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Journal articles on the topic 'Concrete runway pavement'
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Joh, Sung Ho, Tae Ho Kang, and Soo Ahn Kwon. "Assessment of Structural Integrity for a Concrete Runway by Seismic Techniques." Key Engineering Materials 321-323 (October 2006): 298–301. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.298.
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Concrete runways are subject to material deterioration or structural problems, which lead to surface cracks and scaling of a concrete pavement. In this study, seismic techniques including the SASW method, the impact-echo method and the impulse-response method were integrated into a systematic nondestructive approach, which is designed for the assessment of structural integrity of concrete runway pavements. Numerical simulation of the employed seismic methods was performed to verify the validity. For feasibility, the integrated approach was applied to a concrete runway which has surface cracks at pavement segments not subject to airplane loading. The approach verified that the surface cracks were attributed to reduced subgrade stiffness, which may not be detected by conventional pavement tests. The validity of the integrated approach was also proven in lieu of forensic engineering for concrete runway pavements.
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Kryzhanovskyi, V. O., S. O. Kroviakov, M. V. Zavoloka, V. V. Shevchenko, O. A. Andreeva, and A. M. Sofiyanyk. "USE OF EXPERIENCE IN CONSTRUCTION OF MONOLITHIC CEMENT-CONCRETE PAVEMENT OF THE AIRPORT «ODESSA» IN THE DEVELOPMENT OF A NEW NATIONAL STANDARD FOR THE AIRFIELD DESIGN." Bulletin of Odessa State Academy of Civil Engineering and Architecture, no. 85 (December 28, 2021): 100–109. http://dx.doi.org/10.31650/2415-377x-2021-85-100-109.
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Abstract. Inspection of the monolithic cement-concrete pavement of the «Odessa» airport runway was carried out. Visual inspection of the runway surface, taxiways and apron for defects has been performed. The condition of the runway pavement was assessed as "excellent", destruction category I. In addition, strength tests of the rigid concrete pavement upper layer were carried out using non-destructive testing methods and core testing. The obtained strength characteristics correspond to the design requirements; the concrete has a grade of at least C32/40. Based on the processed data and own scientific developments, proposals were drawn up for a new standard (instead of SNyP 2.05.08-85 "Aérodromy") regarding the requirements for materials, concrete mixtures and concretes based on them for the runways construction in Ukraine. Modern requirements for monolithic cement-concrete airfield pavements require an extension of their service life up to 40 years. To ensure such indicators of serviceability, in addition to high strength indicators, it is imperative to ensure the rigid pavements durability using high-performance modified concretes. The proposals indicate the cement type, aggregates and chemical admixtures that can be used in the manufacture of concrete for airfield pavements. The requirements for the concrete and concrete mixture properties, the process of concrete curing are also presented. Taking into account the modern superplasticizers and the requirements for the workability of concrete mixtures for the construction of monolithic cement-concrete airfield pavements, the maximum W/C should be in the range of 0.3-0.35. To increase the flexural strength and crack resistance, it is desirable to use dispersed concrete reinforcement. To ensure the service life and satisfactory operational condition of the runway pavements, it is necessary to conduct an annual inspection for the timely identification and correction of arising defects.
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Ali, Saima, Xuemei Liu, Sabrina Fawzia, and David Thambiratnam. "Study of the Mechanical Performance of the Improved Multi-Layer Composites Under Drop Weight Impact Loads." International Journal of Structural Stability and Dynamics 20, no. 06 (June 2020): 2040002. http://dx.doi.org/10.1142/s0219455420400027.
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This study attempts to propose innovative multi-layer cement-based composites to have high impact resistance which could be used for runway. In this paper, the performances of two innovative multi-layer composite runway pavements using asphalt concrete-high strength concrete-cement-treated aggregate and asphalt concrete-high strength concrete-cement mortar in surface-base-subbase layer were evaluated under impact loads. ABAQUS/Explicit software was used to simulate loading condition and nonlinear stabilized runway pavement layers characteristics. In addition, a detailed parametric study was also carried out to explore the effects of the selected materials and load-related parameters in changing the performance of multi-layer composites. The findings of the study will be helpful to introduce protective multi-layer composite runway pavement and consequently to reduce the maintenance work of runway pavement.
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AlAraza, Hayder Abbas Ashour, and Kharun Mahmud. "A parametric study of concrete runway pavement layers depression under impact load." Vestnik MGSU, no. 9 (September 2022): 1206–17. http://dx.doi.org/10.22227/1997-0935.2022.9.1206-1217.
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Introduction. Airport runway pavement is always subjected to considerable impact loads as a result of aircraft landing heavily on the concrete surface. As a result, runway pavements must have adequate strength and durability capability to avoid damage caused by a hard impact, such as surface deflection downward or penetration, because repair works are inconvenient within the operating conditions of the airport and increase the service life cost of the pavement structure. 3DFE research is carried out to identify some beneficial elements in influencing the concrete and base layers deformation of the runway pavement.
Materials and methods. The research developed 3D finite element model from the previews study by using the Explicit Dynamics model using the Ansys workbench. The concrete characteristics such as slab thickness, concrete density, modulus of elasticity, flexural tensile strength, and compressive strength of the runway pavement are tested, while the impactor weight and velocity are chosen and investigated too.
Results. The results included the effect of 4–7 different values for each factor. The depression of the concrete and base layers is presented.
Conclusions. The main conclusion that can be drawn from this work is that flexural tensile strength, compressive strength, and slab thickness have a significant effect on the concrete depression of the runway pavement as well as the impactor weight and velocity.
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Sahagun, Lauren K., Moses Karakouzian, Alexander Paz, and Hanns de la Fuente-Mella. "An Investigation of Geography and Climate Induced Distresses Patterns on Airfield Pavements at US Air Force Installations." Mathematical Problems in Engineering 2017 (2017): 1–10. http://dx.doi.org/10.1155/2017/8721940.
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This study investigated climate induced distresses patterns on airfield pavements at US Air Force installations. A literature review and surveys of Pavement Condition Index indicated that the predominant factor contributing to the development of pavement distress was climate. Results suggested that, within each type of pavement distress, a geographic pattern exists which is strongly correlated to conventional US climate zones. The US Air Force Roll-Up Database, housing over 50,000 records of pavement distress data, was distilled using a process designed to combine similar distresses while accounting for age and size of samples. The process reduced the data to a format that could be used to perform krig analysis and to develop pavement behavior models for runways built with asphalt cement (AC) and Portland cement concrete (PCC). Regression and krig analyses were conducted for each distress type to understand distress behavior among climate zones. Combined regression and krig analyses provided insight into the overall pavement behavior for AC and PCC runways and illustrated which climate zone was more susceptible to specific pavement distresses. Distress behavior tends to be more severe in the eastern US for AC and in the western US for PCC runway pavements, respectively.
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Shafabakhsh, Gholamali, Ehsan Kashi, and Mojtaba Tahani. "Analysis of runway pavement response under aircraft moving load by FEM." Journal of Engineering, Design and Technology 16, no. 2 (April 3, 2018): 233–43. http://dx.doi.org/10.1108/jedt-09-2017-0093.
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Purpose Given the importance of airports and the need to develop this issue in runway, the purpose of this study, pavement response values under loading of different aircraft have been obtained using tire and pavement modeling by finite element method (FEM). To predict the actual behavior of pavements under aircraft loading, dynamic analysis of runway flexible pavement was performed using Abaqus software version 6.10. Design/methodology/approach The method is based on finite element analysis and software simulation. And the main goal to obtain the amount of pavement stress and deflection at different speeds. Findings The results of modeling showed that aircraft movement at a speed of 5-8 km/h leads to the highest stresses and deflections in the pavement. Moreover, the effect of elastic modulus variations of the asphalt concrete on the tensile strain under advisory circular layer was calculated for Airbus A380 by using FEM. To validate the results of the runway pavement dynamic analysis, the results of modeling have been compared with the field test results of National Airport Pavement Test Facility. Originality/value Stresses and deflections of pavement during aircraft movement at different speeds of 5, 8 and 20 km/h on the runway have been presented, and the critical points in length, width and depth of runway pavement, as well as the most critical speed of aircraft in terms of induced damage to the pavement, have been obtained.
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Prayoga, Aldo Budi, and Silvia Sukirman. "Desain Tebal Perkerasan Lentur Landas Pacu Bandara Soekarno-Hatta, Tanggerang Menggunakan Metode Design & Maintenance Guide 27, Inggris. (Hal. 38-46)." RekaRacana: Jurnal Teknil Sipil 4, no. 2 (June 7, 2018): 38. http://dx.doi.org/10.26760/rekaracana.v4i2.38.
