This report has been prepared by Steven Papaleo of Airplan ... · defined in accordance with ASTM...

This report has been prepared by Steven Papaleo of Airplan as part of the 1998 FrankMagee Scholarship, a company based award.

Airplan is a recognised airport and aviation consultancy providing planning and designservices for airports and aviation infrastructure including advisory services on strategicplanning, aviation policy, regulatory controls, airport privatisation and commercialisationand airport operations.

The Frank Magee Scholarship has been established in honour of one of Airplan’sfounding members and offers an Airplan team member the opportunity to research oranalyse an area in the airport industry as part of skills development. Competitiveproposals submitted by keen Airplan team members are adjudicated by the companydirectors. This year’s scholarship was won by Steven Papaleo who researched andinvestigated the current trends and developments in Airport Pavement MaintenanceManagement Systems.

Further information on Airplan can be found at: http://www.airplan.com.au

AIRPORT PAVEMENTMAINTENANCE MANAGEMENTSYSTEMS

SUMMARY REPORT

Airport Planning Pty LtdACN 005 119 826Airport Central Tower Level 3241 O’Riordan StreetMascot NSW 2020AustraliaTel: (02) 9667 1055Fax: (02) 9667 1021Int +61 2

December 1998

1998 FRANK MAGEESCHOLARSHIPAWARDED TO STEVEN PAPALEO

1998 Frank Magee Scholarship - Airport Pavement Maintenance Management Systems2672r06.doc/SP - 14/12/98

CONTENTS

1. INTRODUCTION.............................................................................................. 1

2. PAVEMENT MAINTENANCE MANAGEMENT SYSTEMS....................... 2

2.1 WHAT IS A PAVEMENT MAINTENANCE MANAGEMENT SYSTEM?............... 2

2.2 IMPLEMENTING A PAVEMENT MAINTENANCE MANAGEMENT SYSTEM............................................................................................................................... 2

2.3 BENEFITS OF A PAVEMENT MAINTENANCE MANAGEMENT SYSTEM....... 3

3. PMMS SYSTEMS EXAMINED........................................................................ 5

3.1 MicroPAVER...................................................................................................................... 5

3.2 IAPMS .................................................................................................................................. 5

4. MEETINGS WITH AUTHORATIVE BODIES.............................................. 6

4.1 GIBB CONSULTING - MR MARK OLIVER............................................................... 6

4.2 BAA - MR JOHN BARLING ........................................................................................... 7

4.3 AMERICAN PUBLIC WORKS ASSOCIATION (APWA) - MR JOHNMacMULLEN................................................................................................................ 8

4.4 APPLIED PAVEMENT TECHNOLOGY (APTech) - MS KATIE ZIMMERMAN.................................................................................................................... 9

4.5 UNIVERSITY OF ILLINOIS, URBANA - DR SAM CARPENTER.........................10

4.6 UNITED STATES ARMY CORPS OF ENGINEERS RESEARCHLABORATORIES (USACERL) - DR MOHAMED SHAHIN..............................10

4.7 COLORADO DIVISION OF AVIATION - MR TRAVIS VALLIN...........................11

5. KEY FINDINGS............................................................................................... 13

APPENDICES

APPENDIX A - REFERENCES

APPENDIX B - 1998 FRANK MAGEE SCHOLARSHIP PROPOSAL

APPENDIX C - ORGANISATION CONTACT LIST

1998 Frank Magee Scholarship - Airport Pavement Maintenance Management Systems2672r06.doc/SP - 14/12/98

ACKNOWLEDGEMENT

The author gratefully acknowledges the co-operation and assistance of thoseorganisations who contributed to the success of the study tour by allowing visits totheir organisations to discuss PMMS.

1998 Frank Magee Scholarship - Airport Pavement Maintenance Management Systems2672r06.doc/SP -14/12/98

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1. INTRODUCTION

This report forms part of the 1998 Frank Magee Scholarship which was awarded tofacilitate research and investigate the current trends and developments in AirportPavement Maintenance Management Systems. Pavement Maintenance ManagementSystems (PMMS) are becoming more widespread throughout the world, not only inairport applications but also highway applications. Highway applications arepresently more widespread than airport applications in Australia, with airportapplications being virtually non existent.

