<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3APmfcgcb" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. National Academy of Sciences. All rights reserved.</copyright><docs>http://blogs.law.harvard.edu/tech/rss</docs><managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor><webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster><image><title>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Investigating Fuel Resistance Characterization Methods of Airfield Asphalt Mixtures: Mass Loss and Mechanical Properties</title><link>http://pubsindex.trb.org/view/2596618</link><description><![CDATA[Fuel resistant asphalt (FRA) mixtures have emerged as a viable solution to resist degradation caused by routine fuel spills or oil leaks for airfield pavements. In current specifications for the Federal Aviation Administration and the Department of Defense, fuel resistance is measured by fuel mass loss (FML) after immersion in kerosene for 24?h and drying for 24?h. The literature states this protocol is sufficient to quantify fuel resistance; however, research investigating the sensitivity of fuel resistance test results to varying test parameters is limited. This research investigated fuel resistance characterization methods for FRA mixtures through a detailed assessment of the current fuel immersion test and an assessment of the relative merits of supplemental mechanical property tests. Fuel immersion testing was performed on three FRA mixtures, two conventional polymer-modified airfield asphalt mixtures, and one unmodified mixture. Immersion fluid and time, drying time, and measured parameters for quantifying fuel resistance were assessed. Testing included the traditional method of FML along with mechanical testing, which included the Illinois flexibility index test, disk-shaped compact tension, asphalt pavement analyzer wheel tracking, indirect tensile (IDT) strength, and Cantabro mass loss (CML). Ultimately, FML was found not to be sensitive to all key parameters, suggesting supplementing fuel resistance characterization with mechanical testing, specifically IDT strength or CML, would more clearly distinguish FRA mixtures. While both IDT strength and CML have merit, CML is preferred because of the test mechanisms more closely aligning with the distresses of interest for fuel resistance.]]></description><pubDate>Wed, 10 Sep 2025 17:06:16 GMT</pubDate><guid>http://pubsindex.trb.org/view/2596618</guid></item><item><title>Airfield Apron and Ramp Surface Markings</title><link>http://pubsindex.trb.org/view/2135275</link><description><![CDATA[Apron and ramp markings vary from one airport to another, and airports rely on local knowledge and industry communications to develop apron/ramp paint marking plans. This synthesis documents airport apron and ramp marking variations at U.S. airports. The information used in the synthesis was obtained through a literature review, which included documenting and comparing FAA Advisory Circulars and other industry guides; a survey of 61 airports; and interviews with airports and airlines. The interviews were used to develop case examples, which are organized into the following categories: terminal gate area markings, taxilane/apron markings, aircraft hardstand markings, deicing apron markings, airside roadway markings, helicopter/eVTOL/electric aircraft markings, and U.S. Customs and Border Protection apron markings. The case examples, presented in Chapter 4 and Appendix C, include photos that compare the marking variations.]]></description><pubDate>Mon, 13 Mar 2023 12:53:11 GMT</pubDate><guid>http://pubsindex.trb.org/view/2135275</guid></item><item><title>Guidebook for Developing Ramp Control Facilities</title><link>http://pubsindex.trb.org/view/1458565</link><description><![CDATA[Ramp control towers that are staffed by non-Federal Aviation Administration personnel have been typically operated by airlines to coordinate the movement of aircraft in the non-movement area. Over time, some airports have taken on this responsibility because there wasn’t a willing airline, to avoid conflicts between airlines, due to a common-use environment, or for other reasons. Opportunities may also present themselves to those airport operators who are examining terminal facility requirements; aging infrastructure; and physical, technological and operational changes that are occurring, which will allow consideration of addressing the coordination of aircraft operations in the non-movement area in a different way. There are a number of different ways in which ramp control services can be provided:  (1) directly by the airport, (2) contracted, or (3) airline operated or managed. This guidebook will guide those airport operators considering providing ramp control services. The research team interviewed airports that have taken over the responsibility (in one form or another), and those who have considered it but determined that taking on the responsibility wasn’t right for their situation. The accompanying Ramp Control Decision Support Tool assists airport operators in establishing whether to conduct ramp control activities and all the related considerations. The Decision Support Tool walks the user through most considerations that an airport should consider including facility requirements, staffing, training, and technology and other factors, allowing the user to determine the best way to move forward.]]