2017 Louisiana Airport Pavement Management System Update
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STATEWIDE EXECUTIVE SUMMARY 2017 Louisiana Airport Pavement Management System Update JULY 2018 STATEWIDE EXECUTIVE SUMMARY 2017 Louisiana Airport Pavement Management System Update JULY 2018 PREPARED BY Applied Pavement Technology, Inc. 115 West Main Street, Suite 400 Urbana, Illinois 61801 217-398-3977 www.appliedpavement.com IN ASSOCIATION WITH KSA Engineers, Inc. 1111 Hawn Avenue Shreveport, LA 71107 (318) 221-7501 www.ksaeng.com PREPARED FOR Louisiana Department of Transportation and Development Office of Multimodal Commerce Aviation Division P.O. Box 94245 Baton Rouge, LA 70804 (225) 379-3050 www.dotd.la.gov/aviation ACKNOWLEDGMENTS This document was produced under the auspices of the Louisiana State Senate Transportation, Highways and Public Works Committee Senator Page Cortez, Chairman Louisiana House of Representatives Transportation, Highways and Public Works Committee Representative Terry Landry, Chairman Louisiana Department of Transportation Shawn D. Wilson, Ph.D., Secretary Multimodal Commerce Thomas M. Clark, Commissioner Aviation Division Bradley R. Brandt, Director The preparation of this report was financed in part through a planning grant from the Federal Aviation Administration (FAA) as provided under Section 505 of the Airport and Airway Improvement Act of 1982. The contents of this report do not necessarily reflect the views or policy of the USDOT or the FAA, and do not constitute a commitment on the part of the United States to participate in any development depicted therein, nor does it indicate that the proposed development is environmentally acceptable in accordance with applicable public laws. 2017 Louisiana Airport Pavement Management System Update OVERVIEW 1 BACKGROUND Pavements represent a significant capital invest- Louisiana’s APMS provides the individual airports, ment in Louisiana’s aviation system. Understanding LADOTD, and the Federal Aviation Administration the importance of maintaining this investment, the (FAA) with current pavement conditions, pave- Louisiana Department of Transportation and ment-related maintenance and rehabilitation Development (LADOTD), Office of Multimodal (M&R) needs, the ability to optimize project se- Commerce — Aviation Division, established a lection and view their conditional impacts, and statewide airport pavement management sys- assists with the development of multi-year capital tem (APMS) in 2008 to assess the condition improvement programs. In addition, the APMS ful- of the airport pavements and to plan proac- fills many of the National Plan of Integrated Airport tive measures in preserving its infrastructure. Systems (NPIAS) airport requirements of Public Additional airports were added to the system Law 103-305 and FAA Grant Assurance 11 for in 2010. In 2016, LADOTD selected Applied maintaining a pavement maintenance manage- Pavement Technology (APTech), with assistance ment program, or APMS. The effective utilization from KSA Engineers, Inc. (KSA), to complete an of APMS data and results demonstrates Louisiana’s update of the APMS. The work under this proj- effort to maintain its airport infrastructure, which ect was completed between the Fall of 2016 follows the priorities of the FAA for continued man- and the Spring of 2018. agement of this important asset. Louisiana’s airport system plays a vital role in supporting economic development opportunities statewide. Quick Facts Total Work Cost vs Pavement Area The APMS includes 62 airports The overall pavement area is 71.6 million square feet Level 1 Level 2 Level 3 Level 4 The overall area‑weighted PCI of the APMS is 73 Statewide Executive Summary 2 The total cost of identified M&R needs is $186.3 million 2017 Louisiana PROJECT AIRPORTS Airport Pavement Management Sixty-two general aviation airports were eval- square feet of T-hangar pavement (3.3%). The System Update uated as part of the update to Louisiana’s total pavement area can also be divided into APMS. The airports displayed in the figure be- different pavement types which included 16.6 3 low combined for over 71.6 million square feet million square feet of asphalt overlaid on as- of pavement. The total pavement area includes phalt concrete (23.2%), 24.5 million square feet 32.7 million square feet of runway pavement of asphalt concrete (34.2%), 4.8 million square (45.6%), 18.4 million square feet of taxiway feet of asphalt overlaid on portland cement pavement (25.8%), 18.1 million square feet concrete (6.7%), and 25.7 million square feet of apron pavement (25.3%), and 2.4 million of portland cement concrete (35.9%). CONDITION ASSESSMENTS As part of the APMS process, a visual assess- This information is used to calculate the pavement’s ment of pavement condition was conducted by