After discussion with several overseas organisations, it is evident that theintroduction of a PMMS can be difficult due to the current maintenance philosophyadopted by many airport managers. It also needs to be understood that theintroduction of a PMMS will take some time and the benefits will not be seen in theshort term.

This report is not intended to discuss in detail the components and operation of aPMMS. For further information on PMMS refer to Appendix A.

This report has been structured to provide information to organisations who areinvolved in the use of PMMS or who are looking to become involved in this area.

Thanks is given to those organisations who contributed to this report by allowingvisits to their organisations to discuss PMMS.


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2. PAVEMENT MAINTENANCE MANAGEMENT SYSTEMS

2.1 WHAT IS A PAVEMENT MAINTENANCE MANAGEMENT SYSTEM?

A Pavement Maintenance Management System (PMMS) provides a systematic,objective and consistent procedure to evaluate existing and future pavementcondition. A PMMS also provides a means to help manage pavement maintenanceexpenditure more economically and efficiently. They provide an objectiveapproach to pavement management and allow for multiple budget options andscenarios to be run quickly and assist in project formulation for maintenance andrehabilitation works.

A PMMS typically uses a pavement rating system, called Pavement Condition Index(PCI), as the basis from which current and future pavement condition can beevaluated. From the estimated future pavement condition, multiple budget andmaintenance scenarios can be run to determine the most cost effective maintenancesolutions for the pavements on the airport. More information on PCI surveys isavailable in Appendix A.

2.2 IMPLEMENTING A PAVEMENT MAINTENANCE MANAGEMENTSYSTEM

Within the process of implementing a PMMS there are two distinct areas whichneed to be examined. The first is defining the PMMS to be adopted and the secondis the implementation of the PMMS on a pavement network basis.

2.2.1 Selecting a Pavement Maintenance Management System

In this process the decision on which type of PMMS to be used is considered. Thefollowing is a list of the procedures which could be adopted in selecting the PMMSand procedures to be used to establish the system.

• Establish review team - A team should be established to review whatrequirements will be needed for the implementation of the PMMS and to decideon what role the PMMS will play within the organisational framework. Thisteam should ideally consist of management together with pavement engineers, sothat balanced decisions can be made between economics and engineering

• Define PMMS requirements - Once the team is established, the PMMSrequirements should be identified so that the most effective system can bepurchased to suit the organisation’s needs and business goals

• Examine types of PMMS available - Once a decision is made on what type ofsystem is required a market study should be carried out to examine which systemwill best suit the needs defined


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• Purchase PMMS - Once a system has been identified as being suitable it shouldthen be purchased. The support that is available with the system should beconsidered when evaluating options because in the early stages ofimplementation it will play an important role

• Establish a development team - A development team should be establishedwhich will implement the PMMS into the workplace. This team does not have tobe the same as the review team. It should include the staff who will use thesoftware and carry out the Pavement Condition Index (PCI) surveys. PCI surveysshould be carried out in accordance with ASTM D5340-93

• Undergo training in the software and PCI procedures - The members of thedevelopment team should undergo training, so that they are well versed in thesoftware and survey procedures. At least one member of the team shouldundergo some form of formal training to ensure that the maximum use of thesoftware can be obtained

2.2.2 Implementation of a Pavement Maintenance Management System

In this section, the implementation of the PMMS to a specific pavement network isdiscussed. There is a systematic procedure which should be followed to implementa PMMS at a project level. This procedure is used worldwide with very littlevariation.

• Data collection and pavement network definition - In this step the constructionrecords for the pavement should be collated for input into the PMMS. This stepcan be very time consuming and depends on the availability and quality ofexisting information. Once this is established, the pavement network should bedefined in accordance with ASTM D5340-93

• Pavement condition assessment - This step involves visually inspecting thepavement to set procedures and carrying out other testing which is consideredrelevant to establishing the condition of the pavement. Generally, only a PCIsurvey is carried out, but testing of the pavement may also be carried out ifdesired

• Pavement condition prediction - This involves using the PMMS to calculate thecurrent pavement condition, as well as predicting what the future pavementcondition will be, through the use of a family of performance prediction curves

• Formulation of maintenance policies - Each airport has its own set ofmaintenance procedures and policies which it uses to determine whenmaintenance work will need to be carried out.