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ABSTRAKPerkerasan merupakan salah satu komponen pada runway yang harus didesain dan dievaluasi agar dapat melayani lalu-lintas pesawat sehingga tidak menyebabkan kerusakan dan mengakibatkan terganggunya kinerja bandara. Studi kasus pada penelitian ini adalah mendesain tebal perkerasan lentur Runway 3 Bandara Soekarno-Hatta menggunakan Design & Maintenance Guide 27. Tiga alternatif repetisi beban berdasarkan jenis penerbangan yang diasumsikan yaitu alternatif 1 50% internasional dan domestik, alternatif 2 75% internasional dan 25% domestik dan alternatif 3 100% internasional. Dari hasil desain berdasarkan 3 alternatif repetisi beban didapatkan hasil tebal perkerasan yang sama, yaitu 40 mm Marshall Asphalt Surface Course, 60 mm Marshall Asphalt Binder Course, 120 mm Marshall Asphalt Base Course, 401 mm Type FH Drylean Concrete untuk tipe High Strength Bound Base Material dan 563 mm Type F Drylean Concrete untuk tipe Bound Base Material.Kata kunci: perkerasan lentur, runway, marshall asphalt, HSBBM, BBM ABSTRACT Pavement is a component of runway that must be designed and evaluated in order to serve airplane traffic so that is not causing damage and result disruption of airport performance. The case studies in this research is to design 3rd Runway's flexible pavement of the Soekarno-Hatta airport use Design & Maintenance Guide 27 . 3 alternative load reps based on the assumed flight type ie alternative 1 with 50% international and domestic, alternative 2 75% international and 25% domestic and alternative 3 100% international. From the results of the design based on 3 alternative reps load obtained the same pavement thickness results, namely 40 mm Marshall Asphalt Surface Course, 60 mm Marshall Asphalt Binder Course, 120 mm Marshall Asphalt Base Course, 401 mm Type FH Drylean Concrete for High Strength Bound Base Material and 563 mm Type F Drylean Concrete for Bound Base Material type. Keywords: flexible pavement, runway, marshall aphalt, HSBBM, BBM
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Ahmed, I., M. H. Rahman, S. M. Seraj, and A. M. Hoque. "Performance of Plain Concrete Runway Pavement." Journal of Performance of Constructed Facilities 12, no. 3 (August 1998): 145–52. http://dx.doi.org/10.1061/(asce)0887-3828(1998)12:3(145).
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Yuan, Jifeng, Jin Wu, Tian Su, and Dadi Lin. "Dynamic Response of Reinforced Recycled Aggregate Concrete Pavement under Impact Loading." Applied Sciences 12, no. 17 (September 1, 2022): 8804. http://dx.doi.org/10.3390/app12178804.
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Airport runway pavements often undergo the direct impact of aircraft landings. For the purposes of designing the structure, it is of great importance to know about the dynamic response of the pavement and its behavior under impact loading. However, the dynamics and failure mechanisms of reinforced recycled aggregate concrete pavements subjected to impact loading are seldom explored in the literature. For this purpose, four reinforced recycled aggregate concrete pavements with different thickness and ratios of reinforcement, and one reinforced normal concrete pavement, were manufactured and tested under impact loading using the drop-weight impact frame system. The impact force characteristics, crack patterns, deformation responses, and strain developments of reinforced concrete pavements subjected to impact loading were evaluated and compared. The above-mentioned study revealed that with an increase in the reinforcement ratio, both the deformation and the steel strain were reduced. Increasing the thickness would reduce the degree of damage and the impact force of reinforced concrete pavement (RCP) but increase the deformation. The results show that under the same compressive strength, the dynamic performance of the reinforced recycled aggregate concrete pavement was worse than that of the reinforced normal concrete pavement because of its lower elastic modulus and weaker interfacial transition zone. The dynamic performance of reinforced recycled aggregate concrete pavement could be improved by increasing the thickness and reinforcement ratio. The use of recycled aggregate concrete (RAC) in RCP is a technically feasible application of the material within the scope of this experimental study.
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Bruno, Salvatore, Giulia Del Serrone, Paola Di Mascio, Giuseppe Loprencipe, Eugenio Ricci, and Laura Moretti. "Technical Proposal for Monitoring Thermal and Mechanical Stresses of a Runway Pavement." Sensors 21, no. 20 (October 13, 2021): 6797. http://dx.doi.org/10.3390/s21206797.
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Airport pavements should ensure regular and safe movements during their service life; the management body has to monitor the functional and structural characteristics, and schedule maintenance work, balancing the often conflicting goals of safety, economic and technical issues. This paper presents a remote monitoring system to evaluate the structural performance of a runway composed of concrete thresholds and a flexible central runway. Thermometers, strain gauges, and pressure cells will be embedded at different depths to continuously monitor the pavement’s response to traffic and environmental loads. An innovative system allows data acquisition and processing with specific calculation models, in order to inform the infrastructure manager, in real time, about the actual conditions of the pavement. In this way, the authors aim to develop a system that provides useful information for the correct implementation of an airport pavement management system (APMS) based on real-life data. Indeed, it permits comprehensive monitoring functions to be performed, based on the embedded sensing network.
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Wei, Baoli, and Chengchao Guo. "Predicting the Remaining Service Life of Civil Airport Runway considering Reliability and Damage Accumulation." Advances in Materials Science and Engineering 2022 (January 17, 2022): 1–11. http://dx.doi.org/10.1155/2022/6494812.
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Based on the MEPDG method, the operation process of MEPDG was analyzed and the MEPDG correction method applied to the remaining life prediction of airport pavement was obtained. According to the theory of structural reliability, the performance function of airport pavement was obtained based on the limit state equation represented by flexural stress. Considering the characteristics of airport cement concrete pavement design, the calculation formula of the number of allowable load actions was obtained based on reliability by NCHRP126 fatigue equation without considering the temperature stress when the flexural fatigue strength of pavement plate cement concrete was less than 1.25 times of the design strength. Based on the actual situation of local civil airport runways in Henan Province, the proposed MEPDG correction method was used to analyze the flexural stress of the actual operating airport runway pavement at 95% reliability level based on the mechanical numerical model of airport runway, and the number of allowable load actions of three aircraft models was obtained. Given the impact of pass-to-coverage ratio P/C, the cumulative damage factor CDF of the major aircraft models was calculated; the annual average growth rate of different aircraft models in the airport pavement evaluation stage was obtained based on the trend extension method. According to the predicted average annual cumulative damage, the remaining life of pavement was predicted. Compared with the actual conditions of the airport, the remaining life predicted in this paper was consistent with the actual life, which verifies the effect of the prediction of the remaining life of airport runway considering the impact of reliability and damage accumulation.
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Gameliak, Igor, Inessa Rutkovska, and Mariia Filishchuk. "MATHEMATICAL MODELING AND METHODS OF SELECTION OF POROUS CEMENT CONCRETE COMPOSITION." Dorogi i mosti 2022, no. 26 (October 3, 2022): 108–23. http://dx.doi.org/10.36100/dorogimosti2022.26.108.
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Introduction. The construction and operation of airfield elements such as runways, taxiways, and parking places that meet the requirements of regulations and modern methods of road works are significant in the system of aviation security in modern conditions. In order to ensure safe conditions for landing aircraft on the runway during downpours and heavy rains, porous cement concrete should be used as the surface source, which will further reduce hydroplaning. Research problem. Due to a large number of aircraft crashes and their rolling outside the runway, which is associated with the frequent failure of the coating to perform drainage because of unfavorable weather conditions (including thunderstorms, showers, and snowfalls), there is the need to improve the existing structures of airfield pavements or to develop new technologies to improve the drainage of pavement and, accordingly, the safety of takeoff and landing of aircraft on the runway. The use of modern airfield pavement structures made of porous cement concrete with drainage properties is one of the ways to solve this problem. The purpose of the study. The research aims to prove that the use of porous cement concrete in mathematical modeling of porous cement concrete composition and improvement of airfield structure will guarantee safe conditions for takeoff and landing and taxiing of aircraft on the runway. Materials and methods. During the research, the analysis of monographs, normative documentation, methodical instructions and recommendations was made. These documents establish requirements concerning the selection of materials for porous cement concrete structure, its use in the construction of elements of an airfield, and their exploitation. Results. The feasibility of using different methods of design and selection of the design and selection of porous cement concrete is proved. Conclusion. The revision and analysis of the literature showed that in order to obtain products and structures with specified properties the most appropriate approach is the use of several methods simultaneously to project and select components for the composition of porous cement concrete. The benefits of the simultaneous use of several methods such as the reduction of information processing time, the improvement of mixture quality, the flexibility of the model to adjustment, the simplification of analysis, and the comparison of indicators of mathematical modeling and laboratory tests were highlighted.
