Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis

Greg White

doi:10.3390/infrastructures6080117

Abstract

The construction and maintenance costs, as well as the residual value, were calculated for structurally equivalent rigid and flexible airfield pavements, for a range of typical commercial aircraft, as well as a range for typical subgrade conditions. Whole of life cost analysis was performed for a range of analysis periods, from 40 years to 100 years. For the standard 40-year analysis period and a residual value based on rigid pavement reconstruction, the rigid pavements had a 40% to 105% higher whole of life cost than equivalent flexible pavements, although this comparison is limited to the pavement compositions and material cost rates adopted. However, longer analysis periods had a significant impact on the relative whole of life cost, although the rigid pavements always had a higher cost than the flexible pavements. The assumed condition of the rigid pavement at the end of the design life was the most influential factor, with a 60-year service life resulting in the rigid pavements having a lower whole of life cost than the flexible pavements, but assuming a requirement for expedient rigid pavement reconstruction resulted in the rigid pavements costing approximately 4–6 times the cost of the flexible pavements over the 40-year analysis period.

Highlights

Because the analysis focused on comparing the whole of life cost (WOLC) cost of rigid and flexible pavements, the actual aircraft, actual aircraft mass and actual operating frequency selected were not critical, as long they were consistently applied to both the rigid and flexible pavements
At low subgrade California Bearing Ratio (CBR) values, the flexible pavement is much thicker than the concrete pavement and the additional cost associated with the more expensive concrete is less significant than for higher subgrade CBR values, where the pavements are of comparable total thickness
WOLC cost analysis provides a useful tool for considering the relative cost of rigid and flexible aircraft pavements, better reflecting the combination of both the construction and maintenance costs of different pavement compositions

Summary

Introduction

Aircraft pavements are designed using the same principles as road and other pavements. There are a number of differences that reflect the low frequency of high magnitude loads compared to road pavements, as well as the low tolerance of aircraft to uneven pavement surfaces, free standing water on pavement surfaces and pavementgenerated loose material that can damage aircraft engines [1]. In modern times, aircraft pavements are usually designed with specific software, most of which are layered elastic in nature, and include [3]: . Failure criteria that better reflect aircraft loading and pavement performance expectations. Materials that reflect those commonly specified for aircraft pavement construction.

Methods

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Discussion

Conclusion