Impact of Airport Rubber Removal Techniques on Runways (2008) / Chapter Skim
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From page 9... ...
conTenTs 1 SUMMARY 5 CHAPTER ONE INTRODUCTION Runway Rubber Removal Background, 6 Key Definitions, 7 Synthesis Methodology, 8 12 CHAPTER TWO WATERBLASTING RUBBER REMOVAL TECHNIqUES Introduction, 12 Waterblasting Advantages, 12 Waterblasting Disadvantages, 14 Waterblasting Survey Results, 16 Waterblasting Specifications, 19 Commonly Used Practices, 21 23 CHAPTER THREE CHEMICAL REMOVAL TECHNIqUES Introduction, 23 Chemical Removal Advantages, 23 Chemical Removal Disadvantages, 23 Chemical Removal Survey Results, 26 Chemical Removal Specifications, 29 Commonly Used Practices, 31 32 CHAPTER FOUR SHOTBLASTING RUBBER REMOVAL TECHNIqUES Introduction, 32 Shotblasting Advantages, 32 Shotblasting Disadvantages, 32 Shotblasting Survey Results, 34 Shotblasting Specifications, 35 Commonly Used Practices, 36 37 CHAPTER FIVE MECHANICAL REMOVAL TECHNIqUES Introduction, 37 Mechanical Removal Advantages and Disadvantages, 37 Mechanical Removal Survey Results, 38 Mechanical Removal Specifications, 38 Commonly Used Practices, 39 40 CHAPTER SIx RUBBER REMOVAL CASE STUDIES Introduction, 40 Airport Case Studies, 40 Conclusions, 47
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48 CHAPTER SEVEN CONCLUSIONS AND SUGGESTIONS Introduction, 48 Analysis Of Total Population, 48 Potential Runway Damages Owing to Rubber Removal, 50 Standard for Rendering Conclusions, 50 Conclusions, 50 Further Research, 53 55 REFERENCES 58 GLOSSARY AND ACRONYMS Glossary, 58 Acronyms, 59 Airport Codes, 59 60 BIBLIOGRAPHY 61 APPENDIx A qUESTIONNAIRES 79 APPENDIx B CONSOLIDATED SURVEY RESPONSE DATA 98 APPENDIx C RUBBER REMOVAL TECHNIqUE TECHNICAL DATA 106 APPENDIx D SUMMARY OF RUBBER REMOVAL RESEARCH 108 APPENDIx E RUBBER REMOVAL CONTRACTOR CONTACT INFORMATION
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sUMMarY iMpacT oF airporT rUBBer reMoVaL TechniQUes on rUnWaYs Runway rubber removal is an essential function to maintain safe landing areas for the nation's aviation industry. The FAA requires that strict standards for runway skid resistance be attained and maintained at all airports.
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2 worked in Europe and Asia, which total a North American geographic coverage of 24 U.S. states, plus the District of Columbia and 2 Canadian provinces.
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3 Size/traffic levels do not affect the decision on what type of rubber removal method 7.
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5 ods to remove one specific contaminant: rubber deposits. The removal of these deposits essentially restores the macrotexture of the runway.
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6 most seriously damaged" (Apeagyei et al.
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7 in the text. Thus, this section focuses on discussing the key terms that are particularly critical to understanding the work reported here.
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8 this study. The next definitions deal with the measurement of surface friction on runway pavements.
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9 Airport Operator and Rubber Removal Industry Surveys Surveys were issued to airport operators and members of the rubber removal industry; an overall response rate of 33% was achieved (see Appendix A for details of both surveys)
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10 waterblasting, two types of shotblasting, and an airport that uses its snow and ice removal equipment to mechanically remove rubber as part of its routine snow and ice removal program. Case studies were developed from both northern and southern airports as well as airports on both coasts and one rubber removal method.
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11 rubber removal specification, can be placed, and then the method uses the frequency of their appearance as a means to infer the content of the document (Weber 1985)
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12 Environmental compatibility (Horne and Griswold • 1975; McKeen and Lenke 1984; Fwa et al.
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13 removal "barely feasible from this type of surface" (Bailey 2000) because most methods destroyed the drainage characteristics that were inherent to the PFC.
