CITY AND BOROUGH OF JUNEAU JNU RUNWAY 8/26 · PDF fileCITY AND BOROUGH OF JUNEAU JNU RUNWAY 8/26 REHABILITATION ... The last major runway resurfacing project at JNU was completed in

CITY AND BOROUGH OF JUNEAU

JNU RUNWAY 8/26 REHABILITATION

Contract Number E14-034 AIP No. 3-02-0133-0XX-2014

ENGINEER’S DESIGN REPORT

Prepared For:

City and Borough of Juneau Juneau International Airport

Prepared by:

USKH, Inc. 2515 A Street

Anchorage, Alaska 99503

Engineer’s Design Report JNU Runway 8/26 Rehabilitation

Contract Number E14-034December 2013

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TABLE OF CONTENTS

I. INTRODUCTION .................................................................................................... 1 A. Existing Conditions ......................................................................................... 1 B. Project Scope ................................................................................................. 2

II. DESIGN ANALYSIS ............................................................................................... 6 A. Airport Layout Considerations ........................................................................ 6

1. Conformance with Standards ........................................................................ 6 a. Conformance with FAA Standards ........................................................... 6 b. Conformance with the Airport Layout Plan ............................................... 7 c. Analysis of Alternatives and Preferred Alternative .................................... 7 d. Environmental Considerations .................................................................. 8

2. Preliminary Environmental Commitments: ..................................................... 8 a. Air Quality ................................................................................................. 8 b. Water Quality ............................................................................................ 8 c. Construction ............................................................................................. 9 d. Historical, Archaeological, and Cultural Resources .................................. 9 e. Fish, Wildlife and Plants ........................................................................... 9 f. Required Permits .................................................................................... 10 g. Federal Aviation Regulation Part 77 Clearances .................................... 10

3. Design Aircraft ............................................................................................. 10 B. Soils and Grading ......................................................................................... 11

1. Existing Soil Conditions ............................................................................... 11 2. Internal Drainage and Frost Considerations ................................................ 11 3. Material Borrow Sources ............................................................................. 11

C. Drainage ...................................................................................................... 11 D. Pavements ................................................................................................... 12 E. Lighting and NAVAIDs ................................................................................. 15

1. Lighting ........................................................................................................ 15 2. NAVAIDs ..................................................................................................... 16

III. MODIFICATIONS/EXCEPTIONS TO DESIGN STANDARDS ............................. 18

IV. COST ESTIMATES .............................................................................................. 19 A. Quantities and Unit Costs ............................................................................ 19 B. Special Considerations ................................................................................ 19 C. Additive Alternatives ..................................................................................... 19

V. PROJECT SCHEDULE ........................................................................................ 20

VI. SAFETY PLAN ..................................................................................................... 22 A. Impact of Work ............................................................................................. 22 B. Planned Closures ......................................................................................... 22 C. Coordination ................................................................................................. 22 D. Conditions for Closures ................................................................................ 23



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E. Vehicle Marking ............................................................................................ 23

List of Figures Figure 1 – Project Map .................................................................................................... 5

List of Tables

Table 1 – Runway Design Criteria ................................................................................... 6 Table 2 – Taxiway Design Criteria .................................................................................. 6 Table 3 – Transverse Grade Criteria ............................................................................... 7 Table 4 – BERG2 Analysis Parameters for Frost Depth ................................................ 11 Table 5 – Runway 8/26 ................................................................................................. 14 Table 6 – Taxiway B-1 and H ........................................................................................ 14

Appendices

Appendix A ......................................... CONSTRUCTION SAFETY AND PHASING PLAN Appendix B ......................................................................................... COST ESTIMATES Appendix C ............................................................................. PAVEMENT EVALUATION Appendix D ............................ GEOTECHNICAL ENGINEERING RECOMMENDATIONS



