Conventional versus Modified Asphalts
Asphalt modification usually involves the dispersion of different polymers within the neat asphalt (bitumen). ECOPATH engineering places a high importance on the identification of compatible asphalt-polymer blends to ensure that the optimum properties are achieved at the most competitive price.
Asphalt modification usually involves the dispersion of different polymers within the neat asphalt (bitumen). ECOPATH engineering places a high importance on the identification of compatible asphalt-polymer blends to ensure that the optimum properties are achieved at the most competitive price.
Asphalt Rubber
Asphalt rubber (AR) (usually called ground tire rubber (GTR) modified asphalt or crumb rubber modified (CRM) asphalt ) originally was designed to fall under the specifications of ASTM D6114 - 97(2002). This type of modified asphalt is consistent with traditional asphalt rubber where a crumb rubber concentration by total weight is necessary. This type of modified asphalt binder has been shown to exhibit excellent properties with regards to safety, noise reduction, and field performance.
Typical asphalt rubber blending plant site
Asphalt Rubber versus Asphalt Rubber
Are all asphalt rubber binders created alike? The correct answer is definitely no!
At ECOPATH we know the importance of both raw ingredients and the processes behind the development of a successful asphalt rubber binder. Due to our experience in the field we have come across a number of state specifications requiring various additives, crumb rubber types, reaction times, crumb rubber gradations and reaction procedures.
At ECOPATH we know the importance of both raw ingredients and the processes behind the development of a successful asphalt rubber binder. Due to our experience in the field we have come across a number of state specifications requiring various additives, crumb rubber types, reaction times, crumb rubber gradations and reaction procedures.
Benefits of Asphalt Rubber
FAQs on Asphalt Rubber
EVA Modified Asphalts
In many asphaltic compositions it is particularly desirable to have a high degree of flexibility combined with toughness and durability. High ductility is especially desirable for meeting the specifications demanded in industrial asphalts used in materials such as roofing shingles, built-up roofs, canal linings, pipe coatings, etc. Additionally, because of the temperature stress to which these asphalts may be subjected, it is desirable to have an asphalt which can withstand low temperatures over time without developing significant brittleness and not flow at high temperatures. The parameters of these conditions may also be expressed as the well known physical properties of asphalt: viscosity, penetration and softening point.
Elvaloy Modified Asphalts
Ethylene polymers are characterized by a low polarity and low reactivity plastomers. They are like waxes in this respect, having a low dielectric constant and being soluble in hot oils, hot wax and hot hydrocarbons. They also are well known to be inert. For some uses it is desirable to modify the ethylene polymers to make them flexible, to impart more polarity to the polymers, and to be able to use them in reaction with other resins.
Hybrid binders
PPA Modified Asphalts
SBS Modified Asphalts
The basic process used to modify asphalt cement with polymers (primarily SBS polymer) is to introduce both liquid asphalt cement and polymer pellets into a heated mixing (or wetting) tank, where they are mixed and the polymer is softened.
The profits of pavement elastic are equivalent to the regale witnessed prior by the cement industry with the coming of substance and mineral admixtures. Modifiers permit the architect to alter the irrevocable item (the pavement) with particular display parameters in brain. Emulating years of examination at both university and federal labs, the lands by which safer, quieter, smoother, and longer continuing on asphalts are made have been distinguished.
Crumb rubber modified asphalt is generally produced by three methods:
The dry method is the introduction of un-reacted crumb rubber during the mixing of the asphalt cement and rock aggregate at the Hot Mix Asphalt (HMA) plant. The terminal blend is produced at the asphalt cement terminal, where a low weight percentage (typically 2%-5%) of crumb rubber is blended with the oil for delivery by conventional tank trucks to the hot mix asphalt plants. Both of these processes are referred to as rubberized asphalt.
By far the greatest performance benefits are realized with the wet method wherein crumb rubber is mixed with asphalt cement in a specialized blending system and allowed to react with the asphalt cement, then mixing the modified asphalt cement binder with the aggregate. The weight percentage is generally in the 18%-22% range and results in a much higher viscosity, allowing the binder to form a superior film around the rock aggregate, and added resilience, among other benefits. When produced with the wet method with rubber content in excess of 15%, the product is referred to as AR.