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14 of whether the reported polishing is directly related to the waterblasting or merely the normal polishing as a result of traffic that is found in all pavements as they age. In another vein, the cited work by Waters (2005)
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15 mixed, and those that did admit to causing damage indicated that it was minor. Table 2 is a summary of the types of damage that either were reported in the survey or were cited in the literature.
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16 Intuitively, one would expect to see lower operating pressures on the asphalt pavements based on references in the literature regarding waterblasting issues during periods with high temperatures (Transport Canada 2004)
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17 information were separated and compared by the large airport versus small airport category, the data in Figure 8 are achieved. The Christchurch airport reported doing rubber removal throughout the entire year.
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18 ing sample. One indicated that it did waterblasting during April and May only, and another reported that it did its rubber removal once a year in September.
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19 can also contain production-related restrictions, such as a minimum required production rate in area per unit time or a maximum time limit for runway closure. Performance specifications will typically speak to some qualitative or quantitative performance measure, such as friction mu value, that must be achieved after rubber removal.
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20 The next category involved specifications related to the waterblasting system and the environment in which waterblasting was permitted to take place. Table 8 shows the outcome from this analysis.
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21 of chemicals or abrasives in conjunction with the waterblasting, citing environmental restrictions. The final category dealt with the type of specifications used and the criteria promulgated in those documents (see Table 9)
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22 condition of the runway. Allowing waterblasting to occur in temperatures when the water may freeze could ostensibly result in a runway closure owing to ice if the waterblaster breaks down during rubber removal.
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23 uct" was cited by one-half the airports. Only two airports cited the availability of competent contractors as a reason for their choice.
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24 United Kingdom was discovered that reported its tests on two chemicals that were proposed to remove rubber on the runway at Gatwick Airport in England, which stated: The two detergents in the formulation are widely used in a range of applications and the information available indicates no adverse effects have been observed or are expected. The surfactants are expected to be adequately biodegradable and there are no current adverse environmental implications associated with their use.
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25 damage to Maintenance equipment Four airports indicated that they observed other damage. Two stated that the damage was to their maintenance equipment.
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26 cheMicaL reMoVaL sUrVeY resULTs The survey of airport operators and rubber removal contractors generated good information on the state of the practice in this area. The questionnaires used can be seen in Appendix A of this report.
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27 rubber removal occurs during the warmer seasons of the year. This makes sense because chemical methods use large amounts of water.
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28 fall and winter make it impossible to conduct this type of pavement maintenance. Sorting the survey responses by geographic region, one can test the notion regarding temperature-driven rubber removal operations.
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29 survey data on chemical removal specifications As discussed in chapter one, both prescriptive and performance specifications are used in chemical rubber removal contracts. Prescriptive chemical rubber removal specifications typically contain an approved list of chemicals, a quantified amount of rubber to be removed, and some verbiage regarding pavement surface damage.
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30 restrictions on the types of chemicals that were allowable. USACE did not name allowable chemicals but rather indicated that it "leave[s]
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31 intersection among the various research instruments from which to draw commonly used practices. This process has been around a long time, and most airports that use it have found the materials, means, and methods that work for them.
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32 Ease of getting rubber removal equipment off the • runway in the event of an emergency (Speidel 2002; Jenman 2006; Pade 2007)
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33 produced was not. Thus, because the residue associated with shotblasting comes from the same airport, it would follow that it would also require disposal as a hazardous material in accordance with local regulations.
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34 During the case study interview at Oklahoma City, one of the interviewees indicated that they had not tried shotblasting because of a fear of potential FOD. This information appears to be belied by the issue that three large international airports are successfully using shotblasting and did not indicate in their survey responses any FOD issues.
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35 shotblasting specification content analysis The formal shotblasting content analysis was conducted on three sets of shotblasting specifications from two governmental agencies and one contractor using the same three categories as the previous two analyses. No airport specifications were found for this analysis.
