Tele : 23018524 E2 Wks (RI) Sub Dte

Fax : 23018524 Directorate of Works

Engineer-in-Chief's Branch
Integrated HQ of MoD (Army)
Kashmir House, Rajaji Marg
New Delhi — 110 011
95610/Policy/ I C /E2W (RI-1) /S Mar 2017

All Chief Engineer (AF)

All Chief Engineer (Navy)
All Chief Engineer (Army)

GUIDELINES ON APPLICATION OF POLYMER MODIFIED EMULSION (PME) FOR

AIRFIELD PAVEMENT MAINTENANCE

1. Ref our policy letter No 95610/Policy/70/E2 Plg (Pay) dt 04 Jun 14 and

95610/Policy/106/E2 Plg (Pay) dt 15 Jan 15 related to runway maintenance.

2. Guidelines on application of PME for airfield maint is fwd herewith for your
necessary action please. Any suggestion / recommendation may please be submitted
within one month of date of this letter. NIL report will be assumed there after.

3. This letter may be put up to CE for his information.

(MS Deol)
Col
Dir (RI-1)
Ends: (Sheets-09) for E-in-C
Copy to: -

SEMT Wing
College of Military
Eingineering pin-908797 For info please.
C/o 56 APO

All Command CEs

Internal : -

E-2 (Des) - For info and necessary action please.

 ENGINEER —IN-CHIEF BRANCH

GUIDELINES ON APPLICATION OF POLYMER MODIFIED EMULSION (PME)

FOR AIRFIELD PAVEMENT MAINTENANCE

Aim

1. Aim of this guideline is to spread awareness among MES exec & PMG to
ensure appropriate & timely maintenance of fast detoraiating RW functional
properties due to environmental stresses, over/under loading & ltd maintenance
during its design life.

Background

2. The Armed Forces of India operates an array of aircrafts (fighters and

transport) from Air/Navy bases, including from civilian runways spread all over the
country. As one of the largest armed forces of the world, it is operationally critical
that Defence has a reliable and efficient Airfield Pavement Maintenance system.

3. Defence airports are also planned to cater for civilian aircraft traffic at most of
the cities to make best use of high value national assets. Thus, due to the increase
in air traffic and gear load of both the defence as well as civilian aircraft, it
becomes very difficult to carry out regular maintenance and resurfacing that
becomes due. Tendency to over look maintenance during Defect Liability Periods
(DLP) or during immediate yrs after resurfacing also needs to be evaluated based on
case to case as per parameters mentioned at para (1). Each landing and takeoff
involves a fair amount of runway surface wear and tear. These wear and tear
stresses may not be as visible on daily basis on the runway with rigid portion, but the
runway having a flexible pavement will have early signs of stresses and
deterioration. This deterioration also depends on sub-grade conditions, type of
aircrafts, touchdown speeds, and takeoff laden weights during takeoff, besides
environmental factors. The most Important functional requirement is to maintain
pavement surface friction parameters and a surface that is sealed from water
penetration, the absence of which has led to many major accidents in the past,
incurring loss of lives and machines. Thus it becomes imperative to divide runway
maintenance into two parts i.e. regular and immediate. Regular maintenance is
carried out by the standard repair mechanism; however for the immediate repair
we need some rapid action method.

4. One of the maintenance technology that can be carried out in a faster time
frame is by application of Polymer Modified Emulsion (PME) on the runway
surface. This material is used like a coating as well as a sealant. when used along
with finer particles such as mineral filler. PME is a very specialized product and
cannot be compared to many conventional methods, since the other cold
emulsions available in the market are meant for use on roads. It should be
preferably evaluated or considered/applied after every two/three years depending on
surface conditions to prolong the life of the runway and to ensure its trouble free
functioinality in order to delaying of the resurfacing cycle.
5. This guideline is being promulgated to the environment detailing the
methodology of the application of PME through authorized applicators for
regular rapid runway(RW) maintenance to avoid closure of the RW and to
enchance its life. This is in continuation with respect to directions promulgated
earlier vide this HQ letters nos 95610/Policy/70/E2 Pig (AF) dt 04 Jun 14 & dt 15
Jan 15. PME should be designed and successfully applied to the parts of the runway
with Flexible pavements. The use of any unauthorized product in the name of PME
may have serious repercussions for the aircrafts and runway life may also get
affected. Any mishap after poor application due to lack of awareness about PME will
be unacceptable.

Importance of Top Surface of the Runway.