AR Technology Benefits
AR can be applied as a sprayed-on “chipseal”, as a stress absorbing membrane between paving layers, or as a surface friction course pavement. There are numerous documented cases of roads using AR technology lasting 10-18 years. Benefits of this technology include:
Safe Pavements
Research has shown that safe pavements are dependent on the friction present between tire and pavement, and also on driver visibility. One solution that the asphalt industry has developed to improve these properties are permeable or open graded friction courses. These pavements enhance safety by allowing the water to drain through the wearing course; this promotes a more rapid removal of the storm water from the pavement surface and thus reduces the risk of hydroplaning.
Figure 2: AR PFC accident data for FM 1431 (TXDOT)
These findings provide evidence suggesting that rapid removal of storm water from the roadway surface provides a safer pavement. In addition to this phenomenon, the removal of storm water from the surface also provides the additional benefit of reduced splash and spray, and therefore increased visibility. As seen in the previously mentioned TXDOT study, Figure 3 provides an indication of the increased visibility AR permeable friction courses provide on rainy days.
Figure 3: Asphalt rubber permeable friction course on CRCP on IH 35 San Antonio (Photograph courtesy of TXDOT)
Quiet Pavements
Focusing on the pavement for noise reduction purposes tends to be more effective as studies have shown that the majority of noise produced from a highway is due to the tire/pavement interaction rather than the noise generated by aerodynamic and power train noise (Figure 2).
Figure 4: Pavement noise contributions by source.
These findings suggest that if tangible noise reductions are to be achieved, then significant advances are necessary in the field of pavement design. Arizona has witnessed significant improvements in the field of noise reductions. Following years of success in implementing AR pavements, ADOT has also had favorable results in noise emissions using rubberized asphalt. Studies have shown that the use of rubberized asphalt, in certain applications, produces higher quality pavements with reduced noise emissions.
REDUCING NOISE AT THE SOURCEAs mentioned previously, one of the principal methods by which significant noise reduction may be achieved is by reducing the amount of noise from the source. Amundsen and Klaeboe (2005) report that possible methods of reducing noise include:
REDUCED NOISE PAVEMENT PRINCIPLES
The mechanisms by which noise is generated in the tire/pavement interaction vary, and will also be dependent on the match between tire characteristics and pavement properties. However, in general the pavement-noise generation relationships presented in Table 3 have been proven valid.
ASPHALT RUBBER AND NOISE REDUCTION
The process of blending ground recycled tires into asphalt binder has been growing in popularity in the US since its initial development in the 1960s. Today, interest is particularly high as it presents an environmentally friendly approach to road construction. Studies have confirmed its applicability for conventional polymer modified asphalt purposes; however, more and more studies are also indicating that this material can successfully be used for the construction of quiet pavements as well.
The use of AR for noise mitigation purposes becomes apparent when examining Table 3. The research has shown that elasticity, porosity, and smoothness all play a role in determining the quietness of a pavement. AR has an excellent track record with regard to these properties, and is therefore considered an excellent material for noise reduction purposes.
Elasticity
A common issue with many pavements is loss of elasticity or resilience of the asphalt through oxidation due to exposure to the elements. This phenomenon tends to adversely affect the asphalt pavement; as temperatures fluctuate, repeated stresses occur in the asphalt due to expansions and contractions of the material, thus causing cracks to appear. As seen in Figure 4, even after 16 years of field life, the asphalt pavement which had previously been prone to cracking exhibited much better properties following the rubberized asphalt overlay.
(a) (b)
Figure 4: Highway 395 in California (a) before and (b) rubberized asphalt inter (SAMI) and overlay after 16 years performance.
PorosityOne of the main uses of rubberized asphalt to date has been its application in rubber modified open graded friction courses (R-M OGFC). This type of pavement is typically used as an overlay and will exhibit a higher amount of air voids than conventional dense graded mixes. AR is a popular choice for such applications as it prevents draindown of the binder and permits the necessary levels of adhesions and mix stability to be achieved (ARTS, 2003).
States such as Arizona, California, Florida, Rhode Island, South Carolina, and Texas have all successfully used rubberized asphalt in OGFC applications. One of the main areas in which rubberized asphalt has been used the most has been for porous paving designs.
Smoothness
Smoothness of asphalt pavements is often a function of the number of distresses present on the riding surface. Distresses may include:
Cost Effective PavementsAR pavements have proven cost effective in light of their ability to allow engineers to used thinner asphalt lifts. Following years of research Caltrans developed guidelines for thinner asphalt pavements lifts using AR pavements; these pavements permitted up to 50% reductions in thickness when compared to conventional pavements. Such experiences have led many to believe that with regards to fatigue, thin asphalt rubber overlays perform better than conventional dense graded overlays with unmodified binders. The cost savings associated with such reductions are numerous, specifically in times when asphalt prices are high and inconsistent.