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ACRONYMS

AAC ......................................................................................... Airport Approach Category ACs ...................................................................................................... Advisory Circulars A.C. ....................................................................................................... Asphalt Concrete ADG .............................................................................................. Airplane Design Group ADF&G .................................................................. Alaska Department of Fish and Game ALCS .................................................................................. airfield lighting control system ALP ..................................................................................................... Airport Layout Plan APDES .................................................... Alaska Pollutant Discharge Elimination System BMPs ..................................................................................... Best Management Practices CABC .............................................................................. crushed aggregate base course CBJ ....................................................................................... City and Borough of Juneau CSPP ........................................................................ Construction Safety & Phasing Plan DOT&PF ..................................... Alaska Department of Transportation & Public Facilities EA .......................................................................................... Environmental Assessment EIS ................................................................................ Environmental Impact Statement EVAR ........................................................................... Emergency Vehicle Access Road FAA .................................................................................. Federal Aviation Administration FAR ....................................................................................... Federal Aviation Regulation FOD ................................................................................................... foreign object debris FSS .................................................................................................... flight service station GPS ........................................................................................... global positioning system HDPE ........................................................................................ high-density polyethylene HMA .......................................................................................................... hot mix asphalt JNU ....................................................................................... Juneau International Airport LDIN ........................................................................................................... lead-in lighting LED ..................................................................................................... light-emitting diode MALS ............................................................. medium-intensity approach lighting system MALSF ................... medium-intensity approach lighting system with sequenced flashers MTOW ............................................................................. maximum design takeoff weight NAVAIDs ................................................................................................ Navigational Aids NOTAMs ............................................................................................... Notices to Airmen OFZ .................................................................................................... Obstacle Free Zone PAPI .............................................................................. precision approach path indicator PCI .......................................................................................... Pavement Condition Index PFC ................................................................................................. porous friction course PG ....................................................................................................... performance grade PND ........................................................................................................... PND Engineers RDC .................................................................................................. runway design code REILS ...................................................................................... runway end identifier lights RPU ............................................................................................. remote processing units RVR ................................................................................................ Runway Visual Range RW ....................................................................................................................... Runway RSA ................................................................................................... Runway Safety Area SHPO ............................................................................ State Historic Preservation Office



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SWPPP ................................................................ Storm Water Pollution Prevention Plan TDG ............................................................................................... Taxiway Design Group TOFA ............................................................................. taxiway/taxilane object Free Area TW ........................................................................................................................ Taxiway USKH ................................................................................................................ USKH Inc. USACE .............................................................................. U.S. Army Corps of Engineers UV ..................................................................................................................... ultra violet VASIs ............................................................................. visual approach slope indicators



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I. INTRODUCTION

A. Existing Conditions

Juneau International Airport’s (JNU) sole runway (RW) 8/26, is a 150-foot wide by

8,857-foot long runway that is accessed from taxiways (TW) B, C, D, E, F and G. The

runway serves a variety of aircraft from Alaska Airlines 737s to smaller Part 135 aircraft

such as Cessna 206/207s, Grand Caravans, and Piper Navajos. It also serves as a very

active medevac hub for King Airs and Learjets. The airport is occasionally used by

military aircraft such as the U.S. Coast Guard’s C-130 and the U.S. Air Force C-17

Globemaster III.

The surface of RW 8/26 is asphalt concrete (A.C.) pavement, with the west end varying

in thickness from 6 to 8 inches overlaying asphalt emulsion sand, and the east end

varying in thickness from 10 to 12 inches over subgrade. The transverse grade is

approximately 1.0 percent. The A.C. at the runway shoulders varies in thickness from

1.5 to 3 inches.

Following a periodic Federal Aviation Administration (FAA) inspection in November

2011 and a subsequent FAA surveillance inspection in April 2012, the runway surface

pavement was found to be failing and producing foreign object debris (FOD) that could

be ingested into aircraft engines. The widening long longitudinal cracks were also found

to be a potential danger for loss of aircraft control during takeoff or landing procedures.

In July 2012, the Alaska Department of Transportation & Public Facilities (DOT&PF)

produced a Pavement Inspection Report that assigned the runway a Pavement

Condition Index (PCI) of 61.23, indicating corrective maintenance was required.

Emergency repairs (cold-planing and patching) were performed on the center of the

runway to mitigate FOD and potential loss of control issues. In October 2012, a second

15-foot wide A.C. patch, spanning the entire length of the runway, was constructed on

each side of the runway centerline. In June 2013, a similar 7-foot wide A.C. patch,

spanning the entire runway length, was constructed along both edges of the patch

constructed the previous October. The patching efforts left a 2-foot wide swath of



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existing pavement remaining along the centerline of the RW, which encompassed the

centerline lighting.

Over the past few years, there have been multiple construction projects at JNU. The

major projects included:

Expanding the runway safety area (RSA) and extending the runway on each end.

Relocating TW G and reconstructing TW B.

Relocating Duck Creek and the Emergency Vehicle Access Road (EVAR aka Dike

Trail).

The last major runway resurfacing project at JNU was completed in 1997 and consisted

of cold-planing 2.75 inches, to remove a layer of porous friction course (PFC), and

repaving with standard A.C. using AC-5 grade asphalt.