• Budget formulation and case scenario development - In this step multiple budgetand maintenance scenarios may be run quickly to determine the most costeffective solutions for the pavement while remaining within varied budget limits


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2.3 BENEFITS OF A PAVEMENT MAINTENANCE MANAGEMENT SYSTEM

There are a number of benefits in using a PMMS instead of using engineeringexperience and judgement alone. These include:

• Provides a systematic and objective approach to pavement management

• Allows for multiple budget and maintenance scenarios to be run quickly

• Provides the pavement engineer with the current pavement condition and anestimate of future pavement condition

• Provides a database of pavement condition and construction histories

• Maximises available maintenance funds in a timely and effective manner


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3. PMMS SYSTEMS EXAMINED

From the research undertaken before embarking on the study tour, it was found thatthere are two prime Pavement Maintenance Management Systems in use around theworld for airport applications. These are not the only systems available or in use,but rather they appear to be the most widely adopted for airport applications. Theyare:

• The United States Army Corps of Engineers Research Laboratories (USACERL)MicroPAVER and

• The Gibb Consulting Integrated Airport Pavement Management System(IAPMS).

3.1 MicroPAVER

MicroPAVER is produced by the United States Army Corps of Engineers ResearchLaboratories (USACERL). It is relatively inexpensive and is used by BAA, HongKong and a multitude of US airports including O’Hare, Midway, ColoradoDivision of Aviation and the Virginia Department of Aviation. MicroPAVER hassupport from the US Federal Aviation Administration (FAA), in that the FAAsponsor some of the developments that are undertaken in MicroPAVER. Thesupport base associated with MicroPAVER is also quite extensive with both theAmerican Public Works Association (APWA) and USACERL available to discuss,assist and solve problems. APWA also have a users group where ideas andproblems can be posted.

MicroPAVER is continuing to develop into a more complete system as sponsorshipis found for projects. New features are continually being developed to makeMicroPAVER a more complete system.

3.2 IAPMS

Gibb Consulting produce, develop, market and operate IAPMS. IAPMS is in use atLa Guardia, Newark, JFK, Miami, Bahrain, Rio de Janeiro and London’s Heathrowand Gatwick airports amongst others. IAPMS is a customisable system able to suitthe clients own specific needs. Gibb offer services such as training, support andimplementation of the system.

IAPMS uses not only the surface defects determined from PCI surveys but alsoutilises a residual life analysis to make a structural analysis of the pavement.Therefore IAPMS is able to provide both a surface evaluation and structuralanalysis of the pavement.


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4. MEETINGS WITH AUTHORATIVE BODIES

Meetings were held with a number of organisations in the UK and USA to examineAirport Pavement Maintenance Management Systems and how they are utilised. Thefollowing is a summary of those discussions.

4.1 GIBB CONSULTING - MR MARK OLIVER

• Gibb is a multidisciplinary company who provide a range of consulting servicesincluding pavement engineering, design and project management services

• They produce and market the Integrated Airport Pavement Management System(IAPMS)

• IAPMS uses both surface evaluation (PCI) and structural analysis (residual life)in its estimation of future pavement condition

• Data entry is undertaken using a portable computer directly in the field or bypaper methods with data entry input manually in the office

• Training can be provided as required

• Gibb believe in carrying out the PCI survey in one operation because oflogistics. This approach is suited to consulting companies as reports need to beproduced and carrying out the inspection in one operation better facilitates this

• PCI surveys should be carried out every 2-3 years

• PCI survey duration is dependant on the size of the airport and the number ofsections. London Heathrow took 2 surveyors 8 weeks using Husky portablecomputers

• Implementation time and cost of a PMMS can vary depending on availability andquality of records and the size of the airport

• Gibb believe that clients tend not to put much emphasis on management of theirpavements but are starting to realise the benefits of doing so and as a result arebecoming more open to PMMS

• It generally takes several days to produce a report once all the data is collectedand input depending on the number of budget and maintenance scenarios run

• Accurate pavement prediction curves can be established after the initial survey,if the pavement has a variety of ages. These curves become more accurate astime goes on and new data is added


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4.2 BAA - MR JOHN BARLING

• PMMS in use since 1990 and currently there are 7 UK airports in the BAAGroup

• MicroPAVER is used as their PMMS tool

• Consider that PCI surveys should be carried out every 2-3 years for high usepavements and every 4-5 years for low use pavements

• Have a three step procedure for approaching pavement management:

