be used in lieu of this specification, the state
specification must have a demonstrated satisfactory performance record under equivalent loadings
and exposure. When a density requirement is not specified by a state specification, it is to be modified
to incorporate the language found in paragraphs 403-5.1, 403-5.2 and 403-5.3. When state highway
specification are approved, include all applicable/approved state specifications in the contract
documents.
Writing the specification
P-401
Selection of aircraft weight
Selection of gradation and asphalt cement
Compaction Method (Marshall or Gyratory)
Use of recycle material (RAP)?
Selection of method of payment
Use of Notes to the engineer
Deviating from standards, what to do?
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First selection - Aircraft weight
12,500
lbs. but less than 60,000 Lbs.
60,000
lbs. or more
Compacting Effort
Marshal method: falling mass of standard
weight and falling distance. There are
number of blows on each face of the
specimen (75 or 100): Regular P-401
Gyratory compactor: gyratory apparatus
with standard weight and angle. Spec
identify number of gyrations in function of
aircraft weight. It needs approval of a
Modification of Standard. SP-401
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3/24/2014
Differences between the
methods
6 inches diameter mold
4 Inches diameter mold
Approval of Modification of
Standards for the use of Gyratory
compactor
Gross aircraft weights <100,000 pounds:
approval at Regional Office
Gross aircraft weights > 100,000 pounds:
approval by AAS-100
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3/24/2014
MARSHAL COMPACTION SPECIFICATIONS
Test Property
PAVEMENTS DESIGNED FOR
AIRCRAFT GROSS WEIGHTS
OF 60,000 LBS. OR MORE OR
TIRE PRESSURES OF 100 PSI
OR MORE
Pavements Designed for
Aircraft Gross Weights Less
Than 60,000 Lbs. or Tire
Pressures Less Than 100 Psi
Number of Blows
75
50
Stability, pounds
(Newton)
2150 (9564)
1350 (6005)
Flow, 0.01 in.
(0.25 mm)
10-14
10-18
Air Voids
(percent)
2.8-4.2
2.8-4.2
Percent Voids in
Mineral Aggregate
(minimum)
See Table 2
See Table 2
TABLE 1
SUPERPAVE DESIGN CRITERIA
Pavements for gross aircraft weights of 60,000 pounds or more.
Test Property
Initial Number of Gyrations (Nini)
Design Number of Gyrations (Ndes)
Maximum Number of Gyrations (Nmax)
Air voids @ Ndes
Voids in Mineral Aggregate @ Ndes, %
Voids filled with Asphalt @ Ndes, %
Dust proportion
Dust proportion (coarser gradations1)
Fine Aggregate Angularity
%Gmm @ Nini
%Gmm @ Nmax
Design Criteria for
Nominal Maximum
Aggregate Size
3/4" Nom.
1/2"Nom.
(19 mm
(12.5 mm
Nom.)
Nom.)
8
8
85
85
130
130
4.0
4.0
13.0 min.
14.0 min
65-78
65-78
0.6-1.2
0.6-1.2
0.6-1.6
0.6-1.6
45 min.
45 min.
<90.50
< 90.50
<98.00
< 98.00
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3/24/2014
TABLE 1
SUPERPAVE DESIGN CRITERIA
Pavements designed for gross aircraft weights of less than 60,000 pounds.
Design Criteria for Nominal
Maximum Aggregate Size
Test Property
3/4" Nom.
1/2"Nom.
(19 mm Nom.)
(12.5 mm
Nom.)
Initial Number of Gyrations (Nini)
7
7
Design Number of Gyrations (Ndes)
60
60
Maximum Number of Gyrations (Nmax)
90
90
Air voids @ Ndes
4.0
4.0
Voids in Mineral Aggregate @ Ndes, %
13.0 min.
14.0 min
Voids filled with Asphalt @ Ndes, %
65-78
65-78
Dust proportion
0.6-1.2
0.6-1.2
Dust proportion (coarse gradation1)
0.6-1.6
0.6-1.6
Fine Aggregate Angularity
42 min.
42 min.
%Gmm @ Nini
<90.50
< 90.50
%Gmm @ Nmax
<98.00
< 98.00
Second selection
Aggregate gradation
Large aggregates use less asphalt. Used
as binder courses
Smaller size aggregates (3/4 or 1/2)
used as surface course
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3/24/2014
AGGREGATE - BITUMINOUS PAVEMENTS
Sieve Size
1- in. (37.5 mm)
100
Percentage by Weight Passing Sieves
1-
max
1 max
max
--
--
--
max
1 in. (24.0 mm)
86-98
100
--
in. (19.0 mm)
68-93
76-98
100
--
in. (12.5 mm)
57-81
66-86
79-99
100
in. (9.5 mm)
49-69
57-77
68-88
79-99
No. 4 (4.75 mm)
34-54
40-60
48-68
58-78
No. 8 (2.36 mm)
22-42
26-46
33-53
39-59
No. 16 (1.18 mm)
13-33
17-37
20-40
26-46
No. 30 (0.600 mm)
8-24
11-27
14-30
19-35
No. 50 (0.300 mm)
6-18
7-19
9-21
12-24
No. 100 (0.150 mm)
4-12
6-16
6-16
7-17
No. 200 (0.075 mm)
3-6
3-6
3-6
3-6
4.5-7.0
5.0-7.5
4.5-7.0
5.0-7.5
5.0-7.5
6.5-9.5
5.5-8.0
7.0-10.5
Asphalt percent:
Stone or gravel
Slag
--
Gradation for SP-401
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3/24/2014
A coarse gradation is defined as a gradation
passing below the restricted zone. The restricted
zone is defined in the Asphalt Insitutes Manual
Superpave, Series 2 (SP-2).