Life cycle analysis has also been used to measure the cost effectiveness of AR. Studies at both Oregon State University and University of Nevada Reno have found that AR is more cost effective than conventional asphalt. The advantages of AR lie in the significant reductions in maintenance rehabilitation necessary when dealing with AR.
AR is defined by the American Society for Testing Materials (ASTM) D8-88 as:
"A blend of asphalt cement, reclaimed tires and certain additives in which the rubber component is at least 15% by weight of the total blend and has reacted in the hot asphalt cement to cause the swelling of rubber particles."
"A blend of asphalt cement, reclaimed tires and certain additives in which the rubber component is at least 15% by weight of the total blend and has reacted in the hot asphalt cement to cause the swelling of rubber particles."
Crumb rubber modified asphalt is generally produced by three methods:
- Dry method,
- Terminal blend
- Wet method
The dry method is the introduction of un-reacted crumb rubber during the mixing of the asphalt cement and rock aggregate at the Hot Mix Asphalt (HMA) plant. The terminal blend is produced at the asphalt cement terminal, where a low weight percentage (typically 2%-5%) of crumb rubber is blended with the oil for delivery by conventional tank trucks to the hot mix asphalt plants. Both of these processes are referred to as rubberized asphalt.
By far the greatest performance benefits are realized with the wet method wherein crumb rubber is mixed with asphalt cement in a specialized blending system and allowed to react with the asphalt cement, then mixing the modified asphalt cement binder with the aggregate. The weight percentage is generally in the 18%-22% range and results in a much higher viscosity, allowing the binder to form a superior film around the rock aggregate, and added resilience, among other benefits. When produced with the wet method with rubber content in excess of 15%, the product is referred to as AR.
AR Technology Benefits
AR can be applied as a sprayed-on “chipseal”, as a stress absorbing membrane between paving layers, or as a surface friction course pavement. There are numerous documented cases of roads using AR technology lasting 10-18 years. Benefits of this technology include:
- Safety
- Significant reduction of traffic noise in urban areas
- Improved surface water drainage, reducing safety hazards of hydroplaning and visual impairing water spray
- Potentially major cost savings through elimination of sound barriers
- Reduction of maintenance costs through improved crack resistance
- Conserves natural resources (friction course can be reduced in thickness, conserving aggregate and asphalt cement)
- Can save initial capital construction costs through cost-effective alternative to road construction
- Improved road structural stability by preventing moisture penetration into road foundation
- Elimination of waste tires through productive recycling
Safe Pavements
Research has shown that safe pavements are dependent on the friction present between tire and pavement, and also on driver visibility. One solution that the asphalt industry has developed to improve these properties are permeable or open graded friction courses. These pavements enhance safety by allowing the water to drain through the wearing course; this promotes a more rapid removal of the storm water from the pavement surface and thus reduces the risk of hydroplaning.
The design of such pavements requires an open graded aggregate blend and a modified binder with a high viscosity to reduce the effect of draindown. Draindown is the phenomenon by which heated asphalt drips off the aggregate due to the absence of fine aggregate in open graded mixes. This problem is overcome through the addition of fibers in the mix to absorb some of the binder, but also through the use of modified asphalts which exhibit much greater viscosities at elevated temperatures.
Asphalt rubber has a long history of use in open graded mixes. Due to the high viscosities associated with AR it is a natural choice for these pavements. The motives for using asphalt rubber are not confined to high viscosities though; the elastic tendencies of asphalt rubber and decreased temperature susceptibility mean that this type of binder is ideally suited for open graded mixes in both warm and cool climates. Warm climates present the challenge of increased rutting susceptibility due to the softening of the asphalt binder, while cool climates cause the asphalt to become brittle and fracture. For these reasons it is necessary to incorporate an appropriate “glue” to the open graded mix to ensure that it is held together.
The benefits of AR permeable friction courses have been documented in Texas where pioneering work into the field evaluation of pavement safety was undertaken. In one study conducted by TXDOT, an existing CRCP was overlaid with a 1.5 inch AR permeable friction course overlay. The resulting benefits of this work included:
The benefits of AR permeable friction courses have been documented in Texas where pioneering work into the field evaluation of pavement safety was undertaken. In one study conducted by TXDOT, an existing CRCP was overlaid with a 1.5 inch AR permeable friction course overlay. The resulting benefits of this work included:
- Improved ride quality over the existing CRCP of 61%
- Increase in excess of 200% for skid resistance
- Significant reduction in major accidents
Figure 2: AR PFC accident data for FM 1431 (TXDOT)
These findings provide evidence suggesting that rapid removal of storm water from the roadway surface provides a safer pavement. In addition to this phenomenon, the removal of storm water from the surface also provides the additional benefit of reduced splash and spray, and therefore increased visibility. As seen in the previously mentioned TXDOT study, Figure 3 provides an indication of the increased visibility AR permeable friction courses provide on rainy days.