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Qabaja, Mohammad, and Ahmed Labeedi. "An investigation of the airport pavement management system (APMS)." International Journal of Advanced Engineering, Sciences and Applications 1, no. 1 (January 30, 2020): 27–33. http://dx.doi.org/10.47346/ijaesa.v1i1.35.
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The research aims to discuss and investigate the process of airport pavement management system (APMS). The methodology of the research is based on previous studies that describe the major elements of the APMS to gain more solutions from the previous different case studies. The investigate includes various subjects such as components and cost approach of the APMS. The methodology used in the research is a descriptive method based on previous studies and from different books by using pavement management system (PMS). The study describes the typical distress types of the asphalt-surfaced pavements and the Portland cement concrete pavements of airports. Additionally, the research clarifies the test methods of the airport pavement, such as the ASTM D5340 and ASTM D6433. Research investigates that the software used in the APMS like PAVER and Road-SIT, Airport PMS that are used by the airport agencies to collect information about the situation of the runway pavement. The APMS still needs more research and new studies due to a lack of information and studies in different airports around the world. The airports shall use the service life estimation (SLT) for the pavement in the runways and parking. In recent studies, the method is not used, whereas including a quantitative methodology which demonstrates results to facilitate the clarity of the results to illustrate the advantage of the SLT.
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Bocci, Maurizio, Andrea Manganaro, Virgilio Stramazzo, and Andrea Grilli. "Runway Pavement Reconstruction with Full Material Recycling: The Case of the Airport of Treviso." Advanced Materials Research 723 (August 2013): 1044–51. http://dx.doi.org/10.4028/www.scientific.net/amr.723.1044.
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This technical paper shows the innovative approach used in the rehabilitation of the runway of the airport of Treviso. Treviso is located in North Italy and lies about 40 km far from Venice. For this reason, the airport of Treviso may be considered the second airport of Venice and receives the low-cost companies. In order to minimize the environmental impact of the rehabilitation project, the materials coming from the demolition of the old runway pavement were completely recycled in the new runway pavement. Several recycling techniques were used such as the cement stabilization of soil, cement treatment of milled cement concrete and cement-bitumen treatment of reclaimed asphalt. This paper shows the technical application of scientific knowledge on pavement recycling developed in Italy in the last decade.
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Liu, Chaojia, Xiaolei Chong, Lefan Wang, Jichao Zhang, Zhenglei Chen, Fantong Lin, and Pengkun Bai. "Numerical Analysis on the Mechanical Properties of the Concrete Precast Pavement of Runways under the Wheel Load." Applied Sciences 12, no. 19 (September 29, 2022): 9826. http://dx.doi.org/10.3390/app12199826.
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This study aims to investigate the mechanical characteristics of precast concrete runway cement pavement under the wheel load of aircraft, and to promote the construction of precast concrete pavement. In this study, based on the elastic layered Boussinesq calculation theory and ABAQUS finite element numerical model, the distribution law of stress, the displacement of the aircraft wheel load acting on different positions of the pavement slab, the influence of the added dowel bar on the pavement slab, and the load transfer between adjacent slabs are obtained. The results revealed that when the wheel load of the aircraft acts on the edge and joint of the slab, the vertical stress of the adjacent slab edge is largest, followed by the middle of the slab, and then the joint; the maximum vertical stress is 0.295 MPa. Furthermore, the aircraft wheel load on the slab edge, and the joint vertical displacement, is larger than that of the slab middle, and the adjacent slab edge transverse displacement attenuation coefficient is approximate. Moreover, the load transfer efficiency of the dowel bar was lower when the wheel load of the aircraft was closer to another unloaded slab. Finally, the validity and sensitivity of the simulation results are verified by laboratory test data. These results can provide a reference and suggestions for the design and production of the precast concrete pavement of airport runways.
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Murtazaliev, G. M., M. M. Batdalov, A. I. Akayev, A. I. Bulgakov, and M. M. Payzulaev. "CALCULATION AND DESIGN OF CELLULAR CARRYING LAYERS OF AIRFIELD RUNWAY PAVEMENTS." Herald of Dagestan State Technical University. Technical Sciences 46, no. 4 (January 2, 2020): 177–85. http://dx.doi.org/10.21822/2073-6185-2019-46-4-176-185.
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Objectives. The need to ensure the reliable functioning of expensive airfield structures poses great challenges for surveyors, designers, builders and operators of these structures. These tasks are complicated by the continuous development of aircraft, an increase in the intensity of their movement, an increase in mass, take-off and landing characteristics of aircraft and the degree of operational impact of aircraft on airfield structures. The aim of the study is the technological solution model proposed by the authors for the carrier layer of artificial runway pavement in the form of a honeycomb structure of closed steel sheets filled with concrete along with a method for assessing the strength and determining the rigidity of its aggregate.Method. A method is proposed for assessing the ultimate strength and determining the real stiffness parameters of structural layers of a runway with a constructive solution to the question of concrete work in cramped conditions (“cage effect”) from the impact of manifold repeated operational aircraft loads. This method is based on the fundamental principles of the deformation theory of reinforced concrete, developed by V.M. Bondarenko and elaborated in relation to the volumetric stress state of reinforced concrete structures in the works by G.A. Geniev, K.L. Surov and V.I. Rimshin.Result. An analytical dependency is obtained for establishing a discrete value, a generalised (integral) parameter of the material deformation of the carrier layer, i.e. the equation of the mechanical state of steel-reinforced concrete in a complex stress state, as well as the repeated application of an operational aircraft load at an arbitrary stress point of the artificial runway pavement taking into account the influence of changes in strength, reinforcement, temperature, humidity and rheological factors.Conclusion. The introduction of new technological principles for reinforcing and concrete laying into the design solutions of the bearing layers of artificial runway pavement allows their bearing capacity and rigidity to be significantly increased due to the redistribution of impact energy and the efficient use of the properties of structural materials during loading.
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Chen, Fengchen, Xin Su, Qing Ye, and Jianfeng Fu. "Experimental Investigation of Concrete Runway Snow Melting Utilizing Heat Pipe Technology." Scientific World Journal 2018 (2018): 1–6. http://dx.doi.org/10.1155/2018/4343167.
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A full scale snow melting system with heat pipe technology is built in this work, which avoids the negative effects on concrete structure and environment caused by traditional deicing chemicals. The snow melting, ice-freezing performance and temperature distribution characteristics of heat pipe concrete runway were discussed by the outdoor experiments. The results show that the temperature of the concrete pavement is greatly improved with the heat pipe system. The environment temperature and embedded depth of heat pipe play a dominant role among the decision variables of the snow melting system. Heat pipe snow melting pavement melts the snow completely and avoids freezing at any time when the environment temperature is below freezing point, which is secure enough for planes take-off and landing. Besides, the exportation and recovery of geothermal energy indicate that this system can run for a long time. This paper will be useful for the design and application of the heat pipe used in the runway snow melting.
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Shafabakhsh, Gholam Ali, Ehsan Kashi, and Abbas Akbari. "A comparison effect of aircraft main gear configuration on runway damages by LED and FE method." Journal of Engineering, Design and Technology 14, no. 2 (May 3, 2016): 362–72. http://dx.doi.org/10.1108/jedt-02-2013-0009.
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Purpose This paper aims to apply a pavement design by LEDFAA for a sample airport, and design results involving layer thickness, modulus and cumulative damage factor (CDF) achieved are shown in figures. Design/methodology/approach Finite element (FE) simulation is applied for sample airport pavement and based on results involving stress and strain, CDF amount is shown by using related equations. To analyze the accuracy of modeling, a comparison has been made between the values of ABAQUS and case study results at Denver International Airport (DIA). Findings The present study includes a comparison between the two conventional methods for runway pavement design. There is linear relation between layered elastic design (LED) and FE method results, so CDF rate achieved by the FE method is always smaller than the LED method. To assess the accuracy of the applied modeling with ABAQUS software, the validation was done using the deformations under the concrete slabs of DIA. The results are compatible with the results acquired from the case study, and the high accuracy of modeling was approved. This research shows that B-777 on rigid pavements and A-340-500/600 on flexible pavements have the most CDF contribution, among other aircrafts. Also, CDF rate for any aircraft in the LED method is higher than the FE method. Originality/value To assess the accuracy of the applied modeling with ABAQUS software, the validation was done using the deformations under the concrete slabs of DIA. The results are compatible with the results acquired from the case study, and the high accuracy of modeling was approved.