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36 Use shotblasting to restore surface micro- and mac-• rotexture in conjunction with other rubber removal methods on those areas of the runway that do not achieve satisfactory friction values after rubber is removed. This practice is supported by the literature (Horne and Griswold 1975; Yager 2000;Speidel 2002; Jenman 2006; Pade 2007)
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37 Can use existing equipment to remove rubber; that is, • runway sweepers with steel-tipped brushes (Carpenter 1983)
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38 It stated that it conducted these operations throughout the entire year. Thus, there is no specific season for using grinders to remove rubber.
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39 the exception of sandblasting, the mechanical methods remove a thin layer of pavement surface. Therefore, airports use mechanical removal carefully and ensure that excessive damage is not incurred.
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40 use in the rest of the world. The following rubber removal contractors were interviewed.
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41 the details of this case study are contained in the shotblasting section of this chapter. San Francisco, California ACRP Case Study: San Francisco International Airport (SFO)
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42 Types and number of equipment used and crew size: The waterblasting rubber removal process uses a water pressure head truck with recovery. A broom sweeper is used if the residue recovery system fails to completely recover the residue.
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43 Value of contract unit price: $2.49 per square yard, including the cost of disposal Performance criteria specified to contractor or rubber removal team: Minimum texture depth after rubber removal is measured using the New Zealand sand circle test. In addition, visual inspection of the area is made to verify complete rubber removal.
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44 Oklahoma City, Oklahoma ACRP Case Study: Will Rodgers International Airport (OKC) , Oklahoma City, Oklahoma Pavement type (concrete or asphalt)
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45 Pavement type (concrete or asphalt) : Concrete Frequency of airport rubber removal on grooved runways: Four to five times per year Time of year rubber removal is usually accomplished: Throughout year as required: scheduled on a quarterly basis Rubber removal methods employed: DFW currently uses a combination of chemical removal methods combined with shotblasting to produce a comprehensive runway friction performance maintenance contract.
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46 tion, the required production rate of 4,500 yd2/h (3,763 m2/h) is specified.
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47 concLUsions Several conclusions can be drawn from the analysis of the case study airports combined with the information gleaned from the contractor interviews. First, and foremost, is that some case study airports have changed their approach from the prescriptive "remove rubber" logic to the performancebased "restore friction" logic.
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48 regarding runway rubber removal in general. First, it is worthy to look at the reasons for choosing a given rubber removal method as a whole to determine what the major underlying motivations are of airport pavement maintenance managers as a group.
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49 more common than prescriptive specifications. Combining performance with the "both" category shows that 78% of the respondents have experience using performance specifications in regard to their runway rubber removal programs.
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50 concLUsions The conclusions cited in the following sections were developed as described previously and come from two separate sets of analyses. The first is the direct analysis of the research data after they were reduced and sorted per the methodology described in the first chapter.
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51 related to controllable operator error rather than uncontrollable features of the technology. This leads to the next conclusion that airport operators do not depend solely on technology for satisfactory rubber removal.
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52 of water to permit rubber removal to take place during colder temperatures. But this was not the case.
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53 surements to texture measurements to be able to plan runway friction maintenance activities. Thus, the objective of the proposed research would be to synthesize the results of the various friction measurement technologies and harmonize that with both U.S.
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54 and ice. However, this needs to be proven.
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55 Galehouse, L., J.S. Moulthrop, and R.G.
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56 ital Image Processing and Information Theory," Land Transport New Zealand Research Report 290, 2006, 42 pp. Responsible Runway Rubber Removal, Hi-Lite Markings, Inc., Adams Center, N.Y., 2006, 2 pp.
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57 Waters, J.C., "UHP Watercutting -- Rejuvenating the Microtexture of Polished Surfacings," Presented at Transit New Zealand International Conference on Surface Friction for Roads and Runways, Christchurch, New Zealand, May 2005, pp.
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From page 68... ...
58 ing two freely rotating test wheels angled to the direction of motion, over a wetted pavement surface at a constant speed while the test wheels are under a constant static load. This method provides a continuous graphical record of the side force friction along the whole length of the test surface and enables averages to be obtained for any specified length.