B. Project Scope

The City and Borough of Juneau (CBJ) contracted with USKH Inc. (USKH) to provide

design services needed to rehabilitate RW 8/26 at JNU. The project will resurface the

entire length of the 150-foot wide runway to eliminate the surface deterioration problems

currently being experienced. Shoulder pavement will be replaced in its entirety and any

transition pavement needed on the overruns will be included. All markings will be

replaced.

Other improvements will need to be constructed to accommodate aircraft operations

during the closure of RW 8/26 and to take advantage of a rare full closure of the

airport’s only runway. Additional work to be accomplished in conjunction with the RW

8/26 rehabilitation project is:

Convert TW A to a temporary runway so RW 8/26 can be shut down for resurfacing

operations. This work will include relocating or removing Navigational Aids

(NAVAIDs), restriping TW A as a runway and returning it to a taxiway when runway



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work is complete, and installation of temporary runway lighting and NAVAIDs on the

taxiway.

Installation of tie-downs south of Duck Creek to relocate general aviation aircraft out

of the TW H taxiway object free area (TOFA) during the temporary operations.

Construct new access road along Duck Creek to intersect with the Float Pond Road.

This will allow vehicle access from Gate E to the Float Pond while keeping traffic

away from TW A during temporary operations. The intersection of Float Pond Road

with the new access road will be reconfigured to eliminate a “Y” intersection.

Reconstruct TW B-1 to handle increased aircraft operations by larger aircraft to

minimize back taxi operations during temporary operations. Currently this taxiway

can only handle Airplane Design Group (ADG)-I aircraft and grades do not meet

FAA requirements. Additionally, TW B-1 will be relocated to align with TW W to

reduce incursions that originate from the tug road adjacent to TW B-1, as identified

by the FAA on their last certification inspection in December 2013.

Extend Taxiway H to intersect with Taxiway E1 and provide a taxi-route for medevac

aircraft parked on Apron D-1 without having to back taxi on the temporary runway.

Replacement and/or upgrade of runway centerline, edge, and threshold lighting with

light-emitting diode (LED) fixtures to comply with FAA standards.

Replace the existing 8-foot Jordan Creek culvert under RW 8/26 with a new 14-foot

half-pipe arch to meet the fish passage requirements in the current Environmental

Impact Statement (EIS). This culvert will be installed while RW 8/26 is closed and

will connect to the portions of existing fish passage culvert that was constructed as

part of the recent RSA project. Additionally, the same size culvert will be installed at

the TW H crossing of Jordan Creek to TW E-1.

Drainage of the infield area encompassed by TWs A, E, F, and the runway, will be

diverted to the float pond by constructing a new storm drain pipe under RW 8/26.

This project will aid the airport in improving water quality discharges.



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All design will be in accordance with the FAA’s Advisory Circular (AC) 150/5300-13A,

dated 9/28/2013, unless otherwise noted.



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II. DESIGN ANALYSIS

A. Airport Layout Considerations

1. Conformance with Standards

a. Conformance with FAA Standards

The RW 8/26 Rehabilitation project is being designed in accordance with FAA AC

150/5300-13A, Airport Design, dated 9/28/2013. The existing runway design code

(RDC) of C-III-5000(RVR) standards will be maintained. TW B-1 will be constructed to

ADG-I/TDG-2standards while TW H will be constructed to ADG-II/TDG-2 standards.

Tables 1 and 2 show the dimensional design criteria used for the project.

Table 1 – Runway Design Criteria

Runway RDC RW Width Shoulder Width

Total Safety Area

Width 8/26 C-III-

5000 150’ 25’ 500’

Table 2 – Taxiway Design Criteria

Taxiway ADG TDG TW Width Shoulder Width

Total Safety Area

Width B1 I 2 25’ 10’ 49’ H II 2 35’ 10’ 79’

This project will reconstruct the runway pavement, including shoulders, and taxiway

transitions; and two existing taxiways will be reconstructed/extended. The runway

transverse grade will match the existing grade. The new sections of taxiways will be

crowned at the centerline with a transverse gradient of 1.5 percent, and where possible,

the shoulders and safety areas will slope away from the centerline at 3.0 percent. Areas

at intersections, aprons, etc., will be graded to drain to existing ditches and trench

drains. Table 3 shows the transverse grade limitations specified in FAA AC 150/5300-

13A for aircraft approach category C, D and E airports:



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Table 3 – Transverse Grade Criteria

Surface Grade Runway 0% to 1.5% Taxiway 1.0% to 1.5% Shoulder 1.5% to 5% Safety Area Beyond Shoulder 1.5% to 3%

b. Conformance with the Airport Layout Plan

The current JNU Airport Layout Plan (ALP) was approved by the FAA in May 2010, and

an update was just recently submitted for their review. RW 8/26’s existing designation

RDC is C-III-5000 and is to remain so in the future. The TW H extension and relocated

TW B-1 will not encroach on the runway object free area or the runway obstacle free

zone.

c. Analysis of Alternatives and Preferred Alternative

Three preliminary alternatives were developed for the rehabilitation of RW 8/26.

