INDOT Airport Pavement Management System

INDOT Aviation’s Airport Pavement Management System IDEA website has new features installed with the last updates. This presentation will show all the features of the website and open discussion with airport users of the web application

Airport pavement management system

Il “Pavement Management System” (PMS) offre una procedura che ha lo scopo di mantenere le pavimentazioni in una condizione di efficienza per un determinato intervallo di tempo considerando una serie di limiti economici. Questo sistema permette al gestore di valutare le alternative di manutenzione e riqualifica in maniera ottimale nel rispetto dei vincoli economici e/o prestazionali valutanado le condizioni attuali dell’infrastruttura e predire quelle future.Utillizzo questo sistema per la gestione delle manutenzioni della pavimentzaione al fini di determinare delle priorità e del tempo attimale di intervento econicamente con i aiuti del software. Per un corretto funzionamento dell’APMS sono necessari 4 componenti principali: 1. Una banca dati, per la raccolta di tutte le informazioni sulle pavimentazioni; 2. Una serie di indagini sullo stato della pavimentazione, svolte con cadenza regolare; 3. Un sistema di analisi dei dati; 4. Procedure di gestione. I dettagli della implementazione del sistema di gestione della manutenzione (AMPS) sono definiti nelle Normative di ciascun paese. Negli ultimi trent’anni si è notevolmente sviluppato il campo della gestione e della manutenzione della pavimentazione aeroportuali, anche se le attuazione sono state messe in atto solo da pochi anni, e nel mondo solo qualche paese ha focalizzato la sua attenzione nella realizzazione di APMS. Le prime Normative complete sono state pubblicate in America dalla Federal Aviation Administration (FAA), parallelamente agli Stati Uniti, anche il Canada studia e attua piani di gestione delle pavimentazione. Dopo i primi sviluppi in America e Canada, questo concetto è ha cominciato ad interessare anche l’Europa, ad esempio in Italia sono state pubblicate nel 2015 “Le linee guida sulla implementazione del sistema di gestione della manutenzione delle pavimentazioni(AMPS)”. Dopo i successi dei paesi dell’America meridionale, Canada, Nuova Zelanda, Europa, successivamente i paesi Asiatici iniziano a lavorare su questo campo, ad esempio in Cina sono state elaborate Normative per la implementazione dell’AMPS. Per quanto riguarda il software utilizzato per la redazione di un APMS che deve avere la capacità di analizzare i database al fine di quantificare la condizione strutturale e funzionale della pavimentazione allo stato attuale, anticipare i problemi futuri, selezionare e programmare le migliori strategie di manutenzione e riabilitazione a breve e lungo termine, nel mercato commerciale esistono diversi programmi, come PAVER della FAA, PAVERTM dell’ U.S. Army Construction Engineering Research Laboratory, AIRPORTS e ELMOD 6 della DYNATEST, ect. A tal fine è stata effettuata una applicazione della implementazione dell’AMPS su una pista aeroportuale italiana utilizzando il modulo LCCA di ELMOD 6. Per fare funzionare il programma è stato necessario registrare i seguenti dati: 1. Dati di portanza della pavimentazione, raccolti tramite apparecchiatura deflettometrica(Fast Falling Weight Deflectometer-FFWD), ed elaborati mediante backanalysis, noti gli spessori di ciascuno strato della pavimentazione, al fine di stimare i moduli elastici di ciascuno strato. 2. Dati relativi agli spessori di ciascun strato dell’infrastruttura ricavati utilizzando il Ground Penetrating Radar (GPR). 3. Dati dei rilievi sulle condizioni funzionali delle pavimentazioni valutando gli ammaloramenti superficiali, regolarità longitudinale e trasversale, macrotessitura utilizzando il Multi Functional Vehicle (MFV). 4. Dati relativi allo spettro di traffico. 5. Dati delle alternative d’intervento da realizzare. Una volta raccolti tutti i dati, si può far girare il programma per analizzarli. Nella presente Tesi sono state ipotizzate 2 distinte situazioni di traffico per osservare e studiare come varia in relazione a ciò la condizione della pavimentazione e il costo di manutenzione, senza il limite di budget. L’ipotesi di un traffico raddoppiato è cautelativa, ma dai risultati dell’analisi possiamo vedere come gli aumenti del costo di manutenzione nelle diverse sezioni omogenee non siano uguali. Le sezioni in condizioni strutturali e funzionali peggiori (sezione 1 e 2) aumentano più del doppio, quando viene ipotizzato un traffico raddoppiato; cioè le sezioni che evidenziano caratteristiche scarse si deteriorano rapidamente, mentre le sezioni (sezione 3) caratterizzate da condizioni migliori non manifestano danni significativi. Nell’ipotesi, più realistica, di un lieve incremento dei movimenti che interessano la pista, è stato osservato che anche in questo caso la sezione 1, sezione in condizioni strutturali peggiori, necessità di significativo aumento del costo di manutenzione, ed è quindi molto sensibile all’aumento del traffico. Tutte queste considerazioni sono state elaborate avvalendosi dell’AMPS. Quindi l’AMPS è risultato essere un valido strumento per i Gestori Aeroportuali veramente attendibile e utile, capace di analizzare la condizione attuale e futura della pavimentazione, per selezionare e programmare le migliori strategie di manutenzione e riabilitazione ipotizzando diversi traffici. Aiuta quindi tecnici e gestori a decidere “come”, “dove”, “quando” intervenire preventivamente per il raggiungimento della vita utile teorica della pavimentazione con o senza il limite di budget. L’APMS è anche uno strumento utile per la quantificazione dei costi di esercizio: è possibile calcolare tutti gli effetti di un piccolo aumento del traffico sulle pavimentazione in termini di budget necessario, quindi le Società di Gestione possono sapere facilmente determinare gli oneri corrispondenti ad un eventuale movimento aggiuntivo richiesto da una compagnia di volo