></description><pubDate>Tue, 07 Mar 2017 13:48:09 GMT</pubDate><guid>http://pubsindex.trb.org/view/1458565</guid></item><item><title>A Systemic Modeling of Ground Handling Services Using the Functional Resonance Analysis Method</title><link>http://pubsindex.trb.org/view/1394098</link><description><![CDATA[In contrast to air transport safety, safety in ground handling is not concerned only with aircraft accidents but also the Occupational Health and Safety of the employees who work at airport aprons. Ground handling safety costs the aviation industry tens of billions USD every year which raises the questions about the effectiveness of linear safety risk management of Ground Handling Services (GHS). This paper uses the state-of-the-art safety theory to justify and highlight the need for a systemic approach to safety risk management of GHS on the apron. A methodology, based on the Functional Resonance Analysis Method (FRAM), was developed to support systemic safety modelling of GHS, called the Total Apron Safety Management (TASM). Using a historical safety occurrence as a case study, the TASM model was applied to demonstrate the benefits of the systemic as opposed to the existing linear approaches to retrospective safety analyses. The results of the investigation carried out in this paper clearly demonstrate the suitability of the TASM model, based on the FRAM method, for occurrence analysis and prevention.]]></description><pubDate>Mon, 07 Mar 2016 10:19:42 GMT</pubDate><guid>http://pubsindex.trb.org/view/1394098</guid></item><item><title>Mechanical Responses and Viscoelastic Properties of Asphalt Mixtures Under Heavy Static and Dynamic Aircraft Loads</title><link>http://pubsindex.trb.org/view/1287459</link><description><![CDATA[The introduction of larger aircraft on flexible airfield pavements has led to a need for asphalt mixtures capable of sustaining such heavy loads. This laboratory and analytical study investigated the mechanical responses of a number of modified asphalt mixtures to identify their potential for use in airfield aprons and taxiways that were subjected to heavy, static, or slow-moving aircraft loads. The airfield flexible pavement section constructed at the FAA’s National Airport Pavement Test Facility Construction Cycle 1 was modeled by using the three-dimensional finite element analysis software ABAQUS. Laboratory-compacted specimens of each modified asphalt mixture were tested by using AASHTO standards to determine volumetric properties and mechanical responses. The effects of static and dynamic aircraft loading were evaluated in ABAQUS with the material properties of the mixtures determined in the laboratory. On the basis of the findings of this study, it appears that several mixtures more commonly used in highway pavements, including modified mixtures, warm-mix asphalt, and reclaimed asphalt pavement, perform similarly to or even outperformed the FAA standard asphalt mixture. The results of this initial study support the idea that an opportunity exists for airports to implement emerging asphalt paving materials without compromising the pavement design life.]]></description><pubDate>Fri, 28 Feb 2014 13:32:45 GMT</pubDate><guid>http://pubsindex.trb.org/view/1287459</guid></item><item><title>Apron Planning and Design Guidebook</title><link>http://pubsindex.trb.org/view/1284514</link><description><![CDATA[This report provides best practices for planning, designing, and marking apron areas for all sizes and types of airports in the United States. This guidebook is intended to be used by airport operators, tenants, and planning and design consultants. The apron planning and design considerations include facility geometrics, aircraft maneuvering, apron/airfield access points, operational characteristics, markings, lighting, and aircraft fleets. In addition, the types of aprons include terminal area, deicing, general aviation, cargo, maintenance, and remote aprons and helipads. The guidebook summarizes apron planning and design best practices for incorporating flexibility, increasing efficiency, and enhancing safety of apron facilities.]]></description><pubDate>Tue, 31 Dec 2013 09:45:48 GMT</pubDate><guid>http://pubsindex.trb.org/view/1284514</guid></item><item><title>Airport Apron Management and Control Programs</title><link>http://pubsindex.trb.org/view/1138751</link><description><![CDATA[This report presents a compilation of apron safety statistics from U.S. and non-U.S. airports to draw conclusions as to the apparent effectiveness of apron management programs around the world. Through a common set of data and consistent definitions, the report is able to compare and contrast apron management programs around the world to U.S. airports, while considering the common operational and ownership differences between U.S. and non-U.S. airports.]]></description><pubDate>Fri, 11 May 2012 16:08:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/1138751</guid></item><item><title>Identification of the Requirements and Training to Obtain Driving Privileges on Airfields</title><link>http://pubsindex.trb.org/view/891647</link><description><![CDATA[It is accepted fact that airfield driver training programs are necessary to help prevent and reduce runway incursions that may be caused by vehicle drivers on the movement areas (taxiways and runways) of an airport.  Many airport operators also require drivers who are not authorized to drive on the movement area to go through a driver training course for the non-movement area (ramps and aprons).  Basically, airport operators know that, owing to congestion and distraction on the ramps and aprons, the best way to promote safety is to ensure that there are rules and regulations to help prevent accidents, and that personnel who work on those ramps and aprons are aware of the dangers that exist.  