Figure 3: Asphalt rubber permeable friction course on CRCP on IH 35 San Antonio (Photograph courtesy of TXDOT)
Quiet Pavements
Focusing on the pavement for noise reduction purposes tends to be more effective as studies have shown that the majority of noise produced from a highway is due to the tire/pavement interaction rather than the noise generated by aerodynamic and power train noise (Figure 2).
Figure 4: Pavement noise contributions by source.
These findings suggest that if tangible noise reductions are to be achieved, then significant advances are necessary in the field of pavement design. Arizona has witnessed significant improvements in the field of noise reductions. Following years of success in implementing AR pavements, ADOT has also had favorable results in noise emissions using rubberized asphalt. Studies have shown that the use of rubberized asphalt, in certain applications, produces higher quality pavements with reduced noise emissions.
REDUCING NOISE AT THE SOURCEAs mentioned previously, one of the principal methods by which significant noise reduction may be achieved is by reducing the amount of noise from the source. Amundsen and Klaeboe (2005) report that possible methods of reducing noise include:
- Noise reduction due to speed reductions
- Low noise road surfaces
- Reducing noise from vehicles
- Reducing noise from tires
REDUCED NOISE PAVEMENT PRINCIPLES
The mechanisms by which noise is generated in the tire/pavement interaction vary, and will also be dependent on the match between tire characteristics and pavement properties. However, in general the pavement-noise generation relationships presented in Table 3 have been proven valid.
Table 3: Effect of pavement properties on noise emissions.
Pavement Property | Effect on Noise Emissions |
Smoothness | Smooth surfaces are quieter than rough surfaces |
Porosity | Porous surfaces are quieter than non-porous surfaces |
Elasticity | Elastic surfaces are quieter than non-elastic surfaces |
ASPHALT RUBBER AND NOISE REDUCTION
The process of blending ground recycled tires into asphalt binder has been growing in popularity in the US since its initial development in the 1960s. Today, interest is particularly high as it presents an environmentally friendly approach to road construction. Studies have confirmed its applicability for conventional polymer modified asphalt purposes; however, more and more studies are also indicating that this material can successfully be used for the construction of quiet pavements as well.
The use of AR for noise mitigation purposes becomes apparent when examining Table 3. The research has shown that elasticity, porosity, and smoothness all play a role in determining the quietness of a pavement. AR has an excellent track record with regard to these properties, and is therefore considered an excellent material for noise reduction purposes.
Elasticity
A common issue with many pavements is loss of elasticity or resilience of the asphalt through oxidation due to exposure to the elements. This phenomenon tends to adversely affect the asphalt pavement; as temperatures fluctuate, repeated stresses occur in the asphalt due to expansions and contractions of the material, thus causing cracks to appear. As seen in Figure 4, even after 16 years of field life, the asphalt pavement which had previously been prone to cracking exhibited much better properties following the rubberized asphalt overlay.
(a) (b)
Figure 4: Highway 395 in California (a) before and (b) rubberized asphalt inter (SAMI) and overlay after 16 years performance.
PorosityOne of the main uses of rubberized asphalt to date has been its application in rubber modified open graded friction courses (R-M OGFC). This type of pavement is typically used as an overlay and will exhibit a higher amount of air voids than conventional dense graded mixes. AR is a popular choice for such applications as it prevents draindown of the binder and permits the necessary levels of adhesions and mix stability to be achieved (ARTS, 2003).
States such as Arizona, California, Florida, Rhode Island, South Carolina, and Texas have all successfully used rubberized asphalt in OGFC applications. One of the main areas in which rubberized asphalt has been used the most has been for porous paving designs.
Smoothness
Smoothness of asphalt pavements is often a function of the number of distresses present on the riding surface. Distresses may include:
- Reflective cracking,
- Longitudinal cracking,
- Thermal cracking, and
- Permanent deformation.
As the occurrence of these pavement failures increases, so too does the amount of noise generated. The addition of crumb rubber to asphalt binder has been documented to improve the pavement’s resistance to the surface distresses mentioned above. Therefore, as rubberized asphalt is generally less susceptible to pavement failures, it provides a smoother ride and, consequently, also a quieter pavement.