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Ali, Saima, Sabrina Fawzia, David Thambiratnam, Xuemei Liu, and Alex M. Remennikov. "Performance of protective concrete runway pavement under aircraft impact loading." Structure and Infrastructure Engineering 16, no. 12 (March 2, 2020): 1698–710. http://dx.doi.org/10.1080/15732479.2020.1730405.
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Baldo, Nicola, Matteo Miani, Fabio Rondinella, and Clara Celauro. "A Machine Learning Approach to Determine Airport Asphalt Concrete Layer Moduli Using Heavy Weight Deflectometer Data." Sustainability 13, no. 16 (August 6, 2021): 8831. http://dx.doi.org/10.3390/su13168831.
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An integrated approach based on machine learning and data augmentation techniques has been developed in order to predict the stiffness modulus of the asphalt concrete layer of an airport runway, from data acquired with a heavy weight deflectometer (HWD). The predictive model relies on a shallow neural network (SNN) trained with the results of a backcalculation, by means of a data augmentation method and can produce estimations of the stiffness modulus even at runway points not yet sampled. The Bayesian regularization algorithm was used for training of the feedforward backpropagation SNN, and a k-fold cross-validation procedure was implemented for a fair performance evaluation. The testing phase result concerning the stiffness modulus prediction was characterized by a coefficient of correlation equal to 0.9864 demonstrating that the proposed neural approach is fully reliable for performance evaluation of airfield pavements or any other paved area. Such a performance prediction model can play a crucial role in airport pavement management systems (APMS), allowing the maintenance budget to be optimized.
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Ghanizadeh, Ali Reza. "An Optimization Model for Design of Asphalt Pavements Based on IHAP Code Number 234." Advances in Civil Engineering 2016 (2016): 1–8. http://dx.doi.org/10.1155/2016/5942342.
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Pavement construction is one of the most costly parts of transportation infrastructures. Incommensurate design and construction of pavements, in addition to the loss of the initial investment, would impose indirect costs to the road users and reduce road safety. This paper aims to propose an optimization model to determine the optimal configuration as well as the optimum thickness of different pavement layers based on the Iran Highway Asphalt Paving Code Number 234 (IHAP Code 234). After developing the optimization model, the optimum thickness of pavement layers for secondary rural roads, major rural roads, and freeways was determined based on the recommended prices in “Basic Price List for Road, Runway and Railway” of Iran in 2015 and several charts were developed to determine the optimum thickness of pavement layers including asphalt concrete, granular base, and granular subbase with respect to road classification, design traffic, and resilient modulus of subgrade. Design charts confirm that in the current situation (material prices in 2015), application of asphalt treated layer in pavement structure is not cost effective. Also it was shown that, with increasing the strength of subgrade soil, the subbase layer may be removed from the optimum structure of pavement.
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Han, Jaeduk, Sungil Kim, and Injae Hwang. "Numerical Assessment and Repair Method of Runway Pavement Damage Due to CBU Penetration and Blast Loading." Applied Sciences 12, no. 6 (March 11, 2022): 2888. http://dx.doi.org/10.3390/app12062888.
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This paper addresses the protection capability of a runway pavement by executing a field blast test on an airfield pavement subjected to blast loading from a CBU (cluster bomb unit), and by confirming the numerical simulation of warhead penetration and the form of damage. The CBU’s blast loading applies the BAP 100 of an air-to-ground munition in a similar scale. Penetration depth is calculated by a formula which incorporates the terminal speed of a free-falling cluster munition dispersed 20 km above the ground. According to the result of the calculation, the penetration depth by a cluster munition is 33 cm from the surface of the pavement. The field blast test was conducted based on this result. Furthermore, LS-DYNA software simulation was used to assess the condition of damage, determined by the depth of penetration and explosive pressure from a free-falling CBU landing on the airfield pavement from 20 km above the ground. The condition was ultimately used to verify the result of field testing and to confirm the scale of damage repair. The depth of explosion was 78 cm, from the surface to the crushed stone and sand layer below the pavement, and the diameter was 30 cm. The size of the crushed concrete that needed to be removed was an average diameter of 156 cm. The simulation result confirms that the diameter and depth of the crater are 67.6 cm and 67 cm, respectively, when the CBU is detonated under the same depth as the field testing, and the height of upheaval is 12 cm. The most appropriate method for repair, after a series of reviews, is to cut and remove a concrete slab 1.8 m × 1.8 m and cast the crushed stone layer disrupted from the explosion, followed by repairing the removed damaged concrete slab sections using rapid hardening concrete.
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Idarto, Dwi, Ezra Hartarto Pongtuluran, and Totok Sulistyo. "The Influence of Asphalt Concentration Addition in Hot Mix to the Characteristics of Laston (AC-WC)." Nusantara Civil Engineering Journal 1, no. 1 (February 23, 2022): 25–34. http://dx.doi.org/10.32487/nuce.v1i1.385.
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A runway infrastructure is the main access of aircraft in making movements, the quality of the runway is expected to provide comfort and safety. Generally, the type of asphalt used in runway pavement is PEN and PG asphalt, PEN asphalt is used in the center line located at the middle of the runway and PG in the treshold which is at the starting point of the aircraft tire at take off or during the exhalation of the aircraft, the main consideration in determining the quality of the asphalt mixture. The marshall test method itself with the addition of asphalt levels by wet, where from the Marshall test obtained results in the form of Marshall components, namely stability, Cavity in the mixture(Void In The Compacted Mixture / VIM),Air cavity filled with asphalt(Voids Filled with Bitumen / VFB),Cavities between aggregates (Void in the Mineral Aggregat / VMA),and Marshall Results / Marshall Quotient ( MQ ), Based on the results of the study of 3 variants of asphalt levels of 5%, 6%, 7% using PEN and PG asphalt produced optimum asphalt levels of 7% with a stability value of 3030 kN / mm, Value(flow)of 4.0 mm, For cavity values in concrete asphalt VIM value of 2.71%, VMA value of 16.87%, and value of VFB of 83.97% for variations of PEN asphalt and for PG asphalt variants resulting in optimum asphalt content of 6% with stability value of 3640 kN/mm, Value(flow)of 3.2 mm, For cavity values in concrete asphalt VIM value of 3.32%, VMA value of 15.8%, and value from VFB of 78.39%. In asphalt concrete mixtures with 3 variations in asphalt levels, flow values tend to increase, while stability, QM, density, and air cavity tend to decrease compared to normal asphalt concrete Overall in the addition of mixtures, to lower the pavement and flexibility to be low. Large asphalt rate 7% for Pen with a value of 3234 kN / mm, and for 6%. for Pg with a value of 3640 kN / mm.
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Yang, Rebekah, and Imad L. Al-Qadi. "Development of a Life-Cycle Assessment Tool to Quantify the Environmental Impacts of Airport Pavement Construction." Transportation Research Record: Journal of the Transportation Research Board 2603, no. 1 (January 2017): 89–97. http://dx.doi.org/10.3141/2603-09.
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The environmental impacts of airport pavement construction were evaluated in this study through a life-cycle analysis approach. Total primary energy (TPE) consumption and greenhouse gas (GHG) emissions from material production and construction of pavement were determined by using life-cycle assessment (LCA), a quantitative methodology described in the ISO 14040 series. A tool was developed to implement a probabilistic LCA through the Monte Carlo method. This tool allowed for consideration of uncertainty from life-cycle inventory data. A case study on the construction of Runway 10R-28L at Chicago O'Hare International Airport focused on mainline and shoulder pavement designs. Environmental impacts from producing materials for the pavements increased from lower to upper layers, while asphalt layers had relatively higher TPE consumption than the upper portland cement concrete layer—and vice versa for GHGs. Impacts from material production overshadowed those from construction, which contributed less than 2% of TPE consumption and GHGs. Further analysis showed that two production processes—for asphalt binder and portland cement—were the leading contributors (45.3% and 29.2%, respectively) of TPE consumption, while the latter was the leading contributor (73.4%) of GHGs. A probabilistic analysis compared the original 10R-28L runway design and a modified design that did not use recycled materials or warm-mix asphalt technology. The results from 1,000 Monte Carlo simulations showed that the environmental impacts from the two cases were statistically significant, with the original design having lower TPE consumption (482 versus 693 MJ/yd2 for TPE) and GHGs (37.5 versus 53.9 kg of carbon dioxide equivalent per square yard).