Third selection
Void in Mineral Aggregates
(VMA)
Provide longevity of the mix
Selected from maximum size aggregates
Eastern Region used to allow 2% less
than national standards.
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3/24/2014
* The Eastern Region has traditionally allowed a reduction of 2 % for
each size. This practice will be eliminated and approved on a case
by case situation
TABLE 2. MINIMUM PERCENT
VOIDS IN MINERAL AGGREGATE
Minimum Voids in Mineral
Aggregate, percent
Maximum Particle Size
in.
mm
Percent
12.5
16
19.0
15
25.0
14
1-
37.5
13
Eastern Region allowed a reduction of 2 percent, but not any more
Fourth Selection
Binder material (Asphalt)
Old systems : AC and Penetration
Performance Grade composed of two numbers
representing higher and lower temperature of
the areas: PG 64-22
Based on Highway Research program. For
airport there is a need to increase the high
temperature value (Bumping requirement)
Some binders used Polymer Modified additives
20
3/24/2014
Understanding PG binders
PG stand for Performance Grade
Compose of two number:
a)the first one meaning the High
temperature the pavement is exposed to
b) The second one is the Low temperature
the pavement is expose to. Starts with a
minus sign
PG 64 -22
64: meets all requirements up
to this temperature in 0C
-22: meets all requirements
down to this temperature in 0C
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3/24/2014
Some rules of PG binders
Grades are in 6 0C increments, high or low
The highest the first number the stiffer the binder
is
The lowers the second number is more
resistance to thermal cracking
Greater difference between the number more
robust the binder is but more expensive
If the difference is 92 or more the binder is
modified
PG 70-22 = 70 (-22) = 70 + 22 = 92
More information for selecting
binder
Use grade typically use for the area where the
airport is located. More information can be
found in www.asphaltinstitute.org
Grades above the -22 in the low end are not
recommended. Little experience available
Grades below 64 in the high end, lets say 58,
may result in tender mixes
Grades above 76 in the high end are very stiff
and difficult to compact
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3/24/2014
Example
Local PG used PG 64-22
Pavement is a taxiway to serve +100,000
lbs aircraft
Bumping requirement: 2
64 + 6 + 6 = 76 (not too stiff to compact)
-22 is the lowest we want to go
PG 76-22
Grade Specification
Penetration Grade
ASTM D 946
40-50
60-70
85-100
100-120
120-150
Viscosity Grade
ASTM D 3381
AC-5
AC-10
AC-15
AC-20
AC-30
AC-40
AR-1000
AR-2000
AR-4000
AR-8000
Performance Graded
Asphalt Institute
Superpave Series No. 1(SP-1)
In general, the Engineer should choose a PG-asphalt binder that has been
approved for use in the vicinity by the State DOT, and is locally available. In
general, a high reliability (98 percent) on both the high and low temperature
categories is sufficiently conservative.
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3/24/2014
NOTE: Performance Graded (PG) asphalt binders should be specified wherever
available. The same grade PG binder used by the state highway department in the
area should be considered as the base grade for the project (e.g. the grade
typically specified in that specific location for dense graded mixes on highways
with design Equivalent Standard Axle Loads (ESALS) less than 10 million). The
exception would be that grades with a low temperature higher than PG XX-22
should not be used (e.g. PG XX-16 or PG XX-10), unless the Engineer has had
successful experience with them. Typically, rutting is not a problem on airport
runways. However, at airports with a history of stacking on end of runways and
taxiway areas, rutting has accrued due to the slow speed of loading on the
pavement. If there has been rutting on the project or it is anticipated that stacking
may accrue during the design life of the project, then the following grade
"bumping" should be applied for the top 125 mm (5 inches) of paving in the end of
runway and taxiway areas: for aircraft tire pressure between 100 and 200 psi,
increase the high temperature one grade; for aircraft tire pressure greater than
200 psi, increase the high temperature two grades. Each grade adjustment is 6
degrees C. Polymer Modified Asphalt, PMA, has shown to perform very well in
these areas. The low temperature grade should remain the same.
Table A. Binder Grade Selection and Grade Bumping
Based on Gross Aircraft Weight.
Aircraft Gross Weight
(pounds)
High Temperature Adjustment to
Base Binder Grade
Pavement Type
Runway
Taxiway/Apron
Less than 12,500
--
--
Less than 60,000
--
Less than 100,000
--
Greater than 100,000
NOTES:
1. PG grades above a 22 on the low end (e.g. 6416) are not recommended. Limited experience has shown this to be a poor performer.