Durable PavementsTesting conducted at the FHWA accelerated loading facility (ALF) concluded that AR compares favorably compared with other modified asphalt pavements. The study was conducted in an effort to refine the Superpave binder system for modified binders as well and specifically for developing field performance data on hot mix asphalt mixtures with modified asphalt binder. As seen in Figure 5, the asphalt rubber pavement section was the most crack resistant.
Durable PavementsTesting conducted at the FHWA accelerated loading facility (ALF) concluded that AR compares favorably compared with other modified asphalt pavements. The study was conducted in an effort to refine the Superpave binder system for modified binders as well and specifically for developing field performance data on hot mix asphalt mixtures with modified asphalt binder. As seen in Figure 5, the asphalt rubber pavement section was the most crack resistant.
Figure 5: FHWA/ALF test results from TPF-5(019) ALF status reportThe photographs in Figure 6 are taken from the ALF loading facility and provide a visual account of the performance of asphalt rubber.
(a) (b) (c) (d)
Figure 6: Photographs from ALF loading facilities of (a) conventional asphalt after 100,000 loads, (b) terminal blend after 100,000 loads, (c) SBS modified binder after 300,000 loads, and (d) asphalt rubber after 300,000 load passes.
(a) (b) (c) (d)
Figure 6: Photographs from ALF loading facilities of (a) conventional asphalt after 100,000 loads, (b) terminal blend after 100,000 loads, (c) SBS modified binder after 300,000 loads, and (d) asphalt rubber after 300,000 load passes.
Cost Effective PavementsAR pavements have proven cost effective in light of their ability to allow engineers to used thinner asphalt lifts. Following years of research Caltrans developed guidelines for thinner asphalt pavements lifts using AR pavements; these pavements permitted up to 50% reductions in thickness when compared to conventional pavements. Such experiences have led many to believe that with regards to fatigue, thin asphalt rubber overlays perform better than conventional dense graded overlays with unmodified binders. The cost savings associated with such reductions are numerous, specifically in times when asphalt prices are high and inconsistent.
Life cycle analysis has also been used to measure the cost effectiveness of AR. Studies at both Oregon State University and University of Nevada Reno have found that AR is more cost effective than conventional asphalt. The advantages of AR lie in the significant reductions in maintenance rehabilitation necessary when dealing with AR.
Cross breed folios (e.g. SBS-piece elastic frameworks) have come to be more well known in the past couple of years as researchers have built the profits of mixing these several modifiers. Utilizing this innovation it is conceivable to carry as a single unit a large number of the focal point of the diverse polymers utilized. Particularly, by utilizing CRM-SBS folios fantastic consequences have been actualized in upgraded exhibition with upgraded space stability.
Likewise concerning clearing lands, terminal mixes have been quite mainstream in chip seal provisions and have confirmed to be a budgetary elective to totally displacing the asphalt. The presentation of CRM-SBS altered fasteners speaks for a development in the changed pavement industry and is broadly thought to be the fate of the PMAs.
Likewise concerning clearing lands, terminal mixes have been quite mainstream in chip seal provisions and have confirmed to be a budgetary elective to totally displacing the asphalt. The presentation of CRM-SBS altered fasteners speaks for a development in the changed pavement industry and is broadly thought to be the fate of the PMAs.
PPA Modified Asphalt
Concentrates on have indicated that PG review of the black-top folio will usually build with the augmentation of PPA. This build has been credited to the solidifying of one of the several principle stages in the pavement. This inquiry showed that the solidifying impacts were base cover ward. Notwithstanding, the emulating mechanisms were suggested to demonstrate the hardening of the PPA altered pavement: creation of PPA aducts, alkylation of aromatics, cross interfacing of neighboring pavement fragments, development of ionic groups and the cyclization of alkyl aromatics.
Furthermore, it has been suggested that the addition of PPA to asphalt contributes to more interactions within the asphaltenes network, thus increasing the elastic behaviour. This occurs through the increases in the complex modulus values (G*) and decreases in the phase angle (d). Typically the amount of PPA added to asphalt binder is between 0.5 -1.5%, resulting in a PG grade increase of the asphalt binder.
Additional benefits of PPA modification include its suitability for use with other polymers. Studies have shown that PPA can successfully substitute for partial quantities of SBS. Thus, it provides economical solutions for reaching desired performance grades.