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Pan, Yang, and Chao Wu. "Experimental Study on the Impact Fatigue Behavior of GFRP Mesh Reinforced ECC for Runway Pavement Application." MATEC Web of Conferences 275 (2019): 01010. http://dx.doi.org/10.1051/matecconf/201927501010.
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Concrete pavement is easy to crack and generate the chunks, which may destroy the engine of the airplane and maintenance cost is very expensive. Engineered cementitious composites (ECC) is ductile with microcracks, but its strength is low. Glass Fiber Reinforced Polymer (GFRP) mesh imbedded in ECC could improve the strength. This paper investigates the impact fatigue behaviour of ECC and GFRP mesh reinforced ECC under 5 different impact pressures (1.61 MPa, 1.88 MPa, 2.10 MPa, 2.41 MPa and 3.60 MPa), the concrete specimens were also tested for comparison. The pulse velocity through the specimens was also tested to analyse the damage of the specimens. The experimental results show that GFRP mesh reinforced ECC has improved impact fatigue behaviour than ECC specimens. The concrete specimens were all broken after a few impacts, but the GFRP mesh reinforced ECC specimens were all not broken after impacted for 30000 times. The impact fatigue behaviour of ECC reinforced with two layers of GFRP mesh with a grid dimension of 10 mm was the best, which is a desirable pavement composite comparing to the ordinary concrete and ECC without reinforcements.
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Roswurm, Stephen J., and Chris Ramseyer. "Developing Large Slab Airport Runways for the Next Century." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (May 16, 2019): 524–35. http://dx.doi.org/10.1177/0361198119849577.
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The purpose of this research was to determine whether shrinkage-compensating concrete (SCC) made with Type K cement can create durable airport runways with fewer joints and reduced maintenance costs. The primary criterion examined was the ability of SCC to offset the effects of early-age drying shrinkage when the concrete is acted upon by external restraint. The interaction of restraint with SCC is important because restraint resists the expansive behavior that provides shrinkage compensation. Four sets of experiments were conducted, with increasing levels of Type K expansive mineral additive in each set. A set of test specimens consisted of four-inch diameter restrained columns. Each set consisted of three columns with varying degrees of stiffness in the restraint frame, including low, medium, and high-restraint stiffness. The medium-restraint column provides the theoretical response of new pavement cast against a mature slab, whereas the other two bracket the problem. The column specimens were instrumented using vibrating wire strain gages, which were embedded in the concrete, and load cells, which were affixed to the top of the columns. This research concludes that SCC can be effective even with a stiff boundary condition, and that SCC provides the potential for much longer-lasting airport runway slabs, as a result of reduced shrinkage and therefore fewer cracks.
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Cojocaru, Radu, Jorge C. Pais, Andrei Radu, and Mihai Budescu. "Modeling of Airport Rigid Pavement Structure Made of RCC and Recycled Cement Concrete for Complex Configuration of Landing Gears." Advanced Materials Research 649 (January 2013): 254–57. http://dx.doi.org/10.4028/www.scientific.net/amr.649.254.
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This paper presents the results of the research undertaken by the authors in the frame of the postdoctoral program 4D-POSTDOC. After a short introduction on the actual status of structural design of airport pavements including geometrical and loading characteristics of complex loading gears, the modeling and the structural design of airport rigid pavements, constructed with conventional and various recycled materials, using the finite element method, is described. The main objective of this research program was to elaborate a design method which, beside the complex landing gear including six footprint tires, all specific parameters related with the recycled materials and with conventional and reinforce rolled compacted concrete (RCC) technologies are included. Finally, practical design diagrams for structural design of the concrete slabs, including their specific correlation function, used for the construction of the Airbus-A380 runway are presented.
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Stempihar, Jeffrey J., Mena I. Souliman, and Kamil E. Kaloush. "Fiber-Reinforced Asphalt Concrete as Sustainable Paving Material for Airfields." Transportation Research Record: Journal of the Transportation Research Board 2266, no. 1 (January 2012): 60–68. http://dx.doi.org/10.3141/2266-07.
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Sustainability at airports has received attention recently as owners have worked to incorporate sustainable practices into projects and daily operations. Several guides have been published by airport agencies to document sustainable practices. One potential practice involves alternative paving materials for airfield pavements. Specifically, fiber-reinforced asphalt concrete has shown promising results and has recently been used to resurface Runway 1–19 at the Jackson Hole Airport in Jackson, Wyoming. This paper explores the feasibility of using fiber-reinforced asphalt concrete as a sustainable paving strategy for airfields. The study includes an extensive literature review, performance testing of an asphalt mixture, cost analysis, a sustainable credit summary, and a carbon dioxide emission comparison. Laboratory testing showed that the Jackson Hole Airport mixture performed better than a control mixture produced in the laboratory with similar materials. Further analysis concluded that a fiber-reinforced, porous asphalt friction course could qualify for several sustainable site credits. In addition, the minimal upfront cost of fibers makes this product attractive because the cost can be recouped by an approximate 1-year extension in service life. Pavement design simulations indicated a reduction in equivalent carbon dioxide emissions through the extension of service life. Recommendations for the use of fiber-reinforced asphalt concrete on airfields are provided based on the findings of this study and future research is identified.
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Wang, Guiming, Bin Zhang, Zhonghe Shui, Daoyi Tang, and Yun Kong. "Experimental Study on the Performance and Microstructure of Rubberized Lightweight Aggregate Concrete." Progress in Rubber, Plastics and Recycling Technology 28, no. 4 (November 2012): 147–56. http://dx.doi.org/10.1177/147776061202800401.
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It is of great significance to improve the flexibility of concrete for specific applications, such as a tunnel pavement or an airport runway. This paper presents the structural properties of the rubberized lightweight aggregate concrete at the macro- and micro-level. The relationship between mechanical properties and microstructure features was further explored. An experimental programme was developed to use crumb rubber and shale ceramsite to produce a flexible concrete. Much attention was paid to the influence of the crumb rubber dosage. The compressive strength and elastic modulus of the rubberized lightweight aggregate concrete were measured. Furthermore, the corresponding microstructure was evaluated by microhardness assessment and microscopic observation. Experimental results show that with the increase of crumb rubber dosage, the bonding interface between the rubber and cement paste, as well as between the shale ceramsite and cement paste, gradually became weakened or flexible. In addition, the width of the weak bonding interface became wider. As a result the flexibility of lightweight aggregate concrete can be effectively improved by correctly adjusting the crumb rubber dosage.
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Yu, Qingkun, Liangcai Cai, and Jianwu Wang. "Experimental and FEM Research on Airport Cement Concrete Direct-Thickening Double-Deck Pavement Slabs under Aircraft Single-Wheel Dynamic Loads." Advances in Materials Science and Engineering 2018 (October 10, 2018): 1–16. http://dx.doi.org/10.1155/2018/1952671.
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The wide-use airport cement concrete direct-thickening double-deck pavement slabs (ACCDDPS) were selected as the research object to study their mechanical properties. The airport runway simulation test station (ARSTS) was used to conduct indoor tests to demonstrate the distribution of tension stress at the bottom of slabs and slabs deflection. Furthermore, ANSYS software was applied to establish finite element model (FEM) of ACCDDPS and analyze the mechanical laws under different loads. The indoor tests results are in good agreement with the ANSYS simulation results, and some consistent conclusions can be obtained that the maximum tension stress increases with wheel load, and the slab middle of the longitudinal edge is a critical position. In addition, we studied the influence of covered layer thickness, elastic modulus, and slab size on pavement slab mechanical properties by ANSYS, and we concluded that although the structural parameters are different, the critical position of ACCDDPS is still in the middle of the longitudinal edge. However, for the covered layer and the original surface layer, the law that the tension stress values vary with the structural parameters is different, but the maximum deflection value is about 0.1.
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Haruna, S. I., Han Zhu, I. K. Umar, Jianwen Shao, Musa Adamu, and Yasser E. Ibrahim. "Gaussian process regression model for the prediction of the compressive strength of polyurethane-based polymer concrete for runway repair: A comparative approach." IOP Conference Series: Earth and Environmental Science 1026, no. 1 (May 1, 2022): 012007. http://dx.doi.org/10.1088/1755-1315/1026/1/012007.