2. PG grades below a 64 on the high end (e.g. 58-22) are not recommended. These binders often provide tender tendencies.
3. PG grades above a 76 on the high end (e.g. 82-22) are very stiff and may be difficult to work and compact.
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Fifth selection
Quality acceptance criteria
Marshall acceptance limits
Gyratory Compactor (SP) acceptance
limits
Table 5: Marshall Acceptance Limits
TEST PROPERTY
Pavements Designed for
Aircraft Gross Weights of
60,000 Lbs. or More or Tire
Pressures of 100 Psi or More
Number of Blows
Pavements Designed for
Aircraft Gross Weights Less
Than 60,000 Lbs. or Tire
Pressures Less Than 100 Psi
75
50
Specification Tolerance
Limits
Specification Tolerance
Limits
Stability, minimum,
pounds
1800
--
1000
--
Flow, 0.01-inch
16
20
Air Voids Total Mix,
percent
Surface Course Mat
Density, percent
96.3
[101.3]
96.3
[101.3]
Base Course Mat Density,
percent
95.5
101.3]--
95.5
[101.3]
Joint density, percent
93.3
--
93.3
--
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Gyratory compactor acceptance
criteria
< 60,000 lbs.
> 60,000 lbs.
2.5% < Air Voids < 5.5%
@ 85 gyrations
2.5% < Air Voids < 5.5%
@ 60 gyrations
Compaction
L = 92.5% Gmm
Compaction
L = 92.5% Gmm
Joint 90.5% Gmm
Joint 90.5 Gmm
ACCEPTANCE LIMITS
Specification Tolerance Limits
Test Property
Lower
Upper
2.5
5.5
Mat Density, %Gmm
92.8
98.0
Joint Density, %Gmm
90.5
Air Voids,
Ndes)
(%
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Payment Options
Payment One side for density
TABLE 6 - PRICE ADJUSTMENT SCHEDULE
Percentage of Material Within
Specification Limits (PWL)
Lot Pay Factor
(Percent of Contract Unit Price)
96 100
106
90 95
PWL + 10
75 89
0.5 PWL + 55
55 74
1.4PWL 12
Below 55
Reject 2
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Payment two sided for density
TABLE 6. PRICE ADJUSTMENT SCHEDULE
Percentage of Material Within Specification Lot Pay Factor (Percent of Contract
Limits (PWL)
Unit Price)
93 100
103
90 93
PWL + 10
70 89
0.125PWL + 88.75
40 69
0.75PWL +45
Below 40
Reject 2
Options to pay bonus
Any percentage above 100% can be used
to compensate penalties
Depending on importance of the [project
the sponsor may select actual payment
however, he(she) is risking funds
allocations.
Change order are subject to Grant limits.
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What to expect in contract
documents
One P-401 with one gradation or,
One P-401 specification with two gradation.
Usually the gradation at the bottom is grater (1 3/4 maximum size aggregates) because it uses
less asphalt, and the smaller aggregate size
gradation at the top (1/2 maximum size
aggregate) for more smooth surface
One P-401 on top and P-403 on the bottom
What is the ERLPM
Eastern Region Laboratory Procedures Manual
Born in the Eastern Region to use statistical
methods to determine quality versus range or
media (average)
Origen Military specs
Document to be used in combination with P-401.
required in Eastern Region
Provide forms for project submittal - Appendices
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ERLPM
Section 1: Definitions
Section 2: Development of JMF
Section 3: Quality Assurance Plant produced
material
Section 4: Field Density
Section 5: Laboratory Equipment
Section 6: Random Sampling
Section 7: Quality Control
Section 8: Method to estimate PWL
ERLPM - Appendices
Appendix A: Material acceptance
Appendix B: Sample of mix design
Appendix C: Contractor Quality Control
Appendix D: PWL calculation-plant
material
Appendix E: In-place density calculation
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Workshop objectives
Discuss principles and practices of Job Mix Formula
Discuss use of SuperPave design in airport (EB 59)
Discuss principles and practices for sampling and testing
bituminous mixes
Discuss principles and practices to determine Quality
Assurance of material
Explain statistical methods to determine quality of
materials and pay factors
Present Contractor testing plan to control the quality of
the material and mixes
What happen after this workshop?
Benefits of this workshop
Knowledge of FAA specifications
Knowledge of statistic al analysis
Form to submit/approve JMF
Form to record testing
Form to calculate pavement quality
Job seeking
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Material distributed
ERLPM Appendices
Specifications P-401 and P-403
Table for ASTM E 178
Test to be completed and submitted to
FAA
Documents in electronic format
ERLPM (PDF)
Specification in words
Engineering Brief 59 (SuperPave)
Computer software
Exam #18
Current list of people familiar with ERLPM
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AGENDA
Mix Design Chris Brower from Advance
Testing
Random Sampling Guillermo Felix
Quality Assurance Chris Brower
Statistical Analysis Carl Steinhauer
Computer Software Guillermo Felix
Contractors Quality Control John Savastio
ERLPM Test and List - Guillermo
How many of you are
Consultants?
Testing laboratories?
Contractors?
Material supplier?
Government?
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Questions you are bringing to this
workshop
34