• Identify business need - Identify what is the best option to take to achievethe most cost effective solutions within the available budget

• Identify engineering need - Identify which pavements are in need of repairor rehabilitation to ensure the pavement is maintained in a sound condition

• Provide a solution - Provide a solution which is able to satisfy both theabove needs

• This approach allows for both economics and engineering to be considered sothat the most cost effective solutions can be provided while maintaining thepavement in a safe working condition

• BAA do not currently use all features of MicroPAVER. They are implementingtheir PMMS in a staged process and are currently at the stage of looking toimplement the budget scenarios module and develop maintenance policies forthe airports

• BAA use Husky portable computers for PCI data collection and input. Paperrecording of data was found to be inefficient. Switching to the portablecomputers increased field inspection productivity by 100%. This does notinclude the reduced office data entry time

• Currently use Arcview to assist in producing drawings from MicroPAVER.Arcview can be linked to MicroPAVER and produces drawings quickly. BAAare investigating if AutoCAD will be able to undertake the same task

• Looking at obtaining one smaller piece of field equipment so that it is easier towork with in the field. This is believed to be 3-5 years away

• BAA consider PMMS to be a cost effective tool to assist in pavementmanagement. It can be combined with off the shelf software and has a goodsupport base which can be utilised when required

• BAA realise that MicroPAVER is only a tool to assist in making decisions onpavement condition and is not an end in itself


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• 3-5 man days is considered the time it would take to produce a report after a PCIsurvey. This does not include any pavement prediction modelling but rather justthe recommendations and comments on pavement condition

• One member of the BAA team has undergone formal training in MicroPAVERand PCI procedures in the United States. It was felt that this was very beneficialand was highly recommended

• BAA are researching photographic recognition of surface defects. It isprogressing but there is some trouble with identifying fine cracks. A solution tothis problem is believed to be some 3-5 years away

• Once a pavement has a PCI rating of between 60-65, BAA will have a closerexamination of the pavement with the view of providing some maintenance orrehabilitation work

• BAA believe that to provide accurate future pavement condition the pavementprediction family curves need to be as accurate as possible

• Before carrying out any maintenance work, the long term plan for the airportshould be examined to ensure that the pavement will still be in use for some timeinto the future

• When considering more than one airport, it must be remembered that thebusiness need of all of the airports within the airport group need to beconsidered and therefore, this need should be factored in when examining whichairports will receive funding

• BAA believe that PMMS will become more widespread as time goes on andairport managers realise the benefits that can be gained from such systems

• To obtain high early strength concrete BAA use TOPROC microsilica concrete.This achieves strengths of between 20-40 MPa within 3-6 hours

• BAA have had mixed experience with epoxy resins. Some have performed wellwhile others have performed poorly

• Edge and corner spalling have been found to be the most common causes ofconcrete pavement failure together with structural failures of the pavement.Asphalt pavements tend to have reflection cracking problems

4.3 AMERICAN PUBLIC WORKS ASSOCIATION (APWA) - MR JOHNMacMULLEN

• APWA indicated that there will be some new features available inMicroPAVER in the next couple of years

• Version 5.0 will include a Foreign Object Damage (FOD) index

• LEEP will be incorporated into MicroPAVER in an upcoming version. LEEP isa program which provides a structural analysis of the pavement. This will allow


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MicroPAVER to carry out residual life analysis of the pavement similar toIAPMS

4.4 APPLIED PAVEMENT TECHNOLOGY (APTech) - MS KATIEZIMMERMAN

• APTech is an engineering consulting company which focuses on highway andaircraft pavements

• APTech believe that once implemented a client sees a PMMS as worthwhile.However, it has been found that trying to convince a client of the benefits can bedifficult initially

• APTech spend a lot of time working in the pavement modelling and budgetforecast modules, as this is where different funding options can be run todetermine the most optimum solutions

• APTech implement MicroPAVER into their clients’ workplace and train theirstaff if this is so desired. Some clients prefer to have the system so that they mayuse it when the time requires. Other clients do not use it at all, but rather preferto engage a consultant when they require work to be carried out

• APTech have a staged training procedure for staff. All staff attend the Universityof Illinois MicroPAVER course as one of the first steps and then move on tofocus on certain aspects of the program