AL-ASMAUL HUSNA
Nas-aluka
Nas - Aluka Yaa Man Huwallahulladzii Laa Ilaaha Illaahu
Awarrohmaanur Rohimul
Almalikul Qudduusus Salaamul Mu'minul Muhaiminul 'Aziizul Jabbaar –
Almutakabbirul Khooliqulbaariul Mushowirul Ghoffar
Walqohharul Wahaabur Rozzaaqul Fattaahul 'Aliim –
Alqoobidhul Baasithul Khoofidhur Alroofi'ul Mu'izzul Mudhillus Samii'ul Bashiirul Hakamul'adl –
Allathiiful Khobiir –
Alhaliimul 'Adhim –
Alghofurus Syakuur –
Al'aliyul Kabiirul Hafiidhul Muqiit –
Alhasiibul Jaliil Al Kariimur Roqiibul Mujiibul Waa Si'ul Hakiimul Waduudul Majiidul Baa'itsus Syahid –
Alhaqqulwakiil –
Alqowiyul Matiin –
Alwaliyul Hamiid –
Almuhshil Mubdiul Mu'iid –
Almuhyil Mumiitul Hayyul Qoyyum –
Alwaajidul Maajidul Waahidus Shomadul Qoodirul Muqtadirul Muqoddimul Muakh Khirul Awwalul Akhiir –
Addhoohirul Baatinul Waalil Muta'al Bar Ruttawwaaabul Muntaqimul 'Afuwwur Roufum Maalikul Mulki Dzul Jalaali Qal Ikroom –
Almuqsitul Al Jaami'ul Ghoniyul Mughnil Maani'ud Dhoor Runnaafi'un Nuurul Haadii Badii'ul Baaqii –
Alwaaritsur rosyiidus Shobuurulladzi ladza kamits lihi Syaiun Wawas Samii'ul Bashiir –
Alloohumma Solli Afdhollas Sholati'alaa As'adi MAkhluuqoo Tika Sayyidinaa Muhammadiwa'alaa alihii
Washohbihii wasallim 'Adada Ma'luu Maatika Wamidaa Dzakalimaa Tika Kullamaa
Dzakaro Kad Dzaakiruuna Waghofala 'An Dzikrihil Ghoofiluun.
Nas - Aluka Yaa Man Huwallahulladzii Laa Ilaaha Illaahu
Awarrohmaanur Rohimul
Almalikul Qudduusus Salaamul Mu'minul Muhaiminul 'Aziizul Jabbaar –
Almutakabbirul Khooliqulbaariul Mushowirul Ghoffar
Walqohharul Wahaabur Rozzaaqul Fattaahul 'Aliim –
Alqoobidhul Baasithul Khoofidhur Alroofi'ul Mu'izzul Mudhillus Samii'ul Bashiirul Hakamul'adl –
Allathiiful Khobiir –
Alhaliimul 'Adhim –
Alghofurus Syakuur –
Al'aliyul Kabiirul Hafiidhul Muqiit –
Alhasiibul Jaliil Al Kariimur Roqiibul Mujiibul Waa Si'ul Hakiimul Waduudul Majiidul Baa'itsus Syahid –
Alhaqqulwakiil –
Alqowiyul Matiin –
Alwaliyul Hamiid –
Almuhshil Mubdiul Mu'iid –
Almuhyil Mumiitul Hayyul Qoyyum –
Alwaajidul Maajidul Waahidus Shomadul Qoodirul Muqtadirul Muqoddimul Muakh Khirul Awwalul Akhiir –
Addhoohirul Baatinul Waalil Muta'al Bar Ruttawwaaabul Muntaqimul 'Afuwwur Roufum Maalikul Mulki Dzul Jalaali Qal Ikroom –
Almuqsitul Al Jaami'ul Ghoniyul Mughnil Maani'ud Dhoor Runnaafi'un Nuurul Haadii Badii'ul Baaqii –
Alwaaritsur rosyiidus Shobuurulladzi ladza kamits lihi Syaiun Wawas Samii'ul Bashiir –
Alloohumma Solli Afdhollas Sholati'alaa As'adi MAkhluuqoo Tika Sayyidinaa Muhammadiwa'alaa alihii
Washohbihii wasallim 'Adada Ma'luu Maatika Wamidaa Dzakalimaa Tika Kullamaa
Dzakaro Kad Dzaakiruuna Waghofala 'An Dzikrihil Ghoofiluun.
