7th International Conference on Managing Pavement Assets

1
Managing Airfield PCC Pavements With
Materials-Related Distress
32nd Annual Airport Conference Hershey,
Pennsylvania March 4, 2009 David Peshkin, P.E.
providing engineering solutions to improve
pavement performance
2
Presentation Overview

• Current practices in PCC pavement evaluation
• Observations and Issues
• Needs
• New developments

3
Current Practices

• Guidelines and Procedures for Maintenance of
  Airfield Pavements, FAA AC 150/5380-6B, Chapter
  3 Pavement Distress
• Airport Pavement Condition Index Surveys, ASTM
  5340-04
• Others (PASER 5320-17 ASR 5380-8)

4
FAA AC 5380-6B

• Cracking caused by stresses, overloading, loss
  of subgrade support, and insufficient and/or
  improperly cut joints.
• Durability D Cracking
• Shrinkage Cracking

5
FAA A/C 5380-6B (continued)

• Disintegration caused by improper curing and
  finishing, unsuitable aggregates, and improper
  mixing
• Scaling, Map Cracking, and Crazing
• Joint Spalling
• Corner Spalling
• Shattered Slab/Intersection Cracks
• Blowups
• Popouts
• Patching

6
ASTM D 5340 Airport Pavement Condition Index
Surveys

• 15 distress types
• Description, severity levels (L, M, H), how to
  count
• Deduct curves
• Causes discussed in Description

7
ASTM D 5340 Distress Causes

• D cracking concretes inability to withstand
  environmental factors
• Popouts freeze-thaw action in combination with
  expansive aggregates
• Scaling, map cracking, and crazing last two
  caused by overfinishing scaling caused by
  deicing salts, improper construction, freeze-thaw
  cycles, poor aggregate. Also cement-aggregate
  interaction

8
ASTM D 5340 Distress Causes (continued)

• Shrinkage formed during setting and curing
• Spalling incompressibles, loadings, and
  overworking

9
Observations and Issues

• PCI procedure effective tool in managing
  pavements
• Used for both network- and project-level efforts
• Additional insights from considering distress
  causes

10
Observations and Issues (continued)

• Identification procedures combine descriptions
  and causes
• Some distresses not well described
• Procedure not particularly sensitive to the
  progressive deterioration of PCC with
  materials-related distress (MRD)
• This has left airports with high PCIs and
  imminent need for major work

11
Needs

• Identification of MRD in the field
• Prediction of progression of MRD
• Understanding of the risk associated with MRD

12
New Developments

• Additional guidance from FAA (ASR Identification
  Handbook)
• Modifications to the PCI procedure
• Innovative Pavement Research Foundation (IPRF)
  projects, and specifically
• IPRF Project 06-06 on MRD and Projected Pavement
  Life

13
MRD Inspection and Rating Procedure

• Supplement to the PCI
• Applied if signs of MRD observed
• Inspection procedure results in the calculation
  of a MRD rating (MRDR)

14
Inspection Procedure Development

• Developed MRD handbook
• Performed airport inspection
• Used inspection, interviews with maintenance/
  engineering staff to refine inspection procedure
  and identify distress progression sequences

15
Inspection Procedure Development (continued)

• Refined survey procedure applied at second
  airport
• Detailed survey administered
• Fourteen respondents to survey
• Used to establish distress progression sequences
• Follow-up visits planned
• Further refinements
• Progression

16
MRD Manifestations

• Interior Locations
• A. Pattern Cracking (L, M)
• B. Scaling (N/A)
• C. Popouts (L, M, H)
• D. Surface Honeycombing (L, M, H)

• Joints and Corners
• E. Sliver Spalling (N/A)
• F. Perpendicular Cracking (L, M)
• G. Parallel Cracking (L, M)
• H. Joint Disintegration (N/A)
• Overall
• I. Staining (N/A)
• J. Patching (L, M, H)
• K. Expansion (Y/N)

17
A. Pattern Cracking (L, M)
18
B. Scaling (N/A)
19
D. Popouts (L, M, H)
20
D. Surface Honeycombing (L, M, H)
21
E. Sliver Spalling (N/A)
22
F. Perpendicular Cracking (L, M)
23
G. Parallel Cracking (L, M)
24
Both F G
25
H. Joint Disintegration (N/A)
26
I. Staining (N/A)
27
J. Patching (L, M, H)
28
G. Misalignment/Expansion
29
Rating Procedure Development

• Severity of distress
• Projected timing and type of future distress

30
Distress Progression (Interior)
31
Distress Progression (Joint and Corner)
32
Distress Progression (Overall)
33
Distress Progression Sequences

• Corner deterioration A/P 1 A/P 2
• Staining to low severity cracking 4.9 yr
  3.5 yr
• Low to medium severity cracking 4.0 yr 2.6
  yr
• Medium to joint deterioration 3.1 yr 2.5 yr
• Staining to repair 12 yr 8.6 yr
• Joint Deterioration
• Staining to low severity cracking 2.0 yr
  4.0 yr
• Low to medium severity cracking 2.0 yr 3.0
  yr
• Medium to joint deterioration 2.1 yr 2.6 yr
• Staining to repair 6.1 yr 9.6 yr

34
Observations

• Interior distresses not as critical as corner and
  joint distresses
• Staining is a precursor to cracking which leads
  to FOD
• Locally, different factors will affect
  development and progression of distresses

35
Current Status of Rating

• MRD data has been used to generate a single
  composite MRD Rating (MRDR)
• No MRD, the rating is zero
• Maximum is yet undefined
• Currently headed toward 2000
• Based on the MRDR, thresholds will be set where
  MR decisions must be made
• These need to be set

36
Future Work

• Reinspections to better understand rate of
  progression
• Finalize inspection procedures
• Complete distress progression sequencing
• Finalize weighting scheme for determination of
  the MRDR
• Prepare and submit final report next fall

37
(No Transcript)
38
Expected Impact

• More tools to identify signs of MRD in field
• Procedure to monitor MRD progression
• Link between MRDR and risk/action
• Will supplement PCI where MRDs are identified

Does not take place of petrographic analysis or
other diagnostics!
39
Thank You!
For questions or comments David Peshkin,
P.E. Applied Pavement Technology,
Inc. dpeshkin_at_appliedpavement.com 217.398.3977