The purpose of this report is to provide airport operators with information on the requirements and training required to obtain driving privileges on airport airfields, and the differences and similarities that might exist among the various airports throughout the country.  The report also contains information on the types of training programs available to airport employees based on where the employees were authorized to drive.  Information used in this study was acquired through a review of the literature and interviews with airport operators and industry experts.]]></description><pubDate>Fri, 26 Jun 2009 15:08:26 GMT</pubDate><guid>http://pubsindex.trb.org/view/891647</guid></item><item><title>Rapid Assessment of Cement and Fiber-Stabilized Soil Using Roller-Integrated Compaction Monitoring</title><link>http://pubsindex.trb.org/view/874625</link><description><![CDATA[Test sections of high-early strength (Type III) portland cement and polypropylene monofilament fibers were constructed at the Bradshaw Field Training Area in the Northern Territory (NT), Australia as part of a Joint Rapid Airfield Construction (JRAC) project. Aprons, taxiways, and a helipad were stabilized using these materials in combination with screened native soil. The purpose of the test sections was to (a) evaluate the resulting properties for different stabilization dosage rates; (b) develop construction methods, criteria (including limits), and quality control guidelines; and (c) provide a hands-on training opportunity for the joint United States and Australia military construction team. Testing and monitoring consisted of roller-integrated compaction monitoring (global position systems monitoring pass coverages and compaction machine values) and in situ testing, which included dynamic cone penetration tests, Clegg impact tests, and light-weight deflectometer tests. After the test sections, construction of the helipad helped refine the construction methods and quality control testing for the selected stabilization dosage rates and machine speed. Lessons learned on the helipad were applied to the subsequent aircraft parking aprons and taxiways. Recommendations were developed for rapid stabilization construction procedures and quality control testing using Clegg impact values and light-weight deflectometer for cement-fiber stabilized soils, and the application of roller-integrated compaction technology was demonstrated to document compaction effort and uniformity.]]></description><pubDate>Wed, 12 Nov 2008 16:17:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/874625</guid></item><item><title>Verification of Surface Condition Evaluation Subsystem for Airport Asphalt Pavement Management in Japan</title><link>http://pubsindex.trb.org/view/847824</link><description><![CDATA[An airport pavement management system (APMS) has been under development in Japan. In particular, a surface condition evaluation subsystem based on the method of a Pavement Rehabilitation Index (PRI) has been in use for two decades or more. This PRI method was completed in the early 1980s as a means of evaluating the surface condition of airport pavements by calculation based on objective measurements of surface conditions, as derived from the subjective opinions of pavement engineers. By comparing the calculated PRI value against appropriate criteria, the need for pavement rehabilitation work can be judged for runway, taxiway, and apron pavements. The focus of this study is the evaluation subsystem of Japan's APMS. It is described in outline, along with the closely related rehabilitation subsystem. The evaluation of surface conditions using the subsystem is described in detail and use of the results to judge the need for rehabilitation work is explained. Some practical results of applying the method to airport asphalt pavements, which change most rapidly with time, are also presented. In the analysis, the present conditions of airport pavements are summarized, and compared with the results of surveys conducted about 20 years ago. Further, the annual change in pavement condition is analyzed in consideration of various factors that may have an influence, such as the location of the airport, the foundation design, and so on. Finally, the validity of the PRI method is evaluated.]]></description><pubDate>Fri, 21 Mar 2008 08:15:08 GMT</pubDate><guid>http://pubsindex.trb.org/view/847824</guid></item><item><title>Preventing Foreign Object Debris and Improving Pavement Life-Cycle Costs Through Effective Fast-Track Concrete Repair</title><link>http://pubsindex.trb.org/view/802345</link><description><![CDATA[The biggest challenge facing airports, is the need to ensure efficient operations including proper maintenance of the airfield pavements (i.e. runways, taxiways and aprons).  In short, the study presents a methodology of assessing repair materials in terms of technical and economic factors.  This research identifies economical fast track concrete material and construction methods suitable for partial depth repairs in the airport environment.  Specifically, the research in this paper is directed at addressing various technical and economic concerns regarding the use of fast track concrete with harsh deicing chemicals and extreme weather conditions.  It describes a field study which is located at Canada’s largest airport and North America’s fifth busiest airport.  Seven test sections were repaired on Deicing Bay 2 at Toronto International Airport with three different fast track products.  Fourteen pavement evaluations were completed between October 20, 2003 and June 2, 2006.  Test section performance was evaluated using the Strategic Highway Research Project H-356 method. The Foreign Object Damage average values on June 2, 2006 were calculated as 19 for Product A, 20 for Product B, and 40 for Product C.  