• Data collection of PCI information is carried out several ways. Hammerheadportable computers are used with MicroPAVER installed and paper field datacollection sheets are also used depending on the pavement type

• Vehicles equipped with video equipment have also been used to recordpavement surface defects. This provides for a quick survey to be carried out ofan airport so that the movement areas are not down for long. These vehicles canrecord data at speeds up to 90km/hr

• Viewing of this data however can be very time consuming. The accuracy of thissystem has also been questioned as fine cracks do not show up in the video andcomparisons with normal field inspection techniques have shown somediscrepancies

• Using the video technique allowed O’Hare International Airport to be surveyedin one week. This did not include the time taken to view the video but rather justthe recording or field time

• After the initial PCI survey, APTech believe that accurate pavement predictioncurves can be achieved as long as the pavement has a variety of ages

• O’Hare International Airport runways are surveyed every year to year and ahalf. All other pavements are surveyed every 3 years. They would prefer to haverunways surveyed every year and the other pavements every second year


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• Virginia Department of Aviation has 70 airports under its control and inspect allof their pavements on a 3 yearly cycle

• Colorado Division of Aviation has 76 airports under its control and inspect theirpavements on a 3 year split cycle. A third of the pavements are inspected everyyear

• The current trend in PMMS is to make the data output more presentable and easyto understand for airport managers

• Most pavement failures they have seen have been a result of under designbecause of budget constraints and/or poor construction techniques

• At general aviation airports climatic effects tend to be the most common causesof pavement failure

• Cracking was found to be the most common cause of asphalt pavement failure

• Cracking, spalling and joint deterioration tended to be the most common causesof pavement failure in concrete pavements

4.5 UNIVERSITY OF ILLINOIS, URBANA - DR SAM CARPENTER

• The University of Illinois has been selected by the FAA as the Centre ofExcellence for airfield pavements

• Dr Carpenter is involved in asphalt mix design and asphalt pavements

• Current research projects are being carried out in the development andimplementation of SUPERPAVE for highway pavements and the fatigueproperties of asphalt pavements under B777 wheel loads

• Research in SUPERPAVE may be carried out for airfield pavements in thefuture. This is once approval has been given by the FAA

4.6 UNITED STATES ARMY CORPS OF ENGINEERS RESEARCHLABORATORIES (USACERL) - DR MOHAMED SHAHIN

• Concrete block pavers will not be incorporated into MicroPAVER unless asponsor provides funding. At this stage no one has indicated an interest

• MicroPAVER V5.0 will use 32 bit functionality

• Version 5.0 will include a Foreign Object Damage (FOD) Index

• Version 5.1 will include a condition matrix which will allow a user to specifymaintenance procedures based on the PCI and pavement indices

• Virtual sectioning will be included in Version 5.1. This will allow a user tocombine pavement sections to provide more workable solutions. Together withthis is another new tool called project formulation which will allow the user tocombine projects to allow for easier management of works


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• Version 6 will incorporate LEEP into MicroPAVER. This will allow for astructural analysis of the pavement to be made and allow for residual lifeanalysis to be considered in the pavement prediction curves

4.7 COLORADO DIVISION OF AVIATION - MR TRAVIS VALLIN

• Colorado Division of Aviation has 76 airports under its control which aregeneral aviation and smaller airfields

• Most rehabilitation works are funded through federal grants and all maintenancework is funded under the Division’s budget

• Their PMMS has been in place since 1991 to assist in the decision makingprocess

• Originally introduced as an inventory tool to allow for pavements in need ofmaintenance work to be examined

• It then progressed and is now used to track pavement performance and assist inforecasting future pavement condition

• The PMMS is not used as the sole tool in pavement management but is ratherused to assist the engineer in making decisions

• The PMMS is able to quickly identify which pavements are in need of furtherexamination through the use of the PCI value

• PCI surveys are carried out on a 3 yearly cycle, but it is desired to have themcarried out on a 2 yearly cycle. A third of the pavements are inspected everyyear

• The Division of Aviation is “up to speed” on the use of their PMMS and can useit when required. However, they have found that the most cost effective andbeneficial approach is to have a consultant carry out the survey work with one ofthe Division’s employees and then input the data themselves

• If a pavement has a PCI in the low to mid 60s then it is generally considered fora closer examination for rehabilitation or maintenance work