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Abstract Polyurethane (PU) composites have increasingly been used as construction materials to maintain civil engineering structures such as road pavement, runway, parking area, and floor systems in buildings. This study developed polyurethane polymer concrete (PC) mixtures by mixing aggregate-to-PU resin at 0.9: 0.1 and 0.85: 0.15 ratios by weight. The Machine Learning algorithms, including Gaussian Process Regression (GPR), Classification and Regression Tree (CART), and Support Vector Regression (SVR) model were employed to predict the compressive strength of PUPC mixtures as a repair material. The models were trained on the dataset of flexural strength (MPa), density (kg/m3), and PU composition (%), applied as input variables. The result revealed that the compressive stress-strain curves of PU-based polymer concrete exhibit linear elastic behavior under compression. The developed models demonstrate high prediction accuracy of PUPC’ strength. The Nash-Sutcliffe efficiency (NSE) was used to check the performance of each model, and the result obtained showed that the GPR model predicted the compressive strength with the highest accuracy with an NSE-values of 0.9619 and 0.9585 at the training and testing phase, respectively. The finding in this study could offer valuable insight into using these proposed models for compressive strength prediction of PU-based polymer concrete
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Gkyrtis, Konstantinos, Angeliki Armeni, Christina Plati, and Andreas Loizos. "Structural Performance Assessment of Airfield Concrete Pavements Based on Field and Laboratory Data." Infrastructures 6, no. 12 (December 8, 2021): 173. http://dx.doi.org/10.3390/infrastructures6120173.
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Maintenance interventions and rehabilitation actions in airfield pavements are time-consuming and adversely affect pavements’ serviceability (i.e., airport closures), with a profound impact on the airport economics. Once a pavement is constructed, a robust asset management prerequisites systematic and accurate knowledge of pavement condition throughout its service life. Evaluating a pavement’s structural capacity in the field involves the integration of multiple Non-Destructive Testing (NDT) systems, with the Falling Weight Deflectometer (FWD) being the most indicative NDT system for pavement evaluation. The purpose of the present study is to develop a methodology for the assessment of airfield concrete pavements. A new and non-trafficked Jointed Plain Concrete Pavement (JPCP), facing early-life cracks shortly after a runway’s expansion activities, was utilized for the investigation. Multiple types of data collected in the field, including deflections, load transfer efficiency at joints and cracks, concrete thickness through coring as well as data retrieved in the laboratory (concrete’s flexural strength), helped to define the pavement’s performance and assess its damage potential. Overall, the integration of such data can provide the related airport authorities the necessary information in order to make a rational asset management and enhance the efficiency of airfield infrastructures. The methodology is applicable for both new and in-service pavements.
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Więckowski, Andrzej, and Alicja Sznurawa. "Technical Note: Outlays on Construction of Airport Runways with Prestressed and Dowelled Pavements." Studia Geotechnica et Mechanica 37, no. 3 (September 1, 2015): 101–11. http://dx.doi.org/10.1515/sgem-2015-0038.
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Abstract For two variants of runways with abrasive concrete pavements in the prestressed and dowelled technologies, analyses have been presented regarding labour, materials, use of machinery, and financial outlays, together with the necessary technological-organisational analyses and assessment of work execution cycles, by the example of construction of a runway at the Katowice Airport.
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Turner, Dennis J., Jeffrey L. J. Lee, Kenneth H. Stokoe, Richard L. Boudreau, Quintin B. Watkins, and George K. Chang. "Discrete and Continuous Deflection Testing of Runways at Hartsfield Atlanta International Airport, Georgia." Transportation Research Record: Journal of the Transportation Research Board 1860, no. 1 (January 2003): 76–89. http://dx.doi.org/10.3141/1860-09.
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The measurement of deflection characteristics is a key feature in the evaluation of pavements. Deflections are used to evaluate pavement moduli, relative stiffness, load transfer, and, when used periodically, a rate of deterioration and remaining life. The comprehensive deflection testing program conducted on Runways 9L/27R and 8R/26L, both jointed concrete pavements, at the Hartsfield Atlanta International Airport is described. A heavy-weight deflectometer was used to measure deflections at discrete locations on slab interiors, transverse joints, longitudinal joints, and slab corners. A rolling dynamic deflectometer was used to measure continuous deflection profiles along three longitudinal lines on both runways. Before fall 2001, all pavement deflection testing was performed using a falling-weight deflectometer. Comparisons of the equipment, loading mechanisms, and measured deflections are presented.
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Abu El-Maaty, Ahmed Ebrahim, Ghada Mousa Hekal, and Eman Muhammed Salah El-Din. "Modeling of Dowel Jointed Rigid Airfield Pavement under Thermal Gradients and Dynamic Loads." Civil Engineering Journal 2, no. 2 (February 1, 2016): 38–51. http://dx.doi.org/10.28991/cej-2016-00000011.
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Concrete pavements have been widely used for constructing runways, taxiways, and apron areas at airports. The aviation industry has responded to increased demand for air travel by developing longer, wider, and heavier aircraft with increasing numbers of wheels to support the aircraft while in ground operation. Many researchers developed their models based on the finite element method (FEM) for the analysis of jointed concrete pavement. Despite the notable improvement, important considerations were overlooked. These simplifications may affect the results of the developed models and make them unrealistic. Sensitivity studies were conducted in this study to investigate the effect of the loading parameters on the load transfer efficiency (LTE) indictors where concept of LTE is fundamental in airfield design procedures. The effect of main gear loading magnitudes in different wheel configurations combined with positive and negative thermal gradients was investigated. The verification process was presented to increases the confidence in the model results. Understanding the response of rigid airfield pavement under such circumstances is important developing a new pavement design procedure, as well as implementing a suitable remedial measure for existing pavements. The results obtained that utilizing a dynamic load allows studying the fatigue cycles that pavement can be subjected under different wheel configurations. Moreover, the change in the thermal gradient from positive to negative significantly changed the slab curvature shape.
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Babashamsi, Peyman, Shabir Hussain Khahro, Hend Ali Omar, Sri Atmaja P. Rosyidi, Abdulnaser M Al-Sabaeei, Abdalrhman Milad, Munder Bilema, Muslich Hartadi Sutanto, and Nur Izzi Md Yusoff. "A Comparative Study of Probabilistic and Deterministic Methods for the Direct and Indirect Costs in Life-Cycle Cost Analysis for Airport Pavements." Sustainability 14, no. 7 (March 24, 2022): 3819. http://dx.doi.org/10.3390/su14073819.
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Airports play a critical role in transporting goods and passengers and supporting the growth of the world economy. Airports spend huge sums annually to maintain and improve pavement functions by expanding the runways, taxiways, and aprons, and perform routine maintenance and rehabilitation of the existing pavements. Besides the traditional direct costs, a comprehensive airport pavement management system should also consider indirect costs such as fuel, crew, passenger delay, aircraft maintenance, and loss of airport revenue when conducting a life-cycle cost analysis (LCCA). Engineers, managers, and stakeholders can make better decisions on the appropriate pavement maintenance and rehabilitation strategies by performing economic analyses of the direct and indirect costs. This study performed probabilistic and deterministic LCCA to contrast the effect of direct costs vis-a-vis indirect costs in airport pavement management. A case study found that indirect costs could contribute up to 20% of the total costs when using Portland cement concrete (PCC), hot mixed asphalt (HMA), and crack seat overlay (CSOL). Previous research did not give much attention to maintenance since the researchers believed that routine maintenance makes up only an insignificant percentage of the LCCA. However, routine maintenance of HMA and CSOL makes up 10.2% and 14.2% of the total cost. The rehabilitation cost of PCC makes up 16.3% of the total cost, and the rehabilitation cost for HMA and CSOL makes up 25.4% and 35.2% of the total cost.
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Krayushkina, Kateryna, Olegas Prentkovskis, Andrii Bieliatynskyi, Johny Gigineishvili, Aleksandra Skrypchenko, Alfredas Laurinavičius, Kasthurirangan Gopalakrishnan, and Jurijus Tretjakovas. "Perspectives on using basalt fiber filaments in the construction and rehabilitation of highway pavements and airport runways." Baltic Journal of Road and Bridge Engineering 11, no. 1 (March 25, 2016): 77–83. http://dx.doi.org/10.3846/bjrbe.2016.09.