The Product A test sections are performing the best and is the product of choice.  Based on the developed linear regression models, test section 7 which is Product C will last the longest before MR&amp;R activities are required.  This was followed by Product A and then Product B.  However, the difference between Product C and Product A was not statistically significant.  Life cycle cost analysis showed that using a fast track partial depth high quality repair product was more cost effective than other types of repair.]]></description><pubDate>Mon, 12 Mar 2007 08:09:15 GMT</pubDate><guid>http://pubsindex.trb.org/view/802345</guid></item><item><title>Assessment and Rehabilitation of Foreign Object Damage Potential on Airfield Shoulder and Blast Pavements: Case of John F. Kennedy International Airport, New York</title><link>http://pubsindex.trb.org/view/769102</link><description><![CDATA[Foreign object damage (FOD) is a term used by the aviation industry to describe damage caused by any object that can be ingested by an aircraft engine or flight control mechanism. FOD is estimated to cost the global aerospace industry up to $4 billion annually. Deteriorated pavements are one source of FOD and fall into two categories: runway, taxiway, and apron pavements that aircraft traverse and shoulders and other infield pavements that are not traversed but are subjected to jet blast. Widely recognized procedures for the assessment of pavements traveled on by aircraft are well documented. However, procedures for the assessment of FOD potential for shoulder and blast pavements at commercial airports are not widely recognized. In an effort to manage shoulder and blast pavements proactively and eliminate pavement-related FOD incidents, the Port Authority of New York and New Jersey undertook to assess the current condition of these pavements, rehabilitate and repair areas with unacceptable FOD potential, and initiate periodic inspections on these pavements to facilitate the implementation of an effective pavement maintenance and rehabilitation program. To achieve this goal, a dual project- and network-level inspection approach was implemented. The project-level objective was to identify immediate repairs needed to address unacceptable FOD potential. The network-level objective was to assess the current condition and initiate a proactive inspection regime to assist in maintaining these pavements. The approaches to assessment and rehabilitation are detailed and steps to implement a pavement management system for these pavements are discussed.]]></description><pubDate>Tue, 20 Dec 2005 15:43:01 GMT</pubDate><guid>http://pubsindex.trb.org/view/769102</guid></item><item><title>EFFECTS OF AIRPORT PAVEMENT-PROFILE WAVELENGTH ON AIRCRAFT VERTICAL RESPONSES</title><link>http://pubsindex.trb.org/view/746597</link><description><![CDATA[Smooth airport pavement will help to increase pavement life, reduce structural damage to aircraft, and minimize complaints from pilots and passengers.  The main objective of this study was to explore the relationship of an aircraft's vertical acceleration and gear loading to pavement-profile wavelength. The software package APRas, developed by APR Consultants, Inc., was used in this study to simulate an aircraft's vertical acceleration and pavement-loading responses.  The simulation results indicated that the occurring wavelength of an aircraft's peak vertical acceleration and loading increased as the taxi speed increased and that pavement roughness had a greater influence on nose-gear loading than on main-gear loading.  It was also found that airport pavement roughness was related more to flight safety than to passenger comfort.  Pavement profiles of wavelengths between 3.3 and 10.0 m should be prevented in airport apron and taxiway pavements, and profiles of wavelengths between 10.0 and 50.0 m must be prevented in airport runway pavement.  Regression models of peak acceleration and pavement loading wavelengths at various aircraft speeds, gross weights, and wheelbases were established.  The widely used international roughness index, which is used to evaluate highway roughness, is not suitable in the assessment of airport-pavement roughness. The feasibility of adopting wavelet theory to establish a new evaluation index for airport pavement was confirmed.  Further studies can be conducted to develop a new index to reflect the ride quality of passengers in the aircraft.]]></description><pubDate>Mon, 27 Dec 2004 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/746597</guid></item><item><title>USES OF RECYCLED PAVEMENTS</title><link>http://pubsindex.trb.org/view/711229</link><description><![CDATA[In 1981 two large concrete recycling projects were started on airports in Oklahoma and Texas.  At Will Rogers World Airport in Oklahoma City 148,000 sq yd (124,000 sq m) of the terminal apron is being reconstructed.  This two-year project is divided into four phases to minimize interruption of traffic.  The existing concrete pavement is broken, crushed and used as the aggregate in a cement treated subbase for a new 16 in. pavement.  At the old Greater Southwest Airport near Fort Worth, Texas the 28-year-old pavement is being removed to make way for a new industrial park.  The concrete is being crushed to make aggregate, some of which will be used in new concrete streets in the development and some sold by the contractor doing the breaking and crushing.  The paper and illustrations describe the methods and equipment used for pavement recycling at the two airports.]]></description><pubDate>Fri, 10 May 2002 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/711229</guid></item></channel></rss>