• If a pavement is in the 50-60 PCI range then it is generally considered forrehabilitation work and not maintenance as this is not economical

• Sequencing of projects is done by examining all primary runways first, thenprimary taxiways and aprons. Secondary pavements would be examined after allprimary pavements have been attended to

• When reviewing which pavements to maintain all airports are considered andthe critical airports repaired first. If work can be held off or another airport cantake some of the traffic for a year then this may assist in reaching the budgetrequirements


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• 67% of all the pavements are asphalt and the rest concrete. The asphaltpavement is considered more cost effective because it is cheaper in the shortterm. The Division does not consider their pavements over the long term andtherefore the benefits of concrete are not usually apparent, except in apron areas

• Most deterioration of asphalt pavements is caused by climatic effects. In themountains freeze-thaw cycles occur while in the plains the heat dries out thepavement

• Reactive aggregates is the main cause of concrete pavement deterioration andthis causes the pavement to ravel


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5. KEY FINDINGS

• MicroPAVER has a strong support base and extensive development programbased on user needs as developments are made from sponsorship

• MicroPAVER is more widely used than IAPMS

• IAPMS is a more complete product than MicroPAVER at this stage

• IAPMS is more expensive than MicroPAVER

• The PCI survey system is used by both systems as the fundamental basis ofpavement condition

• PMMS are considered to be the way of the future as they are able to quicklydetermine cost effective solutions and develop budget scenarios

• PMMS are only a tool and should not be used in place of engineering judgementbut rather to assist the engineer in making decisions on pavement condition andprojects

• There is a focus on making the data produced by a PMMS more presentable foreasier use by airport managers

• PCI surveys should be carried out every 2-3 years at maximum depending onpavement use

• Initial implementation can be difficult as airport managers do not see the valuein such systems until they are using one

• Initial implementation generally consists of the database and PCI rating,followed by the implementation and operation of budget scenarios

• The economic and engineering needs both need to be identified so that workablesolutions can be provided that satisfies all parties involved

• Many overseas organisations use portable computers for field data entry toincrease productivity

• Formal training of at least one team member is essential so that a goodunderstanding of PCI procedures and the PMMS can obtained

• New, innovative techniques of recording PCI data, such as video equippedvehicles and photographic recognition, are being developed both in the UnitedStates and the UK

• Most time is spent in data collection. That is, both collecting pavement historyrecords and PCI surveys. Data collection is very important in establishing thePMMS and plays a role in determining pavement sections. It may take severalmonths to collate but it is important to ensure that it is carried out


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• When the PCI value falls into the low to mid 60s organisations will generallytake a closer look at the pavement with the view of carrying out maintenance orrehabilitation work. It must be remembered however that different airports willhave different levels at which pavements should be maintained

• There are generally two levels of usage of a PMMS. One is using the system asan inventory and PCI calculator while the second and more extensive is to usethe system for the above as well as pavement prediction modelling andbudgeting


APPENDICES




References

Barling, J. M. and Robinson, B. Towards and Airport Pavement ManagementSystem - A Review of Experience in the United Kingdom.

Broten, M. R. and McNeely, S. 1995. The Virginia Aviation Pavement ManagementSystem: A Historical Perspective. Transportation Research Record. 1508, 84-91.

Oliver, M. G., Speir, R. H., and Rada, G. R. 1998. Implementation of PavementManagement Systems at International Airports.

Shahin, M. Y. 1994. Pavement Management for Airports, Roads, and Parking Lots.New York: Chapman and Hill.

Zimmerman, K. A., and Broten, M. R. 1995. The Use of Computerised ManagementSystems for Airport Pavement Networks. Paper presented at the Eleventh AnnualAirport Conference (November 1-2, 1995, Great Lakes Region).

ASTM D 5340-93. Standard Test Method for Airport Pavement Condition IndexSurveys. American Society for Testing and Materials.

FAA AC 150/5000-6. Micro-Paver, Pavement Management System (PMS). FederalAviation Administration.

FAA AC 150/5380-7. Pavement Management System. Federal AviationAdministration.

FRANK MAGEE SCHOLARSHIP

Application by: Steven Papaleo

INTRODUCTION

My application for the Frank Magee Scholarship seeks the opportunity to research andinvestigate the current trends and “state of the art” developments in Airport PavementMaintenance Management Systems (PMMS).