No Action – This alternative would result in no new pavement rehabilitation work for

RW 8/26. Although patches have addressed the immediate concerns of the RW 8/26

pavement deficiencies, these issues will recur in the near term without a permanent

fix.

Alternative A – This alternative removes 5 inches of existing runway pavement by

cold-planing and replaces it with 5 inches of new A.C. This alternative is perfectly

viable. However, it does not provide any substantive benefits over the existing

condition and will impact the runway centerline lighting to the point that that it will

need to be replaced.

Alternative B – This alternative removes 3 inches of the existing runway pavement

by cold-planing and replaces it with 5 inches of new A.C. This preferred alternative

will provide a means to increase the total thickness of the asphalt layer and increase

the overall strength of the pavement. The cold-planing with this alternative will not

penetrate below the bottom of the runway centerline lighting can grade rings,



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therefore the centerline lighting can remain in place and reduce the project’s cost

and construction time requirements.

d. Environmental Considerations

The following preliminary environmental commitments, permits, and measures are

anticipated to reduce environmental impacts and were considered in the project design.

Additions and deletions to environmental commitments, mitigation measures, and

design considerations may occur once the design is final.

2. Preliminary Environmental Commitments:

a. Air Quality

Measures to control short-term and temporary fugitive dust, such as pre-watering sites

prior to excavation, applying a dust palliative, controlling construction traffic patterns and

haul routes, and covering or otherwise stabilizing fill material stockpiles will be

implemented during construction.

b. Water Quality

The contractor will be required to comply with the Alaska Pollutant Discharge

Elimination System (APDES) Construction General Permit and to prepare and

implement a storm water pollution prevention plan (SWPPP).

Best Management Practices (BMPs) will be implemented to minimize any increase

in stormwater runoff from pollution-generating impervious surfaces. Bio-filtration

swales and grass filter strips will be installed along the reconstructed portions of the

Runway to treat runoff and improve the quality of storm water.

All in-stream work associated with the Runway 8-26 culvert replacement and

extension of Taxilane H will be isolated from the flowing water of Jordan Creek

through either diversion of the stream during construction, or pumping the flowing

water around the disturbed area.



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c. Construction

To avoid conflicts with high tides and reduce risk of equipment loss or damage, or

construction delays, all equipment and supplies will be staged and stockpiled in a

defined construction staging area and out of the construction zone. If feasible, grading

and other ground-disturbing activities (in-stream work) will be timed to coincide with the

months of lowest stream flow (February through June). However, the Alaska

Department of Fish and Game (ADF&G) Fish Habitat Permit will provide guidance on

the periods recommended for construction to minimize impacts to fish.

d. Historical, Archaeological, and Cultural Resources

According to the Juneau International Airport Final Environmental Impact Statement,

dated April 23, 2007, the Alaska State Historic Preservation Office (SHPO) concurred

that there are no sites within the airport property eligible for listing on the National

Register of Historic Places.

If cultural, archaeological, or historical sites are discovered during project construction,

the Contractor is required to immediately cease operations and notify the Engineer if the

Contractor’s operations encounter items of historical significance. Work will not resume

in the vicinity of the site until consultation is conducted with FAA and SHPO.

e. Fish, Wildlife and Plants

Impacts to fish will be minimized by following guidance of the ADF&G timing windows

for in water work, and isolating work areas from the stream flow. The Jordan Creek

culvert complex has been designed to provide adequate complexity and flow to flush

adult salmon carcasses from the daylighted sections between Taxilane H and TW 8-26

to avoid attracting birds to the area.

All vegetation treatment (seeding and planting) shall be performed using species under

the following order of preference to prevent establishment of invasive species: 1.

species native to the project site; 2. species native to the project area; 3. species native

to the State of Alaska; 4. non-native species. If native species are not available, only



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non-native species that are known to not reproduce in the general project area shall be

used for revegetation. Monitoring and remedial vegetation treatment shall be performed

until 95% vegetation cover is achieved.

f. Required Permits

A Section 404/10 permit for fill in Waters of the U.S. will be obtained from the U.S.