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59 acronYMs FOD: Foreign object damage GAO: Government Accounting Office MPa: mega Pascal NOTAM: Notice to Airmen PSV: Polish stone value PFC: porous friction course SFT: Surface friction tester UHP: ultra-high pressure Skid resistance: This is a measure of the frictional characteristics of an airport runway surface with respect to aircraft tires. Surface friction tester: "The Surface Friction Tester (SFT)
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60 Wambold, J.C., Evaluation of Ground Test Friction Measuring Equipment on Runways and Taxiways Under Winter Conditions, Transport Canada Publication No. TP 12866E, Transport Canada, Airports Group, Ottawa, ON, Canada, 1996, 63 pp.
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61 Two surveys were issued in conjunction with this synthesis. The first was to airport operators, and the second was to members of the rubber removal industry.
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62 For each rubber removal method that you use, please complete the following information. Waterblasting (If you do not use this technique, skip this section and go to the next section)
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63 Q19: If you use specifications, what is specified to the contractor or rubber removal team? A friction mu as measured
85% removal by number of rubber grains per
measured square Other
Q20: If you answered "Other" to the above question, please specify in this box.
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64 Q35: Months of year chemical removal is usually completed January
c July February
c August March
c September April
c October May
c November June
c December Q36: What are the reasons you use chemical removal? (Check all that apply)
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65 Q46: What do you require be done with the residue after removal? Require residue to be removed from the airport.
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66 Q61: What are the reasons you use shotblasting? (Check all that apply)
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67 Q72: If the answer to the above question is "Yes," what type of damage have you experienced? __________________________________________ Q73: What is the approximate age of the pavement that experienced damage during shotblasting?
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68 Q85: What are the reasons you use mechanical removal? (Check all that apply)
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69 Q96: If the answer to the above question is "Yes," what type of damage have you experienced? __________________________________________ Q97: What is the approximate age of the pavement that experienced damage during mechanical removal?
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70 Q106: Do you have a runway rubber removal case study that demonstrates either success (i.e., no damage) or failure (damage observed)
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71 Q7: What types of rubber removal contracts do you normally bid on? Lump sum
Unit price
Cost reimbursable
Other: Please specify
_____________________ Q8: If you use more than one rubber removal method, does that change the way you complete the work?
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72 Q18: Does the airport specify the settings and equipment for your waterblasting operations or use performance criteria? They specify the settings and equipment
They use performance criteria
They use both
Don't know
Q19: If they use specifications, what is specified to the contractor or rubber removal team?
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73 Chemical Removal (If you do not use this technique, skip this section and go to the next section) Q32: Have you used chemical removal to remove rubber?
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74 Q45: What do they require be done with the residue after removal? Require residue to be removed from the airport.
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75 Q60: What is the one MAJOR reason you think an airport should use shotblasting? Cost
Minimizes impact on operations
No environmental permit required
Probability of pollution is minimized
Low probability of pavement damage
Speed of operation
Retextures pavement in addition to cleaning
Other: Please specify below
Q61: If you answered "Other" to the above question, please specify.
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76 Q74: What is the approximate age of the pavement that experienced damage during shotblasting? 0 to 2 years
2 to 4 years
4 to 6 years
Greater than 6 years
Other: Please specify
_____________________ Q75: Have you experienced other types of damage as a result of your shotblasting operations?
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From page 87... ...
77 Q86: Please indicate the following data for your mechanical removal operation: Typical production rate for your mechanical
removal operations: Square Yards per Hour Typical duration of runway closure during your
mechanical removal operations: Hours Average unit cost for your mechanical removal
operations: $/Square Yard Q87: Do airports specify the settings and equipment for your mechanical removal operations or use performance criteria? They specify the settings and equipment
They use performance criteria
They use both
Don't know
Q88: If they use specifications, what is specified to the contractor or rubber removal team?
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78 Q100: Do you have a standard specification that you use for your mechanical removal operations? If yes, would you please send a copy to the survey contact shown at the bottom of the survey?
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79 sUrVeY For airporT operaTors Note: Some questions' responses have been combined with others to make the results more comprehensive. Therefore, the question numbers are not totally sequential as those question numbers have been removed.