6. The top surface of the runway is one of the most important layers. It is the
layer which actually comes in contact with the tyres of the aircraft. The impact is
transferred on to the top surface and then distributed from top to bottom. Thus
though it is important to have all the layers of very high quality, it is equally important
to have the top layer as one of the best perfoming layer. Any amount of water
ingress may cause serious deterioration. Hence, it is mandatory to ensure that the
surface is maintaining its macro and micro texture, impervious to water and surface
runoff is well channelized out of the runway from the sides.

Defining PME

7. Polymer Modified Emulsion (PME) is a low viscosity polymeric bitumen

emulsion for purposes of sealing cracks less than 3mm wide or disintegration in an
existing bituminous surface and to help reduce loosening of fines particles/aggregate
caused by abrasion due to air traffic. PME may require a customized application
dosages/design, based on the runway conditions and local weather pattern for its
best results. Surfaces with poor Macro/Micro texture may require addition of
compatable mineral fillers. Specific properties of PME (derived from IRC SP 91 &
ASTM) are att with these Guidelines for ready reference.

Trial Patches

8. Trial patches of appropriate sizes preferably with a minimum size of 15m x

15m at selected locations depending upon the total area to be rejuvenated. Trials are
mandatory to be conducted to check efficacy of materials being offered by E-in-C's
branch approved firms and to evaluate following parameters after seven dry days
curing of application -

(a) Friction parameters within permissible ranges.

(b) Quantities of materials to be frozen in the contract.

(c) Permeability parameters to ensure near zero porosity.

(d) Penetration of PME after application of both the coats.

(e)Formulation and composition of various constituents including mineral

fillers, dilution ratio, rate of application etc...
 (f ) Micro & Macro texture.

Compared with Conventional Methods (Cold Emulsions/ Micro surfacing/ Seal

coat etc...) for Runway Maintenance

9. Cationic Polymerized Modified Emulsion is used for arresting FOD, oxidation,

minor sweeping, striping and raveling of fine and minor coarse aggregate from DAC
layers.lt has low stiffness and a high relaxation rate as desirable at low temperature
for resisting cracking, raveling and shelling.

10. PME is manufactured by adding additives, rejuvenators & polymerizing

emulsion by blending combination of polymers which generates additional tensile
strength for elongation. Enhanced elastic recovery helps in better fatigue resistance
properties.

11. Mixing mineral fillers as additive take special care of voids and cracks.
Eventually it forms a monolithic membrane with the existing surface which generates
a barrier to make it water tight. It improves the stripping properties of wearing course
by making it impervious to moisture, penetration through the surface by 10-20 mm.

Methodology of Application

12. General. A specifically designed mechanical spraying machine is required for

blending PME and Mineral filler for its uniform application by skilled and qualified
applicator to maintain quality performance of finished surface. The details of machine
are at Appendix A. PME must have penetration values of 10 - 20 mm and initial
setting time of four to five hours but not more than eight hours. Post application
drying properties should be verified during the trials PME should be viscous but not
to form any additional layers on the existing surface and maintains same friction
value of runway surface.

13. Storage & Handling. PME storage and handling temp shall be between to 10°C
to 50°C and should be protected from freezing. Water to be used should be potable,
free from salts & chemicals.

14. PME to be used only after assurance of performance guarantee (PG) by the
approved applicator for correct procedure of application as per site conditions. PG is
to decided by Accepting Officer as per importance of work & site conditions.

15. Cleaning. Surface shall be dry, clean, dust & dirt free and durable. Clean
surface of the runway with wire / Coir Brush where the application is to be applied.
The dust, mud or any loose aggregate is to be removed.

16. Preparation of PME

(a) The drum containing PME should be rolled down for 5 to 10 minutes so
that the material mixes properly and to bring it to the equal / uniform
consistency level.
(b) Make a solution of given ratio of mineral filler (if recommended) with
soft water and stir well to bring it to uniform consistency level. Specified
mineral filler is mixed to ensure filling of voids and locking the gaps on the
runway surface.

(c) Considering the capacity of storage tank of Mechanical Spraying

Machine loading of mixed water + Mineral filler solution and equal quantity of
PME viz. in the ratio of 1:1 (Water : PME) is done in Tank of Spraying
Machine by mechanical means and stir well. Luke warm water is required
where at the time of application normal tempraturre of the area is below 15°C.
The mix is stirred for 5-10 minutes to achieve desired consistency so that the
PME can be sprayed using mechanical sprayer specially made for PME
application. Standard Yard Stick rate for use of undiluted PME is 1 Litre per
Sq Metre in 2 coats. However, the quality may vary based on porosity of the
trial patches on the on the runway. Ball park figures are as follows: -

(i) Low consumption - 0.50 to 0.90 litres per sq m.

(ii) Medium consumption - 0.91 to 1.50 litres per sq m.

(iii) High consumption - 1.50 to 2.00 litres per sq m.