I-BIM for existing airport infrastructures

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A.P.M.S. – Airport Pavement Management System – specificamente contestualizzato in aeroporti a traffico stagionale

The Pavement Management System is a useful tool for operators and managers providing a systematic and objective method for pavement condition evaluation, maintenance planning decisions and budget allocation. Also for Airports, it represents a support to improve the decision-making process allowing the prediction of the pavements’ condition in future years depending on the evolution of the traffic and allowing a feedback of past applications. The high seasonality airports peculiarity is that there are ten times and over more movements in the peak season. This aspect consist in a severe time reduction due to the strong increase of traffic in the peak season with only strictly necessary and no longer be postponed maintenance actions allowed, then bringing up the question of construction techniques and material selection, maintenance planning and monitoring techniques. In this research this aspects were analyzed and some applications aimed to solve the issues encountered are proposed. The work also focused the attention on the pavement condition evaluation, especially at Network Level, with operators faced with low budget availability and looking for easy and rapid management and comparison of available data. An application of the developed framework was conducted on a Sardinian airport with the peak of traffic in the summer season, from June to September

Evaluation of Runway Bearing Capacity using International Roughness Index

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Preliminary Study on Runway Pavement Friction Decay Using Data Mining

AbstractSurfaces of airport pavements are subject to the friction decay phenomenon. A recurrent problem for the runways is represented by the deposits of vulcanized rubber of aircraft tires. This happens mainly in the touch-down areas during landing operations, and the loss of grip compromises the safety of both take-off and landing operations. This study moves from the International Civil Aviation Organization and the Italian Civil Aviation Authority provisions concerning runway friction measurement and reporting to a better way to analyze friction data. Being data mining the computational process of discovering patterns in a large data sets, data mining techniques are very helpful to reach this target. Unsupervised and supervised classification methods to analyze friction data detected by Grip Tester Trailer were employed. First, K-means and Subtractive Clustering were applied to divide data into a certain number of clusters representing the different areas of consumption. In a second time two different Classification and Regression Trees models, CART and GCHAID, were employed to split the data points of the runway into nodes. At the end of the process scatterplots were built and better visualized through non-linear regressions. The decay curves obtained were of service to compare the results achieved using data mining techniques versus the International Civil Aviation Organization and the Italian Civil Aviation Authority provisions in order to find out the best way to analyze friction data. The final goals are to assure an optimum scheduling of the Airport Pavement Management System, as well as users safety

Validation of an indirect data collection method to assess airport pavement condition

The authors acknowledge University of Beira Interior, CERIS - Civil Engineering Research and Innovation for Sustainability (ECI/04625), GEOBIOTEC - GeoBioSciences, GeoTechnologies and GeoEngineering (GEO/04035) and ASA SA, Cape Verde Airports and Air Safety for support and funding of this study.In this study the authors compare two methods for airport asphalt pavement distress data collection applied on the main runway of Amílcar Cabral international airport, located at Sal Island in Cape Verde. The two methods used for testing were traditional visual inspection (on-foot) and an indirect method using a vehicle equipped with image capture and recording, lasers and geolocation devices (in-vehicle inspection). The aim of this research is to contribute to the validation of the proposed low-cost in-vehicle pavement distress inspection system with semiautomatic data processing in order to be considered in the implementation of the pavement condition assessment component of airport pavement management systems (APMS). This is a particularly important component as from the collected distress data it is possible to assess the condition of the pavements and define intervention strategies. Validation of the indirect data collection method is evaluated by statistical comparison of the collected distress data and pavement condition index (PCI) obtained from both methods. Statistically non-significant differences between the result sets validate the proposed indirect method, however the analysis evidenced two aspects that need improvement in the proposed system, namely the quality of the captured images to identify distresses with lower severity level and inspector training for proper allocation of severity levels during image analysis. This results in significant advantages considering that the total amount of the runway pavement area is inspected. Inspection time is reduced and data collection cost can be reduced. Processing and results visualization on GIS environment allows revaluation of the dataset on the in-vehicle method. Data interpretation and measurements quality control becomes simpler and faster.info:eu-repo/semantics/publishedVersio