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With the ageing transportation infrastructure, many transportation agencies across the world are focussing on rehabilitating and improving existing pavements. This means more roadwork on pavements open to vehicular traffic. Considering the rapid increase in both traffic volume and intensity in recent years, the work conditions on pavements have become difficult. Thus, there is an important need to design and construct long-lasting pavements that possess high durability, appropriate roughness or smoothness, and that which helps achieve greater time interval between repairs. The use of basalt fibers has shown to improve the durability and mechanical properties of concrete and asphalt mixtures through dispersed reinforcement. This paper presents new data and insights on the use of basalt fibers in concrete and asphalt mixtures acquired from theoretical and experimental research studies that can be useful in the design, construction and rehabilitation of highway pavements and airdrome runways.
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Bull, J. W., and C. H. Woodford. "Design of precast concrete pavement units for rapid maintenance of runways." Computers & Structures 64, no. 1-4 (July 1997): 857–64. http://dx.doi.org/10.1016/s0045-7949(96)00431-2.
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Dicu, Mihai, Andreea Matei, and Constantin Dorinel Voiniţchi. "Study of the Influence of Fibres Type and Dosage on Properties of Concrete for Airport Pavements." Romanian Journal of Transport Infrastructure 8, no. 1 (July 1, 2019): 102–13. http://dx.doi.org/10.2478/rjti-2019-0006.
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Abstract The paper follows the potential practice of fiber reinforced concrete (FRC) as a solution for airport`s runway pavements, in order to increase the bearing strength, resulting in decreasing the height of the concrete layer that is currently used. Experimentally, the study focuses on the properties of fiber reinforced Portland cement concrete using 3 different percentages (0.5%, 1% and 1.5% of the concrete volume) and 4 different types of fiber (for 1% percentage – hooked steel fiber 50 mm length, hooked steel fiber 30 mm length, crimped steel fiber 30 mm length and polypropylene fiber 50 mm lenght), using as reference a plain concrete with 5 MPa flexural strength. More exactly, the study presents the change in compressive and flexural strength, shrinkage, thermal expansion factor, elastic modulus and Poisson`s ratio over fiber type and dosage. For the highest performance concrete (7 MPa flexural strength), it has been made a study using two methods for rigid airport pavements design (general method and optimized method), and one method for evaluation of bearing strength (ACN – PCN method), which is compared to a plain 5 MPa concrete. Furthermore, the decrease in the slab`s thickness proportionally to the growth of the flexural strength is emphasized by evaluating the slab`s height for a high performance 9 MPa concrete using both design methods.
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Mu, Yifan, Haiting Xia, Yong Yan, Zhenhui Wang, and Rongxin Guo. "Fracture Behavior of Basalt Fiber-Reinforced Airport Pavement Concrete at Different Strain Rates." Materials 15, no. 20 (October 21, 2022): 7379. http://dx.doi.org/10.3390/ma15207379.
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As a commonly used surface structure for airport runways, concrete slabs are subjected to various complex and random loads for a long time, and it is necessary to investigate their fracture performance at different strain rates. In this study, three-point bending fracture tests were conducted using ordinary performance concrete (OPC) and basalt fiber-reinforced airport pavement concrete (BFAPC) with fiber volume contents of 0.2, 0.4, and 0.6%, at five strain rates (10−6 s−1, 10−5 s−1, 10−4 s−1, 10−3 s−1, and 10−2 s−1). Considering parameters such as the peak load, initial cracking load, double K fracture toughness, fracture energy, and critical crack expansion rate, the effects of the fiber volume content and strain rate on the fracture performance of concrete were systematically studied. The results indicate that these fracture parameters of OPC and BFAPC have an obvious strain rate dependence; in particular, the strain rate has a positive linear relationship with peak load and fracture energy, and a positive exponential relationship with the critical crack growth rate. Compared with OPC, the addition of basalt fiber (BF) can improve the fracture performance of airport pavement concrete, to a certain extent, where 0.4% and 0.6% fiber content were the most effective in enhancing the fracture properties of concrete under strain rates of 10−6–10−5 s−1 and 10−4–10−2 s−1, respectively. From the point of view of the critical crack growth rate, it is shown that the addition of BF can inhibit the crack growth of concrete. In this study, the fracture properties of BFAPC were evaluated at different strain rates, providing an important basis for the application of BFAPC in airport pavement.
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Haruna, Sadi I., Han Zhu, Yasser E. Ibrahim, Jianwen Shao, Musa Adamu, and Abdulwarith I. B. Farouk. "Experimental and Statistical Analysis of U-Shaped Polyurethane-Based Polymer Concrete under Static and Impact Loads as a Repair Material." Buildings 12, no. 11 (November 16, 2022): 1986. http://dx.doi.org/10.3390/buildings12111986.
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The prolonged service life of civil engineering structures, such as buildings and highway pavement, means that they deteriorate with time, requiring frequent repair work. Polyurethane (PU) materials can effectively maintain engineering structures such as road pavement, runways, and buildings. Thus, the mechanical properties and dynamic performance of these materials for repair are essential to guarantee the safe usage of the facilities. This study investigated the strain–stress behavior and impact strength of polyurethane-based polymer concrete (PUPC) mixtures. Moreover, the tensile stress–strain behavior of rigid PU grout (PUGC) materials was evaluated. The result indicated that the U-shaped PUPC with 20% PU by weight experienced a maximum failure strain of 0.9% and 4.2% under static and dynamic loads, respectively. The average impact energy of PUPC was 3825% higher than that of normal concrete. According to PUGC’s mixing ratios, the average elastic modulus revealed an increasing trend, whereas ultimate strength, yield strain, yield stress, and failure stress showed a decreasing trend. Weibull distribution results showed that the probabilistic distribution of the impact strength followed the two-parameter Weibull distribution.
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Giussani, Francesca, and Franco Mola. "Durable concrete pavements: The reconstruction of runway head 36R of Milano Linate International Airport." Construction and Building Materials 34 (September 2012): 352–61. http://dx.doi.org/10.1016/j.conbuildmat.2012.02.013.
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Yang, Quan Bing. "Durability and Applications of Magnesium Phosphate Material for Rapid Repair of Pavements." Advanced Materials Research 857 (December 2013): 81–89. http://dx.doi.org/10.4028/www.scientific.net/amr.857.81.
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This paper presents some research results on the durability of magnesium phosphate cement-based material, such as strength, coefficient of thermal expansion, drying shrinkage, corrosion protection, deicer-frost resistance, abrasive resistance and strength loss while soaking in water or 3%NaCl solution. Experimental results indicate that MPB materials possess high deicer-frost resistance, high abrasion resistance and high corrosion protection for reinforcing steel. In addition, the MPB materials have good compatibility and bond with old concrete, and very low drying shrinkage. However, for the MPB materials soaked in water or 3% NaCl solution for a long time, the strength loss occurs. Laboratory and field studies show that the MPB materials are suitable for rapid repair of concrete structures, especially pavements, airport runways, bridge decks and key municipal roads, etc.
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Buonsanti, Michele, Giovanni Leonardi, and Francesco Scoppelliti. "Modelling Micro-Damage in Granular Solids." Key Engineering Materials 525-526 (November 2012): 497–500. http://dx.doi.org/10.4028/www.scientific.net/kem.525-526.497.
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The prediction of the spacing and opening of cracks in asphalt or concrete pavements, and particularly in airports (runway, taxiway and apron) is important for the durability assessment. A basic problem is the spacing of parallel planar cracks from a half space surface, approached and solved by numerous authors by means of macro-scale computational models. The calculated values of crack spacing are in relatively good agreement with the values reported in observations on asphalt concrete pavements. The constituents of granular solids are, fundamentally, made of grain in contact and, these materials are highly discontinuous and non-homogeneous with two or three phases (solid, voids with air or water), and finally binding among solid parts. The aim of this paper is to suggest a micromechanical approach in granular material solids, focusing the attention on a simple RVE (representative volume element) based on two rigid particles linked through an adhesive material (bitumen). Our final aim is to propose a micro-damageability parameter (interface loss) supposing the adhesion decreasing under the action of prescribed tangential and normal relative displacement. The reduction is attributed by progressive damage and comes with energy dissipation and moreover we assume unilateral contact conditions for normal displacement and Coulomb friction for the tangential displacement.
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Edwards, Ylva, and Joralf Aurstad. "The influence of runway de-icing agents on the durability of asphalt concrete pavements for airfields." Road Materials and Pavement Design 1, no. 4 (January 2000): 387–405. http://dx.doi.org/10.1080/14680629.2000.12067152.