Army Corps of Engineers (USACE).

A Grading Permit for the extension of Taxilane H and culvert installation will be

obtained from the CBJ Engineering Department.

A Fish Habitat permit will be required from the ADF&G.

g. Federal Aviation Regulation Part 77 Clearances

Federal Aviation Regulation (FAR) Part 77 establishes standards for determining

obstructions in navigable airspace; sets forth the requirements for notice to the

Administrator of certain proposed construction or alteration; provides for aeronautical

studies of obstructions to air navigation to determine their effect on the safe and efficient

use of airspace; provides for public hearings on the hazardous effect of proposed

construction or alteration of air navigation; and provides for establishing antenna farm

areas. FAR Part 77, Subpart B, Notice of Construction or Alterations provides

requirements for notifying the FAA Administrator of the project.

This project will not impact JNU’s existing Part 77 airspace. CBJ should notify the FAA

Administrator of this project that there will be work within the primary and transitional

surfaces of RW 8/26.

3. Design Aircraft

The design aircraft for this project is the Boeing 737-900ER, with a wingspan of 113 feet

and an approach speed of 141 knots. This is an Aircraft Approach Category (AAC) C

and ADG III aircraft. The Boeing 737-900ER has a maximum design takeoff weight

(MTOW) of 187,200 pounds.



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B. Soils and Grading

1. Existing Soil Conditions

PND Engineers (PND) conducted a geotechnical investigation and produced a

geotechnical report to support the design effort. Existing runway construction consists of

varying pavement thicknesses ranging from 9.5 inches to 17.5 inches over poorly

graded, sand with silt and gravel directly beneath the pavement. Appendix D contains a

copy of the geotechnical report.

2. Internal Drainage and Frost Considerations

JNU’s internal drainage is collected in the infield drainage areas and is infiltrated to the

soil beneath the surface. This water is marginally influenced by the surrounding tides

and eventually drains into the Mendenhall Wetlands State Game Refuge.

The PND geotechnical report states that the CBJ Building Code recommends using a

32-inch frost depth. The calculated depth of freezing was 5.3 feet beneath the pavement

surface. Table 4 provides the BERG-2 analysis inputs for the frost depth analysis.

Table 4 – BERG2 Analysis Parameters for Frost Depth

Location Freezing Index

Thawing Index

Mean Temp.

Soil Type Moisture Content

Thaw Depth

Freeze Depth

Juneau, AK

1,609 ºF-Days*

3,920 ºF-Days*

40.0 ºF* Sandy Gravel

6% 12.7 ft. 5.3 ft.

*Values from NOAA AFI-pubreturn.xls spread sheet.

3. Material Borrow Sources

To construct this project, structural fill (subbase and crushed aggregate base course)

and hot mix asphalt aggregates will be required from an off-site source. The material will

be imported to the airport by the construction contractor.

C. Drainage

Approximately half of the project (main apron, terminal, and parking areas) drains to a

series of storm drains that lead to ditches that drain to the east through several culverts



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into Jordan Creek, which flows into the Gastineau Channel. The other half (general

aviation, commercial, and air cargo areas) drains through ditches that flow west into a

storm drain system, which empties into the float pond basin. Measures to minimize

changes to existing drainage patterns were considered in the design, and improvements

will be made for water quality considerations.

Taxiways A, E, F, and the runway. This location drains surface runoff laden with the de-

icing agent urea into Jordan Creek. To help minimize the airports urea discharge into an

anadromous waterway, a new storm drain crossing RW 8-26 to the float basin will be

constructed during the runway closure

The new float pond access road will be crowned and all runoff will flow to the existing

storm water system, ditches, and/or Duck Creek. Infield areas impacted by construction

will be regraded to promote existing drainage patterns.

D. Pavements

USKH performed a visual pavement inspection of RW 8-26 on August 27-28, 2013. The

pavement distresses were mapped by hand and the severity of each distress noted.

The following distresses were observed:

Low- to medium-severity longitudinal cracks that run the entire length of the runway;

these cracks appear to be along the construction joints created when the runway

was paved in 1997.

Sporadic, discontinuous, low-severity longitudinal cracks observed between the

construction joint cracks.

An area of pavement settlement nicknamed the “sink hole” near TW F on the south

side of the runway centerline. This area has been patched multiple times, and is

reported to move up and down with the seasons.

Medium-severity transverse cracks as a result of reflection cracking from lower, past

pavement lifts.



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Localized areas of low-severity alligator cracking.