Proposal of an Airport Pavement Maintenance Management System for Cape Verde

In order to ensure safe and efficient operation of aircrafts, airport operators are faced with the need to maintain airport runway, taxiway and apron pavements in good condition, within a given budget. In this context, this paper describes the first developments and the methodological approach of a doctoral work with the following objectives: to improve and validate in-vehicle technique for pavement inspection using GNSS, video image capture and Geographic Information System, increasing the degree of automation of pavement distress identification; to develop a procedure for the definition of preventive maintenance strategies for airport pavements, adapted to Cape Verde airport system, using modelling techniques to predict pavement performance and definition of service and trigger levels; and also to develop or calibrate an existing computer application that can be used as a decision support tool

Comparison of methods for evaluating airport pavement roughness

The correct and timely assessment of the airport pavements surface quality is fundamental to verify the presence of any irregularities that could be detrimental to aircraft operations. Furthermore, a rough runway can increase the maintenance costs of both pavements and aircrafts landing gears, due to the increment of dynamic loads and fatigue phenomena on airplanes structural elements, reducing their service life. Nowadays, the maintenance budget available by airport agencies is very restricted, thus, it is necessary to define properly the type and the extension of interventions able to restore runway evenness. In this paper, the roughness assessment of real runway profiles is carried out using first of all BBI and IRI but also ProFAA simulation model, with particular attention to Cockpit Vertical Accelerations, underling the different impact on airport pavement management of the results provided by them. In particular, very low correlations for the whole sample of examined profiles were found between IRI and BBI (R2 = 0.11) and between IRI and cockpit vertical acceleration (R2 = 0.03), while a better correlation was obtained between BBI and cockpit vertical acceleration (R2 = 0.59). Neglecting runway profiles characterised by long wavelengths roughness, a very high correlation between IRI and BBI (R2 = 0.91) was found, that underlines their different sensitivity to long wavelengths. In particular, it was found that for roughness characterised by low wavelengths, the IRI method seems to be more conservative than BBI. In addition, two different IRI acceptance thresholds were taken into account, one used in South Africa (2 m/km) and one adopted in Canada (2.7 m/km). For the whole profiles sample, little differences were found in their runway sections evaluation (about 4%) compared to BBI method; while, considering the reduced sample where profiles characterised by long wavelengths roughness were excluded, the use of IRI limit of 2 m/km would seem to be too conservative

Rigid pavements distresses - pavement condition index evaluation

Pavements require maintenance in order to provide good service levels during their life period. Because of the significant costs of this operation and the importance of a proper planning, a pavement evaluation methodology, named Pavement Condition Index (PCI), was created by the U.S. Army Corps of Engineers. This methodology allows for the evaluation of the pavement condition along the life period, generally yearly, with minimum costs and, in this way, it is possible to plan the maintenance action and to adopt adequate measures, minimising the rehabilitation costs. The PCI methodology provides an evaluation based on visual inspection, namely on the distresses observed on the pavement. This condition index of the pavement is classified from 0 to 100, where 0 it is the worst possible condition and 100 the best possible condition. This methodology of pavement assessment represents a significant tool for management methods such as airport pavement management system (APMS) and life-cycle costs analysis (LCCA). Nevertheless, it has some limitations which can jeopardize the correct evaluation of the pavement behavior. Therefore the objective of this dissertation is to help reducing its limitations and make it easier and faster to use. Thus, an automated process of PCI calculation was developed, avoiding the abaci consultation, and consequently, minimizing the human error. To facilitate also the visual inspection a Tablet application was developed to replace the common inspection data sheet and thus making the survey easier to be undertaken. Following, an airport pavement condition was study accordingly with the methodology described at Standard Test Method for Airport Pavement Condition Index Surveys D5340, 2011 where its original condition level is compared with the condition level after iterate possible erroneous considered distresses as well as possible rehabilitations. Afterwards, the results obtained were analyzed and the main conclusions presented together with some future developments