PMMS play an important role in the management of airport maintenance and expenditure. Theyare becoming more widespread around the world as many airports become privatised or arelooking to become more efficient in their allocation of maintenance funds.

The use of a systematic approach to maintenance and rehabilitation planning using a PMMS atairports in Australia to date, is very limited and this study provides the opportunity for Airplanto become competent and a leader in developing these systems in the Pacific rim.My proposal includes:

Ë To examine what types of PMMS are used by various airport authorities andadministrations around the world

Ë To witness “hands on” how the systems are implemented and maintained by airportauthorities

Ë To view and document the maintenance techniques and strategies used by various airportauthorities

Ë To develop Airplan’s existing skills in the area of aircraft pavement management

Ë To provide Airplan with the opportunity to become the leader in Australasia in the area ofairport PMMS

As part of this study I intend to attend Pavement Maintenance Management Systems conferencesconducted during the study period. This will provide not only myself, but Airplan, withadditional detailed information on current trends and developments in PMMS and otherpavement technologies. It also provides the opportunity to develop contacts around the worldin this area and associated areas of mutual interest.

With the increasing development and privatisation of many of Australia’s airports together withthe impending establishment of Second Sydney Airport it is now considered to be the right timefor Airplan to introduce PMMS as part of our range of services.

SCHEDULE

As part of this study it is proposed that I travel to the United States, UK, Hong Kong and severalEuropean countries.

Many of the PMMS available have been developed in the United States and therefore it isconsidered essential that a visit be made there to examine how airport operators areimplementing these systems. It is also seen as an opportunity to meet the developers of some ofthe PMMS software.

The BAA in the UK have adopted and operated a PMMS at many of their airports since theearly 1990’s and it is considered that examining the implementation of their systems isimportant since BAA are responsible for a network of various size airports.

Hong Kong’s new airport is seen as a good example of the establishment of a PMMS during theconstruction of the airport. This could potentially be utilised by Airplan to market a PMMSwhen the Second Sydney Airport is built.

If time permits, I would also like to examine several airports in Europe which haveimplemented a PMMS.

The study would comprise of:

Ä A desktop study to examine the type of systems in use around the world and how they areestablished and operated. This part of my study has already commenced. This would befollowed up with questionnaires to selected worldwide airports

Ä Visit to the United States

ð Applied Pavement Technology - MicroPAVER Developers

ð American Public Works Association (APWA) - MicroPAVER

ð US Corps of Engineers

ð University of Illinios

ð Chicago O’Hare International Airport

ð Other selected US Airports

Ä Visit to the UK

ð BAA at Gatwick Airport

ð BAA Group Technical Services at Gatwick Airport

ð BAA at Heathrow Airport

ð Gibb Consulting Engineers - IAPMS

Ä Visit to Hong Kong

ð New Hong Kong Airport

Ä If time permits visits to France and Germany (Paris/Frankfurt)

Ä Preparation of a report on the PMMS being used around the world and which ones are mostsuited to the Australasian environment and their effectiveness

Ä Preparation of a report on the maintenance techniques and strategies used by airportauthorities around the world together with pavement types/treatments used

Ä Preparation of marketing material for Airplan to use to promote our new service andknowledge

Ä Preparation and presentation of seminars and reports for Airplan staff to enable the team tobecome more aware of PMMS and expand the company knowledge base

CAREER ENHANCEMENT

I feel that this opportunity to develop my skills in Pavement Maintenance Management Systemswould enhance my knowledge and career opportunities significantly. I already have a foundingin this area as my final year project at University was on the “Maintenance and Rehabilitationof Rigid Aircraft Pavements”. This work enabled me to gain an understanding of the nature andoperation of PMMS and the steps that need to be taken in their implementation. I was also ableto gain a broad understanding in the concrete pavement maintenance techniques adopted aroundthe world. I believe that this opportunity will allow me to further enhance my knowledge inthese areas.

I have been involved in the Pavement Condition Index (PCI) survey that was conducted onSydney Airport’s Taxiways Alpha, Golf and Foxtrot and developed a spreadsheet and datasheet to help improve the efficiency of data collection and analysis required for this type ofsurvey. As an integral part of a PMMS involves the PCI survey for the input data collection, Ifeel that this introduction will help me develop my skills further.