General observations by the FAA indicated the asphalt looked brittle or as if it was

drying out and was prone to cracking; likely due to considerable attack by ultra violet

(UV) light and urea use on the runway surface.

Based on the findings from the pavement evaluation, a number of distressed locations

were identified for further investigation. USKH hired PND to core some of these

distressed locations and in some cases, bore into the subgrades. The investigations

revealed the longitudinal construction cracks extend 2.5 inches below finished grade

and are likely the result of cold joints during the 1997 construction. The sporadic cracks

between the construction joints extended less than 3 inches deep, and there is no real

indication of a cause. The pavement sink hole and alligator cracking are caused by a

frost susceptible subgrade.

To rehabilitate the runway, it is recommended to cold-plane a minimum of 3 inches from

the runway surface and replace with 5 inches of hot mix asphalt (HMA). In addition to

providing additional structural thickness, this will allow for the removal of the upper layer

of A.C. in which the majority of the pavement distresses occur, and provide a solid base

for the new paved surface. For the locations of the runway that showed pavement

distresses due to subgrade issues, a replacement section of 5 inches HMA, 6 inches of

crushed aggregate base course (CABC) and 22 inches of new subbase for a total

replacement section of 32 inches is recommended. Shoulders will be removed and

replaced with 3 inches of HMA over 6 inches of CABC to meet minimum thickness

requirements. All HMA will be performance grade (PG) 64-28 (DOT&PF Class E), Type

II mix.



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Table 5 – Runway 8/26

Section Recommendations Runway Shoulders

5” HMA (P-401) 3” HMA (P-401) 6” CABC (full depth locations) (P-209) 22” Subbase (P-154)

6” CABC (P-209)

Table 6 – Taxiway B-1 and H

Section Recommendations Taxiway Shoulders

3” HMA (P-401) 3” HMA 6” CABC (P-209) 6” CABC (P-209) 18” Subbase (P-154) 18” Subbase (P-154)

Pavement structural recommendations were validated using FAA FAARFIELD 1.305

software and the minimum thickness recommendations of FAA AC 150/5320-6E, Airport

Pavement Design and Evaluation using the fleet mix for JNU and a 20-year design life.

PND’s geotechnical report is provided in Appendix D.

Improved construction techniques will be employed to help extend the life of the runway

pavement. Material transfer vehicles will be required in front of the paver to accept

delivered HMA and keep it mixed. These vehicles help maintain consistent asphalt

temperatures before it is delivered to the paver’s hopper. Echelon paving will be

implemented to reduce the number of longitudinal construction joints. Where cold joints

are necessary, joint adhesive will be applied to provide a better bond between the new

asphalt and existing pavement. Finally, intelligent compaction equipment will be utilized

on the breakdown rollers behind the paver to provide temperature, asphalt stiffness, and

global positioning system (GPS) location data to both the compactor operators and the

quality control personnel so they have up to the minute information on how consistently

the final lift of HMA is being compacted.



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E. Lighting and NAVAIDs

1. Lighting

The new lighting and NAVAIDs will meet the requirements of FAA AC 150/5340-30G,

Design and Installation Details for Airport Visual Aids, and applicable equipment AC

150/5345 series equipment standards.

The runway lighting system will be replaced as part of the runway rehabilitation project,

including the runway centerline, edge, and threshold lighting. Taxiway lighting will be

replaced on Taxiways A and B1 as required for the Taxiway B1 configuration. Runway

guard lights will be installed at Taxiways C and E where they were removed from the

scope of the previous construction project. The existing lighting regulators, airfield

lighting control system (ALCS), and standby generator were recently installed as part of

the previous construction project in 2013 and will not be affected by this project.

The new runway edge, centerline, threshold, and taxiway edge lighting will consist of

LED fixtures minimize maintenance and energy use. They will be provided with heaters

where applicable to prevent icing.

The existing edge light base and conduit system will be replaced using high-density

polyethylene (HDPE) conduit and galvanized steel light bases. Conduit under aircraft

traffic areas will be concrete-encased galvanized rigid steel. The new light bases will

include 6-inch drain openings in the bottom covered with galvanized hardware fabric

and drain rock below the light base to prevent water accumulation.

The existing centerline light base and conduit system appears to be in good condition

and there are no known issues with it. The light base bottom sections and connecting

conduits will be reused, and the top sections will be removed and replaced to allow for

pavement removal and replacement. This will provide significant time and money

savings over a full replacement. Spacer rings will be installed under the new lights to

allow the light elevation to be adjusted in the future. The light base top sections, spacer

rings, and flange rings will be installed in a core-drilled hole and surrounded by epoxy.