PHASE 1 (1998 - 2003)
Scheduled to be completed in 1998 and to be operational in June 1998. Phase 1 calls for the construction of facilities to handle 25 million passengers (about 80 flights per hour) and 1.2 million tonnes of cargo per annum. The major facilities to be constructed include
- Two 2.5-mile parallel runways (4000m x 60m)
- A mega terminal building with a satellite - 83 aircraft stands (contact and remote)
Sixty contact piers, 20 remote parking bays with 80 aircraft parking positions, one mega terminal, one satellite, two runways and other facilities will be made available to accommodate a throughput of 25 million passengers per annum.
The runways will be on a staggered configuration 2535m apart to allow for simultaneous operation. The runways will be equipped with Category II navigational and lighting aids and will be complemented by a taxiway system for the efficient and expeditious flow of aircraft on the ground.
The terminal building, designated to allow for its expansion for the next two phases. All domestic, Singapore and mixed flights will be served from a pier connected to the main terminal, while all other international flights will be served by a four-armed satellite building located in the main parking apron. An automated people-mover shuttle system will link the terminal and the satellite building. This system is designed for a maximum waiting time of five minutes.
PHASE 2 (2003 - 2008)
To handle 35 million passengers per annum by 2008.
PHASE 3 (2008 & beyond)
Further expansion of the airport to handle 45 million passengers per annum by 2012.
There is sufficient land and capacity to develop facilities to handle up to 100 million passengers a year, four runways by the year 2020 and two mega-terminals, each with two linked satellite buildings.
Once all three phases are developed, the airport's backyard will include hiking trails for jet-lagged travelers, golf courses, a theme park, a shopping center, hotels, a wetlands nature preserve, and a track to host the 1999 Formula-One motorbike racing championship.
For hi-tech motor enthusiasts a Formula One Race Track is being constructed and the first race is scheduled for 1999. The track will cater for an array of other activities throughout the year including four wheel track, go kart and rally racing. There will also be facilities for advanced driving skills.
HISTORY OF KLIA - A CHRONOLOGY OF EVENTS
1933
An Imperial Airways' Armstrong Whitley Atlanta aircraft 'Aurora', which landed at Sungai Besi Airfield, Kuala Lumpur, was probably the first commercial aircraft of an international service to use the aerodrome. The Sungai Besi Airfield (originally an old tin tailing mine covered by grass) was one of the two airstrips located in Selangor, the other being at Port Sweetenham (now Port Klang).
An Imperial Airways' Armstrong Whitley Atlanta aircraft 'Aurora', which landed at Sungai Besi Airfield, Kuala Lumpur, was probably the first commercial aircraft of an international service to use the aerodrome. The Sungai Besi Airfield (originally an old tin tailing mine covered by grass) was one of the two airstrips located in Selangor, the other being at Port Sweetenham (now Port Klang).
1936
Improvement of the Sungai Besi Airfield which was commissioned as an all-purpose landing ground, ".... a conditioned area 600 yards by 800 yards oriented approximately North East-South West " and was licensed for light and medium aircraft "up to a gross weight of 5,500 lbs."
Improvement of the Sungai Besi Airfield which was commissioned as an all-purpose landing ground, ".... a conditioned area 600 yards by 800 yards oriented approximately North East-South West " and was licensed for light and medium aircraft "up to a gross weight of 5,500 lbs."
1 Aug 1948
Expansion of the Kuala Lumpur Airport at Sungai Besi.
Expansion of the Kuala Lumpur Airport at Sungai Besi.
(The Terminal building was for many years an atap shed. Communications equipment were unreliable and often aircraft landed without traffic control! Biggest aircraft used then was DC-3).
Kuala Lumpur International Airport (1948) at Sungai Besi
Late 1959
Proposal to construct the Kuala Lumpur International Airport at Subang mooted.
Proposal to construct the Kuala Lumpur International Airport at Subang mooted.
30 Aug 1965
Official opening of the RM52 million Kuala Lumpur International Airport at Subang by Duli Yang Maha Mulia Seri Paduka Baginda Yang Dipertuan Agong, Tuanku Syed Putra Ibni al Marhum Syed Hassan Jamalullail.
Official opening of the RM52 million Kuala Lumpur International Airport at Subang by Duli Yang Maha Mulia Seri Paduka Baginda Yang Dipertuan Agong, Tuanku Syed Putra Ibni al Marhum Syed Hassan Jamalullail.
Kuala Lumpur International Airport (1965) at Subang
1976
Introduction of Primary Radar for air traffic control in Kuala Lumpur.
Introduction of Primary Radar for air traffic control in Kuala Lumpur.