17. Application

(a) First Coat. Spread the solution of PME with mineral powder (
if recommended) on cleaned surface by spraying machine and moping
with a specially designed mopper to ensure a uniform finish surface. In
first coat application 60 to 70% quantity may be consumed on account
of exhaustive penetration/consumption by the voids and cracks in the
surface. The surface should be left clear for minimum 4 to 6 hours for
drying the 1st coat.

(b) Second Coat. The same exercise is to be repeated for

application of the second coat. In second coat balance 30 to 40% of
PME may be consumed as finishing coat. After this coat the surface
should again be left clear for minimum 4 to 6 hours for final setting.

Contractual Clause /Requirements for the Civil wks Contracts Applying

for for Application of PME

18. Trial Patch A trial patch of PME should be applied to check its
consumption before initiating the work and preparing an estimate/rate
analysis. Refer para (7) above. Cost of trial patches is recommended to be
catered within the annual maintenance fund allotments of runway.

19. IS Standard PME may be a tailor made product based on site

conditions thus PME should be obtained from approved manufacturer to
ensure accurate specifications. Recommended desired properties to be
extracted from various IS & ASTM codes and suitably modified for RW is
attached at Appendix B for ease of application.
 Manufacturer will provide its approved applicators for
20. Applicators
application of PME. Work should prog only through auth applicators of
manufacturers. In case of non availability of applicators, the approval will be
obtained from E-in-C's Branch.
Application of PME should be carried out
21. Mechanical Spraying and mineral filler (if
mechanically to ensure homogeneous mixture of PME
recommended) and uniform application.
The firm must conduct friction test by British
22. Friction Test
pendulum method after application of final coat to measure its friction value
(ranging between 0.35 to 0.6) and ensure that friction parameter is not
disturbed. Station auth should be envolved during trials to decide the value
based on loading pattern.
The firm must conduct a sand patch test to check
23. Sand Patch Test
the Mean Texture Depth (MTD) of macrotexture of the runway surface.
Traditional method based test (ASTM E 965) may be refered.

MTD= 4 V/3.14 D2

Where —
D = Average Diameter Of Sand Patch Circle (Cm )

V = Volume Of Sand Used (Cm )

Two year warranty of material performance and
24. Warranty
application performance to be obtained from the authorized manufacturer of
MB after
PME. Measurement should only be finalized and recorded on
obtaining the warranty Certificate from the manufacturer. Warranty includes
the fact that the structure will remain water tight and no further cracks will be
formed, excluding damage caused by natural calamities. Permeability test
(ASTM D 2434) to be conducted on the surface prior and after to application
of treatment. Reduction of 50% permeability after one week of the treatment
is suggested to be taken as basic parameter for acceptance of the work done.

Understanding the urgency of rehabilitation of

25. Time Schedule
runway, the entire runway must be completed at the earliest from the date of
award of work. Stn/PMG has to play important role in judiciously spending on
maintainence funds on this treatment to keep surface air worthy through out
its desired life.

26. Tender Policy Eligibility criteria for the participants for tender shall
be contractor enlisted under category of Runways & Pavements or
manufacturer of the approved product and their registered applicator only.
This being a specialized nature of work, no other categories of Enlisted
Contractors is to be considered. Deviation on this could be taken from E-in-
C's Branch in case non-availability of contractors.
 Weather Parameters on Application

27. Local Temperature. In cold regions the application of PME must

be carried out when ambient runway surface temperature rises more than
10°C during the day time.

28. Rains The application of PME should be carried out on a clear day to
avoid mixing of rain water with the PME based emulsion. Thus the
applicators must wait for the rain to stop and runway should be clear and not
having any water stagnation to ensure 100% correct composition of PME.

Maintenance Schedule

29. The application of PME should be considered as part of the preventive

maintenance plan of the runways to ensure enhancement of life of runways
and consider resurfacing only in case of structural strength falling below the
permissible limit. The following maintenance policy should be adhered to for
keeping the runway serviceable at all times.

(a) Regular Runway Maintenance Once the runway has been

resurfaced/new runway has been put into action, it must be maintained
with the application of PME every two/three years after first year of
warranty has been completed. This will ensure that the life of the
runway is not restricted to the designed number of years, example —
ten years, rather extended. As stated earlier, the application of PME
every two/three years will ensure that the surface of the runway is not
adversely affected due to weather conditions like rain and snow and
that there is no ltd emergence of even minor cracks on the surface.

(b) Rapid Runway Maintenance As per the policy issued by the

Engineer-in-Chief, on runways where regular maintenance as indicated
above is yet to be implemented, PME should be applied at least one
month before the commencment of monsoon/snowfall or on the
occurrence of FOD/raveling and minor cracks on flexible or rigid
pavements. Programe of maint of pavement be deliberated with Stn
auth and incl in the Annual Maint pgme diligently.

