Jozef Grajek, M.Sc., P.E.

Joanna Grajek, PM

JJG „DO” Workshop

Airfield Flexible Pavement-Shear Stress

March, 2021

 The use of scientific and analytical methods as an aid to the development of improved methods 

of pavement design is to be very welcomed. Such studies and tests provide the basis for a structural 

design approach to the problem in manner suggested for airfield pavement.

In case of flexible airfield pavements, situation is very complex; near the surface 

tire contact loads areas are extremely important.

Aircraft, after starts its engines is a subject to time-varying loads. 

Taxiways and runways are not perfectly flat. They have “small alternating hills and valleys” 

and cause the vibratory motion of the aircraft.  Large aircraft to carry on the heavy weight 

usually are equipped with multi-wheel gears and during the rolling, breaking and turning 

individual tires are behaved differently.  Slowly mowing aircraft and turning at 90 degree taxiway

 to taxiway, holding bay to runway or 180 degree turning on runway most likely are more critical 

than on rapid exit. These corresponded factors may influence the results of shear stress near surface 

on asphalt pavements.

Additionally, we have to remember that the present knowledge of material behaviour under

 repeated aircraft loading indicates that failure conditions occur in all the layers, in asphalt 

most of the cracking is likely due to the high tensile strains; in unbounded granular base and 

sub-base layers de-compaction and share failure developed as a result of tension which this type 

of material cannot withstand.

THEORY and PRACTICE

Contents

THEORY and PRACTICE.. 1

PART CVIX   Joanna Grajek, December 2020. 1

Airport Development Projects -Programming. 1

Part I. Brief History of Pearson International Airport, Toronto. 1

PART II. PROJECT PROGRAMMING.. 2

Chapter One: Project Definition. 3

PART III- SELECTION OF ALTERNATIVES. 3

Chapter One: Runway  Designations. 4

Chapter Two: Modification of the  Option 10. 4

 PART CVIX   Joanna Grajek, December 2020

Airport Development Projects -Programming

 Part I. Brief History of Pearson International Airport, Toronto

"To provide for safe, environmentally sound, national transportation system consistent 

with a compettitive economy and the achievements of national goals”

The operative element is a “national transportation system”. Since Pearson International Airport is the major

 focal point for air transportation in Canada, the efficiency and effectiveness of the national system are influenced

 significantly by the quality of the facilities and services at this airport.

In 1929 Toronto had two airports, one aerodrome, and one seaplane port: De Lesseps Airport 

owned by Toronto Airport Ltd.; Leaside Airport owned by the Toronto Flying Club; DE Havilland Aerodrome 

owned by De Havilland Aircraft Co. of Canada Ltd., and Toronto Harbour, owner by the Harbour

 Commission(seaplanes).

Pearson Airport was established in 1938 as Malton Airport. Construction of airport was completed in September 1938,

 two paved runways (914mx46m) and grass landing strip, full lighting, weather reporting, and radio range. The first 

air terminal was in the Chapman farmhouse near the Six Line (now Airport Road). 

The first official landing at the new airport was on August 29, 1938, by an American Airlines DC-3.

As a result of A.V. Roe Ltd. having moved onto the airport site in 1945 for production of various jet aircraft, 

the first long runway (15-33) was added in 1957.

Facility improvements were undertaken through the 1950s and 1960s to match the steady increase 

in passengers and traffic per year. By the early 1960s, levels of activity had reached 200 flights per day 

and 2.25 million passengers per year. During this period, trans-oceanic service was inaugurated, and t

he airport’s name was changed to Toronto International Airport, Malton.

By 1962, the airport expanded to present size of 1,700 hectares, and new south parallel 

runway (06R-24L) was built. The first master plan for airport was released in 1967, and in August 1968 

expansion plans for the airport were announced. This master plan was not implemented as a result of opposition 

from area residents and municipalities.

Transport Canada subsequently produced a Malton Contingency Plan (1975), a second Master Plan (1982) 

and a Master Plan Update (1986)

 PART II. PROJECT PROGRAMMING

 Project approval process for Airside Development Project was initiated in December 1991.

The significant issues which have consistently restrained the project progress, 

but are mandatory in the project decision path, are:

Environmental Class Assessments and Panels Recommendations,

Funding Mechanism,

Airlines and other users’ agreement on scope, timing, and cost of the projects,

Project Management Process.

Chapter One: Project Definition

 The project proposal is to develop the airside facilities airport to meet the forecast 

demand for the medium and long term by constructing:

Three additional runways

New Control Tower with ATC Facilities

(134 aircraft in Automatic Control Transfer and 114 vin sub-ACT.)

Modified and Expanded Aviation Navigation System Facilities

Selected Taxiways

Airside Access Roads

Utilities 

Transport Canada was responsible for implementation and was accountable 

for the delivery of the project within the cost, scope, procedures, and time as planned.