3 Apr 1982
Launching ceremony for the first MAS B747 at Terminal 2, Subang-Kuala Lumpur by the Prime Minister.
Launching ceremony for the first MAS B747 at Terminal 2, Subang-Kuala Lumpur by the Prime Minister.
16 Apr 1982
Terminal 1 Subang-Kuala Lumpur closed for renovation.
Terminal 1 Subang-Kuala Lumpur closed for renovation.
1 Jun 1983
Terminal 1 Subang-Kuala Lumpur opened for operations.
Terminal 1 Subang-Kuala Lumpur opened for operations.
1985
Interim development of Subang-Kuala Lumpur International Airport Terminal 1 to accommodate larger aircraft.
Interim development of Subang-Kuala Lumpur International Airport Terminal 1 to accommodate larger aircraft.
1Dec 1989
Reopening of Terminal 2, Subang-Kuala Lumpur International Airport for domestic services.
Reopening of Terminal 2, Subang-Kuala Lumpur International Airport for domestic services.
Jul 1991
Announcement of the proposal plan to construct the Kuala Lumpur International Airport (KLIA) at Sepang.
Announcement of the proposal plan to construct the Kuala Lumpur International Airport (KLIA) at Sepang.
29 May 1993
Establishment of Kuala Lumpur International Airport Berhad (KLIA Bhd), a corporate body wholly-owned by the Government to oversee and manage the construction of the new Kuala Lumpur International Airport at Sepang, Selangor.
Establishment of Kuala Lumpur International Airport Berhad (KLIA Bhd), a corporate body wholly-owned by the Government to oversee and manage the construction of the new Kuala Lumpur International Airport at Sepang, Selangor.
16 Dec 1993
Opening of Terminal 3, Subang-Kuala Lumpur International Airport and closing of Terminal 2 for refurbishment (expected to be ready by the end of 1994).
Opening of Terminal 3, Subang-Kuala Lumpur International Airport and closing of Terminal 2 for refurbishment (expected to be ready by the end of 1994).
(On completion of the Subang-Kuala Lumpur Interim Development, Terminal 1 will be designated for international traffic; Terminal 2, Singapore shuttle; and Terminal 3, domestic).
1 Jan 1994
Formation of Malaysia Airports (Niaga) Sdn. Bhd. (MAN), a subsidiary of MAB, to participate in duty free retail operations at Subang-Kuala Lumpur International Airport.
Formation of Malaysia Airports (Niaga) Sdn. Bhd. (MAN), a subsidiary of MAB, to participate in duty free retail operations at Subang-Kuala Lumpur International Airport.
15 Jan 1995
Reopening of Terminal 2 for Kuala Lumpur / Singapore shuttle flights by MAS and SIA.
Reopening of Terminal 2 for Kuala Lumpur / Singapore shuttle flights by MAS and SIA.
27 Jun 1998
Sepang was ablaze with lights on the night of June 27, 1998
KL International Airport, Sepang was lauched by the King, Yang di-Pertuan Agong Tuanku Ja'afar. It was a moment of reckoning as the new airport, sparkling like a fairyland and visible from as far as 15kms away, beckoned the 1500 spectators who came to witness its opening.
16 Sept 1998
The Bunga Raya Complex, named after Malaysia's national flower, was opened by the Yang DiPertuan Agong, Tuanku Ja'afar. Built at a cost of RM80 million, the complex boasts a reception hall, private VVIP suites, a multi-function room and a media briefing room.
19 Sept 1998
Transport Minister Dato' Seri Dr Ling Liong Sik, officially launched the second runway at the KL International Airport. With this RM 136 million runway in full operation, KLIA now offers simultaneous landings and take-offs, thus speeding up the growth for tourism and commerce in this country.
Before the Advent of the second runway, KLIA could only accommodate 40 to 45 aircraft per hour. Now it can handle 65 to 67 planes on a segregated mode, in which one runway is used solely for arrivals, the other for departures and approximately 90 to 100 planes in mixed mode every hour. This runway is 4000m long and 60 m wide and allows for all types of aircraft without payload restriction. As it is fitted with state-or-the-art aeronautical ground lighting, aircraft can land in all weather conditions.
As with all KLIA endeavours, it is envisioned that the latest service will establish the airport as a regional leader in air transportation.
20 Sept 1998
Queen Elizabeth II and her husband, the Duke of Edinburgh Prince Philip arrived via the modern KL International Airport for the Kuala Lumpur 98 Commonwealth Games closing ceremony. She was one of the first guests of the new Bunga Raya VVIP Complex.
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