overall PCI. Additionally, the assessment can iden- APTech engineers using the Pavement Condition tify the potential causes for the deterioration of Index (PCI) procedure as documented in FAA the pavement, be it load related, climate/durabil- Advisory Circular 150/5380-6C, Guidelines and ity related, and other distress types that cannot Procedures for Maintenance of Airport Pavements be attributed solely to load or climate/durability and American Society for Testing and Materials (such as patching). (ASTM) Standard D5340, Standard Test Method for Airport Pavement Condition Index Surveys. The In general, pavements with higher PCIs that are evaluation is used to calculate a composite in- not exhibiting significant load-related distress will dex that represents the overall condition of the benefit from preventive maintenance and/or pave- pavement which ranges from 0 (failed) to 100 (ex- ment preservation, such as crack sealing, patching, cellent). This procedure has been established as and/or the application of a surface treatment. As the standard used by the aviation community for the pavement deteriorates and PCIs decrease in visually assessing the condition of the pavement. value, pavements become candidates for nominal resurfacing, rehabilitation, or reconstruction. The While performing a PCI survey, inspectors identify figure below shows the relationship between the and quantify the types, severities, and amounts of pavement’s condition and general category of rec- each distress observed on a pavement’s surface. ommended M&R need. REPRESENTATIVE PCI TYPICAL REPAIR ALTERNATIVE PAVEMENT Pavements with PCIs in this range often get the most 90 cost-effective benefit from preventive maintenance and/ 99 or pavement preservation, such as crack sealing and/or Preventive surface treatment applications. Maintenance 70 Pavements with PCIs in this range are still not exhibiting significant amounts of load-related distresses, but will typically 63 require major rehabilitation, such as an overlay, or a nominal Major 50 resurfacing. Rehabilitation Statewide Pavement Preservation/Resurfacing Executive 30 Pavements that have deteriorated below a PCI of 40 Summary usually require major reconstruction due to the probable 15 structural issues, or in the case of severe raveling, a nominal 4 resurfacing is a viable option. Reconstruction 10 2017 Louisiana PAVEMENT DISTRESSES Airport Pavement Management Following is a description of the most frequently observed pavement System Update distresses, excluding patching, at the evaluated Louisiana airports. 5 LONGITUDINAL AND TRANSVERSE (L&T) CRACKING L&T cracking can be caused by any of the following: 1) separation of pavement at paving lane joints, 2) shrinkage of AC pavement due to temperature differentials in older or brittle pavements, or 3) reflection cracking from underlying existing cracking in overlaid pavements. RAVELING Raveling occurs as the coarse aggregate begins to dislodge and produce loose pieces of material, or foreign object debris (FOD). LONGITUDINAL, TRANSVERSE, AND DIAGONAL (LTD) CRACKING LTD cracking divides the slab into two or three pieces and are usually caused by a combination of load repetition, curling stresses, and shrinkage stresses. Low-severity cracks are usually warping- or friction-related and are not considered major structural distresses. Medium or high-severity cracks are usually working cracks and are considered major structural distresses. ALLIGATOR CRACKING Alligator cracking is a load-related distress caused by excessive tensile strains at the bottom of the AC layer or stabilized AC base layer from repeated aircraft loadings. It typically shows up on the surface as a series of parallel cracks, which eventually interconnect to form a pattern resembling alligator skin. DEPRESSION A depression is a pavement surface area that has an elevation slightly lower than that of the surrounding pavement. It can be caused by settlement of the underlying base layers or soils and is often found in areas where insufficient drainage capacity exists and soils are weakened due to water penetration or where underlying layers were not compacted enough during construction. SPALLING Spalling, in PCC pavement, is the breakdown of the slab edges in close proximity to the slab joint. Spalling is identified as occurring in the corner or along the joint of a PCC slab. Spalling is typically caused by the introduction of incompressible material in the joint, weaker pavement at the joint caused by overworking of the pavement during construction, traffic loading, or a combination of these. PAVEMENT CONDITION ASSESSMENT The overall 2017 area-weighted condition of the system and for each Louisiana System Plan the sixty-two airports included in the Louisiana Role. The table below provides more detail and APMS is a PCI of 73. The figure below