Conclusion

30. Timely and appropriate maintenance of RW by application of PME not

only permits expensive aircraft to operate from them with a minimum risk but
also allows the longest possible functional design life of pavements. This will
also delay closures of RW for resurfacing, or reconstruction as far as possible.
Attention to maintenance during the life of a runway as a policy will reduce the
extent of resurfacing or reconstruction work which eventually becomes
necessary giving savings in both and time. Trials based application of PME as
per surface requirement will provide value for money spent by MES.
 Appendix A
(Refer Para of letter no-
95610/policy/ / dt
Mar 17)

REPRENTATIVE SPRAYING MACHINE FOR APPLICATION OF PME

Carbon Fiber Reinforced

Water Rejuvenator / Mineral Flexible Pipe & nozzle
Addition Filler Addition

PME Mixer Tank

Application

1. The spraying machine is designed to mix PME, water and mineral filler to
convert it into a fine homogeneous compound for application on the runway in most
scientific manner designed by the manufacturer. The technical details and
description is in the succeeding paragraphs.

2. Description. The machine runs silently and leaves no carbon footprint

thus it is eco friendly. The description of the spraying machine is as follows-

(a) PME - Rejuvenator Mixer tank capacity ranging from 600 litres to 1400
litres.
(b) Batch (PME - Rejuvenator and mineral filler) of capacity ranging from
450 litres to 1250 litres.
(c) Machine output per hour - 500 - 1000 Sqm per hour.

(d) Total connected pump power 10 HP - 20 HP.

(e) Water feeding system through 1 HP self priming moonset pump.
(f) Load cell based digital weighing system with digital display batch
controller.
(g) Gear Ring & Rollers are accurately machined with gear cutting
operation supported by heavy duty twin rollers to prepare homogeneous
mixtures.
(h) Microprocessor panel with digital control.
 Maximum Pressure - 4.0 Kg, Flow Capacity
3 Gear Pump Specifictions.
- 50 LPM, Pump Speed - 180 RPM and a 10 HP motor (minimum).

4. Carbon Fiber Reinforced Flexible Pipe(CFRP) for Final Spray of PME The
Pipe (Size 30mm dia) connects the spraying machine with spray nozzle assembly.
CFRPs are commonly used wherever high strength — to- weight ratio and rigidity is
required, such as viscous liquid i.e PME.

5. Specification For PME - Spray Nozzle Assembly

The following specification covers the general requirements regarding material,

design, fabrication and acceptance tests for Cold Emulsion spray nozzles supplied
along with couplings : -

(a) Codes and Standards (to be updated from time to time)

IS : 410

IS : 318

IS : 554

(b) Design Requirements for Nozzle

(i) The nozzle shall produce a 120 degree angle to ensure uniform
full cone spray pattern covering an area of about 3m diameter when
loactaed about 1 m away from the runway surface. High pressure
application is totally prohibited.

(ii) Variation in discharge rate with pressure varying fro 1.50 kg/ sq
cm to 6.0 kg/sq cm.

(iii) The nozzles shall be non — clogging type.

(iv) Inlet side of nozzle shall have tapered threads confirming to IS :

554.

(v) Efficacy of uniform spray and anticloging mechanism should be

trial evaluated before deploying the spray machine.
 Appendix B
(Refer Para of letter no-
95610/policy/ / dt
7
Mar 11
TEST PARAMETERS FOR PME

S No Test Specification

1. Viscosity, Saybolt Furol Seconds (SFS) @ 25°c 20 Min 100 max

2. Specific Gravity @ 15°C 0.93-0.99

3. 7 Day Settlement % 5.0% max

4. Polar Compounds % 12% min

5. Saturates, % 8% max

6. Maltenes, % (Calculated) 4% max

7. Penetration @ 25° C mm 40 min

8. Sieve Test % 0.2% max

9. PH 4-8

10. Saturate hydrocabns, S (5) 21-28

11. PC/S Ratio 0.6

12. Maltene Distributipn Ratio 0.3 - 0.6

13. Particle Charge Test Positive

14. Softening Point 60°C (Min)

15. ER of Residual 60% (Min)

Digitally signed by Col Rajat Baijal

Col Rajat DN: c=IN, st=Kashmir, o=E-IN-C'

Branch Army MOD
Room No - 160 Automation Cell

Baijal
EINC Branc, ou=nonnic-mail-
admin, cn=Col Rajat Baijal,
[email protected]
Date: 2017.07.10 13:00:09 +05'30'