Aviation View | Volume 2, Issue 1

125 AVIATION VIEW VOLUME 2, ISSUE 1 NORTHEAST PHI LADELPHI A A I RPORT here.” The last major infrastructure project was the rehabilitation of the main runway, as well as increasing the safety threshold on either end. This project came in at $34 million. Less than it could have cost because the Engineer (design team) developed an innovative way to make it work by keeping the existing aggregate on- site, mixing it with cement, and then using it as a foundation for a robust subgrade. The rehabilitated Runway 6-24 has 12 inches of cement treated subgrade and in some areas it is 22 inches under 11 inches of asphalt. Post construction, the Engineer performed a non- destructive testing commonly called as Heavy Weight Deflectometer (HWD) to determine the strength of the pavement, basically to validate the design. It achieved a PCN (Pavement Condition Number) of 80, higher than any runway even at Philadelphia International, which means they can land any aircraft developed on the PNE runway. There are no weight restrictions, however, there are certain aircraft which cannot land because of geometric restrictions. It was also cheaper and more environmentally friendly, using the recycled product while not having to truck as much waste away, thus reducing carbon footprints. “The designer of that project was Atkins North America,” says Brewer. “They will also be working with us on other projects coming up as they are the engineer of record for the airport, but they spearheaded this project and getting the State as well as the FAA to approve this process. When we began this was not the preferred method of construction by the FAA and we convinced them to let us try it and it was so successful that now it is the main approved method for airports.” “It is the passion of John, and Airport Managers like him, that drives Engineers like us to strive even harder and better… Complete Truth” commented Sanjay Chaudhury, Senior Project Manager for Atkins North America. “John’s