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Guan, Bowen, Shuowen Zhang, Faping Wang, Jiayu Wu, and Lingyun Li. "Numerical Simulation of Concrete Attacked by Sulfate under Drying–Wetting Cycles Coupled with Alternating Loads." Buildings 13, no. 1 (December 29, 2022): 82. http://dx.doi.org/10.3390/buildings13010082.
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Concrete structures such as rigid pavements, tunnels, and runways at airports are usually subject to fatigue traffic loading during their service life. Research on the aftereffects of drying–wetting cycles coupled with alternating loads on concrete erosion in saline–alkali and coastal areas is of considerable practical importance. For this study, we utilized specimens of dimensions 100 mm × 100 mm × 400 mm with strength ratios of C30, C40, and C50. We incubated the concrete samples in a 24 h/24 h drying–wetting cycle with sodium sulfate solutions of different concentrations as we applied alternating loads. We conducted ultrasonic wave velocity tests every 30 days from the 60th day of the experiment to determine the change in the sound velocity of the concrete over the course of 360 days. In addition, we examined the invasion depth of SO42− with time. Based on the change in sound velocity, we developed the damage degree function, and we modified the diffusion coefficient of SO42− in concrete in accordance with the coupling of drying–wetting cycles and alternating loads. We conducted a simulation on SO42− penetration depth, and the results were in reasonable agreement with those obtained by experimental testing.
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Coutu, Jr., Ronald A., David Newman, James Crovetti, Ashish Kumar Mishra, Mohiuddin Munna, Alyssa Delbridge-Ramos, Julie Brusaw, and Scott Brusaw. "Testing Photovoltaic Pavers for Roadway Applications." Sustainability in Environment 4, no. 2 (April 2, 2019): 86. http://dx.doi.org/10.22158/se.v4n2p86.
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<p><em>Concrete and asphalt are the primary materials used to construct roadways for motor vehicles, bike paths for pedestrians and bicyclists, and runways for aircraft. Solar Roadways®, Inc. (SR) in Sandpoint, ID, proposed using robust, Solar Road Panels (SRPs) as an alternative roadway material due to the potential for creating a modular, multi-functional infrastructure product with cost-savings, user-safety, power-generation, and a better alternative in terms of environmental sustainability when compared to contemporary pavement materials. Typical roadway construction materials, on average, need to be replaced every 10-15 years while also requiring regular annual maintenance to maintain proper safety standards. SR’s novel roadway material is intended to extend roadway replacement timelines, lower annual maintenance costs, and provide energy to the power grid. In this study, we tested the mechanical properties of the “SR3” model prototype SRP and evaluated its suitability as a replacement roadway material with the added benefit of generating electric power. Specifically, we tested this unique pavement material in submerged water environments, under extreme temperature conditions, and under dynamic loading conditions.</em></p>
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Tekleab, Essetemariam, and Temesgen Wondimu. "Behavior of Steel-Fiber-Reinforced Concrete (SFRC) Slab-on-Grade under Impact Loading." Advances in Civil Engineering 2022 (May 19, 2022): 1–18. http://dx.doi.org/10.1155/2022/6232757.
Full textAbstract:
Structures such as industrial pavements, roads, parking areas, and airport runways are often slab-on-grade where steel-fiber reinforcement can substitute conventional steel reinforcement. Due to the dynamic nature of loading while in service, these structures are exposed to the damaging effects of impact loading, such as strength and stiffness deterioration in materials or structural elements. In this study, the behavior of concrete slab-on-grade with steel-fiber-reinforced concrete under impact load has been investigated by considering different parameters. Nonlinear finite element software ABAQUS/Explicit is used to simulate the system. The accuracy of the nonlinear finite element models is verified using experimental work available in the literature. A total of 108 specimens are simulated by varying the volume fraction of steel fiber by 0.5%, 1%, and 1.5% coupling with the impact mass and velocity from the control specimen and variation of load location, thickness, and aspect ratio. The analysis results revealed that the addition of 0.5%, 1%, and 1.5% volume fraction of steel fiber in concrete could effectively accommodate up to 0%, 10%, and 26% reduction of thickness, respectively. These results confirmed that the appropriate use of steel fiber in concrete can be a feasible solution to improve the overall performance of slab-on-grade. Moreover, an increase in the aspect ratio of steel fiber improves the crack resistance of steel-fiber-reinforced concrete slab-on-grade, but a further increase in aspect ratio reduces the performance due to local crushing of concrete.
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AL Mansur, A. Z. M. Abdullah, Arif Hossain, Atia Anisha, Ahanaf Tahmid, and Sharmin Reza Chowdhury. "PERFORMANCE OF JUTE FIBER REINFORCED CONCRETE IN THE CONTEXT OF BANGLADESH." Malaysian Journal of Civil Engineering 34, no. 3 (November 30, 2022): 25–35. http://dx.doi.org/10.11113/mjce.v34.18724.
Full textAbstract:
Concrete is a mixture made up of a proportional mixture of water, aggregate (sand or gravel), cement, and admixtures to impart advantageous properties. Despite its high compressive strength, concrete is fragile; compared to its compressive strength, its tensile strength is only about 10%, and it also has a low resistance to cracking, which restricts its application. Fiber-reinforced concrete, which combines concrete with fibrous material to solve these limitations, is a solution. Fiber-reinforced concrete (FRC) has emerged as a new sustainable material for a varied range of applications, including building pavements, huge industrial building floors, and runways. Natural fibers are used in contemporary technologies (jute fiber) and this study explores the use of non-metallic fibers (jute fiber) in concrete. The purpose of this article is to analyze the strength properties of non-metallic fibers in concrete and compare them to standard plain concrete specimens. When Jutes fiber is added to concrete, the compressive strength increases to a certain limit, increasing fiber content. In this study, chopped jute fibers were utilized to create an FRC material to see whether the 28-day strength could be improved. Mixing and casting issues were created by fiber clumping at high fiber concentrations. In this experiment, 10 mm and 15 mm long jute samples (0.1%, 0.2%, and 0.3%) of volumetric weight are mixed with concrete. The mix design followed the American Concrete Institute's recommendations (ACI, 211.1-91). The ratio of water to cement was 0.4. Compressive strength of the concrete decreases, also resulting in poor workability. When compared to ordinary concrete, the compressive strength of 28 days was improved by 64.34%, and the optimal content of jute was determined to be 0.1%. The compressive and tensile strength of the fiber was also affected by its length. The ductile behavior of the FRC improves as the fiber content increases. In this investigation, it was also discovered that the modulus of elasticity of FRC was increased when compared to ordinary concrete
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A. Coutu, Ronald, David Newman, Mohiuddin Munna, Joseph H. Tschida, and Scott Brusaw. "Engineering Tests to Evaluate the Feasibility of an Emerging Solar Pavement Technology for Public Roads and Highways." Technologies 8, no. 1 (January 21, 2020): 9. http://dx.doi.org/10.3390/technologies8010009.
Full textAbstract:
Concrete and asphalt are the primary materials used to construct roadways for motor vehicles, paths for pedestrians and bicyclists, and runways for aircraft. Solar Roadways®, Inc. (SR) proposed a novel solar pavement technology (i.e., solar road panels (SRP)) as an alternative material and energy source. SR performed load, traction, and impact testing to use SRPs in non-critical applications like parking lots. To use SRP in public roads, engineering tests including freeze/thaw, moisture absorption, heavy vehicle, and shear testing were accomplished on “SR3” prototypes. Testing was performed at Marquette University in the Engineering Materials and Structural Testing Laboratory and the SR Pilot Project area. Moisture absorption and freeze/thaw tests showed “SR3” resistant to extreme weather and moisture environments. Heavy vehicle testing revealed no physical damage to the “SR3” after approximately 989,457 equivalent single axle loads were continuously rolled over a prototype pavement. Shear testing was conducted to investigate “SR3” laminate structure properties. In all cases, electrical failure was defined when “SR3” photovoltaic voltage dropped to zero volts. The maximum shear stress and applied torque for “SR3”’ (S/N’s Paver 1, 002B, 007C, and 004B) were 1756 kPa, 1835 kPa, 1643 kPa, 2023 kPa; and 121.2 kN·m, 131.3 kN·m, 117.6 kN·m, 144.8 kN·m, respectively. In addition, the “SR3” “heartbeat” light emitting diode (LED) remained operational (i.e., indicates computer bus traffic) in all phases of shear testing. Overall, the results show “SR3” prototypes to be robust, resilient, and functional when subjected to “real-world” test conditions.