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80 Q2: Please indicate the number of years of experience with runway rubber removal. Less than 2 2–5 6–10 More than 10 3 2 9 19 Q3: Please indicate the current nature of your employment.
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81 CHC 36,000 Q11: Pavement type Concrete Asphalt Other 12 13 0 Q12: Months of year waterblasting is usually completed January -- 3 July -- 8 February -- 4 August -- 9 March -- 4 September -- 11 April -- 10 October -- 5 May -- 11 November -- 5 June -- 9 December -- 4 Q13: What are the reasons you use waterblasting? (Check all that apply)
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82 1 -- Retextures pavement in addition to cleaning 1 -- Other: "Was included in AIP project" Q16 and Q17: Please indicate the following data for your waterblasting operation. Equipment/Number Equipment/Number Average Crew Size Production Rate (yd2/h)
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From page 93... ...
83 Q24: If the answer to the above question is "Yes," what type of damage have you experienced? Spalling of surface; groove edge deterioration but is not substantial and cannot be accurately correlated with highpressure waterblasting; groove deformation if water pressure exceeds limit; texture appeared somewhat rougher with open pores; minor damage to all surface, less on older mix.
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From page 94... ...
84 Q33: Type of chemical removal: Q34: Pavement type (check all that apply) Rubber Removal Chemicals Used Pavement Type Chemical #1 Chemical #2 Chemical #3 Asphalt Concrete Avion 50 x x Avon 50 x x AVI-88 Avion 50 x x Avion-50 (Chemtek)
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85 Q37: If you answered "Other" to the above question, please specify. We do not use chemical any more.
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86 Q41: Do you specify the settings and equipment for your chemical removal operations or use performance criteria? We specify the settings and equipment We use performance criteria We use both Don't know 6 6 6 1 Q42: If you use specifications, what is specified to the contractor or rubber removal team?
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87 Shotblasting Q58 and Q59: Type of shotblasting Shotblasting Method Used Pavement Type Asphalt Concrete Blastrac x Skidabrader x High-velocity impact method x Skidabrader x Q60: Months of year shotblasting is usually completed 0 -- January 0 -- July 0 -- February 1 -- August 0 -- March 0 -- September 1 -- April 1 -- October 1 -- May 1 -- November 0 -- June 1 -- December Q61: What are the reasons you use shotblasting? (Check all that apply)
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From page 98... ...
88 Q63: What is the SINGLE MOST IMPORTANT reason you choose to use shotblasting? 0 -- Cost 0 -- We already own the equipment 0 -- Availability of competent contractors 0 -- Minimizes impact on operations 1 -- Satisfaction with final product 0 -- No environmental permit required 0 -- Probability of pollution minimized 1 -- Low probability of pavement damage 0 -- Speed of operation 1 -- Retextures pavement in addition to cleaning Q64 and Q65: Please list the type and number of pieces of equipment used in your shotblasting operations (regardless if they are done in-house or contracted)
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89 Q74: Have you experienced other types of pavement damage as a result of your shotblasting operations? Yes -- 0; No -- 3; Don't know -- 0 Q77: Have you experienced other types of damage as a result of your shotblasting operations?
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90 Q85: What are the reasons you use mechanical removal? (Check all that apply)
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91 survey for airport runway rubber removal contractors and suppliers Q1–Q6: Location Experience (years) States Where You Work Type of Company Type of Rubber Removal Virginia > 10 Anywhere Both rubber removal contractor and consultant W New Zealand and Australia 6–10 New Zealand and Australia Rubber removal contractor W New Zealand 6–10 New Zealand and Australia Rubber removal contractor W Germany Europe > 10 Vietnam, Korea, Arabia, India, Europe, Russia, Contractor and supplier W Florida and Tennessee 6–10 More than 10 states Rubber removal contractor and equipment contractor W Arizona > 10 Arizona, California, Oregon, Nevada, New Mexico, Texas, Utah Both rubber removal contractor and manufacturer W Louisiana > 10 All over U.S.
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From page 102... ...
92 Q13: Months of year waterblasting is usually completed: 7 of 7 responses indicate all 12 months. Q14: What is the one MAJOR reason you think that an airport should use waterblasting?
