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Airport operators, service providers, and researchers often face problems for which information already exists, either in documented form or as undocumented experience and practice. This information may be fragmented, scattered, and unevaluated. As a consequence, full knowledge of what has been learned about a problem may not be brought to bear on its solution. Costly research findings may go unused, valuable experience may be overlooked, and due consider- ation may not be given to recommended practices for solving or alleviating the problem. There is information on nearly every subject of concern to the airport industry. Much of it derives from research or from the work of practitioners faced with problems in their day- to-day work. To provide a systematic means for assembling and evaluating such useful information and to make it available to the entire airport community, the Airport Coop- erative Research Program authorized the Transportation Research Board to undertake a continuing project. This project, ACRP Project 11-03, âSynthesis of Information Related to Airport Practices,â searches out and synthesizes useful knowledge from all available sources and prepares concise, documented reports on specific topics. Reports from this endeavor constitute an ACRP report series, Synthesis of Airport Practice. This synthesis series reports on current knowledge and practice, in a compact format, without the detailed directions usually found in handbooks or design manuals. Each report in the series provides a compendium of the best knowledge available on those measures found to be the most successful in resolving specific problems. This synthesis study is intended to inform airport operators about the impacts of four com- mon rubber removal methods on runways. Runway rubber removal is an essential function to maintain safe landing areas for the nationâs aviation industry. The FAA requires that strict standards for runway skid resistance be attained and maintained at all airports. One technique that has been used successfully through- out the world to enhance runway skid resistance is the cutting of grooves in the surface of those areas of the runway where touchdown and braking are critical. The use of grooved run- ways provides an increased level of safety by furnishing enhanced drainage through increased pavement macrotexture, which reduces the potential for hydroplaning when runways are wet. Buildup of rubber fills the micro- and macrotexture of the pavement, causing a serious loss of skid resistance when the runway is wet, and as a result must be periodically removed. There are four methods to remove runway rubber: waterblasting, chemical removal, shot- blasting, and mechanical means (including sand blasting, scraping, brooming, milling, and grinding). The use of these methods varies across the country based on a number of reasons, ranging from environmental restrictions to the availability of competent rubber removal contractors. The research on these methods has not been comprehensive. Additionally, field experience has shown that if these methods are not properly applied they can cause damage to the runways and especially to the grooves. Much of the equipment that is in use is also proprietary, making it difficult for airport operators to develop standards and specifications that can be used to confidently achieve the desired end result. Thus, this report synthesizes the state of the practice in runway rubber removal. The information for the synthesis was gathered through a search of existing literature, survey results from questionnaires sent to airport operators and airlines, and through inter- views conducted with airport operators. Douglas D. Gransberg, University of Oklahoma, Norman, Oklahoma, collected and synthesized the information and wrote the report. The members of the topic panel are acknowledged on the preceding page. This synthesis is an immediately useful document that records the practices that were acceptable within the limitations of the knowledge available at the time of its preparation. As progress in research and practice continues, new knowledge will be added to that now at hand. ForeWord preFace By Gail Staba Senior Program Officer Transportation Research Board