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This installation method facilitates elevation adjustments as well as future pavement

overlays.

Many of the existing lighted signs are in poor condition. All of the lighted signs, except

for those replaced in the previous runway project, will be replaced with new signs

utilizing LED lamps. The signs will be installed on new concrete foundations.

The existing wind cones will remain in service and will not be affected by this project.

Temporary runway lighting will be provided to convert Taxiway A into a temporary

runway. The existing taxiway lighting will be removed and temporary runway lights or

blank covers will be installed on the existing light bases. The light spacing of the

existing taxiway lights does not meet the requirements of the ACs for runway lighting,

however, a general spacing will be established as near as possible to the AC

requirements as the existing light base locations allow. This will provide a lighting

system that will be allowed by FAA for a temporary installation with Notices to Airmen

(NOTAMs) regarding non-standard light spacing and monitoring by the airport operator.

The temporary runway lighting will be a high-intensity system, but will only have 3-step

intensity control due to the use of the taxiway lighting circuits for the temporary lighting.

The temporary runway lighting will be controlled through the ALCS by controlling the

existing taxiway lighting circuits. These circuits can be controlled manually from the

control tower, flight service station (FSS), and regulator vault, or by pilots via radio.

2. NAVAIDs

Temporary runway end identifier lights (REILs) will be installed at each threshold of the

temporary runway. They will be powered from the temporary runway lighting circuit and

therefore share on/off and intensity step control with the temporary runway lights. The

temporary REILs will be provided and installed by the contractor and will be removed

when use of the temporary runway is complete.

Temporary visual approach slope indicators (VASIs) will be installed to serve each end

of the temporary runway. The VASI systems will be designed and furnished by FAA



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and installed by the contractor. The temporary VASIs will be removed when no longer

in use.

A temporary lead-in lighting (LDIN) system will be installed for temporary runway 8,

consisting of three sequenced flashers. Additional flashers would be preferable, but not

practical due to location conflicts with the water and taxiway beyond the temporary

threshold. The LDIN will be pilot-controlled via radio.

The existing medium-intensity approach lighting system with sequenced flashers

(MALSF) and medium-intensity approach lighting system (MALS) systems at RWs 8

and 26, respectively, will remain in place and be turned off by FAA. The semi-flush

threshold lights of both systems will be removed and reinstalled on light base

extensions based on grade changes at the runway thresholds.

The remaining NAVAIDs, including the RW 8 VASI and REIL and the RW 26 precision

approach path indicator (PAPI) and REIL will be turned off and protected during

construction.

A surface sensor system will be installed, including three surface condition sensors, one

subsurface temperature probe, and two sets of environmental sensors. Two remote

processing units (RPUs) will be located on the airfield and will communication wirelessly

back to the central system equipment located in the airport maintenance building.

Conduit installed for this system as part of the previous construction project will be

utilized where applicable.



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III. MODIFICATIONS/EXCEPTIONS TO DESIGN STANDARDS

Except for two conditions, construction for this project will be completed in accordance

with applicable FAA ACs and the Standard Alaska State Modified version of the FAA

Guide Specifications. The exceptions are:

Runway centerline light spacing does not meet FAA design standards since the

2012 Runway Safety Area construction project moved the thresholds of the runway

and fixtures vary in their offset from centerline. Since this project will not remove the

existing centerline light bases but only replace the fixtures, the centerline lights will

continue to be an exception to FAA standards.

Construction of the RW 26 extension during the 2012 Runway Safety Area project

created a grade change within the first 1,000 feet of the runway. This project will

lessen this grade change but will not fully remove it.



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IV. COST ESTIMATES

A. Quantities and Unit Costs

A cost estimate was prepared for the preferred runway rehabilitation alternative of cold-

planing 3 inches and placing 5 inches of A.C. Due to the runway closure during phasing,

TW A will be used as a temporary runway. This will require additional pay items on the

cost estimate. Quantities and unit costs for the recommended alternative for the runway

rehabilitation are provided in Appendix B. The quantities were derived from the design

data that has been gathered and generated to date. The unit costs were estimated from

previous projects within the last 3 years.

B. Special Considerations

Phasing requirements have created cost items for temporary construction that include,

but are not limited to, temporary runway and taxiway painting, temporary runway

lighting, and temporary tie-downs.

Construction duration and timing requirements dictate an accelerated construction

schedule. Completing all the required work between weather windows, wildlife windows,

and periods of high aircraft usage will result in enough restrictions on the contractor that

multiple crews will need to be employed almost around the clock, and any unforeseen

conditions or unusual weather conditions will make the situation more difficult and

costly.

