We would like to invite you to attend the Confirmation Presentation of Hudson Anstee, Doctor of Philosophy candidate in School of Science, Technology and Engineering.
Compaction and Proof Rolling of Australian Airport Pavements
Unlike other countries, Australia continues to construct flexible aircraft pavements with a similar composition to those originally developed by the US Army Corps of Engineers in the 1940s to 1970s. This composition includes a relatively thin (60-120 mm) asphalt surface over multiple layers of fine crushed rock (FCR) base and sub-base layers.Furthermore, many Australian airports are located in coastal areas where marine clays dominate the naturally occurring soils.In these areas, clean marine sand is commonly dredged and hydraulically placed over the marine clay to form a deep sand fill.
Flexible Australian aircraft pavement performance depends on the ability to compact and prove these FCR and sand fill layers during construction. Compaction of FCR is generally performed with convention equipment but proving base course FCR usually requires a special roller, commonly known as a Macro Roller. Similarly, compacting deep sand fills usually requires a very large roller, commonly known as a Supercompactor.
In recent years, access to Macro Rollers and Supercompactors has decreased, as old models became unserviceable or are deemed non-compliant with modern safety standards. This has created a gap in the ability to prove these granular materials. At the same time, aircraft have increased in tyre pressure and wheel load, further increasing the proving gap.
This paper explores the requirements and traditional approaches to compacting and proving granular layers in Australian flexible airport pavement construction. The gaps in compaction and proving ability are defined and potential solutions are considered. A number of initiatives are also recommended to industry in order to address these challenges in the future.