PART III- SELECTION OF ALTERNATIVES

The operative element is a “national transportation system”. Since Pearson International Airport is the major

focal point for air transportation in Canada, the efficiency and effectiveness of the national system are influenced

significantly by the quality of the facilities and services at this airport.

The following alternatives were considered:

No Action

Modal Shifts

Productivity Improvements

Pricing Mechanism

Traffic Diversion

Two-Airport System

Replacement of Airport

Addition of One Runway at Pearson Airport

Addition of Two Runways at Pearson Airport

Addition of Three Runways at Pearson Airport

After options evaluations and screening process Alternative 10 was selected for Airside Development Project.

 Chapter One: Runway Designations

 The new runway system at Pearson International Airport required re-designation of the existing runways as follow:

Existing east west Runway 06R-24L became Runway 06L-24R

The new parallel Runway was designated as Runway 06R-24L

Existing Runway east -west 06L-24R was re-designated as Runway 05L-23R

Existing Runway 15-33 was named Runway 15L-33R

New north-south Runway was named Runway 15R-33L.

Chapter Two: Modification of the Option 10

During the above process Transport Canada modified the alignment of Runway 06R-24L. 

The proposal was to move the option from a 335 metre (1100 ft) offset from Runway 06L-24R to 305 metres (100ft) offset.

The purpose of this modification was to increase the runway length.

 The 305 metres (1000ft) offset proposal also imposed changes on proposed taxiway system.

The 335 m offset for Runway 06R-25L provided for parallel taxiway between the two runways which could be used with some restrictions to store and manoeuvre arriving aircraft prior to crossing 06L-24R to the terminal aprons.

 With the proposed 305 m offset a parallel taxiway could not be accommodated.

 Parallel taxiway was removed from the final option and replaced with number of exits. 

Finally, this modified option was adopted by authorities and went to the further design and construction.

THEORY and PRACTICE,August 2020

 PART 515 COLD REGIONS ,ARCTIC

Abstract 2021 ASCE  RCOP ICCRE Conference

Jozef Grajek, P.Eng.,MASCE,Author                                                                                                                              Principal Consultant /Senior Airport Engineer                                                                                                        EJG Aviation, jgrajek@ejgaviation.com

 Joanna Grajek ,Co-Author,Vice-President                                                                                                                                    EJG Aviation, jgrajek@ejgaviation.com

“Airfield Pavements Performance in Arctic Conditions".

ABSTRACT

Many States continue to be interested in Arctic region to advance its leadership, economic agenda and substantial investments.” Aviation is working backwards; airports and airfield pavements must be prepared in advance.” The development of various kinds of modern technology, like of composite layered materials, prefabricated panels become more and more important. This makes a strong need for simplified but reliable models of systems in order to improve the safety of aircraft operations. The main criteria to be satisfied in the design and construction of airfield pavements are generally those of ensuring that pavement is strong enough to support all type of loads imposed by the aircraft and all other loads without deforming surface and satisfy structural integrity. This paper describes three cases of heavy aircraft loads on runway during the landing and takeoff operations at permanent, seasonal and temporary aerodromes. Two types of prefabricated airfield pavement structure are considered for engineering applications. As a result of the Arctic geographic locations the possible sites are under continuous permafrost. Daily and seasonal changes in temperature have been analysed. Mathematical/Numerical model solution presented including special case of impact of the aircraft wheel on the surface caused by vertical unevenness.

Key Words: Airfield, Arctic Runway

THEORY AND PRACTICE PART 511 August 27,2020

Joanna and Jozef Grajek, www.ejgaviation.com

18 Years Performance Concrete Overlay

18 years Performance Exposed Concrete

18 Years Performance Pavement  Monitoring

Further to discussion and previous papers, the following is to 

provide you with more details of  The Pilot Project , Unbonded

Concrete Overlay, Full Depth Concrete Road and Monitoring.

Pavement Monitoring:

During construction strain gauges to measure load distribution and transfers

were installed. This work required special ducts construction, wiring 

for the individual sensors, sensors set up, construction of secured central box 

for digital panels,  solar power supply system and phone monitoring system.

Construction was performed from June 27, 2003 t0 August 4, 2003.

To be continued

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THEORY and PRACTICE PART 310,August 2020 

Joanna and Jozef Grajek, www.ejgaviation.com

SOIL IS THE FOUNDATION

SUBGRADE

BASE 

SUBBASE

MATERIALS, GRANULARS

DESIGN INPUT

PERMAFROST

AIRPORT SPECIFICATIONS

Written by Jozef Grajek,P.Eng., 2018 ,Washington DC.

"Without exaggeration it can be argued that of all buildings the most 

connected to soil are roads and airfield pavements, because the foundation 

of roads is always soil, intermediate layer transferring external forces to 

the foundation almost always there is a soil and often the soil is also

 material and surface. Despite such repeated use of soil in road and 

airfield pavements construction, we are still facing problems which

 we are trying to solve through engineering practice and scientific research."

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