C. Additive Alternatives

An additive alternative to replace the RW 8 blast pad with new HMA has been

developed to rehabilitate old pavement not addressed by previous projects.



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V. PROJECT SCHEDULE

Due to urgency of the runway repairs, and the complications and costs of having the

airport’s only runway closed for an entire summer tourist season, JNU desires to

complete the project in its entirety in 2014. Project contracts must be restricted in their

performance periods to ensure the work is completed expeditiously and that portions of

the airfield are not closed for unnecessary durations. The anticipated project schedule is

to award the construction contract approximately April 2014 and complete the work

before the end of the normal paving season in September.

Work will be required to be divided into three phases. Phase 1 will complete

improvements to the airport in anticipation of the RW 8-26 closure including construction

of TW B-1 and H, the float pond access road, installation and flight check of temporary

NAVAIDs and runway lighting, relocation of aircraft parking, and marking of TW A as a

temporary RW. Phase 2 will complete the construction of the new Jordan Creek culvert

replacement, infield drainage improvements, and runway resurfacing and lighting work.

Phase 3 will restore the airport’s original runway and taxiways to their normal mode of

operations.

The Airport Tenant and User Group has expressed their desire to see RW 8-26

reopened by June 30, 2014 to minimize disruption to their air operations during the

height of the tourist flightseeing season. The amount of preparation work phased into

the project before RW 8-26 can be closed will require a contractor to mobilize more

manpower and equipment to complete all required work. A pay item has been added for

the contractor to complete the work on an accelerated schedule to reopen the runway

by the June 30th deadline. An alternative to completing all work within a single

construction season is to complete all of the Phase 1 preparation work in 2014, and

then all of the runway work under Phase 2 could begin earlier in spring 2015 to ensure

RW 8-26 reopens by June 30th.

To minimize delay of construction based on delivery of materials, JNU has elected to

pre-purchase the culvert materials for the Jordan Creek crossings at TW H and RW 8-



Page 21

26 since the installation of these culverts present the critical path to complete the

runway resurfacing work.



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VI. SAFETY PLAN

The goal of the safety plan will be to facilitate access and allow time and space for

construction activities while maintaining the maximum operational use of the airport

possible during construction.

A construction safety and phasing plan (CSPP) will be attached as an appendix to

project specifications and present proposed construction staging for airport

improvements and outline the impact of construction activities on operations. It will also

be referenced in the general contract provisions related to staging areas, haul routes,

and general responsibilities of the contractor during construction. A copy of the project’s

draft CSPP prepared according to FAA AC 150/5370-2F, Operational Safety on Airports

During Construction, dated September 29, 2011 is attached in Appendix A.

A. Impact of Work

Planned work on Runway 8/26 to improve the pavement, replace and upgrade lighting,

improve drainage, along with other elements, will impact the operations of JNU.

Proposed construction phasing will include multiple stages of work in order to maintain

operations to the maximum extent practicable.

B. Planned Closures

Closure of RW 8/26 will be required to complete the project work. When the main

runway is closed, TW A will be used as a temporary runway surface as shown on the

construction safety drawings. Partial closure of TW A will be required when completing

work on or near the taxiway. Closures will be coordinated with JNU Operations to

provide a plan for the contractor that will meet operational needs.

C. Coordination

The contractor will:

Coordinate with the Airport Manager through the Airport Engineer, to issue NOTAMs

regarding current airport operations and restrictions.



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Designate an individual who will be the point of contact for coordinating an

immediate response to correct any construction-related activity that may adversely

affect operational safety of the airport.

Provide a safety officer/construction inspector familiar with airport safety to monitor

construction activities.

Constantly monitor control tower radio communications.

D. Conditions for Closures

A runway closure will be required. Prior to the closure the contractor will coordinate with

airport operations, through the Engineer, who in turn will issue NOTAMs accordingly.

During closures, yellow crosses will be placed at each end of the runway, and NAVAIDS

providing misleading information will be covered.

E. Vehicle Marking

Vehicles that will operate in an aircraft movement area must have a flag or beacon

attached that is readily visible. Any vehicle operating on the movement area during

hours of darkness or reduced visibility must be equipped with a flashing dome-type light.

Documents

CITY AND BOROUGH OF JUNEAU JNU RUNWAY 8/26 · PDF fileCITY AND BOROUGH OF JUNEAU JNU RUNWAY 8/26 REHABILITATION ... The last major runway resurfacing project at JNU was completed in