Pavement Preservation Journal - Spring 2013 - (Page 33)

HIR Solves Cost Challenge to Runway Reconstruction By Monty Kallio ARC uses Ecopave 400 multistage recycling system to hot in-place recycle (HIR) Kelowna airport runway in summer 2012 R esurfacing asphalt runways at busy airports with commercial air traffic is always a challenge for owners, project managers and paving contractors. When this work is required at single runway facilities, the difficulties are compounded by severely limited working hours, typically scheduled during the night. In 2011, the City of Kelowna, B.C., tendered a combined hot in-place recycle/mill-and-inlay for Kelowna Airport (YLW) Runway 16-34, its sole 2,600 x 61-m (8,530 x 200-ft.) runway. The tender also specified milling and inlaying of pavement on three taxiways and localized areas of the ramp/apron. YLW is the busiest single runway airport in Canada, with about 1.4 million passenger movements annually. It is a vital component of the economy of the central Okanagan region and services an area population of over 100,000. The project could not impact the daytime flight operations at YLW, where typical daily aircraft movements include 64 scheduled passenger flights, mostly 737s and Dash 8s (Q400), and 20 to 30 cargo/freight movements. A local flight training school with 15 aircraft and a vibrant general aviation community also utilize the airport. In addition, a major aircraft maintenance company capable of performing scheduled checks and repairs on a range of aircraft up to 757s operates out of the facility, while the provincial air medevac agency overnights and maintains a number of its aircraft at YLW. CONSTRAINED WORK SCHEDULE To accommodate these aircraft movements, runway shutdown was limited to a single five-and-a-half-hour period per 24-hour day; there could be no contractor access to the runway until 12 a.m., while all equipment had to be clear and the runway cleaned and swept by 5:30 a.m. the following morning, with the runway reopened for traffic at 5:55 a.m. Severe penalties would be imposed for any flight delays caused by the construction work or in the event of weather-related reopening delays. The 2011 low tender, at C$6.4 million, far exceeded the budgeted amount for the work, and the project was canceled. The city then issued a request for proposals, opening up the project to alternative approaches to accomplish the resurfacing. In 2012, SNC Lavalin Inc.’s engineering proposal was chosen by the city. SNC Lavalin specified and managed a revised strategy of separating the runway work from the taxiway work into two separate contracts. The entire width of the runway would be resurfaced by hot in-place recycling (HIR), with the addition of a plant-produced, virgin asphalt mix including the addition of an antistripping additive. The taxiways Spring 2013 pavement preservation journal 33

Table of Contents for the Digital Edition of Pavement Preservation Journal - Spring 2013

President’s Message
MAP-21: Pathway to Preservation at the Federal Funding Level
Cold-in-Place Recycling, Fiber Membrane and Seal Preserves Desert Highway
NCPP: New Online Tool Helps Measure Road Network Health
NCAT UPDATE: Axle Loads, Mileage Begin to Accumulate on NCAT Tests
NEPPP: Ribbon Cuttings Shine Spotlight on New Hampshire Pavement Preservation
TPPC: Micro Surfacing Training Offered at Texas Center
MnROAD Studies Pavement Preservation
Enlist News Media in Battle for Pavement Preservation
HIR Solves Cost Challenge to Runway Reconstruction
Shale Gas Boom Drives Town’s Bridge Renovation
Optimum Time for Slurry Seal Depends on Original Build Dat
Index of Advertisers

Pavement Preservation Journal - Spring 2013