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93 Q19: If they use specifications, what is specified to the contractor or rubber removal team? 3 -- A friction mu as measured; 2 -- 85% removal by number of rubber grains; 3 -- Other Q20: If you answered "Other" to the above question: Visual -- requirement to remove rubber from surface; visual -- finished area shall not have rubber deposit or be seriously damaged by removal; friction value above .7 and 98 % rubber removal; paint removal without any damage Q23: Have you experienced pavement groove damage as a result of your waterblasting operations?
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94 Chemical Removal Q33: Type of chemical removal: 2 contractor responses Chemical/process name: Hurrisafe, Avion 50 Q34: Pavement type (Check all that apply) 1 -- Concrete; 1 -- Asphalt Q35: Months of year chemical removal is usually completed 1 -- September Q36: What is the one MAJOR reason an airport should use chemical removal?
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95 Shotblasting Q56: Have you used shotblasting to remove rubber? 3 contractor responses Q57: Type of shotblasting Name of process: Skidabrader and Blastrac Q58: Pavement type 1 -- Concrete; 1 -- Asphalt Q59: Months of year shotblasting is usually completed 1 -- August Q60: What is the one MAJOR reason you think an airport should use shotblasting?
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96 Q77: Do you have a standard specification that you use for your shotblasting operations? If yes, please send a copy to the survey contact shown at the bottom of the survey.
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From page 107... ...
97 Q95: Have you experienced other types of pavement damage as a result of your mechanical removal operations? 0 -- Yes; 1 -- No Q98: Have you experienced other types of damage as a result of your mechanical removal operations?
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From page 108... ...
98 Europe and used internationally. The second configuration has a detachable spray bar apparatus and is controlled by an operator who walks behind the vehicle, which carries the remaining system components.
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99 at Christchurch and the system used by San Francisco have vacuum recovery systems integral to the equipment; therefore, no inference can be made as to the necessity for airports to recover the waterblasting residue and dispose of it in some prescribed manner. The same comment is true for sweepers.
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100 is normally formed out of the airport's runway maintenance equipment pool. This configuration has two different types.
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101 equipment consisted of the following pieces, with the number of responses indicated in parentheses: Chemical distributor truck (12) ;• Trailer/skid-mounted chemical distributor (2)
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102 shotblasting system components The shotblasting system consists of the following components: Shot propelling apparatus, • Vacuum system,• Magnetic separator, • Residue container, and• Follow-on magnetic brush/broom to pick up any debris • that might have been left by the shotblasting system Figure C12 is a schematic diagram of a typical shotblasting equipment's process. It shows how the abrasive shot is propelled by the impellor and is then retrieved along with the debris, separated, and either returned to the shot hopper or fed into the residue/dust collection bin.t shotblasting crews, equipment, and production In the survey, the airports reported their shotblasting equipment and crew sizes.
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103 dabrader 2007) or maximum runway closure periods (San Francisco 2002; Transport Canada 2003d; San Diego 2005)
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105 FiguRe C15 Diamond grinder in operation on airport (Mclake 1999)
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106 to as concrete runways) and hot-mix asphaltic concrete runways (hereafter referred to as asphalt runways)
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107 to be able to develop meaningful rubber removal specifications when he states: A simple reliable inexpensive surface texture measurement method should be developed. … If such a method were developed and its readings correlated with the friction measuring devices, rubber removal specifications could be written to require a minimum increase in tire-pavement friction from removal operations.
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From page 118... ...
108 appendix e rUBBer reMoVaL conTracTor conTacT inForMaTion The following is a list of the contact information for runway rubber removal contractors that furnished input to this study: Blastrac, Inc., Edmond, Oklahoma. Shotblasting equipment manufacturer -- self-contained rubber removal process • machine Greg Bowers, 770.533.1888, greg.bowers@blastrac.com, 13201 Santa Fe Ave., Oklahoma City, OK 73114 Chemtek, Inc., Durham, North Carolina.
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From page 119... ...
ACRP OVERSIGHT COMMITTEE* CHAIR JAMES WILDING Independent Consultant VICE CHAIR JEFF HAMIEL Minneapolis–St.
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Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.