My knowledge of computer systems will greatly assist in this study as I have a soundbackground and am comfortable with computers and how they operate. This knowledge willallow me to focus on maintenance techniques, how PCI surveys are undertaken, analyse variousmaintenance scenarios to budget limitations and other related areas. This will also be of benefitin the implementation of such a Pavement Maintenance Management System within Airplan.

I believe that my background in these areas will help me and act as building blocks upon whichI can further develop and enhance my knowledge. I feel that these areas are important issueswhich need to be examined and implemented in Australia and they are of special interest to me.

VALUE TO AIRPLAN

I believe the value of this study to Airplan and myself would be immeasurable. It wouldprovide Airplan the opportunity to become a market leader in this type of service and providethe capability to introduce PMMS to the Australasian market at both Civil and Military airports.Airplan would be able to market themselves as a specialist in PMMS and it would add to theknowledge of the Airplan team. I would also see the opportunity for myself to be activelyinvolved in marketing this service with clients as I would have knowledge of what systems areused around the world and the effectiveness of these systems.

Upon completion of the study a report would be produced outlining the merits of variousPMMS in order to allow Airplan to appreciate the value of various systems available.Presentations would be made to Airplan staff so that the company as a whole becomes moreknowledgeable of the systems available. Also, Airplan’s involvement in the Second SydneyAirport provides the opportunity for implementation of a PMMS from the beginning which willallow for more effective maintenance procedures in the future.

This study will also assist the company in the implementation and training of the proposedpurchase of MicroPAVER. Having the knowledge within the company of how other airportauthorities utilise their PMMS will greatly enhance and allow the company to increase theefficiency of the system. It will reduce the learning curve so that Airplan becomes proficient inPMMS much earlier than could otherwise be expected.

Before I would undertake this study I would actively discuss PMMS issues with other Airplanstaff members to capture the available in house experience and knowledge on this subject. Iwould also utilise their knowledge to help develop questionnaires and checklists so that thestudy incorporates as much information as possible.

OPPORTUNITIES

I also see this study as an opportunity to view airfield pavement construction types andmaintenance techniques used around the world. It will allow the company and myself to becomemore knowledgeable in the current pavement maintenance techniques while allowing a contactbase to be developed. This contact base will allow Airplan to stay at the forefront of currentpavement technologies and Pavement Maintenance Management Systems.

It also provides the opportunity to discuss with pavement maintenance managers and operatorstheir maintenance policies, strategies and repair techniques.

Organisation Contact List

Mr Mark OliverSenior Executive EngineerGIBB LtdGibb House, London RoadReading, Berkshire RG6 1BLUnited KingdomTel. +44 (0) 118 963 5000Fax. +44 (0) 118 935 2517

Mr John BarlingPrincipal Civil Engineer Airfield StrategyGroupEngineering and Construction, BAA plcMeadvale, Beehive Ring RoadGatwick Airport, West Sussex RH6 0PAUnited KingdomTel. +44 (0) 129 350 8301Fax. +44 (0) 129 350 8335

Mr John MacMullenAmerican Public Works Association2345 Grand BoulevardSuite 500Kansas City, MO 64108-2625United States of AmericaTel. +1 (816) 472 6100Fax. +1 (816) 472 1610

Ms Katie ZimmermanPrincipalApplied Pavement Technology, Inc.17 W 703 Butterfield RoadSuite AOakbrook Terrace, IL 60181United States of AmericaTel. +1 (630) 268 8483Fax. +1 (630) 268 8375

Dr Samuel CarpenterProfessorUniversity of Illinois at Urbana-ChampaignDepartment of Civil Engineering205 N. Mathews MC-250Urbana, IL 61801United States of AmericaTel. +1 (217) 333 4188Fax. +1 (217) 333 9464

Dr Mohamed ShahinUnited States Army Corps of EngineersResearch LaboratoriesPO Box 9005Champaign, IL 61826-9005United States of AmericaTel. +1 (217) 373 6739Fax. +1 (217) 373 6740

Mr Travis VallinDirectorColorado Division of Aviation56 Inverness Drive EastEnglewood, COUnited States of AmericaTel. +1 (303) 792 2160

This report has been prepared by Steven Papaleo of Airplan ... · defined in accordance with ASTM...

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Transcript of This report has been prepared by Steven Papaleo of Airplan ... · defined in accordance with ASTM...